Mackpro

Its a off-set key way that goes on the cam gear. Retards the cam timing 1/2 degree. On the first series of ETECH engines 350-400 HP had straight key way, 427-460 HP off set retarded and 275-300 HP had off set advanced. When doing a HP conversion up 427-460 we had to pull the camshaft and press the gear off and install the off set key way. I have seen CL trucks get by with out changing the keyway due to large radiator but I have personal experiance with an RD that we tried without changing the keyway, it was back before summer to have it installed. Customer was tring to save money but had to do it after all. I have a service bulletin on it here some where, will post it when I find it. The ETECH CCRS series (starting around 2002) engine all used straight keyway's regardless of HP.

We sold a new RD or Rb or mabe a R688S many years ago (mech fuel pump) and it ran hot since new, Mack sent an engineer down to help us find the problem and turns out Mack put te wrong water pump on, even in the parts book/micro fich it listed the wrong part#. (micro-fich= along time ago). I did find a shop rag in an oil cooler one time and yes it made it run hot.

Most all 1992 CH's had electronic fuel pumps, if it does, it really needs to have the idle set with a computer/Mack dealer. Is the throttle pedal have a linkage rod (manual pump)going to it or electrical wires/plug. If it is a electronic pump/throttle pedal the idle can be raised but I'll have to find it in the book and post it here.

Did it come from the factory as a 460HP? If it came orignally as a 350/400HP and someone bumped the HP up and didn't change the camshaft keyway it will overheat in the summer time. I know I have done it. If it was orignally a 460HP did it just start doing this? I have seen the wrong water pump put on and the truck over heats (pully to small or to big).

That time is about what Mack pays us on warranty but in real life it could take longer. I'm thinking about 4 hr.

Did it put oil in the radiator/coolant? Also I assume it the round tube style and not the newer square box style? I can look it up in my warranty labor code/time in the morning.

We mostly had the problems with the CHU model trucks however I have heard the the CXU truck could have it too. All the ones I heard of had MP8 engines. The Mack engineer I talked to said it was a "hamonic vibration" from the engine and the cab "soaked" it up. All of those engineers are gone from Mack now since the big move from Allentown. One small note, one of the CHU's still had a slight vibration after we installed all the new parts, it was later that we found out it had a out of balance drive shaft. Here is a E-mail from Mack back on 2/12/08. I received your voicemail regarding the CHU613 unit with the vibration complaint. Jim Gallagher is correct we have seen this issue before in which there is a reoccurring resonant vibration in the cab while under a load in mid to high range gears (at approx. 40-60mph). Here is a parts list that you will need based on a 300mm frame and “AL” suspension (see below). If you have any questions – let me know. Rear Suspension AL461 – AL401 300mm Frame Part Number Qty Front Cab Mounts 30QS4590M 2 Shelf Bracket L.H - 300 30QS4617M 1 Shelf Bracket R.H - 300 30QS4617M2 1 Upper Frame Tie - 300 30QS4619M 1 Upper frame Tie Bolts 27AM16 4 Upper Frame Tie Nuts 191AM4 4 Rear Engine Mounts 20QL414M 1 Front Drive Axle Seats N/A N/A Rear Drive Axle seats N/A N/A Edge Shocks 4000-60675001 4 Upper Sleeve N/A N/A Upper Sleeve N/A N/A Lower Sleeve N/A N/A Thanks,

I have to correct myself, they are titled as "salvage".

Nobody around here really checks anything as far as emissions go and the truck never leave a 75 mile radius from home.

They use the orignal VIN as on the cab and frame rail. He has clear titles as I have copies of 2 titles of the last 2 trucks he just built. We are doing HP conversions next week to bump them up to 460, these 2 have 2000 E-TECHs in them.

Kinda but no, a guy I know buys the cab, hood and frame from a company that strips down new Macks and builds military vechicles using the Mack engine, trans and axles. He then buys the rest and builds the truck with what ever Mack engine/trans/axles the customer wants.

Had a nice and clean CV713 come in today for some trans work. Raised the hood and found a 2 Valve Head engine in there. It looked like it was done correctly with all Mack parts and mounts. Wish they were all that easy to work on. It had a 1989 CH dash and all the guages worked.

