MACK E-Tech Service Manual

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E-TECH™ ENGINE

SERVICE MANUAL

(Includes Left-Side Redesign)

OCTOBER 2000

(REVISED)

5-106

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ERRATA SHEET — ENGINE

Crankshaft Center Main Bearing

Effective January 2006, Mack Powertrain Engineering has widened the crankshaft center main bearing runout specification. The maximum allowable crankshaft runout specification was changed from 0.005 in. (0.127 mm) to

0.007 in. (0.178 mm). The manuals listed below are affected by this change.

Specification Update

Reference: Engine Manuals

5-101 E7

5-106 E-Tech™

5-107 E7G

5-110 ASET™ AI/AMI

5-111 ASET™ AC

JANUARY 2006 © MACK TRUCKS, INC. 2006 (NEW ISSUE) MACK ENGINE SERIES

SERVICE BULLETIN

NUMBER: SB-210-034

DATE: 5/14/02

MODEL: E-Tech™

(Also applies to Mack Trucks Australia)

MISCELLANEOUS FASTENER CHANGES — E-TECH™ ENGINES

The following fastener changes were made on E-Tech™ engines:

Injection Nozzle Hold-Down Screws — Beginning 3/00, the injection nozzle holddown screws having the 15 mm external hex head have been changed to a new screw (part No. 421GC2116M) that has a 16 mm internal hex head.

Rocker Shaft Mounting Bracket Bolts — Beginning 4/00, the bolts and washers used to secure the rocker shaft mounting brackets to the cylinder head have been changed to a flange-head bolt (part No. 65AM5010). Tightening torque value for this new fastener remains the same at 40 lb-ft (50 N•m).

Air Com pressor Mounting Screw — Beginning 8/00, the original hex-head screw has been changed to a flange-head screw (part No. 27AM16). This change was made so that the mounting screw clamp load is distributed over a wider area of the flat washer.

Camshaft Thrust Washer — Beginning 10/00, the two screws and washers used to secure the camshaft thrust washer to the block were changed to a flange-head screw (part No. 66AM44). Tightening torque value for this fastener remains the same at 15 lbft (20 N•m).

Cylinder Head Capscrews — Beginning 6/01, the cylinder head capscrews and the separate hardened flat washer were replaced in production with capscrews having captured washers (part number series 400GC317M). This change was implemented to prevent the possibility of omitting or installing more than one washer during assembly. Additionally, the outside diameter of the captured washer was reduced slightly (approximately 0.030″) to accommodate the redesigned cylinder head cover that was phased into production 7/01. Cylinder head capscrew torque remains the same at 205 lb-ft (278 N•m).

Flywheel-to-crankshaft m ounting bolts — Beginning 9/01, bolts having captured washers (part Nos. 419GC31M and 419GC31M2) were released into production to replace the previously used bolts and separate hardened flat washer used to secure the flywheel to the crankshaft. Flywheel-to-crankshaft mounting bolt torque remains the same at 185 lb-ft (250 N•m).

Electronic Unit Pump (EUP) hold-down screws — Beginning 11/01, new hold-down screws (part No. 421GC2123M) were released into production for the electronic unit pumps. These screws are dimensionally the same as the previously used screws, but conform to a more stringent specification that controls minor surface forming defects to a greater degree than for common fasteners.Torque of the EUP hold-down bolts has been changed from 42 lb-ft (57 N·m) to 60 lb-ft (81 N·m).

Turbocharger Mounting Nuts — Beginning 5/02, new turbocharger mounting nuts were released into production. These nuts (part No. 142GC247M) are composed of silver-plated stainless steel to provide greater resistance to heat than the previous nuts. Additionally, these nuts have the Spiralock™ self-locking thread feature to prevent loosening in service.

SB-210-034 — Page 1of 1

2002.CNI,SKCURTKCAM©50181AP,NWOTNELLA,SNOITACILBUPECIVRES

E-TECH™ ENGINE

SERVICE MANUAL

(Includes Left-Side Redesign)

MAY 2006 REPRINTED 2.5M SEPTEMBER 2004 REPRINTED 2.5M APRIL 2003 REPRINTED 2.5M JUNE 2002 REPRINTED 2.5M OCTOBER 2001 REPRINTED 2.5M OCTOBER 2000 (REVISED – SUPERSEDED ISSUE JULY 1999)

5-106

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ATTENTION

The information in this manual is not all inclusive and cannot take into account all unique situations. Note that some illustrations are typical and may not reflect the exact arrangement of every component installed on a specific chassis.

The information, specifications, and illustrations in this publication are based on information that was current at the time of publication.

No part of this publication may be reproduced, stored in a retrieval system, or be transmitted in any form by any means including electronic, mechanical, photocopying, recording, or otherwise without prior written permission of Mack Trucks, Inc.

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TABLE OF CONTENTS

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TABLE OF CONTENTS

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

EXPLANATION OF NUMERICAL CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Changes from the Existing E-Tech™ Service Procedur es Manual . . . . . . . . . . . . . . . . . . . . . . .6

ABOUT THE E-TECH™ ENGINE AND ITS SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

ENGINE MODEL IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Engine Information Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0

Engine Serial Number Identificati on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

DESCRIPTION & OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

E-TECH™ ENGINE DESIGN FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Electronic Unit Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

V-MAC III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Belt Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

J-Tech™ Engine Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Valve Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Low-Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

Fuel Filtration System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

High-Pressure Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35

High-Pressure Fuel Injection Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Fuel Injector Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Block Heater for Front (Water Pump) Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

Cylinder Head Gasket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Gear Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Air Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Power Steering Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Vibration Damper Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Front Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Centri-Max® Oil Filter Breather Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47

GLOSSARY OF TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

ENGINE SYMPTOM DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

V-MAC III Diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .58

CAMSHAFT TIMING AND LOBE LIFT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Camshaft Timing Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

Camshaft Lobe Lift Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

CHASSIS-MOUNTED CHARGE AIR COOLING TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

Special Tool Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

CMCAC Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

CMCAC Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68

Restriction Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69

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Core Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

CMCAC Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70

CYLINDER HEAD AND CYLINDER BLOCK LEAK TEST PROCEDURE . . . . . . . . . . . . . . . . . . .71

Cylinder Head and Head Gasket Check — In Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

Cylinder Head Fuel Passages Leak Check — In Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72

Cylinder Block/Cylinder Head Coolant Passages Leak Check — In Chassis . . . . . . . . . . . . . .72

Cylinder Head Oil Passage Leak Check — Out of Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74

Cylinder Head Coolant Passage Leak Check — Out of Chassis . . . . . . . . . . . . . . . . . . . . . . . .75

Cylinder Block Coolant Passage Leak Check — Out of Chassis . . . . . . . . . . . . . . . . . . . . . . . .76

ENGINE BRAKE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Operational Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78

Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79

Hydraulic/Mechanical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Final Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

Troubleshooting Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83

TABLE OF CONTENTS

MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87

BELT DRIVE SYSTEM TENSIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88

Manually Tensioned System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

Automatically Tensioned System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Crankcase Breather Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

Oil Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90

Fuel Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93

Coolant Conditioner Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94

REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95

ENGINE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

Removal from Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96

ENGINE DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Filter Element Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99

Oil Cooler and Oil Filter Mounting Bracket Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . .101

Mounting Engine in Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103

Alternator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

Engine Electronic Control Unit (EECU) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

Fuel Filter Adapter Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107

Coolant Conditioner Element Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108

Oil Cooler-to-Water Pump Inlet Line Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

Thermostat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110

Coolant Manifold Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

Air Inlet Manifold Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Water Pump Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

Turbocharger Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113

Fuel Nozzle Inlet Tube Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113

Exhaust Manifold Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114

Engine Wiring Harness Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115

Engine Electronic Control Unit (EECU) and Cooling Plate Removal . . . . . . . . . . . . . . . . . . . .115

Electronic Unit Pump (EUP) Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

Oil Fill Tube Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

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Air Compressor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117

Valve Cover and Spacer Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118

Rocker Arm, Valve Yoke and Push Rod Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119

Nozzle Holder Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

Cylinder Head Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Vibration Damper and Crankshaft Hub Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123

Oil Pan Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 3

Oil Pump Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

Front Cover Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

Auxiliary Shaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127

Camshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128

Piston and Connecting Rod Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129

Flywheel Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131

Flywheel Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132

Main Bearing Cap Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

Crankshaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

CYLINDER BLOCK RECONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Special Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

Piston Cooling Spray Nozzle Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

Cylinder Sleeve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135

Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136

Cylinder Sleeve Counterbore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137

Cup Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142

Pipe Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143

H-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143

Camshaft Bushing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

Auxiliary Shaft Bushing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148

Cylinder Sleeve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .152

Piston Cooling Spray Nozzle Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

Cylinder Block Dowel Pin Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159

CRANKSHAFT AND FLYWHEEL BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .161

Crankshaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

Crankshaft Dowel Pin Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162

Crankshaft Gear Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

Crankshaft Wear Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164

Flywheel Inspection and Resurfacing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167

AUXILIARY SHAFT AND CAMSHAFT BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . .168

Auxiliary Shaft Inspecti on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .168

Camshaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168

CONNECTING ROD AND PISTON BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . .173

Connecting Rod Inspection and Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .173

Piston Inspection and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176

Piston Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

Assembling Connecting Rod to Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180

CYLINDER HEAD OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181

Special Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181

Inlet and Exhaust Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .181

Cylinder Head Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .185

Fire Ring Groove Cutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

Valve Guide Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188

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Valve Seat Insert Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191

Valve Spring Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .196

Injection Nozzle Holder Insert Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197

Valve Yoke Guide Pin Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198

Cylinder Head Cup Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199

Cylinder Head Pipe Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200

Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .202

VALVE ROCKER ARM SHAFT BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206

Rocker Arms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206

Valve Rocker Arm Shaft Disassembly (without/with Engine Brake) . . . . . . . . . . . . . . . . . . . . . 206

Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206

Valve Rocker Arm Shaft Reassembly (without Engine Brake) . . . . . . . . . . . . . . . . . . . . . . . . . 207

Valve Rocker Arm Shaft Reassembly (with J-Tech™ Engine Brake) . . . . . . . . . . . . . . . . . . .209

LUBRICATION SYSTEM BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211

Oil Cooler Assembly Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211

Oil Pump Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211

COOLING SYSTEM COMPONENTS BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . .215

Oil Cooler Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215

Water Pump Reconditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218

FUEL SYSTEM COMPONENTS BENCH PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219

Electronic Unit Pump (EUP) Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

Installation of Electronic Unit Pump Plunger Spring and Seat . . . . . . . . . . . . . . . . . . . . . . . . .219

Fuel Injector Nozzle Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221

ENGINE REASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222

Crankshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .222

Main Bearing Cap Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224

Piston and Connecting Rod Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230

Flywheel Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .234

Crankshaft Rear Oil Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238

Flywheel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240

Valve Lifter Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242

Camshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242

Camshaft Core Plug Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243

Camshaft Idler Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244

Auxiliary Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245

Oil Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246

Front Cover Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247

Crankshaft Front Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248

Crankshaft Hub Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249

Vibration Damper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249

Oil Pan Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250

Cylinder Head Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252

Exhaust Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255

Nozzle Holder Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257

Push Rod Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259

Valve Yoke Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260

Rocker Arm and Engine Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .261

Valve Cover and Spacer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .264

Oil Fill Tube Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265

Engine ECU/Cooling Plate Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266

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Air Compressor Install a tion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .267

Electronic Unit Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268

Engine Wiring Harness Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269

Fuel Nozzle Inlet Tube Assembly Installa tion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269

Turbocharger Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270

Water Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271

Oil Cooler and Oil Filter Mounting Bracket Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272

Coolant Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274

Air Inlet Manifold Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276

Thermostat, Housing and Seal Installat ion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276

Coolant Conditioner Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278

Fuel Filter Adapter Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278

Engine ECU Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .280

Oil Cooler-to-Water Pump Inlet Line Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280

Alternator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

Removing Engine from Engine Stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281

Plate-Type Oil Cooler and Oil Filter Mounting Bracket Assembly Installation . . . . . . . . . . . . .282

ENGINE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284

Engine Installation into Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284

IN-CHASSIS PART/COMPONENT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .286

Electronic Unit Pump (EUP) Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286

Camshaft Replacement (Engine in Chassis) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288

Engine Brake Control Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293

Valve Lifter H-Ring Installation Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

ENGINE SETUP AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297

Fuel Injection Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297

Valve Yoke, Valve Lash and Engine Brake Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . .297

Engine Speed and Position Sensors Installation and Adjustment . . . . . . . . . . . . . . . . . . . . . . 304

Electronic Unit Pump (EUP) Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305

ENGINE FINAL PREPARATION AND OPERATIONAL CHECK . . . . . . . . . . . . . . . . . . . . . . . . .306

Filter Element Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 06

Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306

Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .306

Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307

Engine Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307

REBUILT ENGINE RUN-IN PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308

Run-In Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .308

TABLE OF CONTENTS

SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .309

E-TECH™ ENGINE MECHANICAL SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310

Performance Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310

Material and Dimensional Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .311

E-Tech™ Component Torque Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .319

SPECIFICATION FOOTNOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .328

E-TECH™ ENGINE LUBRICANT AND SEALANT SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . 329

FASTENER TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330

Fastener Selection and Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330

Fastener Sizes and Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .331

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SCHEMATICS & DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333

ENGINE SYSTEM SCHEMATICS (FLUIDS FLOW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334

Cooling System Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .334

Lubrication System Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .335

Fuel System Flow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336

SPECIAL TOOLS & EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .337

E-TECH™ ENGINE SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338

Special Tools for Engine Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .338

V-MAC III Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .341

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343

TABLE OF CONTENTS

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INTRODUCTION

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SAFETY INFORMATION

Advisory Labels

INTRODUCTION

Cautionary manual. Information accented by one of these signal words must be observed to minimize the risk of personal injury to service personnel, or the possibility of improper service methods which may damage the vehicle or cause it to be unsafe. Additional Notes and Service Hin ts are used to emphasize areas of procedural importance and provide suggest ions for ease of repair. The following definitions indicate the use of these advisory labels as they appear through out the manual:

signal words

Activities associated with injury may result from failing to heed the advisory. Serious personal injury may be equated to career-ending inj ury.

