Mackpro

On the Mack SCR website, somewhere on there it does talk about the DEF/urea being a byproduct of natural gas and that the price of natural gas will determine the cost of DEF. Our dealership has some onhand and also our local Ford car dealership has it instock all well (dont know why?).Our 2011 SCR trucks that we ordered are starting to show up now. All we have ordered is CHU's with 505HP MP8's.

I talked to a ABF driver that delivers and picks up at our shop and have gotten to know him over the years. He didn't know anything about the big buy. The first thing he said is "How can ABF afford this, they keep telling us were broke". He has 3 years left till retirement and ABF just closed our local treminal. Now he has to drive more than 75 miles one way to work for the next 3 years. He wasn't to happy. I do all the Mack warranty at our shop and for years we always returned the large warranty items back to Mack via ABF. Well about 2 years ago Mack said dont use ABF anymore. Appartley Vitran bought more new Macks or Volvos than ABF did and now we have to use Vitran and our second choice is Yellow Freight. Hopefully with this new ABF purchase we can go back to shipping with them.

It's on the back side of the coolant surge tank (where the metal radiator cap is/ top tank)

This has been done. It helps if the dealer you bought it from is also the dealer that has been repairing the problems. They need to get the DSM (distric service manager) involved and if he doesn't seem willing to help then time to start calling corprate headquarters. I will say this, we have customers who are used to older RD's and CV's that have very few breakdowns ( 1 breakdown/engine repair every 2 years) and then get into the GU's it' s whole different ballgame with breakdowns. Not that their bad trucks, but the techs working on them are used to very simple "Mack" engines and electronics. It's like working on 5HP Briggs and Stratton lawn mower engines all your life and then they make you start working on 2011 Corvette engines, sure it's still a engine but a whole different animal we have to learn. We at our shop have seemed to figured out most common problems with the MP engines and DPF's and of course now we have to deal with 2010 emissions and urea injection/SCR. Due to the EPA we are always having to change something or add something to the engine. It's not just Mack thats having problems, everyone else is too. Sorry to get somewhat off topic but here latley I have seen Mack take in 3 2008 CHU's on some special trade deal due to constant engine problems and replace them with 3 2011 CHU's with SCR engines. Dont know the details but the customer was very upset with Mack over the 2008 engine problems but did the trade anyway so it must have been a great deal.

The only time both "Red X shutdown" light and "yellow lighting bolt EML" come on at the same is when there is a low coolant fault. ( except on the DPF equipped MP7 and MP8 engines)Check the coolant level and if it's full it could be a coolant level sensor failure.

Best I remember and it's been 15 years ago, I used a small long chisle to make a screwdriver slot in the top of the bolt and then use a screw driver bit in a 1/4" ratchet to remove it. One time I cut the heads off with a dremel cant really remember how I got the dremel in there though? I then went to Lowes/Home Depot and replaced the screws/bolts with allen headed screws. I remember doing the Robert Bosch pumps that way all the time. The AMBAC's were nearly the same.

What really pi##ed me off was when Volvo changed the street adress of the Mack Warranty Parts Return Center (TMAC) from Macktruck Road to Volvo Way. Yes they actually changed the name of the road. What a slap in the face!

In the pic "cooling1" part#26 is the screen, in the pic "cooling2" it's also at part#26. Mack says for regular antifreez (not extended-life) change every 2 years or 200,000 miles.

Mack Trucks INC doesn't charge the dealerships for any software or datafile downloads for any grey motor (non-MP engine) except in some cases for a horsepower upgrade. We just charge actual time to do the download. For a reflash and datafile download for both ECU's it takes less than 2hr. The Step 12B is usually reflashing and redownloading both ECU's, but not always, sometimes it's just the Vehical ECM which allows the throttle pedal to be calibrated for better throttle responce. The new software and datafile on the engine ECU is unknown to me but it usually seems to help with the power/HP. Still keep an eye on the belts and tensioner as they can still fail when you least expect it. Next time you drain the coolant you need to replace the oil cooler inlet screen in the lower radiator hose as it connects to the oil cooler. Give me the last 6 of your vin and I can post a pic of your oil cooler set up as sometimes the lower hose has a trans oil cooler in it.

