Mackpro

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.

Im heading to Florida for a week, If ya need me call anyway! On your idea on the EGR valve switch breaking the circuit , either wire will work.

Yep, probably an ALT. Yours was due for one if it was an orignal.

IH does have a back up plan. They bought an emission reduction company that is working with a soild form of DEF (diesel exhaust fulid "urea"). This could be better that the current SCR system that everyone else is using. One small solid block of their "urea" equals 17 gal of our DEF and with a better shelf life and easier storage options. On the other had I worked on a brand new 2012 CXU MP7 395HP the other day, It was an ADM truck and the driver loved it, 7.5 MPG ( and gets better as it gets broken it) and plenty on power so says the driver (who is an old school driver from the 70's). He says the sister truck to his is getting into the 8 MPG range. It only had 20,000 miles on it but the factory forgot to zip tie a wiring harness and it got up against the DPF and got melted, easy fix and he was back on the road that same day. Had a Mack Engineer at our shop for a few days this week and got lots of cool info on improvements on MP engines that we cant see. They have been working non-stop on fixing issuses the we sometimes dont see.

The very first ETECH's had a steel gear on the fuel supply pump, cant remember how it was attached (pinned, key way or set screw). Did enough cam jobs back then to notice the steel gear. They just recently started rebuilding the fuel pumps, threw away no tellin how many over the years. Took one and knocked off the plastic gear and chucked up a drill to the shaft and use it to suck oil out of my boat engine, works but slow.

Whats the last 6 of VIN? Sometimes slapping some 24.5 fullsize tires on a roadtractor speced for low pro 22.5 with high rear gears spells disaster in off road or poor road conditions. I can pull the VIN and see how it was speced and what style engine it came with.

Back in the mid/late eighty's before the CH came out, we sold about 25+ R models to a customer and all were sent straight to Rest-rite to have sleepers put on. I was 19 and hardly been out of Kentucky. I made 2-3 trips a week to pick up the new trucks and drive them back home. The Rest-rite factory was East of Pittsburg PA up in the hills. I remember meeting the owner/old man, we was very nice and walked me all over the factory and showed me how they did/built everything. I stayed at a little motel down the road that didn't have phones in the room so the wake up call was a guy banging on the door. Thoses we my good old days.

Just felt the KABOOM, part of the leve has been blown. Felt like a earthquake. Didnt think we would hear or feel it as we are so far away.

Yes, We have customers complaining that $20,000 is to much for a used CH613 because they are broke, but yet they pull up in a 2012 $45,000 Ford Superduty all chromed out! WTF

You have the best looking truck Mack ever made, now if it will just run like the best Mack ever made!

The only problem we have had with the SCR/DEF system is a broken suction pipe on top of the DEF tank and that was broken at the factory. They have been very trouble free so far.

Last year we sold 40+ used CX/CXN/CH/CHN trucks all with Fuller Ultra-shifts and Auto-shifts, if we could find more at a good price we would buy them for resale as most all of our customers love them. On the Auto-shift (with clutch pedal) pros: uses regular clutch and no driver induced syncro problems. Cons: must keep clutch and clutch brake adjusted, XY shifter motors sometimes go out. On the Ultra-shift (no clutch pedal) Pros: a better bug free version of the Auto-shift. Cons: uses a special clutch$$$$$$. As many as we have running around here running we might get 1 every 45 days to work on, then usually just a power wire connection problem, sensor or clutch adjustment is all it takes. Most all these trucks are farm trucks that do go off-road. However for true off-road Allison is the only way to go if you want a auto trans.

Since IH is out of emissions credits and will have to go to some kind of SCR before to long, it looks like they might come out on top by owning this new SCR technology. Since they own the PurePower Tech company they could keep it to themselves. No liquid DEF to fuel up with and try to find, just a small brick of solid SCR to dump in the exhasust system (some way?). A spin-on filter style that dissolved into the exhaust from exhaust heat would be neat.

Wish I could comment on the story behind this deal. Funny why the owners wanted to sell?

Talked to a dealer who sell Mack, Volvo and Kenworth. They spec the KW's they sell with Cummins. We asked if the 2010/2011/2012 Cummins they sell had less problems that the MP/D engines and they said no, about equal amount of problems but the MP/D engines were blowing the Cummins away on fuel mileage. They said if we can get the last few bugs worked out of the MP/D engines they will be the best out there.

Took these pics today of a CX613 last 6 of vin 015200. It has the sleeper side faring/extenders plus the rubber extenders added to that. Is this what you are needing?

I did have a baffle come loose and block off flow on an ASET, ran like crap. It had the stand up muffler though. Yours has that frame mount laydown style. Something better could be rigged!