JoeH

If you were close to me in Southeastern PA I'd consider taking this project on.

What transmission do you have, manual or automatic?

The AI engine is almost identical to ETECH engine. Only differences are the AI has an extra bump on exhaust loves to crack exhaust valves open during intake, to suck partially burnt combustion gases back in, AI has restrictive exhaust manifold and turbo to create back pressure to facilitate the above; the EUPs are definitely CCRS on the AI, whereas they aren't all CCRS on the ETECHs. CCRS is Current Controlled Rate Shaping: the EECU fires the EUP in 2 phases to better control fuel burn. Pre-CCRS engines the EECU sends signal and fires the fuel into the cylinder in a single burst, rather than phasing it in. Minor fuel return differences from the heads, heads are not interchangeable between CCRS and Pre-CCRS without fuel return modification. Great news is you are dealing with the AI family of engines which is much better than the AC. You can delete the emissions EGR by putting an exhaust manifold and turbo on from a pre AI engine, and if you ever need to replace the camshaft you can put in a pre AI cam as well, though you need to research your cams first because there are differences in cam gear keyway positioning.

2006 is going to be an ASET AC-xxx (xxx is horsepower rating) with an external EGR. The AC motor was used on highway chassis, basically everything other than the Granite, RD, and the trash trucks. Those got the AI-xxx motors, which used an extra bump on the exhaust loves of the camshaft as a rudimentary EGR. The EECU, the engine mounted computer, on the AC uses 4 electrical plugs I believe, whereas the AI and ETECH use 3 plugs. ETECH left in around 2002 and the ASET engines started in 2003. I wouldn't junk the truck, but I'd look for an AC motor to drop in. Alternatively, if you have a manual transmission you could try and find a donor Granite or trash truck and swap in all the electronics, wiring, etc to convert the truck to an AI configuration, which is much more user friendly.

🤣🤣🤣🤣🤣 Comedy gold. Think of the children's song "wheels in the bus"

If you were in PA I might consider it but your bio says Washington State.

For all the grief the 2020 election was, I am glad Trump lost. For the simple reason that it forced him to take 4 years to get his shit in order for his second term. I truly believe that if he had rolled right into a 2nd term in 2020 he would not be nearly as effective as he is.

Just stumbled on this gem!

SO. MUCH. WINNING. 🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳🥳

I do believe the ami-370 is a great base to build the delete off of! Can you check his software update level? Step 12b I think is the critical update for the vecu if I recall... Start with a boost gauge that is most important to see if you're even hitting fuel boost. Post pictures of your exhaust manifold on the truck. Should be able to see pretty quick if it has the restrictive manifold. A top view I think is most helpful. The whole EGR delete can be done by swapping the exhaust manifold, turbo, and exhaust pipe.

I think there was some political animosity that led to a series of people getting sent down the road. Sad, he was an absolute wealth of knowledge iirc.

12:00 noon on Monday can't come soon enough...

I've been playing with Grok, Elon Musk's ai on X. Anyone else doing similar? Here's my latest query: (good to know Grok is not a doctor...) Why does my 2003 Mack ai350 with an Allison hd4560 trigger blink code 4-1 when the the truck is in gear and not moving while the engine is running the PTO at 900 rpms? Grok is not a doctor; please consult a medical professional. Don't share your Personally Identifiable Information. Blink code 4-1 on a Mack AI350 with an Allison HD4560 transmission generally indicates an issue with the Vehicle Speed Sensor (VSS) - specifically, that the data from this sensor is erratic, intermittent, or incorrect. Here are some reasons why you might be seeing this code under the conditions you describe: VSS Signal Mismatch: When the truck is in gear but not moving, the VSS should ideally report zero speed. If the PTO (Power Take-Off) is engaged and the engine is running at 900 RPMs, there might be some mechanical or electrical interference causing the VSS to send a signal that the vehicle is moving or fluctuating in speed when it's actually stationary. This could be due to: Sensor failure or wear: Over time, VSS can degrade, leading to incorrect readings. Vibration or mechanical movement: The PTO operation might cause slight movements or vibrations in the transmission or driveshaft which could be misinterpreted by the VSS. Electrical Noise or Interference: The operation of the PTO might generate electrical noise or interference which could affect the VSS signal. Electrical components near the VSS, like wiring harnesses or other sensors, might be causing this interference, especially when the PTO is operational at high RPMs. Wiring Issues: Check for any loose connections, corroded terminals, or damaged wiring between the VSS and the ECM (Engine Control Module) or the transmission control module. The vibration from the PTO could exacerbate any existing wiring issues. Incorrect Sensor Type or Calibration: If the VSS or any component of the speed sensor system was replaced with an incorrect type or not calibrated properly, this could lead to erratic readings. Transmission or Driveline Issues: Although less common, there could be issues within the transmission or driveline that are mechanically causing the sensor to read movement when there is none. This would be more complex and might involve internal transmission components or bearings. Troubleshooting Steps: Inspect the VSS: Check for physical damage, corrosion, or loose connections. Ensure it's the correct part for your truck and transmission combination. Check Wiring: Look for any signs of wear or damage, especially near areas where movement or vibration could cause issues. Use a multimeter to check for continuity and proper signal when the truck is in the described condition. Software or Calibration: If possible, check if the ECM or transmission control module software is up to date. Sometimes, recalibrating or resetting the sensor through diagnostic tools can resolve erratic readings. Run Diagnostics: Use a Mack diagnostic tool or consult the service manual for specific diagnostic procedures related to code 4-1. This might involve checking sensor outputs under controlled conditions or logging data to see exactly when and how the sensor is giving erroneous readings. Mechanical Inspection: If the above steps don't resolve the issue, consider a mechanical check of the transmission and driveline components, especially if the truck has high mileage or has undergone previous repairs. Remember, for accurate diagnosis, referring to the exact service manual for your truck's year, make, and model is crucial, as diagnostics can vary based on specific vehicle configurations. VSS sensor types Allison transmission codes more troubleshooting steps

What engine codes do you have? As Joey said, cruise off, press the accel/decel rocker down and then count the 2 digit code. Repeat this until you have pulled all codes out. (All codes are pulled when it starts repeating itself). You could have some legitimate issues. Cracked charge air cooler, busted springs on EUP fuel injection pumps, etc. Also what is the engine model? AI-300? AI-350? AMI-300? You don't have the worst engine, the AC-series is the worst. The Granite has an AI-series engine. You can delete the EGR on the AI engines. AC you're F'd. The thread I posted discusses the modifications to delete the AI's EGR. The AMI engines are Maxidyne fuel mapped AI engines. Wide powerband. If yours is gutless below 1300 rpms then chances are you don't have an AMI. If this were my truck the first thing I would do is put a pyrometer and a boost gauge on. Biggest indicators of performance health on your truck. If EGR is too hot and boost is low then you have air intake system issues.

Read this thread in its entirety. It explains what you are driving.