Mackpro

I dont trust thoes restriction guages at all. At least change it once ayear minimum. And as some of the other guys said , try to vacume out the housing after you remove the filter if you can, I have seen pics of "sandblasted" turbo impellers from my turbo guy.

2004 was the date written on the filter, thats when we sold them the truck.

Had this farm truck (2000 CX) come in yesterday for a service. Pulled the air filter out and it was the worst I have ever seen, It weighed 17 pounds, packed full of bean hulls I think!

Yes, Check the small fuse box (if this is an ETECH engine)under the hood on the firewall, look at fuse # 41 i think. This sends 12V to the fan circuit. I had a truck the other day having high AC pressure due to when defroster is turned on the AC compressor was engaged but the expansion valve was stuck closed causing high pressure. Even after the engine was shutoff for several hours it still had high head pressure.

The engine ECM tell it to come on, it actually grounds the circuit inside of the ECM to engage the fan. The ECM looks at coolant temp, AC high pressure and intake manifold temp to know when to engage.

Called one of our customers today to ask how a couple of his CHU MP8's was doing afer having several breakdowns here latley, he responded that the CHU were doing ok but he did go out and buy a new KW! We have lost alot of new truck sales to KW in the last few years but they will be back after they see its not as green on the other side of the fence like they think.

We have yet to see any new LEU's in our area in several years, all the major trash companys in our area have switched to a Pete (or some other low-entry model) however lots of new 2011 MRU's showing up.

I guess I should have added it will be more of a lighter duty truck but I think it will be heavier duty than the Midliners.

There is a new Mack truck coming out soon. Cant really comment on it to much right now as I dont want to get anybody in trouble. It is a special application model that no one here probably buy but you see them working and I think they will sell good to their market application. I think they will debut it at the big Truck show in Louisville KY. It's nothing super high-tech or ground breaking but sure to cause some talk among the "Old School" die hard Mack fans.

We are Mack only and tried to get the Volvo dealership but there is already a Volvo dealership to close (60+ miles away). It all has to do with "territory". Our boss already part owner in a few Volvo Dealerships but we cant get it here. Even our VCADS software to hook up to read codes and do troubleshooting will only work on the Mack MP engines and not the Volvo "D" engines even though thay are the exact same engines, because we are Mack only our passwords wont work to log onto the Volvo engines.

Speaking of Renault, I heard that Volvo is painting the MP engine black and putting it in Renault trucks. My boss man was at some Mack/Volvo meeting and saw the same enine painted red, green and black for all 3 truck Brands.

You are correct. A few months back on Dealer Portal there was a Data sheet or a SED letter that was incorrect, me and my boss both saw it listing a MP8 555HP for the TD, he looked into it and found it was a typo but I never checked it out any further.

You can get an MP-8 in 555HP but only in a Titan, The Mp8 505 HP's I have driven have been awesome. The Mp8 555 in a Titan would be a weight saver compaired to the MP10 which has only 50 more horses.

What I really wish is for someone to buy Mack from Volvo, ditch the MP engine and use Cummins engines only, with Mack or vendor trans and cariers. We would be a one step ahead of Kenworth and Pete by having our own transmissions and axles. But it will never happen. For now I prefer just one engine because of trainning and parts.

The fuel sending unit wires go to the VECU (ECM in passenger side kick panel) first then comes out of the VECU and goes to the dash cluster. Usually if there is a wiring problem between the fuel sending unit and the VECU it will set a code(yellow lighting bolt).

Havent heard of anyone using them. There were several threads on the AI engines, lots of things to do and check, tire size, gear ratio and transmission make a huge difference. Mack dealer software updates can make a difference. I am workin on one now that is weak, Its a 427 AI, 4.42 rear gears, tall 24.5 rubber and an 8LL Fuller trans. Did all software updates (step 12B), adjusted valves, installed upgraded rocker arm hold down bolts, pressure tested aftercooler and intake manifold and piping. Driver was in a hurry but called back to say much improved. In my opinion it needs 4.64 gears or drop down to lo-pro 24.5 tires but the customer doesn't want to do it. Whats the specs on your truck? Last 6 of Vin would help and I can pull it up.

We were denied warranty on a 2011 truck, on its second trip an injector actually broke and because we didnt follow proper procedure we were denied and now have to apeal. Thats all I can say about it without getting some kind of pissed off.

Heres the service bulletin on keeping the new cooler from going out again. However it probably will go out again, a fleet of CXN's here have 600-700 thousand miles on them and all have had their EGR cooler replaced at least 3 times even when following all the service bulletins from Mack. The coolers come from Mexico if it matters? oil cooler inlet screen.pdf

Is it a CH/CX or a CV Granite? I see you have CX listed in your profile. So I assume it is a CX, EGR coolers go out like crazy on these engines, The EGR cooler is the metal box on the RH side of the engine, remove the rubber hose between the EGR cooler and the metal "S" pipe (mass flow sensor pipe)that goes back over the engine (between/over the valve covers). If there is coolant/water (wet)in this pipe then more than likely the EgR cooler is bad. Is the coolant coming out of the exhaust manifold it's self?

Our new truck sales have really shot up here in the last 2 months. Sold 2 new 2011 505 HP CHU's on new years eve. We now have several 505HP SCR engines running in our area. Our truck sales were ordering more today.

All those circuits run through the turn signal switch, when i have screwy problems like that I always start by replacing the turn signal switch.

We have sold 5 new 2010/11 truck with the SCR/urea injection, all 5 have had no issues with any on the emission controls.

Is there a specific part of the wirin you need to see? Our diagrams are very large but if you need a specific circuit I can scan it for you.

Not to get off subject, I drove a CHU with a 505 HP today and the boost was going past the 40psi guage, what a ride!

Forget messing with Mack, go to a real turbo shop and have them make you one up. We use United Fuel and Turbo in Birmingham Alabama.