Mackpro

It wasn't Dickbuick on here that I was discussing MP-7 oil temp but it was someone else on here. They had a 2012 GU with MP7 with high oil temp. We found a Mack Product Improvement Campaign PI0769 that came out in November of 2011 that has the new software for the AMC and EMS that deals with oil temp and a bunch of other issuses.

Me and Dickbuick were discussing this issue the other day. I found a Mack Bulletin on this and it requires a couple of software downloads from the dealer . I'll see if I can pull it up

Do you know what the fault code number was? There was a issue on the MP-8's where they were waiting on a software update but that came out last month. We rarely sell a MP-7 around here so we dont get to work on many newer ones.

Have you seen the Mack bulletin SNM 13-022? Message me and I can email it to you. My data on my account here is maxed out and I cannot add any attachments anymore

Glad he found it. It happens a lot as all thoses connectors are the same .

The windshields leaking is common. So much so that water was getting into the fuse panel down by the clutch pedal and there was a big recall to have a big rubber boot/gasket installed on the fuse panel and if water damage was found in the fuse box it was to be replaced. However no fix for the windshields leaking

Got the PTO wires on top of the trans plugged into the wrong connector and the ECM thinks the PTO is on and if the prameters are set to 1200 , thats all she will turn. Thats my guess.

I'm thinking its not on firewall . it's a black box mounted on the back side of the metal support bar that runs from the dash to the door post where the door hinges as on the driver side. It also does the turn signal clicking and power divider buzzing when engaged and engine shutdown buzzer

Do DEF doser volume test and check for dried DEF in flex pipe after DPF. Always replace both NOX sensors. Check batteries and ACM fuse in battery box. Check turbo motor effort hot, if in the 200ish turbo could be a issue. Fuel pressure 55 psi idle and 65 at 1100 rpm. Update the EMS and ACM and cluster software if your able. Pressure test complete intake system. The list goes on and on.

On a RD with an ETECH. there is usually a multi-buzzer that does many functions and and is located by the driver side door post below the dash.

Does the engine hours show up in the display on the tach ? If not , the engine ecm is not powering up or the J1939 and other communication lines are down.

No not yet. However it might be in the parts department and not made it out in the shop yet.

We got our new tools a couple weeks ago with no explanation on what they were to be used for. Finally had to pull up the new service manual and check them out. It's crazy what Mack sends us sometimes

Very true fjh! If he has a EM-7 300 with 1425 torque( has cam gear straight key way) he might be better to stay where he's at. Plus it looks like to go to 400HP with 1460 torque he would have to change the turbo plus download. If he has the regular E-7 300 HP with 1160 torque ( has cam gear key way offset left) then to go any higher you gotta pull the cam and install straight cam key way, but the turbo and injectors would be the same to the 400 HP level. On either engine to get over 400HP you would need turbo and injectors and off set right cam gear keyway . And of course downloads for all.

I didn't know they had a clutch driven air compressor option for the volvos till the last class I went to. We got to take one apart , they talked of it and the 2 speed water pump going on the Macks as options

What's the model and last 6 of vin and I can tell you what can be done with just a down load from a dealer.

Yes it could, best I remember, the code is for the VECU not powering down the engine Ecm correctly. And since your replaced the AC EECU with one-off a AI/ETECH it could cause it.

The service manager can pull it up on "VMAC online" in dealer portal or make a E-service to Mack and see if it's available .

The troubleshooting manual point towards the engine ECM if the power relays don't fix it. The dealer can get you a troubleshooting manual for the ASET family of engines and their pretty cheap

We have 8 common rail engines running around here for the last 7 months, so far so good. We have not had to pull a valve cover yet. I was hoping they would put a high pressure fuel pump where the REPTO /flywheel pto goes and redrill the head and go towards a more traditional form of common rail but so far this seems to work.

Loosen the injector lines one at a time at cylinder head about 3 turns and pump hand primer pump till you get fuel coming out, tighten and repeat on at least 3 lines then try to start, the ASET AI and AC are hard to get air out of fuel system.

Did they check the H ring height ? The hold and line up the roller lifter with the cam . If they have been damaged or moved due to past cam failures then the lifters won't last long.

I went to the Atlanta school on the common rail engine last year and not much was known on it at the time. I think we were the first or second class ever. Yep hollow cam and no more balancer on the end of it. A few tech bulletins in CBR on checking for leaks under the valve cover. I haven't read them but I wonder if the $10,000 smoke machine that Mack sent all the dealerships is used. The only thing I dont like about the common rail engine is that the AHI module is made into the fuel filter stand. Better change your air drier filters! I been to the Chicago school a few time back 10 years ago. We get the choice of going to Atlanta or Chicago for school but since we only go in the winter , we head south. Heard stories of twisted cams on the new engine but it was on test trucks in Europe and was fixed before they got over here.

All the CXU's, CHU's and GU's in the shop all say 3.0 pounds. With Sleeper is 3.5 pounds.

I'm assuming will crank but no start. If so, with key on, can you read the engine hours on the tachometer? If so the EECU and VECU should be talking back and forth to each other and that's good.