The Heinz

It's really common around here for newer cement mixers and heavy dump trucks to have a second steering gear on the passenger side, but the setup is very different from this.

If I'm not mistaken, the overflow valve screws into the head as the return-to-FF Housing side. This is me guessing as I haven't worked much on this particular setup, but could the overflow valve stick open and allow the fuel to drain back earlier than needed (Someone smart please help me out!)

I don't think there's a way to do that, and I don't think it would be a good idea given how the DOT stresses all drivers wear them while the truck is in motion.

It certainly helps! #4 should be the return to the pump, Impact describes it as "FUEL FILTER BRKT-FUEL PUMP," while #8 should be the feed line from pump to filter, described as "FUEL PUMP-MAIN FILTER." Both of those banjo bolts use the same washer, Mack #20852765. The overflow valve according to your VIN is #21458307 should you need it. Sorry for the late reply, I'm now a Front Counter Salesman, so I am much, much busier than before. I've already had the privilege to order and quote parts for several older Macks, including an 80's DM.

I didn't have a VIN for a 2010 CXU with an MP7, but this is from a Granite of the same year with an MP7. Number 10 down there is an overflow valve on the return side, I don't remember if that can cause your issue or not. We never reuse these seals, but we are a dealership, so take that as you will.

I looked into some aftermarket air cleaners for you, but in order for it to not be $1000, you might need to check some scrap yards or parts trucks out! Even PAI is proud of their air cleaner. Were the screens added in the ASET engines?

You can try going here and contacting Parker dealers nearby, I don't know anyone who would specialize in this stuff sadly.

I can only assume Teledyne sold off or closed their hydraulic branch sometime after your truck was made, because they had absolutely nothing about hydraulic systems on their website. I contacted Parker to see if they have anything, it's worth a shot.

It likely won't have a filter, but it might have a screen in the water manifold hoses, I don't have a picture at the moment. I don't think those need to be changed all too often though.

What engine is in it? I haven't seen an MP engine without a coolant filter, E7's and back are a different story. We run almost exclusively red coolant in anything regardless of age here.

I've never had to pull one of these out, so I don't know for sure. I'm fairly certain the wiper mechanism is under the cowl in the engine bay, so at least you wouldn't have to touch the interior dash assembly or anything.

As for the transmission, it was built with a Fuller RT613. Forward drive diff is a CRDPC921, rear is a CRD931, both in 5.13 ratio.

I'm getting good at figuring these old Mack VIN's out. According to Impact, it shows to have an ENDT475 SCANIA in it.

Seeing a late model RD with beautiful paint just floors me. Every R model with the sloped hood I see around here looks like they've been put through the ringer. Excellent shot!

They weren't kidding, this fan is utterly available through Mack. I checked the usual aftermarket like PAI and Automann, nothing. BUT, we have access to Lippert who keeps old, obsolete parts, and they show to have several of these. It's worth a shot to ask your local dealers if they have access to this source and order it through them, because I've been told I can't sell to out of state customers without an account due to fraud attempts in the past.

It's even worse when it comes to warranty or even newer techs in the process of learning: letting eService direct the diag!! Our good techs complain how ridiculous it is to sit and wait for them to reply on a decision when they know exactly what's wrong.

Those usually come as an entire assembly, Mack (Volvo) calls it the "Wiper Mechanism" in Impact. It's number 3 in the diagram below, part number 23550705.

I'm glad ya'll are making the best out of a really bad situation. The situation in the mountains has been a burden on my mind and heart since the day it happened. As for the lack of media coverage, it was bad enough that me and some friends still went full speed ahead into the mountains from eastern NC for a vacation trip because no one made a big deal out of the situation coming. I was the first to leave and the farthest along, and got almost to Old Fort before being turned around by NCSHP because of the mudslide. I got to experience a lot of trees blocking the road, seen several fall ahead of me, and hit the dead zone with no cell service to tell my friends to turn around. I'm glad you and your family are ok.

Sounds very much so like something that can be resolved with programming. Unfortunately, you'll need a dealer to do the programming for you; requires Premium Tech Tool and knowing exactly what to program (usually involves an eService case nowadays).

I don't have one of these modules, doesn't look like anyone in the US has any at the moment.

If it makes any difference to anyone: along the same lines as Vlad being right about 4v parts availability, Impact handles those later E6's better, making it easier for the parts guy at the dealership. Again, should you actually use a dealership.

We've never ordered diamond plate fenders for any truck, we've only used cheap aluminum style ones that don't look all the great to me personally. Hopefully someone here will have a good suggestion for you. If I think of anything or come across it, I'll let you know.

I know it was a joke, but they still do. Like Joey said, it's air over hydraulic. The connectors going to the actual switch are not very tolerant of harsh chemicals, so we see a lot of cement mixers need the switch and pigtail. Something about the cleaning chemicals a specific company was using was killing them left and right. We have a 2023 Granite needing an entire rear chassis extension harness because of this. Same customer even though they had their cleaning crew stop using that chemical, guess this one was just waiting to fail.

Most if not all Mack dealers will use 10W30, and as far as I know that's what they recommend for the MP engines. Being a 2012 and not a common rail GHG, you could probably run 15W40 and be fine, but I would wait for others to give their take before doing that. At my last job, we had a 2016 CXU that came from a region where an outside vendor handled repairs, and it had a sticker showing they used 15W40 last PM. Truck had super great oil pressure and honestly ran great. For a Maxitorque, I've been recommended to use 80W90 here in our shop, with 75W90 FULL SYNTHETIC working as well. I'd stick with the 80W90, but I've also seen 80W140 recommended, didn't even know that was a thing.

We see the connector going into the AC control panel melt before, there's a Service Bulletin that came out addressing the issue. Gives part numbers to replace/modify the connector to prevent it from happening again. I'll attach it so you can use it to help if needed. I won't say that is your issue, but we have seen all kinds of symptoms as the result of this failure. Worth a shot to look I guess. sb724008 (1).pdf