Mackpro

Yes and yes. We just lean the radiator forwards about 5 inches and pull fan and fan clutch together. On the Horton website has the changover parts. Our horton rep comes by our dealership about every 6 months and updates info and parts . Your local dealership should have the info.

Make sure you order the Horton 2-speed fan clutch , unless you like changing the monster Borg Warner Cool Logic fan clutch every year and a half.

No engine parts change for any HP upgrade on the MP engines. The only thing that can keep you from going to some of the 505's (MP8 of course) is the torque ratings of the trans. We had some customers want to go the the 505M or 505C but their tranny was to small. They were able to go to the 505E because of lower torque rating of the engine. Only difference in the HP of the MP engines is a download.

Some of the steel lines that go into the oil filter stand have 2 thick orings on the ends of them. Make sure you put 2 back on as if you dont you have to remove the whole assembly again. Ask me how I know! LOL.

Seen lots of new UPS Pete's or KW's ( KW's I think) around here lately. I still see lots of Mack CXU's with the Cummins westport NG engine driving by my work every day.

Good!

We have replaced 100's of oil pressure sensors sometimes 2 or more times per truck. Hopefully this newest part# will be better.

The regular ETECH was made starting sometime in late 1998 till sometime in 2001/2002. There was some 01's with the CCRS engine and some 02's with the ETECH style. Alot of over lap during thoses years. The easiest way to tell the difference in ETECH vs CCRS is the ETECH has a small plastic fuel return line coming off the front ( some times rear on the early models) of the head going down to the fuel pressure regulator on the side of the block , above the air compressor. On a side note the ETECH engine uses different cam gear key ways depending on HP level. Going from 400 up to 427/460 requires a cam key way change or you will run hot in the summer. All CCRS and ASET have straight keyways regardless of HP. CCRS engines started somewhere in 2002 and looked just like the ETECH ( except no plastic fuel return on head). But used different injectors and EUP's and camshaft. CCRS 460 HP started the use of a waste gated turbo. The ASET AC engine in the CX/CH and CHN/CXN was really just a CCRS with a EGR system on it and VGT turbo. The ASET AI engine used in the CV, MR, LE ( and maybe last of the RD/RB) was a CCRS with a weird camshaft that opened the exhaust valves 2 times for every one time the intake opened. Reburning the exhaust like a EGR system. Of course there were alot of other differences but those were the major ones I can think of.

Depending on the exact ETECH style engine ( ETECH, CCRS or ASET) it could be as simple as a download to go from 427 to 460. However some models require different turbos and/or injectors. We made a large homemade chart on all the different HP's and model types and their differences. If not done correctly you wont gain anything.

Could be air bag dump or power divider solinoid shorting out telling ECM that either is on and limiting road speed.

Job security in my field!

I could do 3 tech cam jobs a week easy back in the day, The older I get the less I want to do them. Spend my days now messing with DEF/SCR issues and MP injectors. Now I do about 4-5 SCR derate/NOX sensor problems a week, alot less greasy!

If its showing a 6-4 code and the idle is at 900 rpm and the throttle pedal wont respond then it really has nothing to do with the throttle pedal. As some one said above the 1939 wires are messes up some where. If the trans was pulled, there is also 1939 wires on top of the trans in thoses years.

There is a service bulletin on that, hope this helps. bellhousing.pdf

To me the 300 shifts smoother than the 200 series but both still seem to have syncro problems that cost $3000-$4000 to fix. Most are due to driver error though.

I would go with the REMACK as well. There is just alot to go wrong in a MP engine. And there has been alot of upgrades in parts since 07. Go ahead and put a new engine wiring harness on there too while your down. I would want a REMACK with the timing gears in the rear already installed.

Here the actual ratio differences scan0001.pdf scan0003.pdf

Here is some info on the difference between the 300 series and 200 series. And the ratios are close but there some differences. I'll see if I can find the spec sheet and post them here. t300vs200.pdf

If its a mack trans, check the nut that holds the rear yoke on. For the jumping out of gear see this bulletin. shifter.pdf

Check the speedo sensor adjustment and also go over these 2 bulletins. I have seen these issuses happen and not turn on the check engine light but log it for a few seconds in a laptop. The first version of the 9-2 bulletin it had us checking the starter, as if the starter was orignal, they had issuses in the solonid shorting out when the motor leaned due to torque under a load. They took that part out of the bulletin though and I cant find the orignal. 3-4 stumble.pdf 9-2 code.pdf

Its a Midliner CS200P made by Renault .

Dont freak out, its kinda normal. sb210031 oil temp.pdf

Our dump truck guys here with the CV's and CT's with the AI engine are getting 4.9 to 5.2 total average, with 5.3 being the highest I've see. The older RD's and CV's and CL's with the regular ETECH engines get a little better. My friends 2013 GU with a 415C MP-8 with 22,000 miles on it is getting 6.2 going down the road, 6.6 in cruise and 9.0 in the sweet spot. However his idle time and PTO time bring him down to 5.8.

If its the exhaust pin always breaking , here is the fix. jake.pdf

His 2012 had 505 with Mack 310 trans and 3.42 rears. His 2015 has the 505+, same Mack T310 but 3.21 rears, His overall MPG average has jumped 1 mile per gallon over his 2012. I think he is at 7.1 overall . This is a daycab that pulls all kinds of different trailers and has no MPH limit on the throttle pedal but is driven by the same person/owner. I'll try to get get a print out of the trip MPG when he is here next.