Activities associated with from failing to heed the advisory. In this case, personal injury is not equated to career-ending injury, but results in possible change in quality of life.

(Danger-Warning-Caution) may appear in various locations throughout this

Danger

Warning

indicate that death or serious personal

indicate that personal injury may result

Activities associated with Caution indicate that product damage may resul t fr om failing to heed the advisory. Caution is not used for personal injury.

A procedure, practice, or condition that is essential to emphasize.

A helpful suggestion that will make it quicker and/or easi e r to perform a procedure, while possibly reducing service cost.

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Service Procedures and Tool Usage

Anyone using a service procedure or tool not recommended in this manual must fi rst satisfy himself thoroughly that neither h is saf ety nor veh icle saf ety will be je opardized by the ser vice method he selects. Individuals deviating in any manner from the ins tr u ctions provided assume all risks of consequential personal injury or damage to equipment involved.

Also note that particular service proce dures may require the use of a special tool(s) designed for a specific purpose. These special tools must be used in the manner described, whenever specified in the instructions.

1. Before starting a vehicle, always be seated in the driver’s seat, place the transmission in neutral, be sure that parking brakes are set, and disengage the clutch.

2. Before working on a vehicle, place the transmission in neutral, set the parking brakes, and block the wheels.

INTRODUCTION

3. Before towing the vehicle, place the transmission in neutral and li ft the rear wheels off the ground, or disconnect the dr iveline to avoid damage to the transmission during towing.

Engine-driven components such as Power Take-Off (PTO) units, fans and fan belts, driveshafts and other related rotating assemblies, can be very dangerous. Do not work on or service engine-driven components unless the engine is shut down. Always keep body parts and loose clothing out of range of these powerful components to prevent serious personal injury. Be aware of PTO engagement or nonengagement status. Always disengage the PTO when not in use.

REMEMBER,

SAFETY . . . IS NO ACCIDENT!

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INTRODUCTION

Mack Trucks, In c. cannot anticipate every possible occurrence that may involve a potential hazard. Accidents can be avoided by recogniz ing potentially hazardous situations and taking necessary precautions. Performing se rvice procedures correctly is cr itical to technician saf ety and safe, reliable vehicle operation.

The following list of general shop safe ty practi ces can help technicians avoid potentially hazardous situations and reduce the risk of personal injury. DO NOT perform any services, maintenance procedures or lubrications until this manual has been read and understood.

r Perform all service work on a flat, level

surface. Block wheels to prevent vehicle from rolling.

r DO NOT wear loose-fitting or torn clothing.

Remove any jewelry before servicing vehicle.

r AL W AYS wear safety glasses and protective

shoes. Avoid injury by being aware of sharp corners and jagged edges.

r Use hoists or jacks to lift or move heavy

objects.

r NEVER run engine indoors unless exhaust

fumes are adequately vented to the outside.

r Be aware of hot surfaces. Allow engine to

cool sufficiently befor e performing any service or tests in the vicinity of the engine.

r Keep work area clean and orderly. Clean up

any spilled oil, grease, fuel, hydraulic fluid, etc.

r Only use tools that are in good condition,

and always use accurately calibrated to rque wrenches to tighten all f asteners to specified torques. In instances where procedures require the use of special tools which are designed for a specific purpose, use only in the manner described in the instruct ions.

r Do not store natural gas powered vehicles

indoors for an extended period of time (overnight) without first removing the fuel.

r Never smoke around a natural gas powered

vehicle.

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INTRODUCTION

EXPLANA TION OF NUMERICAL CODE

The organization of MACK service manuals has been upgraded to standardize manual content according to a reference system based on component identification. The new reference system will help link the information contained in this publication with related information included in other MACK service/warranty publications, such as associated service bulletins, warranty manuals, and MACK Service Labor Time Standards.

The system is based on a numerical code first digit of which identifies the general component grouping as listed here:

GROUP 000 — GENERAL DATA

GROUP 100 — CHASSIS GROUP 200 — ENGINE GROUP 300 — CLUTCH, TRANSMISSION,

TRANSFER CASE AND PTO

, the

GROUP 400 — STEERING, AXLES, WHEELS

AND TIRES, DRIVELINE

GROUP 500 — BRAKES, AUXILIARY

SYSTEMS GROUP 600 — CAB, TRUCK BODY GROUP 700 — ELECTRICAL The second two digits of the three-digit code are

used to identify the system, assembly or subassembly, as appropriate, within each of the groupings. The codes applicable to this publication are shown at the beginning of each procedure, as necessary, to guide you to specific component information.

Additionally, a two-character alpha code [NV] RINGS, PISTON) may be referenced with each procedure. This alpha code, in combination with the three-digit Group number, identifies the specific assembly, sub-assembly or part, and directly relates to the fir st five positions of the operation code listed in MACK Service Labor Time Standards.

(i.e.,

Examples:

Numerical Code

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INTRODUCTION

ABOUT THIS MANUAL

Changes from the Existing E-T ech™ Service Procedures Manual

Mack Trucks, In c. has made many major

improvements to this E-Tech™ Service Procedures Manual, with changes to both content and organization. This is a complete manual, describing engine features and the operation of major systems as well as providing comprehensive overhaul procedures, specifications and adjustments.

All specifications and torque values are given i n English and metric measurements. Critic al torque values are also included in the text, eliminating the need to refer to SPECIFICATIONS section each time a specified torque value is required. The Special Tools list has been revised to include all special tools requi red f or a c omplet e overhau l. Warnings, cautions, notes and service hints help the technician service the engine safely and efficiently.

The engine disassembly procedures show how to remove components in an order t hat requires the least amount of handling. Where appropriate , it includes general information needed to properly service that component.

The engine reassembly procedure includes stepby-step instructions for reassembli ng the engine. This helps to ensure proper installation and longer service life.

Under Engine Setup and Adjustments, the latest setup information is provided for adjust ing all E-Tech™ engine models. Engines perform best and conserve fuel most efficientl y when ad justed properly.

Two addi tional procedures are included as guides for removing and reinstalling the engine. Both sections are generic in nature since E-Tech™ engine installation procedures vary from one vehicle style to another. As such, the procedures are intended as a checklist to remind the technician of all necessary tasks.

While troubleshooting procedures are similar for most diesel engines, this manual includes only those that pertain to the E-Tech™ engine. The TROUBLESHOOTING section contains symptom-related questions as well as tests to help the technician consider all possible problem sources.

This service manual also includes applicable information from active service bulletins and service letters since publication of the E-Tech™ Service Procedures Manual dated July 1999.

Various component bench procedures guide the technician in disassembly, cleaning, inspection and assembly of each component. Each bench procedure helps in determining if the part is serviceable or should be replaced.

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INTRODUCTION

ABOUT THE E-TECH™ ENGINE AND ITS SERVICE

This publication is intended to provide technician s

with a working knowledge of the E-Tech™ engine, including both early-production and current-production ver sions.

The E-Tech™ engine has undergone a left-side redesign. Changes include a new plate-type oil cooler and a new oil filter mounting arr angement. This new oil filter arrangement includes a new centrifugal oil filter assembly, where the centrifugal filter assembly is now mounted upside down, and the external oil drain is eliminated. This new centrifugal oil filter is call ed Centri-Max

PLUS. The engine electronic control unit (EECU) has

been relocated to the left side of the engine and is mounted on a new one-piece inlet manifold. Relocating the EECU has eliminated the need fo r the EECU cooling plate, and has also brought about a design change to the unit pump front outboard heat shield. Additionally, with the change to the one-piece inlet manifold, the fuel filter mounting adapter is new and is located slightly forward of the previous location.

Descriptions of these design changes and the other features are provided in the DESCRIP TION & OPERATION section. Additionally, the service effects of these changes on removal, installation, disassembly, assembly, setup and adjustment procedures, etc., are included in the respective sections of this publication.

Development of the E-Tech™ engine has been driven by three basic requirements. It was designed to:

r Meet projected exhaust and noise emissions

regulations.

r Meet customer demands for improved fuel

economy, driveability and engin e braki ng.

r Compete in a world market. Although the drive to reduce emissions and noise

levels is primarily the result of gove rnment mandates, the E-Tech™ engine is designed to provide customers with an improved engine over the existing E7 engine it replaces. Specific improvements include:

r Improved fuel economy. r Increased throttle response (time to

90 percent torque is faster with the E-Tec h ™).

r More retarding horsepower through a newly

designed J-Tech™ Engine Brake from Jacobs.

Mack Trucks, Inc . is looking beyond the borders of North America to increas e its mar ket and br ing the quality, toughness and technology associated with the MACK name to a worldwide audience. The current environment of global regulati ons concerning exhaust emissions, noise and other factors has leveled the playing field on an international basis. This means that the improvements made to meet the North American environmental regulations can now be applied worldwide.

The E-Tech™ engine is used in MACK trucks and European Renault VI trucks.

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NOTES

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IDENTIFICATION

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IDENTIFICATION

ENGINE MODEL IDENTIFICATION

Engine Information Plate

The E-Tech™ engine information plate is located on the top of the front cylinder head cover (back cover for LE and MR chassis). This plate includes information concerning:

r Engine model, serial number and 11GBA

part number.

r Advertised horsepower at rated speed rpm. r Emissions regulations to which the engine

conforms and other pertinent information required by emissions regulations.

r Inlet and exhaust valve lash settings and

engine brake slave piston lash setting.

The following explanations are provided to aid in interpreting some of the key information found on the engine information plate.

Block 1 — U.S. EPA Regulations

r An “X” in block one means the eng ine meets

United States EPA regulations for the year stamped in block four.

Block 3 — ADR Regulations

r An “X” in block three means the engine has

been certified to meet Australian emissions regulations.

r Two dashes in block three mean the engine

does not meet Australian emissions regulations.

Block 4 — Model Year

r The four-digit number stamped in block four

represents the year in which the engi ne was certified.

Block 5 — Federal Family

r A 12-digit number stamped in block five

denotes the Federal Family to which the engine belongs for emissions certification purposes.

r All domestic engines will have a 12-digit

Federal Family number in block five.

Block 6 — California Family

r If the engine meets California emissions

regulations, the same 12-digit number stamped in the Federal Family block is stamped in block six.

r Two dashes in bl ock one indicate the engine

does not meet United States EPA regulations for the year stamped in block four. This is only permissible with certain export engines. All domestic engines will have an “X” in block one.

Block 2 — California Regulations

r An “X” in block two indicates the engine

meets California emissions regulations for the year stamped in block four. This engine is referred to as a “50-state” engine and can be sold in any state throughout the U.S.

r Two dashes stamped in block two mean the

engine does not meet California emissions regulations. If an engine has an “X” in block one and two dashes in block two, it is referred to as a “49-sta te” engine, meaning it is not certified for sale in California.

r If the engine does not meet California

emissions regulations, there will be two dashes in block six.