All the info is stored in the VECU not in the dash cluster. If you replace the dash cluster the stored info will show up on the new cluster. We do replace alot of dash clusters but none for that reason. I'll search my Mack service bulletins for dash cluster issues.

Your safe on this one, Its a common Mack screw but not used anywhere inside the engine.

Yes. post a pic. is the bolt complete/not broken? Does it have a flange/made on washer?

To save money you could do it your self, it's really not that hard but I have done so many so it seems easy to me. Mack says no-no on the reuse of the fuel lines but this is for liablity reasons (alot of AC engines caught fire due to reused lines). Any time we do one under warranty we use all new everything and follow the newest service bulletins. But when we have one not covered by warranty and the customer is dirt poor, we have just slipped in some new gaskets and reused the fuel lines. If you mark the line with the location and install it back in the same hole most time it wont leak. We do a long test drive to make sure (25mile). The real problem gaskets/studs is #3 and #4. If it has the new style studs on those 2 locations I see no reason to change them all if it was my money.

From what I have seen , when the turbo makes a "squeal" during high boost it is usually a turbo gasket or the intake manifold gaskets. I know you have been through this before but the smaller the leak the louder the noise. All the exhaust back pressure in the exhaust manifold trying to spin the turbo puts a real strain on the gaskets. Make sure all your turbo nuts and manifold nuts/studs are there. I have already seen the new style/ new fix stud/spacer fail on some Tyson trucks.

This is all I could really find on the subject. Mack Service Bulletin Date: 11/04/08 Model: ASET™ AC, AI, AMI (Also applies to Mack Trucks Australia) Oil Cooler Coolant Inlet Screen Replacement (November 2008) A screen (part No. 387GC32) is incorporated into the Y-shaped hose at the oil cooler inlet on ASET™ AC, AI and AMI engines. This screen is designed to trap debris which may be circulating in the cooling system. Over time, this screen can become plugged with debris, resulting in restricted coolant flow and possible damage to cooling system components and/or the EGR cooler. Oil Cooler Coolant Inlet Screen 1. Oil Cooler Coolant Inlet Screen (Part No. 387GC32) Anytime the cooling system is drained for any reason, such as cooling system repair, maintenance or the regular coolant drain intervals, the oil cooler coolant inlet screen must be replaced with a new screen.

When the parts people look up your truck, it will only show the part # of the pipe that came on the truck. Your only hope is to find another CTP with a a chrome pipe and get the VIN# and have the parts guys look that truck up and get the part#. I have a CTP on the lot here and just went out and checked it but it was not chrome. Your dealers parts guy might send in a parts E-service to Mack Specs and see if Mack could tell them the part# if they even make one in chrome.

They had none in stock and had to order 10 to get 1 and didn't want to get stuck with 9 of a slow moving part. WorldWide of Knoxville TN shows 8 in stock give them a call.

Yep, you cant beat "Other People's" beer cause it's free!

A dealer needs to hook up to it and disable the idle shutdown and make sure a parameters are set correctly in computer (tire size, gear ratio, governer setting to MIN/MAX, ect ect). If this was a fleet truck it might have a password for computer entry so the dealer might have to redownload ECM/computer, its very common. I would do this first before messing with the HP, turbo, injectors, ect.

The Mack MP engines are ,as FJH said, like everyone elses. Single head, overhead cam, unit injector. No more EUP's like the ETECH style engine. The MP10 is only in the Titan, but at one time you could get it in a Volvo at a reduced HP rating, we have 2 D16 vovlos on the lot now. But please dont go buy a Volvo!

When the fan goes bad it locks up tight, however they really never totally freewheel like a (air) horton or eaton. Back in 2003 in Mack school thay showed us a video of how it works, it was in German so I dont know what they were saying. It does have fulid (like ATF) inside and magnets that open and close passage ways inside to lock or unlock. I talked to one of the engineers at Mack about installing a fan over-ride switch like the air fan clutches have and he said "cant be done".

I made a Behr fan clutch tester out of an old wiring harness plug and some alligator clips. This put 12v and ground straght to the fan to unlock it, Like FJH said if it's locked up tight and cant be turned by hand without slipping the belts, it bad and you gotta change it.