Mackpro

90% of mine is injectors/cups and exhaust. Job security!

You should see the fuel in oil test for the new common rail engine. Lucky for us we have not had a single issue with the 7 or 8 trucks we have running around here for the last 5 months.

This should answer your MID 128 and 142 codes. The MID 136 codes looks to be RH steer axle ABS sensor . 2008 MID fault codes.pdf

Yours is showing to be built on 6/27/2000. And is a regular ETECH , not a CCRS . Your 355/380 has 1560 FT torque . To go to 460 HP it would take turbo and injectors and removing the camshaft and installing off-set key to prevent overheating in summer. And you would only gain 100 FT pounds of torque. The 350-400 and 355/380 all were exact same engines with different downloads. The 427-460 used different turbo, injectors, cam key way and of course different downloads. However there are aftermarket injectors and turbos out there.

MID 136= ABS brake ECM. MID 142= vehicle ECM. MID 128= engine ECM. The numbers that started with a 5 is actually a "S" as in SID. What's truck model? 2007 includes the CXP and CTP with the MP7 pre DPF engine

As 880joe said , ETECH/pre CCRS engine have the fuel return jumper between heads and also the plastic fuel return line coming off front or back head going to the fuel pressure relief valve on RH side of block. If you can give me the last 6 of the vin I can pull it up and check for sure tomorrow

We do the same except 1.5 degrees over what it says on the valve cover for pump timing. Farther up north you can get away with 2 degrees. Down here in the super hot summer , 1.5 over is as far as we like to go. It really helps

Jake pins.pdf

Page 6 and 7 of this service Bulletin . Any time Im doing a valve adjustment on a ETECH style engine with Jakes, I always pull the actuating pins and inspect and or replace. If they are not the new silver ones I always replace them or if they show any wear. However it would be hard to tell if any of the yoke pins were bent or cracked. We usually have good luck in drilling , tapping and slid hammering the broken pins out. Its been years since we have had any failures like that here. All I see are red motors any more

I have seen 2016's with the new hood. It has a little dip in the center and they went back to the old CH 3 piece glue together style. Not really that noticeable. You have probably seen several and didn't know it. If you tilt the hood over you will see the dip

There was some aftermarket vendor making filters for the sleeper units but we were never able to find out who

The 41MR3655/ 25057532 is for the LH side . The 41MR3654/ 25038822 is for the RH side . I looked for any extension harness or notes and there was none. As KScarbel2 said , the dealer needs to call Mack parts specs and they can pull the blueprints and email them to the dealer and you can see actual lengths of harness.

You're lucky that they even had anything close to what you need. We are running into issues with exhaust parts and wiring harnesses on trucks older than 1999 and we're a dealer. We had to make an ABS harness for my buddy's 1999 CL because it's no longer available. IF you need a wiring diagram, go to your dealer and have them go into the Mack Dealer E-media site and order wiring diagram # 8-501. Its $7.

Behr fan clutch AC engines.pdf

I believe you have the Behr fan going by the part number. We have little to no problem out of them. This is the Cool Logic that was a total failure . They dont even make them any more. Cool Logic Fan.pdf

Did it have the giant Borg Warner Cool logic fan clutch on it and you replaced it with the smaller Behr clutch? And does it have an Allison trans

The MP series engines have the thermostats in the oil filter housing . As fjh said the ASET/ETECH style engine dont.

Fuse 41 powers the high pressure switch. This operates the fan clutch through the engine ECM. EPSON002.PDF

EPSON001.PDF

Here the coolant sensor harness jumper bulletin but its only on the ETECH/ASET engines Coolant sensor jumper harness ETECH ASET.pdf

Heres the bulliten on the MP engine Oil sensor harness MP engine.pdf

5 years is the max on policy/goodwill warranty. The dealer has to contact the Mack District Service Manager and plead your case to try to get you help. Each DSM only has so much money to spend per quarter on policy/goodwill claims. Plus it's lots of paperwork for the dealer and also dealer only makes 10% on parts markup. 10-15 years ago it was some what easy to get it approved. Now it's 2 hours of paperwork for the dealer and low markup on parts . The dealers just don't try to hard any more. We only do about 4 or 5 claims a year now. Years back it was 40 to 50 a year. Oil in the ECM on MP engines is some what common. Since 2008 I've seen only 2-3 that caused a ECM to fail. The injector cup issues still happen but now where like it was. Better tools and training is helping.

I'm not working today but I'll try to post a wiring diagram on Monday. On the Vmac II the air fans ran through the ECM. So a trip to the dealer to turn on the parameter will be needed. Or you could run it like the VMAC I or as you said adding sensors. Regardless you will have to add a AC high pressure switch

I believe the T300 series can handle anything but we had a MP10 605 destroy a T318 last week. Good thing it was under warranty. Never seen a counter shaft in the back box break in half before

I try to buy the Mack Tune Up books every year. My oldest is the 1972-1982 book.