Block 7 — Initial Injection Timing

r E-Tech™ engines do not have an initial

injection timing, as this is controlled electronically.

r E-Tech™ engines will have “NA” stamped in

block seven.

Block 8 — Engine Brake

r This block is only used when the engine is

equipped with an engine brake. The stamping in this block indicates the engine brake slave-piston lash setting.

Figure 1 illustrates the location of the information plate and Figure 2 illustrates its content.

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IDENTIFICATION

Figure 1 — Engine Information Plate Location

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IDENTIFICATION

Figure 2 — Engine Information Plate

Engine Serial Number Identification

In addition to the engine information plate on the front cylinder head cover, the engine is also identified by the engine serial number stamped into the cylinder block. This serial number is located on the block right side just below the turbo oil drain tube flange as shown in Figure 3.

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Figure 3 — Engine Serial Number

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DESCRIPTION & OPERATION

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DESCRIPTION & OPERATION

E-TECH™ ENGINE DESIGN FEATURES

The E-Tech™ engine evolved from the E7 PLN (commonly referred to as the E7). The four primary design features that differentiate the E-Tech™ engine from the E7 engine are as follows:

r Electronic Unit Pump (EUP) fuel injection

system

r V-MAC r Poly-v belt drive system r J-Tech™ engine brake system from Jacobs

These major changes resulted in subsequent improvements and redesign of related components within the engine.

Electronic Unit Pumps

Electronic Unit Pump (EUP) technology, which has been utilized in the heavy-duty industry for many years, has been adapted for the E-Tech™ engine to achieve:

III electronic control system

The EUP is very similar to a unit injector. The primary difference is that the EUP delivers fuel through a fuel injection line to a convent ionalstyle nozzle-holder assembly, whereas a unit injector has a nozzle mounted directly on it.

The EUP is capable of providing very high fuelinjection pressures. The pump is controlled b y a high-speed solenoid valve (see Figure 4) responding to electronic signals from the V-MAC III engine control module. This electronic control provides a greater timing range. The combination of higher pressures and greater timing control improves the combustion process and optimizes engine performance. This enables the E-Tech™ engine to conform to more stringent emissions regulations while providing performance and fuel economy improvements.

r Optimum performance r Lower emissions r Simplified service r More effective pump/engine diagnostics

(individual cylinders can be isolated)

An EUP is a single-plunger fuel-injection pump, one per cylinder, driven by a third lobe on the engine camshaft. The pump roller follower (tappet) is in contact with the engine cam lobe.

Figure 4 — EUP Components

Electronic unit pumps for engines produced through approximately late 3r d quarter 2000 were fitted with three O-rings on the pump housings. Pumps on engines produced later than 3rd quarter 2000 are fitted with two O-rings in the top and bottom grooves. The O-ring in the center groove has been eliminated.

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DESCRIPTION & OPERATION

The EUP design does not include a helix on the pump plunger. Fuel delivery is controlled entirely by the solenoid valve. To start fuel delivery, the V- MAC III c ontrol syst em allows current to fl ow to the solenoid, closing the solenoid valve and trapping fuel in the pump. As the plunger moves upward, fuel is delivered through the highpressure line to the fuel-inj ector nozzle assembly. When current flow to the solenoid is stopped, the solenoid valve opens and fuel in the pump then flows to the cylinder block fuel return gallery. Refer to Figure 5.

The EUP system, using proven industry technology, is well adapted to troubleshooting. When required, an individual EUP can be replaced with a minimum of downtime.

Because the unit pumps are located in close proximity to the exhaust manifold, heat shiel d s have been added to prevent excessive heat from reaching the EUP components.

The right-side heat shields on an E-Tech™ engine are a mandatory part of the engine (Figure 6). The heat shields must

be reinstalled if they are removed for mainten ance or repair . Failure to do so will result in damage to the sensitive electr onic components.

Figure 5 — Electronic Unit Pump

Current production E-Tech™ engines contain EUPs with three O-rings. On future production engines the center O-ring will be eliminated. Present EUP service kits available through MACK service parts do not contain the center (brown) O-ring.

Figure 6 — Heat Shields (with Right-Side Mounted

EECU)

1. Heat Shield Attachment Points

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DESCRIPTION & OPERATION

Figure 7 — Heat Shields (with Left-Side Mounted EECU)

1. Fuel Temperature Sensor 2. Redesigned Heat Shield

V-MAC III

The V-MAC II I engine control system has been

developed specifically for the E-Tech™ engine. Features include electronic drivers and diagnostics for unit pumps, separate engine and vehicle control units, and a revised wiring harness. These features make V-MAC III applicable only to the E-Tech™ engine.

V-MAC III ELECTRONIC CONTROL UNITS

The Engine Electronic Control Unit (EECU) is located on the right side of the engine (Figure 8) in early-production engine s. Characteristics of the engine design, such as heat shields, vibration isolation, and running low-pressure fuel through the EECU mounting plate (to cool it), permit the EECU to be mounted directly on the engine in the right-side location.

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Figure 8 — V-MAC III Engine EECU (Righ t-Side Mounte d)

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DESCRIPTION & OPERATION

For current-production engines, the EECU is relocated to the left side of the engine (Figure 9) and mounted on a new one-piece air inlet manifold (Figure 13). With this relocation, the fuel-cooled backing plate is no longer necessary and has been eliminated. The new harness is routed around the rear of the engine, and the module and harness connections are mounted vertically at the forward end of the module . This provides an improved environment and less chance for water infiltration at the harness connectors.

With the two-module design, a more efficient and reliable electronic communication network, known as multiplexing, can be used. Mul ti plexing essentially means that inputs and outputs to and from one control unit are “batched” and sent as a package to the other control unit via a single, high-speed communication line. Inherent to this system is a significant reducti on in the length and number of wires, specifically those which must pass through the bulkhead, as well as the rel ated connections.

V- MAC III SYSTEM SENSORS

There are a total of eight engine-mounted sensors and one vehicle-mounted sensor. Seven of the sensors provide input for the operation of the V- MAC III engine cont rol system, while the remaining two sensors provide input for the dash gauges. The dash gauge oil temperature sensor is optional.

The following list and Figure 10 through Fi gure 19 identify the nine sensors and the features and location of each. Three of the V-MAC III sensors will be described in detail. These are the fuel temperature sensor and the engine speed and engine position sensors. The engine speed and engine position sensors are functionally simila r to the E7 RPM/TDC and TEM sensors, but are later designs, quite different from the E7 sensors.

Figure 9 — EECU (Left-Side Mounted)

1. Engine ECU 2. Air Inlet Manifold

The cab-mounted V ehicle Electronic Control Unit (VECU) provides a base for future development,

such as “total vehicle” systems and wireless communication.

For enhanced quality, an engine-mounted EECU allows the complete engine system (EECU, harness and sensors) to be assembled at the engine manufacturing/assembly plant, then tested and verified on site. The entire engine electronic package can be left undisturb ed during the vehicle assembly process.

r Engine Speed Sensor r Fuel Temperature Sensor r Oil Pressure Sensor r Ambient Air Temperature Sensor (see Note) r Boost Air Temperature Sensor r Dash Gauge Coolant Temperature Sensor r V-MAC III Coolant Temperature Sensor r Engine Position Sensor r Dash Gauge Oil Temperature Sensor

(optional)

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DESCRIPTION & OPERATION

The chassis-mounted ambient air temperature sensor was not available with early-production engines. It was phased into produc tion begi nning approximately mid-July 1999 for CX model chassis, mid-September 1999 for CH, CL, RD8, MR, DM and DMM model chassis and early November 1999 for RD6, RB and LE model chassis. The sensor is mounted off-engine and supplies temperature input to the engine electronic control unit (EECU), so t hat the V -MAC system can determine a mor e accurate i ndicati on of inlet air temperature.

Location of the sensor depends upon chassis model, but in general, it is located at the front of the chassis mounted either on the front crossmember behind the bumper, on a hood hinge, hood hinge bracket, body, spring bracket, or grille guard assembly.

Figure 10 — V-MAC III Engine-Mounted Sensor Locations (Pre-Left-Side Redesign)

1. Fuel Temperature Sensor (Behind Fittings)

2. Dash Gauge Coolant Temperature Sensor

3. V-MAC III Coolant Temperature Sensor

4. Boost Air Temperature Sensor

5. Engine Speed Sensor (on Left Side of Flywheel Housing)

Page 18

6. Dash Gauge Oil Temperature Sensor (on Left Side of Oil Pan)

7. Oil Pressure Sensor

8. Engine Position Sensor (on Engine Front Cover)

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DESCRIPTION & OPERATION

Figure 11 — V-MAC III Engine-Mounted Sensor Locations (with Left-Side Mounted EECU)

1. Fuel Temperature Sensor (Behind Fittings)

2. Dash Gauge Coolant Temperature Sensor (on Side of Coolant Manifold)

3. V-MAC III Co olant Temperature Sensor (on End of Coolant Manifold)

4. Boost Temperature Sensor (on Top of Air Inlet Manifold)

On current-production engines with the left-side mounted EECU, there are three harness connectors adjacent to the oil pressure sensor. One connector, the oil pressure sensor connector, is always used. The other two connectors are for an optional oil temperatur e sensor. One connector (color-coded black) is for the oil temperature sensor used with the standard dashboard, and the other connect or (co lor-c oded gray) is for the oil temperature sensor used with the electronic dash. Oil temperature sensor part No. 64MT2116 is used with the standard dashboard and sensor part No. 64MT2103 is used with the electronic dashboard.

5. Oil Temperature Sensor (on Filter Mounting Bracket)

6. Oil Pressure Sensor (on Filter Mounting Bracket)

7. Engine Speed Sensor

8. Dash Gauge Oil Temperature Sensor

9. Engine Position Sensor (on Engine Front Cover)

Figure 12 — V-MAC III Sensor Locations at Filter

Mounting Bracket (with Left-Side Mounted EECU)

1. Oil Temperature Sensor

2. Oil Pressure Sensor

3. Filter Mounting Bracket

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DESCRIPTION & OPERATION

On current-production engines with the left-side mounted EECU, the boost temperature sensor port has been moved to the manifold inlet area (depending upon chassis model, the manifold

inlet is at the front, or the center) . There is a large boss at the rear of the manifold for boost air supply to the air compressor and boost pressure access ports.

Figure 13 — V-MAC III Sensor Locations with Front Air Inlet Manifold (Left-Side Mounted EECU)

1. Boost Temperature Sensor

2. Fuel Filter Mounting Bracket Boss

3. Port for Boost Pressure Test Gauge

4. Boost Pressure Port for Line-to-Dash Gauge or Boost Pressure Sensor

5. Boost Air Supply to Air Compressor

6. Engine Electronic Con trol Unit Isolator Mounting Stud, Threaded Bosses

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DESCRIPTION & OPERATION

Figure 14 — V-MAC Sensor Locations with Center Air Inlet Manifold (Left-Side Mounted EECU)

A. Side View B. Top View

1. Fuel Filter Mounting Bracket Boss

2. Port for Boost Pressure Test Gauge

3. Boost Temperature Sensor

An interim version front manifold was used on engines with the new oil cooler/filter arrangement, but without the engine ECU relocation.

4. Boost Pressure Port for Line-to-Dash Gauge or Boost Pressure Sensor

5. Boost Air Supply to Air Compressor

6. Engine Electronic Con trol Unit Isolator Mounting Stud, Threaded Bosses

The V-MAC II I sensors have different mounting methods, or mounting threads, compared to the similar V-MAC

II sensors:

r V- MAC III engine speed a nd engine po sit ion

sensors are flange-mounted with a mounting screw .

r V-MAC III oil pressure, boost temperature,

fuel temperature and coolant temperature sensors have English pipe threads.

r Dash gauge sensors for coolant and oil

temperatures are threaded sensors with English pipe threads, the same as the E7 with V-MAC II.

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DESCRIPTION & OPERATION

Fuel Temperature Sensor

On early-production engines with a right- side mounted EECU, a fuel temperature sensor is provided at the top of the secondary fuel filter mounting adapter (Figure 15) installed in a boss adjacent to the outlet fitting. The V-MAC III system monitors fuel temperature at the secondary fuel filter outlet, as fuel is being supplied to the cylinder block fuel gallery inlet. This fuel temperature data improves accuracy of the mpg fuel consumption information shown on

the Co-Pilot

display.

