Mackpro

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.

The new intake gaskets are steel core and wont blow out like the old ones. I dont know when they phased in the new gaskets.

1100-1200 would be be high in my book. Early Etech style engines had issues with intake manifold gaskets blowing out. They came out with steel core gaskets now that solved that problem.

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A customer of ours has close to 50 asphalt dump trucks and 90% Mack. 20 of them are 2013-2017 GU's with MP7 and MP8 engines and 2 are M-Drives and rest Allison autos. A couple have been back for software updates and 1 for a particulate matter sensor. Other than that zero issuses.

I allways tell everyone to unplug engine ECM and check for coolant the connector/ECM area. Seen it way to many times

Not much info on troubleshooting code but pointer on flywheel should be on "0" and then on "TDC" on camshaft. If early MP7 with no DPF use timing marks on rear of cam. Sometimes the marks on the rear dont match the front.

The ambient are temp sensor is located on the front cross member on drivers side. Its a green sensor in front of the radiator. This option can be turned off by a reflash from a dealership

I did a cam job on a 1994 E7 today. I like the old trucks ! Yep , stand up oil/filter change!

Yep, we had just as many KW's in derate as we had Macks this week.