Mackpro

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.

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.