rhasler

Here are the blink codes for the APADS controller which are flashed out on the LEDs of the control unit. The 2010 chassis in question should be using the CM813 controller.

Lines are supposed to be one time use due to the possibility of leaks, but I wouldn't worry too much about that until it was running. The way Mack says to bleed the lines is to snug them all up, pump the primer until pressure builds, loosen and unseat the lines from the pump end of the line, starting at #6 and working forward. So after primiing the system, #6 would be loosened at the pump and raised slightly until solid fuel comes out, then the line would be reseated, the primer pumped up again, and the procedure repeated on #5, and so on.

It stands for air-conditioning protection and diagnostics system (had to look it up myself). The system works more or less the same as traditional systems, it just has a controller wired inline to all of the inputs from the various sensors and switches that controls output to the compressor clutch.

Assuming that everything was put back together correctly I would lean toward air trapped in the injector lines like fjh was getting at. They can be difficult to get the air purged from.

Rob, this truck probably has an APADS system. Basically an independent controller for the A/C system that communicates various system conditions through a series of flashing lights.

I'll second that opinion. I've always had good luck with a slotted cross bar puller and step plate in this type of situation (when the top is broken off of the bearing cap).

What happened to the engine? Did it just stop running or was there some kind of repair being done to it? As far as I know there isn't a real way to check the solenoids on the EUPs, but if they weren't working properly you should get fault codes for them.

Try starting it with the camshaft sensor unplugged, if it won't start that way plug it back in and unplug the flywheel position sensor.

You should be able to do that, as long as they're both Pre-CCRS or CCRS it shouldn't be a problem. Pre-CCRS engines have a fuel return line (small plastic line) from the head to the block, CCRS engines do not have this line. It may not run quite right if the modules from the 1999 have service files.

A long time back one of our customers built a "mini" truck, more of a Go Kart, out of plywood and such. Looked kind of like a Peterbilt, still pretty neat considering that. The best part was the bumper sticker that was on the windshield that said "You toucha my truck I puncha you face!".

Nice to see you back around here.

I think they blow up here from a combination of stupid + wheel spin. Until the new 150 series carriers came out all of the Macks sold in our area for the last several years had the 200 series rear ends, usually 5.02 ratios with T318LR21 transmissions, and we have had no failures that I can remember under warranty. After the warranty period was up the only failures I can remember have been from worn splines in the side gears, and those were long after the warranty had expired.

Emailed to me. IncidentActionPlan.wmv

I thought this was kind of an interesting looking truck, really short nosed conventional cab White dumptruck.

Here are a couple of pictures of tool J-45423, one from the side and one from the bottom side (where the seal fits into the tool) dimensions are as follows: Overall length-3.000" Large OD length-1.425" Small OD length-1.575" Large OD-1.750" Small OD-1.250" ID #1 (opening)-.818" ID #2 (middle opening)-.650" ID #3 (lowest opening, valve stem pilots into this bore)- approx. .375" Valve stem pilot hole depth (from end of tool opening to bottom of bore)- 2.512" ID #1 length (length between ID #1 and ID #2) -.486" ID #2 length (length between ID #1 and ID #3) -.786

Barry, you are a talented gentleman and we can all tell from your work here that you're really going places, Happy Birthday!

In other words "Day-um, thas good hot sauce!" A sentiment I most wholeheartedly agree with, quite delectable.

Times two, Happy Birthday GG

I watched the Ronald Reagan episode of "American Experience" on PBS last night and they showed a clip of him during his campaign against Carter where he gave the following definitions for common economic terms (maybe slightly paraphrased): "A recession is when your neighbor loses his job, a depression is when you lose your job, and a recovery is when Jimmy Carter loses his job." Seems like this still applies to today.

The 2007 specs., which should cover your engine, say 30 psi at 1900 RPM. It can go higher than that. If you suspect a boost leak there's a good chance that it is on the "hot" side of the engine at the flange connecting the CAC pipe to the turbo or to the CAC. If you let the engine idle long enough to enter heat mode you may be able to hear a slight leak at one of these connections. The pipe is sealed at each end by an o-ring.

Here's a link to the Jacobs Vehicle System website: http://www.jakebrake.com/support/parts-and-service-literature.php?engine_mfr=7&engine_model=42&jacobs_product=41. There is some useful information there. Here is a Mack bulletin from that website regarding various scenarios with the 690 series brake. SB-266-017.pdf

It could be that it had the original heads replaced prior to you buying it. The screws just wear out. If you look at the bottom of the Jacobs valve yoke adjusting screw you will see that it is a conical type of wedge. Over time this will beat it's way up into the body of the screw. The new screws last longer, but will still go out. The solenoids will not actually cause the problem, it is most likely caused by a combination of parts inside the Jake assembly and the valve yoke adjusting screws. Theoretically it could be caused by recessed valve seats, which would cause increased valve stem height and consequent unbalancing of the yoke, but that is something that isn't too common, at least in my experience.

Happy birthday Rowdy!