The fuel temperature sensor is the same as the coolant temperature sensor used at the rear of the water manifold location. The illustration that follows shows a CH/CL/DM engine-mounted, fu el filter adapter. The RD/MR/LE chassis-mounted secondary fuel filter mounting adapter has a similar sensor mounting boss. In either case, if the fuel temperature sensor is not used, the boss should not be drilled and tapped.

On current-production engines with the left-side mounted EECU, the fuel temperature sensor is located at the fuel cylinder block fu el gallery inlet (Figure 16). This location is standardized for all fuel filter arrangements, simplifying and improving the line routing.

Figure 15 — Fuel Temperature Sensor (Engine with

Right-Side Mounted EECU)

Figure 16 — Fuel Temperature Sensor (Engine with

Left-Side Mounted EECU)

1. Fuel Temperature Sensor 2. EUP Heat Shield

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DESCRIPTION & OPERATION

Engine Speed Sensor

This sensor is located at the left side of the engine flywheel housing (Figure 17). It is flan gemounted and held in place by a retaining screw.

The engine speed sensor is the same part number as the engine position sensor, located on the engine front cover.

Figure 17 — Engine Speed Sensor

Figure 18 — Engine Position Sensor

Boost Temperature Sensor and Boost Pressure Diagnostic Ports

A V-MAC III boost temperature sensor is located on the top of the rear inlet manifold (Figure 19). There is no boost pressure sensor because, as with all V-MAC systems, V-MAC III uses ECU programming for transient smoke control.

The E-Tech™ flywheel has 117 teeth (one less tooth than the E7 engine flywheel) and has two adjacent teeth with part of their width (1/4 inch) machined off. These two teeth on the E-Tech™ flywheel allow the sensor to determine top dead center (TDC) of cylinder Nos. 1 and 6, whereas sensing notches are used on the front face of the E7 flywheel. Because of this feature, ring gear-toflywheel indexing must be maintained.

Engine Position Sensor

The engine position sensor is located on the engine front cover (Figure 18) and is retained in the same manner as the engine speed sensor. This sensor is designed to monitor the passage of holes which are in the front face of the camshaft timing gear . This sensor performs a function similar to the TEM sensor in the Bosch Injection Pump RE30 governor on the E7 engine.

There are two boost pressure gauge ports just forward of the boost temperature sensor. The forward port is used for the dash boost pressure gauge when chassis is so equipped. The port adjacent to the boost temperature sensor can be used to install a boost pressure gauge for diagnostic purposes if the need arises.

Figure 19 — Boost Temperature Sensor and Boost

Pressure Gauge Ports

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DESCRIPTION & OPERATION

Belt Drive System

The belt drive system uses a single 10-ri b po ly-v belt to drive the alternator, water pump, and fan drive (Figure 20). A separate single-v bel t, running off the water pump pulley, drives the refrigerant compressor. The service life of the poly-v belt is considerably improved over other systems and allows the use of hi gher horsepower cooling fans.

Both manually tensioned and automatically tensioned systems are used. Whether an engine has the manually tensioned or automatically tensioned system depends on the spec ific engine configuration and application.

J-Tech™ Engine Brake

The J-Tech™ engine brake is a vehicle-slowing device that allows the engine to act as an air compressor , producing retarding horsepower that helps slow the vehicle. The braking action is accomplished through hydraulics using a masterslave piston arrangement similar to a hydraulic jack. When the engine brake is operat ed, a single exhaust valve opens near top dead center of the compression stroke, releasing high-pressure air out the exhaust. Opening one exhaust valve, instead of two, significantly reduces load to the engine brake and the valve train without adversely affecting braking power . Releasing compressed air to the exhaust prevents the return of energy to the engine piston on the expansion stroke. The result is a net power loss from the engine, or ret arding horsepower, used to slow the vehicle.

With the J-Tech™ engine brake unit, the master piston of a given cylinder activates the slave piston of that same cylinder, providing optimum timing of the compression release. The E- Tech™ engine uses the same engine brake unit on the front and rear cylinder head.

1. Air Conditioner Compressor

2. Water Pump

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Figure 20 — Belt Drive

3. Alternator

4. Poly-V Belt

5. Tensioning Device

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DESCRIPTION & OPERATION

ENGINE BRAKE FEAT URES

Refer to Figure 22. There are major valve train changes relative to

engine brake implementation on the E-Tech™ engine. The most evident changes include:

r A significantly larger brake unit with a

different appearance and operat ing concept than the E7.

r Standard E-Tech™ valve yokes are used at

all positions. The special Jacobs exhaust yokes on the E7 engine are not used. Note that the E-Tech™ engine uses a different valve yoke from the E7 engine. The E7 and E-Tech™ yokes are not interchangeable.

r A hollow yoke adjusting screw with a floating

pin in the screw is used in the exhaust yokes. The screw opens only the exhaust valve directly beneath it when the J-Tech™ engine brake is activated.

r Unique exhaust rocker arm adjus ting screws

and nuts (Figure 21).

Figure 21 — Rocker Arm Adjusting Screws and Nuts

Figure 22 — J-Tech™ Brake Valve Yoke Hollow Adjusting Screw Arrangement

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DESCRIPTION & OPERATION

ENGINE BRAKE OPERATION

Refer to Figure 23.

The J-Tech™ brake functions in the following manner:

r Under powered operation, a large lash in the

valve train “skips” the 0.100-inch brake bump on the camshaft.

r During engine brake operation, the solenoid

valve is energized, allowing engine oil to fill the J-Tech™ brake housing oil passages.

r Oil overcomes the control valve spring and

drives the control valve up in its bore. Oil passes through the ball check inside the control valve and exits through the port in the side, filling the master/slave piston circuit.

To help prevent breaking or dislodging of the control valve snap ring, the J-Tech™ control valve components have been redesigned to incorporate a new-style collar ( which replaces the old-style valve stop spacer) and outer spring and a retaining washer. With this change, the part number of the engine brake housing assembly was changed from 757GB58B to 757GB58C (beginning with housing assembly Serial No. D69006001), and was phased into E-Tech™ engine production June 30, 1999 (beginning with engine serial number 9M4395).

r Oil pressure causes the master piston and

rocker arm to move down, removing the large lash from the cam side of the valve train. The result is a corresponding lash increase on the exhaust valve side.

r The brake bump on the exhaust cam forces

the master piston upward and directs highpressure oil to the slave piston. The check valve in the control valve prevents highpressure oil from escaping.

r High-pressure oil causes the slave piston to

move down, opening the outboard exhaust valve via a valve-actuating pin which passes through the center of the yoke adjusting screw. Activation occurs near top dead center and releases co mpressed air into the exhaust manifold.

r At stroke bottom, the slave piston separates

from the reset valve, allowing oil to flow into the accumulator. This action reduces pressure in the high-pressure circuit, permitting the slave piston to retract and the exhaust valve to close in preparation for normal exhaust cycle. Oil in the accumulato r ensures the hydraulic circuit is fully charged for the next cycle.

Figure 23 — J-Tech™ Brake

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DESCRIPTION & OPERATION

Camshaft

The large diameter of the camshaft (Figure 24) provides the strength necessar y for actuating the unit pumps. In addition to the inlet and exhaust valve lobes, lobes have been added to drive the unit pumps. The camshaft also has more aggressive intake and exhaust cam profiles for improved fuel economy and emissions. A bump in the exhaust cam profile provides timing for engine brake operation.

The camshaft has induction-hardened journals and lobes. This process produces a pronounced heat discoloration mark approximately 3/8-inch wide, around the front and rear faces of each journal and lobe.

As an additional aid in reducing cam bushing temperature, a groove has been added to the No. 4 journal of current-production camshaf ts. This groove was not included on early-production units. Adding the groove to the camshaft journal has not resulted in a change to the camshaft part number .

Valve Train

The valve train accommodates the aggressive cam profiles. Roller lifters and roller followers or

“tappets” (Figure 25) are used to actuate the valves and unit pumps, respectively. The roller lifters handle aggressive cam profiles better and have increased load-carrying capability.

Figure 25 — Roller Lifters

Figure 24 — Camshaft

VALVES

The stem tip of the valve has grooves to identify the valve as intake or exhaust. The exhaust seat face is 30 degrees, whereas the i nlet valve seat is 20 degrees.

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DESCRIPTION & OPERATION

VALVE SEALS

The engines are produced with a v alv e stem seal that features a multi-lip upper section, combined with a second lip to significantly reduce crankcase blow-by. This seal can easily be identified by the steel retainer band around the top of the seal lip.

To improve seal-to-guide retention, the guides have three sharp ridges machined into the upper outside diameter surface. Refer to Fig ure 26.

YOKES Pin-Type Yokes

During February of 1999, the welded wear padstyle yoke was supplemented in product ion with a headed pin (“button”) type yoke. The material of the pin-type yoke remains ductile iron.

Both the new configuration and the previous configuration valve yokes are being used in current E-Tech™ engine production, but the yokes will not be intermixed on the same engine.

Figure 26 — Valve Seal

VALVE SPRINGS, ROTATORS AND PUSH RODS

E-Tech™ valve springs and rotators have heavier spring tension (pressure) than the E7 to accommodate the more aggressive cam profiles. Push rod design also incorporates a larger diameter to handle the increased loads.

Page 28

Figure 27 — Current Valve Yokes

For service purposes, it is acceptable to intermix the different configuration yokes on the same engine.

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DESCRIPTION & OPERATION

On E-Tech™ and E7 engines, the valve yokes are very similar . However , it extr emely critical that the correct valve yokes are used with the correct engine. The previous configuration yokes were identified with the letter “M” or “E” cast in to the top of the yoke next to the slipper pad wear area. The letter “M” signifies the valve yoke is used in E7 engines, and the letter “E” signifies that the yoke is used in E-Tech™ engines. On the new “buttonhead” style valve yoke, however, the letters “M” and “E” have been eliminated. Additionally, the yokes no longer have part numbers stamped on them. Installation of the correct new butt on-head style valve yokes on the correct engine is still critical. Therefore, a means of positively differentiating between E-Tech™ and E7 is provided in the following information and illustrations.

The most positive means of identification are by looking at the nose of the valve yoke. The E-Tech™ yoke has the nose end of the slipper pad area ground flat as shown in Figure 28.

Figure 29 — Valve Yoke Side View

Figure 28 — E-Tech™, E6, E7 and E9 Valve Yokes (Top

View)

A second method of identifying the “button-head” yoke is to look at the side view. On the yoke used for the E-Tech™ engine, the top surface of the adjusting screw end is on the same plane as the bottom surface of the “button-head.” On the E6, E7 and E9 valve yokes, the top surface of the adjusting screw area is 0.145 inch below the bottom surface of the “button-head.” Refer to Figure 29 for an illustration of these differences.

The yokes used on the E-Tech™ engine have a deeper engagement at yoke screw end than E7 because of the longer valve (Figure 30). E7 and E-Tech™ yokes are very similar in appearance, but should not be interchanged.

Figure 30 — Valve Yokes

1. E-Tech™ 2. E7

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DESCRIPTION & OPERATION

Do not interchange yokes. If an E-Tech™ yoke is used on an earlier E7 engine, the valve keepers will become dislodged and cause a dropped valv e. This will cause severe engine damage. If the E7 yoke is used on an exhaust location of a J-Tech™ brake-equipped E-Tech™ engine, the yoke will disengag e from the valv e stem tip during engine brake operation. See Figure 31.

1. Correct E7 Yoke/Valve Combination

2. Correct E-Tech™ Yoke/Valve Combination

3. E7 Yoke with E-Tech™ Valve

Page 30

Figure 31 — Yoke/Valve Combinations

4. E-Tech™ Yoke with E7 Valve Note: Arrows identify problem areas.

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DESCRIPTION & OPERATION

Pinless Valve Yokes — Inlet Valve Locations

Beginning on March 2, 2000 (engine serial No. 0D0120), pinless valve yokes were

implemented into production on all E-Tech™ engines. The pinless yokes are used for the inlet valve only. This change also affects the cylinder heads which no longer have yoke guide pins at the inlet valve locations.

The pinless yoke is self-leveling in operati on and does not have a yoke leveling adjustment screw. Inlet valve lash adjustments are performed in the normal manner with the rocker arm adjusting

screw . For the ex haust v alv es, it is st ill necessa ry to adjust the valve yoke first, then the rocker arm lash.

The bottom of the valve yoke that bridges the t wo inlet valves has a round hole and an elongated hole that fit over the valve stems. The nose of the yoke with the elongated hole has two notches in the casting. When installing the pinless yokes, it is important that the end of the yoke with the two notches faces away from the valve rocker shaft. If the yoke is installed incorrectly, the yoke will contact the rocker arm.

