Mackpro

The syncro's are better but we still change alot of them. The main problem is the driver/trainning, then Mack had alot of problems with the range shift fork bolt backing out and also the out put/rear yoke bolt getting loose and causing syncro failures. I would say 90% of the time it's not the syncro's fault.

Gotta be done at a dealer, The download is free from Mack, you just have to pay labor to install. I would also get them to install the newest/latest softwareor datafile in the EECU(engine computer). The new software and datafiles just have newer info to make the truck run better or clear up some software issues.

Mack went through several vendors that made their throttle pedals. When we would replace a pedal made by one vendor with one made by another vendor the driver would sometimes complaine about this. You can have the "Step 12B" software put in the VECU and the dealer can calibrate the pedal and as mentioned above change the governer setting to "min/max". And also I have found a flat spot on the roller on the pedal and the pedal ramp worn down, just as you have found.

I work on and test drive a 2005 CV dump truck with twin 6" straight pipes. It has tip outs a little bit above the roof line. Its not bad when crusing but any time you get on it, you cant hear the radio or cell phone. After about 9 months the owner/driver put mufflers back on.

This is from Mack. I tried to copy and paste the service bulletin but the chart didn't come out right. The finer sliding clutch teeth makes it shift better than the T-200 series but still not as smooth and a half worn out Fuller. SB320003 Pub Type: BULLETIN Number: SB320003 Date: 06/29/01 Model: ALL Title: MAXITORQUE® ES (T300) VS. T200 SERIES TRANSMISSIONS MAXITORQUE® ES (T300) vs. T200 Series Transmissions (Also applies to Mack Trucks Australia) A new family of MACK transmissions has been released. Designated as MAXITORQUE® ES (T300) Series, these transmissions are the next evolution of a proud heritage of durable triple-countershaft MACK transmissions. New features and product enhancements have been engineered into these transmissions to provide a wide range of advantages which include the following: New and revised gear ratios for greater overall range and versatility. Lower "LOs" in forward and reverse for superior site maneuvering. Shiftable Multi-Speed Reverse for efficiency while in reverse. Improved shift quality. Enhanced durability. Weight reduction versus the T200 Series transmissions. MAXITORQUE® ES (T300) vs. T200 Conversion Chart The following table explains the new suffix definitions utilized with the MAXITORQUE® ES Series transmissions. Feature/Ratio Suffix Low Forward Gear L Low Reverse Gear R Multispeed Reverse M Gathered Ratio G Extended Output Shaft E 2100 Lb-Ft Torque Capacity 21 The following chart provides a complete summary of T200 transmission designations and suffix definitions as well as the new MAXITORQUE® ES replacement designations. The commercial name is "MAXITORQUE® ES". The family name has evolved from T200 to T300. The model designations utilize "T3" as a base nomenclature with a third and fourth digit to identify the number of speeds. Contrary to the T200 designation, "0" is NOT used to designate "overdrive". Suffixes are used to identify features and/or ratios. T200 and Replacement MAXITORQUE® ES T300 Designations T200 Designation Suffix Definition T300 Designation T2050 T305 T2060 T306 T2060A Gathered Ratio T306G T2070 T307 T2070B Multispeed Reverse T307M T2070F Short Compound N/A T2080 T308 T2080B Multispeed Reverse T308M T2090 T309 T2090L (1) Low Forward Ratio T309L T2090LR (1) Low Forward and Low Reverse Ratio T309LR T2100 N/A Multispeed Reverse T310M(E) Multispeed Reverse, Low Forward and Low Reverse Ratio T310MLR T2110B Multispeed Reverse N/A T2130 Low Forward and Reverse Ratio T313LR T2130B Low Forward Ratio T313L T2180 Low Forward and Reverse Ratio T318LR T2180B Low Forward Ratio T318L Low Forward and Reverse Ratio; 2100 lb-ft Torque Capacity T313LR21 Low Forward Ratio; 2100 lb-ft Torque Capacity T313L21 T2180A Low Forward and Reverse Ratio; 2100 lb-ft Torque Capacity T318LR21 Low Forward Ratio; 2100 lb-ft Torque Capacity T318L21 NOTES: T2090L and T2090LR were available only by contract. New T300 offerings/ratios (those which did not exist in the T200 transmission line-up) are shown in bold. Units with revised ratios (versus the T200 transmission line-up) are shaded. T300 5, 6, 7 and 8 speed offerings have the same ratio as their respective T200 predecessors. The T2070F, T2100 and T2110B offerings will NOT have a T300 alternative and will cease to exist. Service parts for these three transmissions, however, will still be available through the MACK Parts System. MAXITORQUE® ES (T300) vs. T200 Gear Ratio Comparisons and General Information MAXITORQUE® ES (T300) vs. T200 Gear Ratio Chart and General Information MAXITORQUE® ES (T300) vs. T200 Component Comparisons Sliding Clutches T300 sliding clutches feature a new "fine-pitch" tooth design with 30 teeth versus the T200 "coarse-pitch" tooth clutch that has 16 teeth. Advantages of this new feature include the following: Less travel needed for engagement. Greater engagement area resulting in enhanced strength and durability. Better "feel" for the driver. MAXITORQUE® ES (T300) vs. T200 Sliding Clutch Comparison Shift Rail Detent Profile T300 shift rails feature a new-design neutral notch that is not as deep as the notch on the T200 rail. In addition, the sides of the new notch are sloped. These shift rail enhancements aid in improving shift quality. MAXITORQUE® ES (T300) vs. T200 Shift Rail Comparison The following chart provides part number cross-reference information between the MAXITORQUE® ES (T300) transmissions and the T200 transmissions. MAXITORQUE® ES (T300) vs. T200 Part Numbers MAXITORQUE® ES (T300) vs. T200 Part Number Chart MAXITORQUE® ES (T300) Warranty Features The MAXITORQUE® ES (T300) Series transmissions carry the same warranty as the T200 transmissions. Synchronizer blocking pins are warranted against fracture during the warranty period. MAXITORQUE® ES (T300) Lubrication The MAXITORQUE® ES (T300) Series transmissions use the same lubricant specifications (GO-J PLUS and TO-A) and lubricant change intervals as is used for the current T200 series transmissions. These lubricant specifications and change intervals are outlined in the Maintenance and Lubrication Manual, TS494. For transmission lubricant capacity, refer to the chart under the heading "MAXITORQUE® ES (T300) vs. T200 Gear Ratio Comparisons and General Information".

