Mackpro

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.

-------------------------------------------------------------------------------- SB414004 Date: 02/13/06 Model: CXN, CHN, CXP (Also applies to Mack Trucks Australia) Change to DEXRON® III in the Power Steering System Effective December 12, 2005, DEXRON® III became the factory fill for the power steering system on all CXP, CXN and CHN model chassis. Chassis using DEXRON® III in the power steering system can be identified by the label affixed to the power steering reservoir (refer to figure 1 below). Any DEXRON®-type fluid can be used in the power steering system. -------------------------------------------------------------------------------- When adding fluid to the power steering system, always check the label on the side of the reservoir and be sure to use the correct fluid.

Does it have motor oil or ATF in it? You really need to change the fulid to ATF and change the filter. Also look at the P/S dipstick it should have a upside down cup/washer shield on the indicator/shaft, right above the twisted part of the shaft. If this is missing it is down in the resivore somewhere. Have seen this happen before.

Here is the service bulletin on it.SB214036 Date: 07/21/05 Model: ASET™ AC (Not applicable to Mack Trucks Australia) (Supersedes SB214036 dated 05/05/05) Turbocharger Oil Drain Tube for ASET™ AC Engines Equipped with Turbocharger Part No. 631GC5176(©M Effective March 2, 2005, beginning with engine serial No. 5E2939, a revised turbocharger oil drain tube (part No. 681GC544) was implemented into production on all ASET™ AC engines, in conjunction with the production release of the 631GC5176BM turbocharger. The outside diameter of the revised oil drain tube, from the lower end of the bellows to the cylinder block flange, is 1-1/4" (31.75 mm), whereas the outside diameter of the previous drain tube (part No. 681GC538) was 1" (25.4 mm). The larger tube diameter results in improved oil flow and oil drain-back through the turbocharger and drain tube. Turbocharger Drain Tube Part No. 681GC544 Key Qty. Part No. Description Replaces 1 1 681GC544 Turbocharger oil drain tube (used with turbocharger part No. 631GC5176[C]M) 681GC538 2 2 189AM3 Nuts, flanged, M10 x 1.50 Pre-March 2004 bolt and Silastic® mounting arrangement 3 1 56AX605 Gasket 4 2 107AM5021 Studs, M10 x 1.50, short end 20 mm, long end 28.5 mm When replacing an existing 631GC5171(A)M or 631GC5176(A)M turbocharger with a 631GC5176(©M turbocharger, the oil drain tube must also be replaced with the new 681GC544 drain tube. Failure to do so can result in oil leakage at the turbocharger. If a chassis is being upgraded from a 631GC5171(A)M series turbocharger to a 631GC5176(A)(©M, refer to service bulletin SB214019 for important programming information. -------------------------------------------------------------------------------- The 631GC5176CM series turbocharger is the only valid replacement for the 631GC5171(A)M and 631GC5176(A)(B)M series turbochargers. -------------------------------------------------------------------------------- When mounting the new drain tube to the engine block, it is recommended to standardize on the stud, gasket and nut mounting arrangement. This mounting arrangement has been used in production since mid-March 2004. Engines manufactured prior to that date used Silastic® instead of a gasket, and bolts instead of studs and nuts to mount the drain tube. The studs are to be installed with the short threaded-end in the cylinder block. Tighten the mounting nuts to 40 lb-ft (54 N•m). When using the stud and nut mounting arrangement for the turbocharger oil drain tube on engines having the earlier EGR cooler with the flange connection at the outlet port (part No. 28GB517[A][C]), a spacer (part No. 505GC19P25) is required between the EGR cooler upper forward mount and the cylinder block boss. The spacer is required to compensate for the difference in thickness between the gasket and the Silastic® material. --------------------------------------------------------------------------------

When the ASET ac first came out the turbo part# started with 631GC5171****, Then after much trouble they redesigned it and the new #starts with a 631GC5176****. Any time the engine came with the 5171 and you changed it to the 5176 stlye the dealer has to call Mack and have the engine software/datafile changed. I think this was only on the 2004 and maybe early 05's. I would have the dealer call and make sure it has the right engine data. The turbo oil drain back tube service bulletin was also only on the 2004's , I will look it up to be sure.

The very back sensor that faces the firewall goes to the ECM, the one that faces out toward the hood goes only to the guage on the dash. Got snowed in today and am not at work so I cant look at the wiring diagram, I'll see what I can find tommorrow. Have you shot air directly to the fan clutch to see if it will engage or disengage( however it is set up)? I think a fuse in the fuse panel sends 12 volts to the solinoid all the time andcomes back and then grounds inside the ECM. The ECM will make the ground when it see's high R12 A/C head pressure, high water temp or high intake temp to engage the fan.

Your year model is tricky because it could be either a VMAC1 or VMAC2 (engine electronics), all fuses and ECM's are in the cab on both models( unlike the ETECH style engine). VMAC1 had nothing to do with engine fan control, the fan control was kinda added on and not really part of the VMAC system.It had it's own 2 prong sending unit ontop of the water manifold, the degrees stamped on the sensor tells what temp it will engage(usually around 205) . When VMAC2 came out, it controlled the fan on/off. It used the existing temp sensor for the ECM to decide when to turn on the fan. The dealer could also raise and lower the engagement temp with a prolink computer. Both systems still used the same fan clutch and solinoid. Which light is coming on red shutdown or yellow electronic malfunction? If it's both it's the low water sensor or wiring to the sensor or really has low coolant. Is your metal radiator cap on the radiator itself or on an overflow/surge tank in the fire wall? Forgot to mention, love your truck, Alxe forward CH's are my faavorite! One of the best ones I ever drove was a 1990 with a E-7 400hp manual fuel pump, the old man that taught me all about Macks cranked the rpms and fuel to it and it was a screamer. The second best was a 1996 with a E-7 454hp it was awesome as well.

They dont use the middle o-ring any more. You have to ask for the special Delta o-ring kit, part# 1899-O71356 or reffer them to Mack service bulletin SB221038 In the kit the top oring is the same but the bottom o-ring has a triangle shaped o-ring with 2 plastic rings on either side.

We had a 99 RD that had the EUP bolts broken on a cylinder and the EUP damanged the block where the O-ring seals in the block and fuel would leak by into the oil pan. We had to take some JB Weld and (with customers approval) and repair the gouge and install the new style "Delta 3 piece lower O-ring" as per Mack service bulletin.