Figure 32 — Proper Assembly of the Pinless Valve Yoke

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DESCRIPTION & OPERATION

ROCKER ARMS

Early-production E-Tech™ used the older-style E7 rocker arms. Effec tive s econd quarter 1997, a newly designed rocker arm (Figure 33) on which the slipper-end wear surface is a hardened, headed pin pressed into the rocker arm, was introduced and is currently used.

Low-Pressure Fuel System

The flow of fuel through the low-pressure si de of the fuel system is essentially the same as that in the E7 engine for current-p roduction engines with the left-side mounted EECU. However, on earlyproduction engines with the right-side mounted EECU, a cooling plate was added to the circuit (Figure 34).

Fuel flows from the fuel tank to the primary filter, the EECU cooling plate (if equipped), the supply pump, the secondary filter and the unit pumps. Unused fuel is collected in the fuel return gallery in the cylinder block and returned to the fuel tank by a fuel return line.

To decrease restriction in the low-pressure fuel system, hoses and fittings with larger inside diameters are used for all suction lines in th e E-Tech™ system.

To meet unit pump demands, the supply pump provides a 100 gph fuel flow at 70 psi pressure. This high level of flow and pressure is needed to cool the unit pumps and EECU, and keep the fuel supply gallery filled. A check valve fitting, located on the fuel return gallery outlet on the cylinder block right side, maintains fuel gallery pressure and prevents the system from bleeding down when the engine is not operating.

Figure 33 — New-Style Rocker Arm

ROCKER ARM/SHAFT ASSEMBLY

Improved features of the E-Tech™ rocker arm/ shaft assemblies include:

r No coil springs between rocker arms r C-clips used to retain rocker arms r Longer shaft lengths r Cup plugs in shaft ends r Improved centering of rocker arm slipper

feet over yoke pads

Page 32

On current-production engine s, a new fuel gallery pressure regulating valve with a 70 psi spring setting is used to reduce fuel gallery pressure and fuel dilution.

The gear-type supply pump is located on the r ear side of the right-front flange of the cylinder block. It is driven by the engine camshaft gear. A hand primer pump is mounted on the supply pump.

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DESCRIPTION & OPERATION

Figure 34 — Low-Pressure Fuel System

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DESCRIPTION & OPERATION

Fuel Filtration System

To build up the extremely high pressures requi red for improved combustion, unit pumps must have an unrestricted supply of clean fuel. The

E-Tech™ filtration system, which utilizes a primary and secondary filter element, was designed to provide optimum balance between filtration effici ency (micron size) and filt er change interval (restriction).

The main design features of the E-Tech™ filtration system include:

r Fine micron media r Large diameter seal surface on both filters,

as well as different primary and secondary thread sizes (to avoid mix-up with E7 filters)

r Unique identification system (a red primary

filter and green secondary filter with black logo and lettering, and two 1/4-inch black bands, four inches fr om top of filter ). Refer to Figure 35.

The fuel filter mounting adapter is made from a casting, on which the primary and secondary mounting flanges are the same large size (Figure 36). The adapter has metr ic thread sp uds for mounting the fuel filters. As has always been the practice, primary and secondary spuds are different sizes, so only the correct filter can be installed at the proper location.

The correct fuel filter mounting adapter must be

used on the proper engine (E-Tech™ or E7) to ensure the correct filters are used.

It is mandatory to use these improved fuel filters

on E-Tech™ engines to protect the unit pumps from contaminant damage to the very closetoleranced internal components.

Figure 35 — Fuel Filters

Figure 36 — Fuel Filter Mounting Adapter (with

Right-Side Mounted EECU)

V-MAC III monitors fuel temperature at the secondary fuel filter outlet which suppli es fuel to the gallery feeding the unit pumps (early production), or at the cylinder block fuel gallery inlet (current production). This fuel temperature data is used by the system to adjust fuel delivery for optimized power and to provide accurate mpg fuel consumption information shown on the Co-Pilot display.

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DESCRIPTION & OPERATION

High-Pressure Fuel System

The high-pressure fuel system (Figure 37) is designed to provide fuel to the combustion chamber under high pr essure. In thi s system, u nit pumps (one per cylinder) replace the previo usly used fuel injection pump. The unit pump operating pressures are 26,000 psi, more than 50 percent greater than the peak injection pressures of the E7 engine. These higher pressures, along with an extended timing range and optimized timing control, provide performance improvements.

Fuel is supplied to each of the unit pumps by the fuel supply gallery in the cylinder block. The high pressure required for fuel injecti on is generated by a pump plunger (10 mm diameter , 18 mm stroke), which is act uated by a roll er cam f ollower (tappet) driven by the engine camshaft. The volume of fuel delivered to each cylinder is precisely metered by a solenoid mounted on each of the unit pumps, which responds to signals from the V-MAC III EECU. The pressurized fuel is delivered to the inject or nozzles by individual fuel injector l ines, which are

the same for all cylinders and all E-Tech™ engine models.

Figure 37 — High-Pressure Fuel System

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DESCRIPTION & OPERATION

High-Pressure Fuel Injection Lines

High-pressure fuel lines for each cyli nder (Figure 38) are short (17 inches) and have the same bends and the strength to withstand the high fuel pressure generated by electronic unit pumps. The same part number is used for all cylinders and all

engine models. Also, there are

no clamps used on these lines.

Figure 38 — Fuel Injection Lines

A check valve is incorporated in the nozzle holders on current-production engines.

Fuel Injector Assemblies

Injector nozzles in the E-Tech™ differ from those used in the E7 in that they have increased material strength, a larger 22- mm dia meter and a higher pressure capability. These features are essentially due to the higher operating pressures generated by the unit pumps.

In the E-Tech™ engine, a pin on the nozzle holder locates the nozzle in the cylinder head. The locating pin is on the same side as the nozzle holder fuel inlet port. Refer to Figure 39.

Figure 39 — Fuel Injector Nozzle Holder

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DESCRIPTION & OPERATION

Cylinder Block

The cylinder block is a single-piece design made of high-strength alloyed gray cast iron. The deep skirt extends well below the crankshaft center line and incorporates seven main bearings. The bearing caps are made of ductile iron and use buttress screws at the intermediate locations. Replaceable wet-dry sleeves line the cylinder bore.

Due to the large camshaf t diameter, the cam bore position is shifted up and outboard to operat e the unit pumps and provide cam-to-crank clearance (Figure 40). To accommodate this change in cam position, the push rod holes are angled four degrees and the air compressor angled out board. The crank and cam timing gears do not mesh directly, but power transmission occurs through an idler gear mounted in an idler gear bore in the front face of the cylinder block. The right-f ront flange on the cylinder block provides a mounting surface for the fuel supply pump.

Figure 40 — Cylinder Block

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DESCRIPTION & OPERATION

The main oil gallery runs along the left side of the

block. A second oil gallery — the valve lif ter /EUP oil supply gallery — runs along the right side of the block. The valve lifter bores directly intersect this right-side gallery, while oil is supplied to the EUP by six passages drilled from the block’ s right side, through the EUP bore an d into the adjacent valve lifter bore. The six holes along the block’s right side are closed off with pipe plugs.

Both the left- and righ t-side oil galleries are drilled from the front and the rear , but do not meet at the center. Oil is supplied to the valve lifter /EUP oil gallery through drilled passages from the No. 2 and No. 5 cam bushings. An annulus i n No. 2 and No. 5 main bearing bores, as well as the groove in the upper bearing inserts, ensures a high volume of oil to the lifter/EUP gallery.

Internal fuel supply and return galleries for the unit pumps are gun-drilled axially, the full length of the block’s right side just below the unit pump mounting flange surface.

Current-production cylinder bloc ks were changed to accommodate a redesigned oil cooler/filter mounting arrangement. Early-production engi nes used an externally drained Centri-Max

filter. This arrangement has been replaced by the internally drained Centri-Max PLUS filter on current-production engi nes. The major change to the cylinder block is in the four-bolt oil filt er pedestal mounting pad located at the center lef thand side of the block. With the elimination of the

externally drained Centri-Max

filter, two internal drain holes are now cast into this mounting pad. These drain holes allow the Centri-Max

PLUS

drain oil to pass directly into the crankcase. The

two 3/4-inch “as-cast” holes are visible inside the crankcase on either side of the No. 4 main bearing bulkhead, between Nos. 3 and 4 piston cooling nozzles. The external oil drain port in the cylinder block used for the externally drained Centri-Max

filter is covered with a block-off

plate.

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DESCRIPTION & OPERATION

Figure 41 — Oil Filter Pedestal Mounting Pad and External Oil Drain Block-Off Plate

1. Oil Passage — Oil Pump-to-Oil Cooler and Filters

2. Intern al Drain Holes

The new internally drained Centri-Max® PLUS filter requires the two internal drain cavities in the cylinder block. The same cylinder blocks, however , are used to service engines having either the externally drained Centri-Max internally drained Centri-Max

PLUS filter

, or the

assemblies. When a block is used for an engine equipped with the externally drained Centri-Max filter, the oil drain cavities are not functi onal.

3. External Oil Drain Block-Off Plate

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DESCRIPTION & OPERATION

Crankshaft

The crankshaft is fully counterbalanced and has induction hardened journals. There are seven main bearings with thrust washers located at the center main bearing (position No. 4) to absorb fore and aft end thrust. Crankshaft extension at the forward end carries the main drive gear, vibration damper and accessory drive pulleys. The main drive gear has a shrink fit and the vibration damper hub has a press fit. The main drive gear is keyed to the crankshaft for proper assembly and engine timing. The flywheel is mounted to a flange at the rear of the crankshaft. Two seals, one at the front and one at the rear, prevent engine lubricating oi l from leaking ar ound the ends of the crankshaft.

Bearing caps are furnished with the crankcase and support the crankshaft in true alignment. Webs integral to th e crankcase provide the upper half of the main bearing supports. Removable caps provide the lower support and are held in position with capscrews. The bearing caps are not interchangeable and each has a number stamped on it which signifies its correct location and alignment in the crankcase. The caps are numbered 1 through 7, with the No. 1 main bearing cap at the front of the engine. The bearing inserts are precision-designed, and are positioned between the crankshaft and crankcase, and between the crankshaft and the bearing caps. Thrust flanges to support t he thrust washers are located at the center main bearing (No. 4).

Block Heater for Front (Water Pump) Location

The engine accepts a straight element unit in the rear location. Front installations require a curvedelement heater (Figure 42). This curved element is located inside the lower par t of t he water pump housing, which has been revised to accommodate it. With factory installati ons, CH/CL models use the rear location, while RD, MR and other Macungie-built models use the front location.

Figure 42 — Straight and Curved Block Heaters

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DESCRIPTION & OPERATION

Cylinder Head

The cast iron cylinder head (Figure 43) is constructed using a special iron alloy. The head contains cored inlet, exhaust and coolant passages, drilled oil passages, replaceable inlet and exhaust guides and seats, various drilled passages and tapped holes. Each cylinder head covers three cylinders and has two inlet and two

exhaust valves per cylinder. Circular grooves correspond with the fire ri ng bead on the cylinder sleeves. This design sets the fire ring over the liner. With the cylinder head installed and the bolts tightened to specification, the l iner coining bead extrudes the fire ring into the cylinder head groove, providing a positi ve combustion pr essure seal.

Figure 43 — E-Tech™ Cylinder Head

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DESCRIPTION & OPERATION

Some characteristics of the E-Tech™ cylinder head are not visually evident, but are still significant (Figure 44). The y in clu de the fo llowing listed items:

r Push rod holes are angled at four degrees

due to outboard location of camshaft.

r Large nozzle sleeve diameter to

accommodate 22-mm nozzle holder assembly.

r Water-j acket casting designed to improve

coolant flow.

r Lower exhaust stud holes intersect with

push rod holes; upper exhaust holes may intersect as well. This requi res that all exhaust studs be sealed at installation to prevent oil weepage.

E-Tech™ and E7 cylinder heads cannot be interchanged because of the differences in the machining.

Page 42

Figure 44 — Cylinder Head and Cover

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DESCRIPTION & OPERATION

Cylinder Head Gasket

E7 and E-Tech™ engines use the same fire ring, but a different cylinder head gasket. The gaskets are identical except for o bvi ous differences at the right-side push rod cutout areas. The right-side edge of the E7 gasket is straight, except for protrusions at the four right-side head bolt holes. The E-Tech™ gasket has these protruded areas as well, but also has six larger protrusions at the push rod hole cutouts (Figure 45). Care must be exercised to use the proper gasket only on the engine for which it is designed.

