rhasler

Same trick works for Hendrickson walking beam bushings.

Mechanically the transmissions are the same, only the knob is different as FJH said before. On newer trucks, like Bigens, the VECU needs to be reprogrammed with a new datafile so the module recognizes the gear split in low range. If the module isn't reprogrammed a 4-1 fault occurs and limits power/speed when splitting the low range gears.

The bracket is for the CH model. It attaches to two head bolts which would have holes threaded into the top of them. I don't think it will mount up properly on an RD due to the center line of the fan being located differently on the two chassis.

I would imagine the check valve they are referring to is the boost pressure relief valve mounted in the venturi pipe on top of the intake manifold. It should have a short length of hose attached to it that transitions to a steel tube connected to the exhaust pipe. Early on there were some problems with the spring wearing through the brass seat of the valve. The seat material has been changed from brass to steel, I haven't seen much trouble with these, but if your engine was putting out boost like you say it may have become stressed.

What you are referring to is sometimes caled the K factor. To figure the road speed the VECU needs to know the transmission top gear ratio, the rear axle ratio, the number of teeth on the speedometer pickup, the number of revolutions the tire makes in a mile. These are all entered as separate parameters in VMAC III. As stated before, these would have been lost if customer data was not saved and would have returned to default values. If this was the case you would have a 4-1 fault code and would be limited in power by the fault (default value for speed sensor tamper detection power limit is 50% I believe)

Here are a few E-tech LSR 400 HP, 11GB12642Y AMI 335, 11GB21518Y E-7 (1991 EPA), 11GB24483P3

If they failed to save customer data or were unable to do so before reprogramming the module there are several parameters that would return to defualt values. It sounds to me more like there is a mismatch/compatability problem between the EECU software and the EECU datafile, like maybe the datafile is step 4 and the software is step 5.

There was also an ET477. Here are some pictures of the ENDT475, END475, and the ET477.

Your engine shows to be a AC 460P, which I think is what the demo trucks had too. From what I can see your truck is Step 5, it has 1MS386 software and 1MS5194P9 datafile (last datafile change on 10.12.2010). Your truck was built with 1MS378 software but originally had 1MS5161P9 datafile. The original turbos had a high failure rate and were eventually replaced with a new turbo which also made it necessary to change the software and datafiles in the EECU. According to the service information if a new turbo, part number 631GC5176(A, B, C, or D)M, is installed on a truck with 1MS378 software/1MS5173P- datafile it has to be changed to 1MS387/1MS5178P-. The information for CHN 5069 shows to have the same files that your truck was originally built with. I'm sure this information won't help a whole lot since all of this stuff is outside your ability to control, but I hope it is of some assistance. There are a few things you should make sure they do after programming however: make sure the turbo is calibrated properly, t=calibrate the throttle pedal, and reenter the EUP cal codes

You're looking for fuse 17 in the BEC (bussed electrical center) in the middle of the dash. The panel should have the fuse numbers printed on it. If the fuse is bad there will be no input to the VECU for the clutch switch which will cause the engine brake problem/speed control problem as well as inability to regen.

When the ASET AC engines first came out we had two "customer demo" trucks that were essentially loaned to various customers (I assume thoughout the country, but I'm not sure). Both of the engines in the trucks we had were also labeled as 480 HP. I think since they are demo models that Mack is able to skirt emissions regulations on these engines (again, only an assumption). Post your VIN and some of us will try to look it up.

I hear you there!

I know it's shown in the TS494 manuals.

Our new trucks have been ordered without air assist also.

I think the member you are looking for is paulbrook. In any case, he is from the UK and his gallery has several pictures of an AC preparing to be restored. Just happens to be dumb luck that I had seen his gallery photos and recalled that his name was Paul. Regarding rivets, I noticed that the crossmember centers on the GU chassis are riveted to the side gussetts.

There are parts available to change it over to the standard type clutch cable.

If I remember correctly you have to take just about everything off to get it in and out. There are 3 10mm bolts in the flange on the pipe holding it to the back of the water pump assembly, take the small hose connected to the stub on the same pipe loose, you may need to pull the coolant filter head too. It's kind of a trick to get it out, you have to twist it just right and slide the hose up as much as you can. You may want to disconnect the battery so you don't arc anything on the alternator.

I've had the hose between the oil cooler and the back of the water pump assembly leak before even after reassembling with new silicone hose. I made sure to clean all of the metal pipe connections before putting it back together. I ended up using black rubber EPDM hose and all new clamps before it stopped. I've also seen several cases where the coolant was coming from the connection for the air compressor near the front left side of the front cylinder head or from the thermostat housing/hose and running down the block.

That is funny on SO many levels.

AC, look at the turbo and find the tag on it. Post the 631GC***** number on it up here along with the VIN. There were some changes to the turbos that required reprogramming the engine ECU. In a lot of cases the ECU doesn't get programmed when the turbo is changed.

Mann+Hummel is the manufacturer of the Centrimax. Here is a link to a product brochure that outlines the operation of the filter: http://www.mann-hummel.com/mhuk/upload/doc/HBYZW2feieb.pdf

I should add that there are at least four different Centrimax rotors. The E7 and early E-Techs used the 57GC2134A, identifable by the rubber hose at the base of the canister that drains oil back to the block. The later E-techs used the 57GC2187 Centrimax plus, identifable by the short height and the cover mounted from the top. The ASET AI/AMI engines originally used the 57GC2206, identifable as a taller rotor with a cream color. The ASET AC uses the 57GC2231 (I believe this is the same rotor kit that was used on the 04 MP7 engines as well), identifable as tall and black in color. The difference between the 2206 and the 2231 is the diameter of the spindle. The 2206 will physically fit the spindle for the 2231, but since the spindle is smaller for the 2231, the 2206 will not spin and is therefore not functional. The 2231 will not fit the spindle of the 2206 because the 2206 spindle is larger in diameter than the through hole of the 2231 rotor. If installing an aftermarket rotor, MAKE SURE that you get the right rotor. Fleetguard makes aftermarket rotors, but as far as I know they are all cream colored, so you really need to check. I think Baldwin also makes an interchange for the 2231, I believe it is a metal rotor, similar in appearance to the original 2134A Centrimax.

The Centrimax is supposed to be changed along with the other filters. It captures solids in the oil, flings them against the wall of the filter, and the lets the liquid drain back to the sump. The Mack part number for the Centrimax rotor and seal kit on the ASET AC is 57GC2231. It's been said, and I believe it's true, that the Centrimax does more cleaning than the other filters combined. If you have one that has been on the engine for a while take it and cut it open and you will be amazed at what you find inside of it. To replace the filter you just loosen the bolt on top of the cover, slide the cover off, slide the old filter off of the spindle, slide the new one on, reinstall the cover and tighten the bolt to 19 lb ft. You don't need to lube the filter, just the seal ring.

The early E-Tech engines had the oil pressure sensor on top of the filter housing. I've been told that the sensor was moved to the rear side of the housing as JerryB says to keep it from getting gummed up by residue in the oil. With the sensor mounted vertically there is also a possibility that water is seeping past the connector seal and into the terminals.

There used to be an RD888SX glider kit here called "Two Dogs" upon which there were two Bulldogs mounted on the hood in the throes of coitus.