Mackpro

Yes, on the phone right now with the bank, buying a 40' camper on the lake. Things are getting better! Down to only one MP-8 problemchild.

just saw your post I'll give you a call here in a minute, dog chewed my laptop power cord so no internet at home. I hope it shocked the little SOB!

Bigen saw how easy (but dirty) it is to blow out a EGR cooler on a ASET engine. Mack recommends to remove the cooler and fill it up with mineral sprits overnight and then steam clean it out. But I have had good luck with blowing them out with a long tipped blowgun. Park the truck out side and remove the "Hot pipe" coming from the EGR valve going to the EGR cooler. Them pull back the EGr cooler to Mass flow hose and blow back and forth with the blowgun. I angle the tip down as to blow down through the cores (its built like a radiator)

We have ordered 25 trucks for stock, thats the most our store have ever ordered for stock in the 22 years i'v been here. Sure hope were not setting on them for years.

Best year and motor you can have. Only weak link is the injection pump, The P8500 series doesn't last as long as the P7100 series on the early VMACI engines. But still one of the most troublefree years.

Cleaning that EGR cooler had to help alot.

Early Etech (1998 to around 2001) 427-460's are exactly the same only the download in the engine ECM is different so be sure to use your orignal engine ECM. Starting around 2002 with the CCRS ETECH engine, the 460 used a wastegate turbo and different injectors on there 460 HP as compared to the 427 HP.

Heres some other stuff you might look at. I cant find the service bulletin on the one piece surge/overflow tank. Rasler could post it if he can find it, I tried to find it but looking through 600+ service bulletins makes me crosseyed! SA232007.pdf sb214056.pdf

The AC engine comes in the CX/CH style trucks while the AI/AMI comes in the CV/CT/MR/LE style trucks. Make sure you have a 16 psi radiator cap on there too.

If its the Behr electric viscus fan clutch, it never really fully disengages like the air fan clucthes, At the shop we can easly hook up the laptop and see whats causing the fan to stay engaged (A/C high pressure). If every thing is right the only thing that turns on the fan clutch is high coolant temp, high intake temp and high AC pressure. I would first make sure the ing key is off and unplug all 3 engine ECM connectors and see if the pins are corroded from antifreeze seeping into the harness from the low coolant sensor (seen this many times).

If you had an MP8 with conical injectors and cups, no EGR system and no SCR/DPF, you have an almost perfect engine! We would never have to work on them and they would sell faster than we could build them!

Thanks for posting it. I like pictures instead of trying to type what it looks like.

Notice no DPF or SCR on that Military GU, cant be broke down or doing a parked regen in a warzone!

That flush that was done might have broke loose some scale in the block and now its clogged the oil cooler inlet screen and now overheated the EGR cooler and cracked it causing coolant push. I would first pull out that oil cooler inlet screen in the "Y" pipe that connects the lower radiator piping the the oil cooler. Rasler probably has that Mack service bulletin and can post it as I dont have it on this computer. Hopefully it didnt crack the EGR cooler. Its easy to change a EGR cooler but $$$$$

As bad as I hate Cummins, I would rather work on a Cummins using the Insite program than a Mack MP using the VCADS/PTT/GD program.

Freaking Sweet!! Dont put it on the road, its to nice and one of akind. A used truck shop down the road from me has a nice MH for sale, dont know the specs of it but its just plain white. Not to many left around here that are not beat to hell.

We could have filled a 5gallon bucket with all the soot we cleaned out of that EGR cooler. About the worst I have ever seen. Buts as long as it's dry power and not caked in there we are good. Next on the list is a air compressor as its pumping oil like crazy and we will change the air drier filter as well. I was glad to have an ASET to work on today as it was the only non-MP engine in the house. The MP's were dropping like flies today. Glad you made it in today as tommorrow I will be at another Zoo, StLouis Zoo that is with the wife and kids.

Toughbook not included but will let it go for 4K and thats with our lovely Mack Preimum Tech Tool/VCADS installed and you know how good that is!

Your EGR block off plate is ready if you want to try it.

We had some of the parts rest will be here in the AM. As long as its not blowing coolant out, leave the EGR coolant hoses hooked up. I wonder if you just unplug the EGR valve connector if it would derate the engine? Come to think of it I never tried it!

We have lots of pre DPF MP-7's running here. About 7 CXP's , 9 CTP tractors and 2 CTP dump trucks. One of the CTP dumps must be speced just right because it out runs and out pulls all the 427HP CV's around here and it only has a 395HP engine. We have replaced turbos and or actuators on most early on under warranty (nut would spin off the impeller shaft). Exhaust manifold gaskets do leak sometimes. The fuel filter stands go bad/plug up and cause low fuel pressure on a few. The EGR coolers sometimes leak, mostly external leaks but sometimes inside and wipes out the Mass Flow sensor just like the ASET engines do. Sometimes the Mas Flow sensor get wiped out by condensation the the EGR cooler, there is a reprogram/download for this. The worst thing we have seen is the oil pickup tube in the pan is a real long tube that is held up to the bottom of the block by a strap, sometimes this strap breaks and the pick up tube angles down to the bottom of the pan and sucks to the pan and causes a restriction of oil supply to the engine . This has happened to a few of the CXP's with forward sump oil pans. I cant remember if the CTP is forward sump or not. We havent seen any cam or injector cup problems here at our shop with the older MP-7s. There injector cup design was different/beter on the pre-DPF enines. The CTP tractors here are getting great MPG however they are turned down to 58MPH.

Best thing is to unplug it and drive on. Being unplugged it will make the code active for an open circuit sensor and not derate engine. If left plugged up and it starts pegging the guage the ECM could think it really is hot and derate the engine. We put alot of these sensors in the pre DPF MP-7's. We keep a box full on the parts shelf. The ones with the black connector are the "new style". Also there is a one year warranty on these sensors. If you paid a Mack dealer to put it in and it fails/acts up and sets a code within a year take the truck back with your proof of purchase and Mack will pay parts and labor to install it. We have one CTP that has come back 3 times in ayear all paid for. Also same thing with the humidity sensor on the air cleaner piping they seem to go out often as well.

Mainly bitching about warranty and PTT/GD ( the troubleshooting software for the MP engine that we have to use as there are no books anymore)

With the engine cold replace the metal radiator cap with a new one ( make sure its a 10 pound and not a 16 pound) and make sure its seats and seals good in the top "surge tank". The top half ( where the metal radiator cap is) is called the surge tank which you could say is actually part of the radiator as it is directly connected to the radiator and is under the same pressure as the radiator. The bottom half is the overflow tank/jug. When the pressure build up in the surge tank and excess 10 psi the cap opens and vents coolant into the bottom half/ overflow. With the engine cold I would fill the top surge tank to the top and completely empty the bottom tank. Then go for a test drive. Many times we see drivers add coolant just to the overflow /bottom then when the top/surge tank does its normal vent into the lower/overflow jug its alread full then it has nowhere to go but out the small hole in the cap which gives the impression that it has a blown headgasket or other problem. Also check the small line between the top surge tank and the top of the upper radiator hose. This hose can get brittle and come apart inside and cause all kinds of weird problems (air trapped in cooling system). Take it off and see if you can blow through it both ways and make sure its still flexable and not hard and brittle.

I have seen the Blixton boxes on 92-98 Macks (before ETECH/ASET style engines) with decent results but haven't heard anyone runnin the newer style box. www.rochesterfuel.com had a good listing of Mack performance injectors ( stage 1,2 and 3)at very good prices but they are updating their website now. Their performance injectors were cheaper than our cost on Mack injectors. I called and spoke to thwm months ago and they really knew their stuff.