Mackpro

Yes , it is a CCRS , good thing is dealership can upgrade the HP with download, turbo and injectors and not have to pull the camshaft and replace the cam gear key way like in the early etech engines.

The AI is a reliable engine. A AI350 is a good engine for a MR or LE garbage truck. But for a CV or CT tri axle maxing out at 80,000 pounds hauling rock down the highway , the AI 350 HP is weak. A AMI370 would be the minimum I’d have for real heavy use. Even the AI460 barely get the OK in my experience. Good news is the 350 can get factory bumped up in HP or modded by aftermarket parts to get the power up.

A malfunctioning clutch pedal switch can take out the cruise and engine brake . If the VECU thinks the clutch pedal is depressed, cruise and engine brake won’t work

If I was doing long distance work I wouldn’t just for the reason Steeler said. All the guys around here running deleted Mack’s and Volvo’s stay with in 100 miles of home.

As Fjh said,it’s tied ties to the crank case pressure sensor and I know it will set a fault code if the inlet pipe is not hooked to the CCV filter on a 13 year model and up. On the older trucks I don’t know. The part number for the O-ring kit is 21475236. This is for the MP8 and does not include the mounting o-ring.

Yea, back then they told us all trucks will use the OBD diag plug . I guess Cummins didn’t get the memo. Must just have to do with the vehicle/vehicle controls.

Not long ago Mack/Volvo came out with a service bulletin on how to correctly tie a Qualcomm/ electronic log to the data link. As Bbigrig said , first thing we do is make sure we’re plugged into the factory harness and not some add on jumper harness that looks like the factory diagnostic plug.

Back in 2006 we got a service contract for a small fleet of new CXN’s that had the OPS aftermarket oil filter setup on them straight from the factory. We removed them with in the first year and followed the standard service procedures. They ran those trucks for at least 8 years with no oil related issues. Not worth the hassle. These systems are still a factory option as back in the summer I had to work on a new MRU that broke down while being delivered due to a oil leak on the OPS system.

The VMAC 1 and 2 ECMs are getting hard to get from Mack. The part number of the ECM has nothing to do with the HP rating. A 300 HP engine and a 427 HP engine can have the same part number ECM. Also if you do get a new/Reman ECM from Mack it will be blank with the basic program in it, usually 250HP. Dealership has to program it to a specific VIN , that’s where you get the HP rating. Hopefully Mack Corprate still has a guy to set up the VMAC 1and 2 software for the dealership. A couple years back I tried to do a HP upgrade on a VMAC 2 and Mack corprate had only one guy that knew how to do the older VMACs. He was on a 2 week vacation and I had to wait. As of 3 months ago the VMAC 3’s are still good to go on ECMs and software/HP upgrades.

There are so many passage ways inside the filter stands on the MP engines, it would be hard to bypass the primary side of the fuel filter stand. We talked about changing a fuel filter stand on here yesterday and guess what I had to do today? Yep , filter stand. We have 2 CXN’s , 3 CXP’s and about 18 CXU’s and one Anthem. Had low fuel pressure in one of the CXU’s . There was something going on inside the filter stand. Start to finish a little over 3 hours. Including troubleshooting, r&r filter stand, pressure wash before and after repair and test drive with laptop plugged in .

5 mph derate?

Shouldn’t have anything to do with the Allison ecm. If the pto light in the dash cluster ( has to be the one in the cluster) is on , then the VECU should be getting the “ PTO on” signal and operate as per the Pto parameters that were programmed in the VECU ( Vechicle control unit) . Only thing I can think of is , some sensor has failed or sending incorrect into to the VECU. Make sure the parking brake and stop light switches are working correctly.

On a Friday afternoon at 4:00 , yea I can do one in an hour! Lol. For a first timer , 2-3 hours. The skinner you are the easier it is.

Gotta change the whole thing. No special tools really, stubby wrenches help. Just be sure to put the lines and fittings back in the same place. One fitting is actually a check valve and it will also fit in other places and cause problems. The primer pump is replaceable on the newer common rail engine

Sure it’s not parking brake code? I’ve had a few cut out in the middle of a regen due to intermittent parking brake sensor issues

In 1995 VMAC 1 ( 2 ECM) and VMAC 2 (1 ECM) as well as mechanical engines were available. Yours is a VMAC 2 . The ECM’s are no longer available new or Reman. The part numbers are still in the system but no stock anywhere. Your M5 ecm was the first version the it superseded to a 56M6 then 59M7 then M8 then on through 3 Volvo part numbers . A dealer should be able to reset the tire size and gear ratio to match your truck as the ecm is still going off programed data of the truck the ecm came out of.

Also this truck has both power divider lockout and interwheel diff locks. Should do good off road

The AI engines are not known for being powerful ( regardless of HP rating) . However they are pretty reliable. Compared to 2008 and up trucks, you won’t be stuck on the side of the road doing regens or in 5 mph derate due to emissions. So that’s a big plus.

Does the PTO light in the dash cluster come on when the pto switch is engaged? Also is this a Allison trans?

It’s a AI460 engine with a Mack T318LR trans. Meritor rear axles with 4.56 gears. Some type of walking beam rear suspension. Powerleash engine brake. Has dual steering gears. Being built on 3/23/2006 it should have most all upgrades done at the factory. Only thing not possibly done is the rocker arm hold down bolts upgrade. Mack/Volvo purged all warranty data on anything with a grey motor in it a while back. Not able to view past warranty history.

I’d say the pros for the VMAC electronic engine is better cruise control, PTO speed control, road speed limit for fleets, better cold start ability, less smoke, engine protection from low oil pressure/high coolant temperature , easier to calibrate speedometer for gear and tire size changes and the list goes on. On the negative side would be engine harness, sensors and ECMs that could randomly fail leaving you on the side of the road. Also then inability to easily turn the fuel and rpms up for more HP/speed.

If MP7, the oil thermostat actuator on the oil filter stand is probably bad and possibly shorting out other sensors. We change a lot of them.

Mack now uses the OBD connector starting sometime in 2013. I believe some engine makers still use the round 9 pin connector though (Cummins). I saw a 2019 Mack GR with a Cummings in it and it had a round 9 pin connector for the engine and also the rectangle OBD connector for the vehicle ECU.

Some have a check ball in the elbow fitting at the sure tank . Usually the 2004 and up ASET engines have them . The problems occur when the check ball sticks

Is your radiator cap on the radiator or do you have the expansion /surge tank on the firewall? If you have the expansion/surge take set up, I’d check/replace the small line from top radiator hose to the expansion/surge tank. We have seen these collapse inside and cause all kinds of weird problems.