Hope they get it fixed for ya. Yea the ASET engine is a whole different ballgame. I pulled up the warranty file on this truck and on 5/15/06 it did have a 631GC5176CM5 turbo installed, it was orignally had the 5171 series turbo and when you change the turbo to the 5176 series you must update the software. The warranty claim never metioned that they did. I think Rhasler is on to the problem here.

They now have most of the bugs worked out, the main problem was the copper injector cups and now with the new stainless steel injector cups and redesigned injectors the problem is hopefully fixed for good! I am putting the new style cups in a 2010 GU with a MP8 485HP with 16,000 miles on it. Most cups will last longer but this one didnt! I say go for it!

Make sure the coolant is shut off to the fuel heater, if it has one. Alot of the Davco fuel filters have built in fuel heaters in them and I had Bigen's truck in the other day and it had hot coolant running through all the time with no shutoff. Just something to look at. Whats the last 6 of your vin#? I can pull up the parts and software levels in the ECM,s.

I would put it on a Dyno before I bought another part! We have had to do this before to make sure we really had low power. Our sales dept. will sell a guy a used "Ryder" spec truck with a 355/380 and the guy is used to a large CID Cummins 500HP and complaine it has low power when it actually doesn't. With 33-35 psi of boost it should be doing great. I didnt think they put waste-gate turbos on CCRS engines except for the 460 HP. Not to be confused with the ASET engine with the VGT turbos.

Had one today do the same thing, it was a 2002 CX613. I thought he was crazy as I have never seen a seat belt warning buzzer go off either. But we followed the service bulletin and found the date code to be one of the older ones so I replaced the cluster (around $370 + labor) and this fixed the problem.

Your engine is a CCRS style ETECH engine. It is very close to the 427HP CCRS engine ( has same tourque output rating). I posted this awhile back after we bought a fleet of CH's for resale with the 427 CCRS engine, almost every truck had a low power complaint. = Here's a little tip for 427 CCRS engines with low power. We bought a fleet of 2002 CH's with this engine and all were low on boost pressure and power. We changed turbo and injectors, adjusted valves and did everything we could think of and still low turbo boost/ power. I called my buddy at our other Mack location and he said to replaced the injectors with 460P HP (736GB420M3X) ones and call Mack and have them turn on engine datafile 1MS5135. We did this and WOW what a difference, went from 22psi boost to 30 psi and this was after we put the old turbo back on. Just something I thought I would pass on to you guys.

I thought they were going to start putting the MP engines in the Prevost's. Havent heard anymore about it though.

What type of fan clutch does it have? A air operated Horton or a electric viscus Bear. The Horton has of course a air line going to it and the Bear just has an electrical plug. With the key off you should not be able to turn the fan blade/Horton without slipping the belt. The Hortons do wear out often. The Bear has issues as well but when they go out they usually lock up solid. We have had issues with overheating with the Bear that we have not been able to figure out. At some higher RPM's the Bear will unlock to prevent fanclutch damage regardless of engine temp. Never seen a AI engine in a CV that didnt have a oil cooler inlet screen. It goes in the "Y" pipe at the oil cooler. Some CV's have trans oil coolers in the lower radiator pipe. Sometimes you have to remove it to get the "Y" pipe off to get to the screen. Also look between the Aftercooler and radiator to make sure it's not plugged restricting air flow.

I have an EGR valve plunger/diverter break but the electronic actuator was still good. It can easly be removed from the valve and plugged in to the engine harness. The EECU would still think it's there . All it does is open/close to regulate the flow of oil to move the EGR valve plunger/diverter back and forth to let exhaust to the egr cooler. I will try it tommorow.

Yes Finally some one figured it out. I got tired of running to Radio Shack to try different resistors. The weight savings on the engine is close to 70 pounds if all EGR componets and cooling lines are removed!

I found that the metal tag underneath the sticker has more info on it. Here is one from a 2007 MP7 04emission, it does have the model info on it.

Glad it's running great! Dont know where all the rust/chunks in the bottom of the Davco fuel filter housing came from? You got aluminum fuel tanks so they didnt "rust". Got your cab shocks and air drier cartrage in and got your name on them.

The only casted marking on the intake housing was 'Mack" and a "07". Here is the tag

I have one setting on my tool box and checked it out and found no "series" number. In the box with the new updated turbo for the recalls there is a piece of paper with some of the "series" info, I have thrown thoes papers away. I will see if I have another turbo to rob the papers out of!

I will see what I can find!