Figure 45 — E-Tech™ Head Gasket

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DESCRIPTION & OPERATION

Gear Train

The gear train of the E-Tech™ engine (Figure 46) is designed to accommodate the large diameter camshaft and the addition of electronic unit pumps. The major changes inc lude all new gears, an added idler gear, and camshaft and auxiliary gears that rotate in opposite directions than the E7. In addition, the power steering pump and air compressor rotate in opposite direct ions and the oil pump drive gear helix has been reversed to maintain pumping direction.

The larger camshaft on the E-Tech™ had to be relocated upward and outward from the original E7 location in order for the engine camshaft to drive the unit pumps. This placed the camshaft further away from the crankshaft and, as a r esult, larger timing gears are requir ed. An idler gear is used between the crank and cam gears. This keeps the gear sizes from becoming too large and keeps the engine timing gear flange and timing gear cover from requiring enlargement .

1. Fuel Pump Gear

2. Camshaft Gear

3. Idler Gear

Page 44

Figure 46 — E-Tech™ Gear Train

4. Crankshaft Gear

5. Auxiliar y Shaft Gear

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DESCRIPTION & OPERATION

Power Steering Pump

There are 45 gear teeth on the crankshaft gear, 90 teeth on the camshaft gear and 48 on the id ler gear . Because the idler gear has 3 more teeth than the crankshaft gear, the timing marks (Figure 47) align only once every 16 revolutions

of the crankshaft. This is called a “hunti ng tooth” system.

E7 and E-Tech™ engines have the capability of driving a power steering pump from either the front or rear of the auxiliary shaft. Naturally, the direction of rotation of a front power steering pump is opposite that of a rear power steering pump. For example, the E-Tech™ auxiliary shaft has a direction of rotation opposite that of the E7, while an E7 front-mounted, power steering pump has the same direction of rotation as an E-Tech™ rear-mounted, power steering pump.

Always refer to part number specification information when installing a power steering pump to ensure that the correct part with the correct direction of rotation is being used. Installing a power steering pump with the wrong direction of rotati on will result in pump failure and inoperative power steering.

Vibration Damper Hub

Figure 47 — Timing Marks

Because of the addition of an idler gear, the

E-Tech™ engine camshaft rotates in the opposite direction of the camshaft in the E7 engine. The additional gearing also c hanges rota tion direc tion for the air compressor and the power steering pump. However , the oil pump drive gear hel ix has been changed to keep the same oil pump direction of rotation.

Air Compressor

E7 and E-Tech™ air compressors have the same internal components, as the air compressor functions equally well with either direction of rotation. There are, however, some external differences between the engines and air compressors, which prevent the compressors from being interchangeable between the two engines.

The E-Tech™ air compressor benefits from the 22% faster auxiliary shaft speed with quicker pump-up times, faster air-system rec overy and less operating time under load.

Because the E-Tech™ engine timing gears are wider than those used in the E7, the E-Tech™ vibration damper hub is 3/8 inch shorter than the E7 hub (Figure 48). The hubs look the same, but are different lengths. Always make sure the correct vibration damper is used for the correct engine model.

Figure 48 — Vibration Damper Hub

1. E-Tech™ Hub 2. E7 Hub

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DESCRIPTION & OPERATION

Front Cover

Refer to Figure 49. The front cover has been designed with a boss

for the automatic belt ten sioner, room for the idler gear, a mounting for the crankcase breather, and a boss for the engine position sensor.

Figure 49 — Front Cover

CRANKCASE BREATHER

A noticeable feature of the front cover is the

crankcase ventilation assembly. The E-Tech™ engine has a crankcase breather filter assembly which mounts on the engine front timing gear cover. This system traps, collect s and returns oil to the engine crankcase that would otherwise be lost with blow-by gases (Figure 50).

During operation, blow-by gases from the engine pass upward through the filter element, then down and out through the center standpipe, which exits from the canister lower-outboard si de. When blow-by gases pass through the filter element, oil collects on element surfaces and then drains back into the crankcase.

Figure 50 — Crankcase Breather Operation

(Cast-Aluminum Housing Shown)

Early-production engines are equipped with a cast-aluminum crankcase breather housing, whereas, current-production engines are equipped with a housing made of fiberglassreinforced nylon (Figure 51). The breather element, housing mounting gasket and O-rings are NOT interchangeable between the two housing designs.

The canister lid and element are removable to allow element cleaning.

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DESCRIPTION & OPERATION

Figure 51 — Crankcase Breather (Current Production)

1. Fiberglass-Reinforced Nylon Housing

2. Cover

3. Cover O-Ring

Centri-Max® Oil Filter Breather Vent

The oil filter vent line between the cylinder head cover and the filter mounting adapter on the E7

engine is not used on the E-Tech™ engine. The vent line is replaced by a vent-to-atmosphere fitting on the filter mounting adapter.

Lubrication System

There are several changes to the lubrication system of the E-Tech™ engine, as compared to the E7. The major changes are:

r A second oil gallery along the engine right

side that provides oil to the valve roller followers and EUPs

r An oil pump that has a drive gear helix

opposite that of the E7

4. Filter Element

5. Assembly Mounting O-Ring/Gasket

MAIN OIL GALLERY

The main oil gallery on the E-Tech™ is the same as the E7 oil gallery with these exceptions: On early-production engines, a special crossdrilled plug was used at the front to facilitate oil flow to the idler gear bore and No. 1 main bearing bore. This special plug was factory-installed in the cylinder blocks and should not be removed. For current production, the block is machined to accept a 3/4-inch cup plug in place of the special cross-drilled plug (Figure 52).

Since its introduction, the E-Tech™ engine has evolved with changes to the oil cooler and o il filter mounting arrangement. These changes are also described in this section.

Figure 52 — Cross-Drilled Plug

1. Main Oil Gallery 2. Cup Plug, 3/4-Inch

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DESCRIPTION & OPERATION

VALVE LIFTER/EUP OIL GALLERY

Refer to Figure 53. A second oil gallery, located above the camshaft,

supplies oil to the valve lifter bores and EUP bores. Oil is fed to this gal lery by drill ed passages from the No. 2 and No. 5 cam bores which also feed oil to the cylinder head rocker arm shaft and engine brake assemblies. The No. 2 and No. 5 main bearing bores are grooved to satisfy the additional oil flow required by this second oil gallery. The tappet guide pins in the EUP bores are factory-installed in all cylinder blocks and should not be removed.

OIL PASSAGES

r The passage from the main oil gallery to the

No. 1 main bearing bore intersects the idler gear hub bore to provide lubrication to the idler gear bushing.

r There are two oil annulus passages in the

No. 2 and No. 5 main bearing bores. These passages, together with the groove in the upper bearing inserts, ens ure a hi gh volume of oil to the right-side oil gallery.

r Valve lifter (roller fo llowe r ) b or es int e rs e c t

the right-side oil gallery.

r Passages drilled through each EUP bore

and into the adjacent valve lifter bore provide oil feed to each EUP.

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Figure 53 — Sectioned View, Front of E-Tech™ Engine Block

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DESCRIPTION & OPERATION

OIL PUMP

Due to the addition of an idler gear, the auxiliary

shaft on the E-Tech™ engine turns the opposite direction of the E7 auxiliary shaft. In order for t he E-Tech™ oil pump to turn the same direction as the E7 pump, the gear set helixes are different.

On the E-Tech™, driving thrust load of the shaft pumping gears is toward the pump housing and not toward the pump cover, as with the E7 engine. Refer to Figure 54.

r An improper drive gear on the oil pump will

prevent oil pump installation, assuming a correct gear is on the auxiliary shaft.

r If an oil pump and an auxiliary shaft

assembly were replaced, two improper gears could be installed, and engine failur e would result.

r In replacing any of these critical parts,

always refer to part number information in the MACK Parts System to ensure the correct component is being used.

The E-Tech™ auxiliary shaft speed or rpm is 22% faster than that of the E7. As a result, the E-Tech™ oil pump (which has slower ratio oil pump gears) turns 6% faster than the E7. This provides increased lubricating capacity. Also, the auxiliary shaft used on the E-Tech™ engine (Figure 55) is through-drilled to carry oil to the rear auxiliary shaft bushing. This is different from the E7 engine, which provides oil to the rear bushing through a cylinder block oil passage .

The E-Tech™ auxiliary shaft is identified by three painted stripes (early production) or three machined circumferential cuts (lat er production) in front of the stamped part number.

Figure 54 — Oil Pump Drive Gears

1. E7 Oil Pump Gear (12 Teeth)

2. E7 Aux. Pump Gear (18 Teeth)

Figure 55 — Auxiliary Shaft

3. E-Tech™ Oil Pump Gear (13 Teeth)

4. E-Tech™ Aux. Shaft Gear (17 Teeth)

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DESCRIPTION & OPERATION

OIL COOLER AND FILTER MOUNTING BRACKET

Early-production E-Tech™ engines retained the same removable bundle-type oil cooler and filter arrangement as the E7. Current-production engines, however, have a plate-type oil cooler and a redesigned oil fi lter mounti ng arran gement. The arrangement includes a new centrifugal oil

filter assembly, called Centri-Max

PLUS, that is inverted and mounted on top o f the bracket. Al so, with this arrangement, the external oil drain is eliminated.

On current-production engines, the main member to which the oil cooler and oil filters are mounted is a new one-piece aluminum casting which bolts to the four-bolt pad on the cylinder block. An oil drain passage within the casting allows the oil

from the Centri-Max

PLUS filter to drain back to

the crankcase.

Figure 56 — Oil Cooler/Filter Mounting Bracket

1. Oil Cooler

2. Centri-Max Filter

PLUS Oil

3. Oil Filter Mounting Bracket

4. Spin-On, Full-Flow Oil Filters

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DESCRIPTION & OPERATION

Ports for the V-MAC III oil pressure and oil temperature sensors are located on this mounting assembly. Remote oil supply ports are provided for the turbocharger, and also to supply oil

pressure for other items such as a turbounloader, REPTO, a mechanical oil pressure gauge or a remote-mounted centrifugal oil f il ter.

Figure 57 — Oil Supply Ports

1. Turbocharger Oil Supply Port

2. Oil Temperature Sensor Harness Connectors

3. Oil Supply Port for REPTO, Turbo Unloader, RemoteMounted Oil Filter

4. Oil Pressure Sensor

5. Oil Temperature Sensor Port

6. Oil Supply Port for Mechanical Oil Pressure Dashboard Gauge

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DESCRIPTION & OPERATION

OIL FILTERS

The oil filters on the E-Tech™ are the same as those used on the E7 engine. However, the

Centri-Max

vent line is not used on t he E-Tech™

engine; a breather vent fitting is used in its place.

CENTRI-MAX

The Centri-Max

PLUS OIL FILTER ASSEMBLY

PLUS oil filter assembly on current-production engines is mounted at the top of the oil filter mounting bracket assembly, between, and outboard of the two full-flow spinon filters. It is mounted in an inverted position, opposite the way in which the externally drained Centri-Max

filter is mounted on early-production

engines.

Figure 58 — Centri-Max® PLUS Oil Filter Assembly

1. Cover Bolt

2. Centri-Max

PLUS Cover Assembly

OIL COOLER

The removable bundle-type oil cooler used on early-production engines has been replaced by a single-piece, plate-type design on currentproduction engines. The plate-type oil cooler has a stainless steel housing and integral water inlet and outlet tubes. The cooler bolts direc tl y to the aluminum oil filter mounting bracket with two bol ts at each one of the oil ports.

3. Centri-Max

4. O-Ring

Figure 59 — Plate-Type Oil Cooler Assembly

PLUS Rotor (Part No. 236GB245M)

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DESCRIPTION & OPERATION

A 2-1/4-inch diameter steel coolant tube conne cts the oil cooler water outlet to the water pump inlet. The tube connects to the water pump with a flange, and a gasket is used at the joint between the water pump and tube flange. On earlier engines, the coolant tube connects to the oil cooler water outlet by an O-ring connection. On

later engines, the O-ring connection was replaced by a hose connection. The most commonly used tube has two smaller tubes attached to the main tube (one tube for the thermostat bypass and the other for the water line to the surge tank). Other chassis models use variations of this tube assembly.