All we have ever done is just change the knob but the knob is $$$. So you might be able to mod the knob as FJH said but I dont know how.

My buddy who worked in our body shop drank Grosch in a green bottle with a flip top stopper lid. I thought this was the same Beer you were talking about but after doing some research , they are 2 different beers I think.

That code is for #1 EUP= MID128 SID1 FMI8 usual code for cold start up. You need to remove the Rubber "Y" hose between the oil cooler and steel lower radiator hose and clean the oil cooler inlet screen, could be stopped up?

A real mans beer I see. I did buy one of those kit's but my wife made me pour it out before it was done. She thought I might poison myself.

Ahhhh. I forgot about Miller Lite, It's popular here as well. My wife likes Woodchuck and will drink it by the pitcher when we can find it.

It's all in the combonation of things. A ASET complete block and heads has 16:1 compression where as a CCRS has 17. 4:1 compression. You start mixing up parts and you dont know what you got going on

Being that we have Mack fan's/owner's all over the world that post here, whats your favorite Beer? Mine is just plain ol Bud Lite, most popular around my location is Bud Lite, Bush Lite , Coors Lite and Budwiser. Would like to know what my northern friends drink and every one around the world drinks.

I have seen things like this done on a ASET engine and then brought to me to program, it can be done, but how much HP lost in the process I dont know. I have seen an ASET AC block/heads/cam/intake manifold and injectors with a 2002 CCRS exhaust manifold/turbo/EUP's/ wiring harness and engine ECM. It ran and ran smooth, I programed it to 460HP but did it put out 460 HP. I dont know, probably not.

I'm sure he meant no on the "changing the heads" which is true.

Welcome, glad to have you here! There are alot of Volvo haters here but we are all in this together and have no choice. I think Volvo did bring some good ideal's to Mack and hope things will improve. The EPA is the real problem.

Yes, it's a Mack only item. The good news is the engine harness is pretty simple to install, everything just unplugs. Bad news is sometimes they are on backorder for 3 months or more for older trucks. I'm still looking a better wiring diagram.

Now if we could just get rid of that 87lb POS turbo they put on the ASET and get rid of the EGR system it would be perfect!

