Mackpro

Did you pull the cam roller for the #6 EUP and check if for flat spots. Any smoke from exhaust? If so I’d remove #6 injector and loosen the rear rocker arm shaft allowing the valves to close and using a rubber tipped blow gun. Blow air into the #6 cylinder and listen for air coming out intake , exhaust and crank case. That way your ruling out compression issues.

The AI engine came in the 2004-2007 CV, CT, LE, MR and a few of the last RD’s. It was basically a CCRS ETECH with a restrictive exhaust manifold and different camshaft and turbo and injectors. The camshaft has 2 bumps on the exhaust lobe so as the piston is comeing down the exhaust valve opens again and sucks dirty exhaust back into the cylinder to be burned again. They went this route on the vocational trucks. On the road tractors they used the AC engine which had a traditional camshaft but has a EGR valve and EGR cooler. The AI engine was reliable but not very powerful and the AC had better power but EGR coolers and the VGT turbos were it’s downfall in some cases.

I always hated working on a MP engine with a Allison trans. All the extra coolant piping going back to the Allison heat exchanger got in the way and made hard jobs harder. The clutch’s on the M-drive seemed to last along time around here , but not a lot of stop and go traffic here. I remember us only changing 3 M-drive clutches and they were all the same customer. He was using CHU’s in a muddy landfill. This was before the HD M-Drive came out. That said around here in the dump truck application the Allison is the winner .

A VMAC 2 ecm will only fit a VMAC 2. However there’s a jumper harness kit for certain VMAC 1 trucks to use the VMAC 2 ecm. VMAC 2 ecm part numbers start with a 12ms59m, m2, m3, m4, m5, m6, m7, m8, m9, m10, m11 and reman m11x

Looking at the Mack reman booklet . It’s seems there are only 2 injector part numbers for the CCRS engine . Below 460 HP which are 700cc injectors and then the 460 injectors which are 850cc. Sounds to me the 460 injectors are dumping quite abut more fuel. Unsure of anything Rochester but I did speak to them years ago and they knew their stuff.

Only issue we had with the GU’s with Allisons was that the Allison needs lots of cooling and GU radiator is not big enough for 505HP with the Allison. Max HP is 445/455

It was a factory download. This was back in 2010 when Mack could/would actually do a little tweaking of the files. I saved the actual emails for future use . If you use that vin you will get that actual data file

CH613 vin : 1m1aa18y63w155025. It has a somewhat special engine software/data file in it. We also put CCRS 460P injectors in it . Runs extremely well.

There is a service bulletin on the harness under the valve cover and the sensor on the fuel rail. I can’t remember if it’s the rail pressure sensor or the pressure regulator. We have 2 common rail Mack’s in our fleet and both were repaired due to fault codes. The fault codes caused no performance issues. Other than that, any other issues we had were corrected with software updates .

Injector cup can cause the issue. If a worn tool is used to install the cup, then compression can come between the cup and head and cause is issue. But being a 2018 it’s unlikely

On the old style water cooled 7th injectors. When flow testing them using Tech Tool, they should make a chirping noise. The dealers have a flow meter they hook to them and check actual flow.

http://www.premiumtechtool.com/

They made engine overhaul manuals for 2007 emissions MP engines, that’s the newest paper manuals. For diagnostic info you need Premium Tech Tool software . A dealer can sign you up for the customer portal and you can access the newest engine manuals and parts diagrams. Only way to do diag is through PTT

Does any of the shops have the PTT premium tech tool program? If not your just wasting your time and money unless you luck out and find a obvious problem. Million possibilities, from incorrect tire size in the ECM , wrong boost pressure sensor. Wrong turbo mouning gasket. Stuck open EGR valve. I’ve seen the “spoon” on the EGR cross ovee pipe broken off and down in the intake manifold. Fuel pressure should be around 55 psi at idle and 65 at 1150 rpm. You really need to check it going down the road and should be in the high 60’s to 80psi.

The truck was in our shop in March of 2016. It was a MP8 325 horsepower. I believe the biggest you could get on a export MP8 was 440

We had a few export MP8’s pass through heading south to catch a boat to South America. I took a lot of pics and I think I posted them here. No egr and plain old school exhaust manifold with a regular old turbo on it. They did have the big exhaust brake thing behind the turbo that Volvo used to put on their D12 engines.

Does your current turbo still have the part number tag on it? Some of the 350s has the bigger turbo on them . If yours is a 631GC5153M4 your good for a 400 I believe

3 - the 2 on the ECM cooler plate and one on the line that goes from the cooler plate to the filter stand. Use a mirror to look in the filter stand with the banjo fitting out.

While I have been a proponent of deleting in the past I would like to change my opinion. I was talking to some of my former coworkers yesterday and they are starting to see a serious problem. They have had 3 trucks with deleted MP8 engines that have had intake and exhaust valves crack and break and pieces and go through the turbo. They are not dropping the valve just a piece breaks off. Mileage varies from 220,000 to 450,000. I have seen them drop valves due to broken valve springs on 800,000 mile engines but this is totally different failure. My thoughts are to delete the DPF and DEF systems and keep the EGR .

Chances are the dealership has no one to do programIng on the older grey engines. What’s the model and last 6 of the vin ?

Start by cleaning all the banjo fittings on the ECM cooler plate and to the fuel filter stand . It’s a common issue .

On your CCRS 350, to go to 400 or 427 HP you would have to upgrade to a bigger turbo plus the download. Going to the 460 you need turbo and injectors and the download and add a boost pressure sensor and wiring. I never suggest going to 460 in the CCRS engine. The wastegated turbo for that model has many problems in my experience

I’m no longer at a dealership but do have some limited access to info. Plus I started saving every bit of info, bulletins and emails from Mack that I could get , starting back as late as 2005.

The older MR series trucks are limited to the lower HP engines due to the small size of their radiator. Mack now makes some custom MRUs with higher HP MP8 engines for concrete pumpers .

Also being a RD688S I’d probably change to a air fan clutch If it doesn’t already have one. The radiators on the RDs are kinda small. At least remove the aftecooler and wash out the radiator real good.