Figure 60 — Oil Cooler-to-Water Pump Inlet Line

1. Oil Cooler-to-Water Pump Coolant Tube

2. Thermostat Bypass Tube

3. Coolant Line to Surge Tank

4. Oil Cooler

5. Hose Connection

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DESCRIPTION & OPERATION

OIL COOLER DE-AERA TION LINE

To vent air which may otherwise become trapped in the plate-type oil cooler when f illi ng the cool ing system with coolant, a de-aeration line has been added. This line is routed from the oil cooler top left-front corner to the top front of the water manifold. CH model chassis have an additional vent line from the top of th e water pump to the top

of the thermostat housing. This replaces the steel line used on CH model chassis with the removable bundle-type oil cooler. The deaeration line is made from 1/4-inch inside diameter (1/2-inch outside diameter) silicone heater hose, and is protected from rubbing and chafing by length of convoluted tubing.

1. De-Aeration Line

2. Convoluted Tubing

Figure 61 — Oil Cooler De-Aeration Line

3. Oil Cooler

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DESCRIPTION & OPERATION

GLOSSARY OF TERMS

Breather Canister

A canister through which blow-by gases are filtered to remove engine oil for re turn of oil to the crankcase. The canister is mounted on the engine front cover.

Breather Filter

A meshed metal filtration element inside the breather canister. The element can be removed, cleaned and reinstalled in the canister.

Electronic Unit Pump (EUP)

An electronically controlled fu el injection pump, one for each cylinder of an engine. The electronic unit pumps are actuated by roller followers and lobes on the engine camshaft.

Engine Electronic Control Unit (EECU)

A microprocessor-based controller, sometimes referred to as a module, mounted on the right or

left side of the E-Tech™ engine. With the MACK V- MAC III system, the EECU primarily controls fuel timing and delivery, fan operation, engine protection functions and engine brake operati on.

Idler Tensioner

An automatic belt tensioning device designed to maintain optimum tension under varying engine speeds and load. The idler tensioner is optional on the E-Tech™ engine.

Poly-V Belt

A multi-ribbed belt design which is incorporated into a single drive belt and pulley system at the front of the E-Tech™ engine.

Pump Line Nozzles (PLN)

A fuel injection system using a single multiplunger fuel injection pump supplying fuel to individual nozzles at each cylinder. (This system applies to the E7 engine only and not the E-Tech™.)

Roller Follower

A type of lifter with an axle-mounted roller that rides on (or follows) a camshaft lobe. The rolling motion of this design provides increased load capacity with less friction than the flat -faced lifter design. Roller followers are used to provide the lifting action for the el ectroni c unit pumps and the intake and exhaust valves on the E-Tech™ engine.

H-Ring

A type of guide ring used to prevent axial r ot ation of the valve roller follower. On the E-Tech™ engine, a ring is press-fit into each valve lifter bore.

Idler Gear

A timing gear positioned between the crankshaft and camshaft gears in the front gear train of the E-Tech™ engine.

Tappet Guide Pin

A pin used to prevent axial rotation of an EUP tappet. The pin is pressed into the cylinder block EUP tappet bore wall and fits into a slot in the tappet.

Vehicle Control Unit (VECU)

A microprocessor-based controller, sometimes referred to as a module, mounted in the cab, inside the passenger-side dash panel. With the MACK V-MAC III system, the VECU controls engine speed, cruise control, accessory relay controls, idle shutdown, and trip recorder functions.

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NOTES

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TROUBLESHOOTING

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TROUBLESHOOTING

ENGINE SYMPTOM DIAGNOSIS

Also, refer to the V-MAC III service manual, 8-211, for applicab le blink code information.

V-MAC III Diagnostics

When operating in cold weather, fuel waxing can cause many of the problems described below. Also, water in the fuel can damage unit pumps and nozzles. Be sure to check f or water in the fuel and/or fuel congealing before proceeding to troubleshoot a problem.

ENGINE WILL NOT CRANK

Possible Cause Correction

1. Batteries have low output. 1. Check the batteries. Charge or replace as required.

2. Loose or corroded battery or ground connections.

3. Broken or corroded wires. 3. Check voltage at the following connections:

4. Faulty starter or starter solenoid. 4. Check operation of starter and solenoid. Repair as required.

5. Faulty key switch. 5. Re place key switch.

6. Internal seizure. 6. Bar the engine over one co mplete revolution . I f the engine can not

2. Clean and tighten battery and ground connections.

— Switch to starter — Battery to starter

Replace as required.

be turned, internal damage is indicated. Disassemble engine and repair as required.

ENGINE CRANKS — WILL NOT START

Possible Cause Correction

1. Slow cranking speed. 1. Check corrections listed in preceding chart, ENGINE WILL NOT

2. Code(s) present. 2. Correct cause of code(s). Refer to ENGINE MISFIRES —

3. No fuel to engine. 3. Check for fuel in the fuel tank. Check for plugged fuel tank

4. Defective fuel transfer pump. 4. Check transfer pump for minimum output pressure. Change fuel

5. Poor quality fuel, or water in fuel. 5. Drain fuel from tank. Replace fuel filters and fill fuel tank with

6. Incorrect engine oil viscosity. 6. Drain oil. Replace oil filters and fill crankcase with recommended

7. Lo w compression. 7. Check cylinder compression. If low, refer to LOW

8. Faulty EUP fuel-return check valve. 8. Check for free poppet movement.

9. Faulty electrical connections. 9. Check electrical connections at ECU, engine position and engine-

CRANK.

CODE(S) PRESENT chart.

connections, restricted or kinked fuel suction lines, fuel transfer pump failure or clogged fuel filters.

filters if low. Look for air leaks and recheck pressure. If still below minimum, replace transfer pump.

MACK-specified diesel fuel.

grade oil.

COMPRESSION chart.

speed sensor connections.

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ENGINE MISFIRES — CODE(S) PRESENT

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s). Check harness, battery and ground

ENGINE MISFIRES — NO CODE(S)

Possible Cause Correction

1. Broken or leaking high-pressure fuel lines. 1. Check for fuel leaks. Repair as necessary.

2. Poor quality fuel, or water or dirt in fuel. 2. Drain fuel from tanks. Replace fuel filters and fill tank with MACK-

3. Air in fuel system. 3. Check fuel system for air leaks. Repair as necessary. (Air

4. Low fuel supply pressure. 4. Check to be sure there is fuel in the fuel tank. Check for sharp

5. Improper valve lash adjustment. 5. Check adjustment. Correct as necessary.

6. Worn camshaft lobe. 6. With valve lash properly adjusted, check rocker arm movement. If

7. Valves not seating properly. 7. Remove heads, recondition valves as required, and reinstall

8. Defective fuel injection nozzles or unit pump. 8. Note: The following test will register a fault in the ECU whic h may

9. Cylinder head gasket leakage. 9. Check for visible signs of leakage, coolant in the oil, or traces of

TROUBLESHOOTING

connections. If code(s) remains, replace ECU. If code is still present after replacing ECU, reinstall original ECU and refer to

item 7 in ENGINE MISFIRES — NO CODE(S) chart.

specified diesel fuel.

generally gets into the fuel system on suction side of the fuel pump.)

bends or kinks in the fuel line between the fuel tank and the fuel transfer pump. Also, check for clogged suction pipe (in the fuel tank) or a plugged fuel suction hose. Check for air in the fuel system, and check the fuel pressure. If the pressure is lower than specified, replace the fuel filters. Inspect fuel return check valve for free-moving poppet. If still low, replace the transfer pump.

not within specifications, replace worn parts.

heads.

be cleared after test is completed. Make sure all EUP terminal wires are connected and tight. With

the engine operatin g a t lo w id le (625–675 rpm), con nec t a ju mp er wire across the EUP terminals one cylinder at a time. If the cylinder is firing correctly, the engine sound will change. If a cylinder does not change the engine sound, that cylinder is not firing correctly.

If a cylinder is not firing correctly, determine if a fuel pulse is present in the high-pressure injection line by touching the line firmly with a screwdriver about one inch from the EUP.

Note: When it is diffi cu lt t o de term in e i f the pro ble m i s t he EU P or the nozzle, first switch the EUP with that of an adjacent cylinder and recheck for a pulse in both affected cylinders. If the problem follows with the EUP, then the EUP is at fault. If the problem remains with the original cylinder, then the nozzle may be at fault.

Compare the pulse felt with the EUP shorted vs. not shorted. If a normal pulse is detected when the EUP is not shorted, the problem may be in the injection nozzle or the engine valve adjustment. First check engine valve adjustment. If OK, repair or replace th e nozzle.

If no pulse is detected, replace the unit pump for that cylinder. Note: A tachometer that senses injection-line pressure can also

be used to check if pulse is present (use J 39638 Tech Tach or equivalent). If an engine rpm is record ed on the tachometer, the problem may be in the injection nozzle or the engine valve adjustment. If no reading is obtained, replace the unit pump for that cylinder.

oil in the coolant. Use a compression tester to check each cylinder. Replace cylinder head gasket if necessary.

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ENGINE STALLS AT LOW SPEEDS

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s).

2. Cylinder cutting out. 2. Isolate cylinder and determine cause of cutting out. Refer to item

3. Idle speed set too low. 3. Check idle setting. Adjust as necessary.

4. High parasitic load. 4. Check for excessive loading due to engaged auxiliary

5. Fuel tank vent clogged or partially clogged. 5. Check fuel tank vents. Repair as necessary.

6. Low fuel supply. 6. Check for sufficient fuel in the fuel tank. Check fuel filters, replace

7. Defective fuel injection nozzle. 7. Isolate defective nozzle and replace. Refer to item 8 in ENGINE

8. Defective unit pump. 8. Refer to item 8 in ENGINE MISFIRES — NO CODE(S) chart.

TROUBLESHOOTING

8 in ENGINE MISFIRES — NO CODE(S) chart.

attachments.

if necessary. Check fuel supply lines for restrictions or air in the system. Check fuel return check valve for free-moving poppet. Check fuel pressure and repair or replace supply pump as required.

MISFIRES — NO CODE(S) chart.

ERRATIC ENGINE SPEED

Possible Cause Correction

1. Air leaks in fuel suction line. 1. Check for air leaks. Repair as necessary.

LOW POWER

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s).

2. Intercooler cracked or leaking. 2. Inspect intercooler, pressure-test, and repair or replace as

3. Plugged fuel tank vents. 3. Clean the fuel tank vents.

4. Restrictions in the air intake system such as clogged air filter(s).

5. Poor quality fuel. 5. Drain fuel tank(s), clean system and replace fuel filters. Fill tank

6. Low fuel pressure. 6. Check for sufficient fuel in the fuel tank. Check fuel filters, replace

7. Improper valve lash adjustment. 7. Adjust valve lash to specified clearance.

8. F uel-injection nozzle failure. 8. Repair or replace defective nozzle. Refer to item 8 in ENGINE

9. Turbocharger dirty or malfunctioning. 9. Inspect turbocharger. Clean, repair or replace as required.

10. Exhaust restriction. 10. Check for restrictions in the exhaust system.

11. Low compression. 11. Check items listed under LOW COMPRESSION.

12. Restrictions in intercooler. 12. Perform restriction pressure test. Clean any restrictions.

13. Restrictions in intercooler inlet/outlet tubes. 13. Disconnect tubing and clean restrictions.

required.

4. Check for restrictions in the air intake system. Check the air pressure in the air in take manifo ld. R eplac e the air fi lter a nd ma ke necessary repairs to the air intake system.

with MACK-specified diesel fuel. Bleed system.

if necessary. Check fuel supply lines for restrictions or air in the system. Check fuel return check valve for free-moving poppet. Check fuel pressure and repair or replace supply pump as required.

MISFIRES — NO CODE(S) chart.

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Low power complaints may result from many factors other than an engine problem. Be sure to check the chassis and trailer for dragging brak es and assess the drivetrain combination fo r driveability and application (engine-rated bhp, transmission and rear-axle ratios, tire sizes, etc.).

ENGINE WILL NOT ACHIEVE NO-LOAD GOVERNED RPM

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s).

TROUBLESHOOTING

EXCESSIVE BLACK OR GRAY SMOKE

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s).