Never noticed your truck before, I like it, I was looking at the engine, what year and Hp is it? It looks like it has a waste gate turbo on it. That engine mods have you done to it? Love the air cleaner scoop, is that factory?

It has been done, I have seen it more that once. One of our best parts customers is a rebuilder. he only does Macks. He buys wrecks and anything Mack (mostly newer 1999 ETECH and up). I have seen him build a 07 CV713 with a 2V head 300 engine before, what ever the customer wants he builds it. He has sent me a few 04 and up CX's, CHN and CXN's with 1999 ETECH's in them. My job was the program the ECMs to talk to the all electronic dash. I dont know the details but I saw it and it looked like it came from the factory that way.

Love the color, I so sick of white trucks, thats all we have around here . The 2001's were very very reliable compared to what we have now.

Our salesmen started using traderonline.com as well . The have bought a few trucks from there for resell.

I have the factory wiring diagram book for your truck but it just dont show the fan solinoid very good at all. I was trying to find where the ground wire returned to the ECM. I do know that it gets it's power from fuse #10 in the fuse panel.

Just started watching a new reality show on TLC tonight, It has lot of Macks, saw alot of new GU rolloff's. Looks like too much made up drama in the show though, turn the sound down and just watch the Mack's.

Glad every thing was OK, Keep on trucking! I too assume the worst when I cant figure something out in the first 30 minuites of working on it.

This is the first thing we do when we get a weird power steering complaint.-------------------------------------------------------------------------------- SB414005 Date: 08/10/06 Model: CV, CT, CL, LE, MR, DM (Does not apply to Mack Trucks Australia) Failure of the Power Steering Pump to Prime at Cold Start-Up — CV, CT, CL, LE, MR and DM Models Certain CV, CT, CL, LE, MR and DM model chassis equipped with single or dual steering gears and high volume TRW power steering pumps (part Nos. 38QC4141, P2, P3, P5, P7, P8, P10, P12, P13, P14 and P16) may experience a failure of the pump to prime at cold start-up. To eliminate this condition, the factory-fill 15W40 engine oil should be drained from the power steering system and replaced with a DEXRON®-type automatic transmission fluid. Procedures are as follows: Operate the vehicle until the engine coolant reaches normal operating temperature. Shut the engine off. Secure the chassis for service, apply the parking brakes and block the rear wheels to prevent the vehicle from moving. Raise the front of the vehicle so that the front wheels are off the ground and the wheels can be steered manually. Place jackstands of adequate capacity under the front axle to support the weight of the vehicle. Do not work on or around a vehicle supported only by a hydraulic jack as the jack can fail suddenly and unexpectedly, resulting in severe personal injury or death. Always support the vehicle on jackstands of adequate capacity. -------------------------------------------------------------------------------- Place a suitable drain pan under the hoses to catch the draining power steering fluid. Clean the pressure and return hose connections at the main steering gear, and the suction hose connection at the reservoir. Disconnect the hoses from the gear and reservoir and allow the fluid to drain into the catch pans. Steering System Schematic Diagram With the engine shut off, steer the front wheels several times from left to right steering stops to purge the remaining fluid from the reservoir and hoses. Replace the power steering reservoir filter element. Reconnect the pressure and return lines to the main steering gear. Fill the reservoir with a DEXRON®-type automatic transmission fluid. Completely flushing the engine oil from the power steering system is not necessary. As long as the oil is completely drained, DEXRON®-type automatic fluids will mix with any residual oil that may remain in the system. -------------------------------------------------------------------------------- Lower the chassis to the ground. Start the engine and steer the wheels several times from the left steering stop to the right steering stop to bleed the air from the system. Do not allow the reservoir to go dry during the bleeding operation as air will be drawn into the system. -------------------------------------------------------------------------------- Recheck the level in the reservoir and add fluid as necessary. Remove the existing "Recommended Oil" label from the power steering reservoir, and then clean the area where the label was applied to remove all oil, dirt and grease. Apply a new label (part No. 4MR3420AM) to the side of the reservoir. Apply Label to Power Steering Reservoir This label advises to use DEXRON®-type automatic transmission fluids in the power steering system. DEXRON® I, II and III fluids are all backward and forward compatible. Any DEXRON®-type fluid can be used in the power steering system.