Mackpro

From what I have seen I would use factory parts for anything on the engine. We had our local turbo/injector shop (which are great guys) start rebuilding our turbos, which was cheaper than the Mack reman but when they went down in California the warranty didn't mean sh*t to the Mack dealership out there. We use only Mack parts on the engines just for warranty cause any Mack dealership should honor as long as you have the reciept. But I'm sure their are some good aftermarket parts out there.

I do have a "hot " program for a 427 AI enine that I put in my buddies CV, runs awesome, smokes the 460's but only in spring and fall. In the heat of summer (90+ degree days) the fan stays engaged to much on the slightest hills. He's bringing it back this week to put the old program back in it.

The best average MPG that we have seen with the AI engine in the CV/CT's is 5.2 and the guys were happy to see that.

Cat, cummins and other engines usually have alot more cubic inches/liters (and weight) than Mack's Etech engines so it could be easier for them to build HP at a higher rpm's. As far as turning up the RPM's or adjusting the power curve, it's impossible from what I'v seen. Unless you know a program writer that cam make a complete new engine data file. We use the older Mack service software on the ETECHs and ASETs. We also have VCADS but have found the older Mack service software is much faster and easier to use. Not much difference in what parameters can be changed using VCADS or the Mack service software on the ETECH's. Alot of fleets turn the rpms down to 1900 because anything above that your just wasting fuel.

This service bulletin shows the location for the Y hose and screen. This bulletin is for the AC engine but the AI has the same Y hose and screen. sb214056.pdf

We have tried to get the rpm up over 1950 while the truck is moving but was never able to. On most ETECH engines the HP curve starts to drop very fast after 1850 rpm. We tried changing tire size and transmission top gear ratio to try to fool the ECM into thinking we were in a lower gear. The ETECH engine will usually go to 2100 in every gear but the last one where 1900-1950 rpm is the max. The only ETECH I have seen that would almost hit 2000 in the last gear was a 1999 CL with a 460XT program in it. If you do get it to that rpm i dont think there will be any HP or torque there to do anything with.

Go to donaldson's website with your measurments and see what matches up and look at the DB reduction (sound level) to get the quietest they got. We (mack dealership) order single mufflers from them all the time. We have ordered some high flow prefromance mufflers from them for CX/CH trucks with great results. https://dynamic.donaldson.com/webc/WebStore/hierarchy/hierarchy.html?section=10022

We have never had to change the DPF filters on any of our Macks except 1 time when a turbo went out and filled it full of oil. Some of our trucks have 600,000 miles on them. On our SCR trucks ( about 6 total) no one has ever had to do a parked regen, it seems to do the regen going down the road and thats not to often.

My thought is that the trucks around here run better in the 50-75 degree Spring and Fall. I dont expect a big drop in fuel temp but if I could knock 15-20 degrees off of a 100+ degree fuel temp it shouldn't hurt. I have already seen what leaving the coolant turned on to the fuel heater will do to MPG in the summer time and it is not good.

Seems UPS is still holdin on to alot of older trucks. We just started on a complete inframe overhaul on a UPS 2001 CX612 with god knows how many miles on it.

I wish I had wrote down all the specs and tips on MPG and power I heard when we had a Mack engineer at our shop. I will talk to our Boss and sales guys and see what they say. Best I remember they talked like running a rear gear ration real high and getting the RPM down as low as 1200 or just high enough to cruise down the road. I really need to ask them and write it all down again.

Passenger side of engine, right below #2 EUP where the fuel line goes into the side of the block. I'll see if I can add a pic tommorrow.

Mack sent me a new engine data file for your truck, next time your in we'll install it. they say no side affects at lower altitude.

I'll send in a E-service to mack about it. I think there is a download but I also hear it hurts you down around normal altitudes. I'll see what they say.

His truck sets all winter but I can always unscrew the hoses and put a union in and bypass the coolers if he needs it. Just wondering if it would even worth it to install it. Already got a 460 turbo, high flow muffler and a "Hot" enine ECM file installed , hits 35 psi boost but just need a little but more.

The problem mainly is the return fuel coming out of the block/fuel galley back to the tanks, I think that is where most of the heat comes from. Thought I might put a left over trans oil cooler in the return fuel line and another one on the suction side. My buddies CV with a AI-427 will try anything cheap for more power.

Thinking about the ideal of a fuel cooler. I noticed today that the fuel temp in the tanks were 100 degrees. Wonder if running through a cooler to get the fuel temps down would help preformance? I know the drag racers do it with gas engines. Any thoughts out there?

We have seen this problem and its usually a loose wire connector not pushed all the way in at the large firewall/bulkhead connector. Its a pain to find. I'll see if I can get a pic

$43.19 here at our shop. Part # 279gb43m. We usually change them once a year.

Back from vaction for a few days then off for 5 more days of fun. I married a much younger girl and Ms Mackpro is a Princess (so she thinks) so thats where all my money goes. I think I replaced the boost pressure relief valve on yours, if not I know I have had it off atleast twice and checked it, Im sure I screwed it in farther and peened the end over so it wouldn't back out. Im leanin toward EGR valve or turbo actuator. Gotta go put more suntan oil on Ms Mackpro

9-2 code is low voltage to either the engine ECM or the vechicle ECM. Start from the batteries and start checking every cable and connection, Check the block to frame grounds, look at the ground wires on the side of the block under the starter, check the ground breaker (black box ) on the driver side of the firewall. There is a service bulletin on the 9-2 code that tell everything to check, I'll see if I can find it. Seen a few starters short out inside and cause this. Had alot of RD's that had the VECU mounted with the connector/ plug-in end facing up and water would drip into the VECU and short it out and turn the pins green.

Cummins has their Insight program that is awesome. Mack has their VCADS/Preium Tech Tool (PTT)/ Guided Diagnostics software that I hate with a passion. The Guided Diagnostics ( how to test and repair faults) part only works on newer DPF and DPF/SCR equipped MP engines. The VCADS will work on ETECHs and ASETS ( I think, we use it only on MP's).The software is $450-500 but the computer interface is around $1000. Eaton makes a good proram called MD300, we use it on alot of different trucks, reads codes on the engine, ABS, transmission dash/heater/AC. For our ETECH through ASET (99-07) engines we still use the old and easy Mack service software and a service manual for checkin codes and repair instructions.

Send an E-service to Mack if your a dealer. There was a new Bulletin the other day about dash clusters but I didnt open it. We have had no regen issues at all with the SCR equipped MP engines at our shop. That said , there probably is a "reprogram MID128" that they have that would fix it.