2. Intercooler core leakage. 2. Pressure-test intercooler. If test results are unsatisfactory,

3. Intercooler core fin obstructions. 3. Clean intercooler fins.

4. Insufficient air for combustion. 4. Check air cleaner for restrictions. Check inlet manifold pressure,

5. Excessive exhaust back pressure. 5. Check for faulty exhaust piping or restrictions in the muffler.

6. Improper grade of fuel. 6. Drain fuel from tank(s). Replace fuel filters and fill tank(s) with

7. Defective fuel injection nozzle or unit pump. 7. Isolate defective nozzle and replace. Refer to item 8 under

8. Improper engine valve adjustment. 8. Reset valve adjustment.

9. Malfunctioning exhaust/intake valve. 9. Repair cylinder head/valve train.

remove, repair or replace intercooler as needed.

and inspect the turbocharger for proper operation. Repair or replace as r equired.

Repair or replace as required.

MACK-specified diesel fuel.

ENGINE MISFIRES — NO CODE(S) chart.

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EXCESSIVE BLUE OR WHITE SMOKE

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s).

2. No code(s) present, faulty cylinder. 2. Isolate faulty cylinder and repair as required.

3. Low fuel pressure. 3. Check fuel lines and filters for blockage.

4. Engine lubricating oil level too high. 4. Drain excess lubricating oil. If the oil is contaminated with either

5. Turbocharger passing oil. 5. Check for oil in the inlet manifold. Check for air inlet restriction

6. Worn piston rings. 6. Determine and correct the root cause, and repair engine as

7. Engine misfiring or running rough. 7. Check items as outlined in ENGINE MISFIRES — NO CODE(S)

TROUBLESHOOTING

fuel or coolant, complet ely drain the oil pan. Chan ge the oil filters. Locate the source of the leak and correct. Fill with MACKspecified engin e oil . C he ck th e oil level with the di ps tic k. D O NOT overfill.

(clogged air filter). Repair or replace turbocharger as required.

required.

chart.

EXCESSIVE FUEL CONSUMPTION

Possible Cause Correction

1. Code(s) present. 1. Correct cause of code(s).

2. Restrictions in the air induction system. 2. I nspect system. Remove restrictions and replace defective parts

3. External fuel system leakage. 3. Check external piping on fuel system for signs of fuel leakage.

4. Defective injection nozzle assembly. 4. Isolate defective nozzle assembly. Repair and replace as

5. Internal engine wear. 5. Determine and correct the root cause, and repair engine as

as required.

Repair as required.

required. Refer to item 8 in ENGINE MISFIRES — NO CODE(S) chart.

required.

EXCESSIVE OIL CONSUMPTION

Possible Cause Correction

1. External oil leaks. 1. Check engine for visible signs of oil leakage. Look for loose or

2. Turbocharger passing oil. 2. Check for oil in the inlet manifold. Check for excessive inlet

3. Air compressor passing oil. 3. Repair or replace air compressor.

4. Clogged crankcase breather pipe. 4. Remove obstructions.

5. Excessive exhaust back pressure. 5. Check exhaust pressure. Repair as required.

6. Worn valve stem seals. 6. Replace valve stem seals.

7. Worn valve guides. 7. Check for valve guide wear and replace guides as required.

8. Internal engine wear. 8. Determine and correct the root cause, and repair engine as

stripped oil drain plugs, broken gaskets (cylinder head cover, etc.), and front and rear oil seal leakage.

restriction (such as a di rty air filter). Repair/replace air filter or turbocharger as required.

required.

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ENGINE OVERHEATS

Possible Cause Correction

1. Coolant level low. 1. Locate cause. Look for leaking gaskets or loose or leaking hoses.

2. Loose or worn fan belts. 2. Adjust belt tension or replace belts as required.

3. Restricted airflow through radiator. 3. Remove any restrictions from the outer surface of the radiator.

4. Plugged radiator core. 4. Remove, repair or replace radiator as required.

5. Defective radiator pressure cap. 5. Test pressure of the radiator cap. Replace cap if required.

6. Defective coolant thermostat or temperature gauge.

7. Viscous (or ON/OFF) fan drive not operating properly, or fan improperly positioned.

8. Combustion gases in coolant. 8. Determine point where gases are entering the cooling system.

9. Defective water pump. 9. Remove, repair and reinstall water pump as required.

10. Plugged oil cooler. 10. Remove oil cooler. Disassemble, remove restrictions/replace

11. Winterfront (if equipped) not opened. 11. Open or remove winterfront at specified ambient temperatures.

12. Shutters not opening properly (for chassis equipped with shutters).

TROUBLESHOOTING

Repair, replace or tighten as required. Replenish coolant.

6. Check opening temperature of thermostat. Check for correct installation. Check temperature gauge and sending unit. Replace if defective.

7. Check fan operation. Repair as required.

Repair or replace parts as required.

parts as required. Reins tall.

12. Check shutter operation. Repair as required.

HIGH EXHAUST TEMPERATURE

Possible Cause Correction

1. Operating chassis in wrong gear ratio for load, grade and/or altitude.

2. Restrictions in the air induction system. 2. Inspect air induction system. Remove restrictions and/or replace

3. Air leaks in the air induction system. 3. Check pressure in the air intake manifold. Look for leak ing piping

4. Leaks in the exhaust system (before the turbocharger).

5. Restrictions in the exhaust system. 5. Inspect system. Make necessary repairs.

6. Improper valve lash adjustment. 6. Adjust valve lash setting to specified clearance.

7. Defective fuel injection nozzle assembly. 7. Isolate defective nozz le. R efe r to i tem 8 i n ENG IN E MISFIRES —

High Pyrometer — Normal Boost

8. Loose ducting. 8. Repair loose connections.

9. Intercooler core fin obstructions. 9. Clean intercooler fins.

High Pyrometer — Low Boost

10. Intercooler core leakage. 10. Pressure-test intercooler. Remove, repair or replace intercooler if

11. Dirty turbocharger. 11. Remove turbochar ger and clean.

12. Leaks in the pressurized side of the air induction system.

13. Blockage in ducting between the air cleaner and the turbocharger.

1. Instruct operator on correct gear selection for load and grade conditions.

defective parts.

and/or loose clamps. Make necessary repairs.

4. Check exhaust system for leaks. Make necessary repairs.

NO CODE(S) chart.

test result s are unsatisfactory.

12. Check for leaks. Repair as required.

13. Check for blockage and repair.

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LOW ENGINE OIL PRESSURE

Possible Cause Correction

1. Oil level insufficient. Oil leaking from oil line, gasket, etc.

2. Incorrect oil viscosity. 2. Drain oil, change oil filters, and fill with the proper grade oil

3. Defective oil pressure gauge. 3. Check the operation of the oil pressure gauge. If defective,

4. Clogged oil filter(s). 4. Replace oil filters. Clean or replace oil cooler. Drain oil and refill

5. Engine oil diluted with diesel fuel. 5. Check fuel system for leaks. Make necessary repairs. Drain

6. Defective oil pump. 6. Remove oil pressure relief valve and check condition of seat.

7. Oil pump gears not meshing properly. 7. Check mounting arrangement. If the engine has been rebuilt,

8. Incorrect oil filter mounting pad gasket. 8. Check for correct oil pad gasket.

9. Ex cessive clearance between crankshaft and bearings.

TROUBLESHOOTING

1. Check engine oil level. Add oil if necessary. Check for oil leaks. Repair as required.

meeting MACK specifications.

replace.

with oil meeting MACK specifications.

diluted oil, change oil filters, and refill with oil meeting MACK specifications.

Check that relief valve spring is not sticking, and check for proper spring tension. Check internal thrust washer. Check cap. Check assembly parts. Using the incorrect parts will result in incorrect oil pressure. Make any ne cess ary repai rs or insta ll a new reli ef valv e.

check that the gear ratio of the oil pump drive and driven gears are correct. Incorrect gear combinations will result in immediate gear failure and possible engine damage.

9. Overhaul the engine. Replace any worn/defective parts.

OIL IN THE COOLING SYSTEM

Possible Cause Correction

1. Defective oil cooler core. 1. Disassemble and repair or replace oil cooler core.

2. Blown head gasket. 2. Replace head gasket.

3. Cylinder head porosity. 3. Replace cylinder head.

COOLANT IN ENGINE OIL

Possible Cause Correction

1. Defective oil cooler core. 1. Disassemble and repair or replace oil cooler core.

2. Cylinder head pipe plug leaking. 2. Repair leak.

3. Cylinder head gasket failure. 3. Pressure-test cooling system and repair as required.

4. Cylinder sleeve seat leaking. 4. Pressure-test cooling system and repair as required.

5. Cracked cylinder head. 5. Pressure-test cooling system and repair as required.

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LOW COMPRESSION

Possible Cause Correction

1. Improper valve lash adjustment. 1. Adjust valve lash to specified clearance.

2. Blown head gasket. 2. Replace head gasket.

3. Broken or weak valve springs. 3. Check and replace defective parts as required.

4. Valves not seating properly. 4. Remove, recondition and reinstall heads.

5. Piston rings stuck, worn, broken or improperly seated.

6. Camshaft or valve lifters worn. 6. Replace camshaft and/or valve lifters and perform any other

FUEL IN LUBE OIL

Possible Cause Correction

1. Excessive idling, especially in cold weather. 1. Minimize idling time and use all recommended cold weather

2. Injector nozzle malfunctioning. 2. Remove and pop-test nozzles. Clean or replace nozzles as

3. Unit pump O-ring le aking. 3. Replace O-rings.

TROUBLESHOOTING

5. Determine and correct root cause and repair engine as required.

necessary repairs as req uired.

accessories.

required.

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TROUBLESHOOTING

CAMSHAFT TIMING AND LOBE LIFT CHECKS

[213 CH]

Camshaft Timing Check

Correct camshaft timing is essential for proper engine performance. Incorrect camshaft timing may be suspected if soon after engine overhaul, lack of performance, unusual noise or excessive smoke is reported.

On the E-Tech™ engine, timing marks are stamped on the flywheel just as they are on the E7 engine. The E-Tech™ engine, however, does not have a timing pointer since setting injection pump-to-engine timing is not necessary. The flywheel timing marks can be used to check the camshaft-to-crankshaft ti ming by looking up through the hole where the timing pointer would be located and viewing the timing marks. A pencil point may be inserted through the timing pointer hole to easily pinpoint the timing marks on the scale.

3. Loosen (back off) the inlet valve rocker adjusting screw jam nut. Ensure that the valve yoke is correctly adjusted. Adjust the inlet valve to zero lash.

4. Position a dial indicator (magnetic-base type) probe on the valve spring retainer. Preload the indicator to 1/2 indicato r plunger travel.

5. Bar the engine in the direction of normal rotation and carefully observe the direc tion in which the indicator needle travel s. Use the dial indicator to determine when the inlet valve is fully open.

6. Stop rotating the engine when travel of the dial indicator needle stops. If the dial indicator needle reverses direction, t he fullopen position is passed. Repeat the procedure if this occurs.

7. Remove the timing hole cover from the flywheel housing so that the flywheel timing marks can be viewed. Engine timing should be approximately 26 degrees. A difference of approximately 10 degrees indicates tha t the crankshaft-to-camshaft timing gears may be mismatched one tooth.

Camshaft timing can be checked using either the cylinder No. 3 or No. 4 inlet valve. For example purposes, the No. 3 cylinder will be used in the steps below.

1. Remove the cylinder head cover over cylinder No. 3.

2. Locate the inlet valves for No. 3 cylinder (the sixth valve set from the front of engine). Bar the engine to position the No. 3 pi ston at top dead center (TDC) of the compression stroke.

Camshaft Lobe Lift Check

When diagnosing potential lifter or camshaft failures, 0.030 inch (0.76 mm) less than the lift of a new camshaft is considered the minimum acceptable camshaft lobe lift for used components. Intake lobe lift differs depending on the camshaft part number. Camshaft lobe lift is measured by using a dial indicator at the push rod with the rocker arm adjusted to zero lash.

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TROUBLESHOOTING

CHASSIS-MOUNTED CHARGE AIR COOLING TESTS

[233 FA]

Hot turbocharged air, varying in pressure from

0.0–25 psi (0.0–172 kPa), passes through core tubes where heat is transferred to the ambie nt air by heat-exchanging fins.

Front-section core construction consists of a

General Information

series of cold bars, cold fins and tube plates. Side-section core construction consists of a

The Chassis-Mounted Charge Air Cooling

series of hot bars and hot fins.

(CMCAC) system cools hot turbocharged air before it enters the engine intake manifold. The CMCAC system uses ambient air as a cooling

Special Tool Required

medium by allowing it to pass through a core equipped with heat-exchanging fins.

r Charge Air Cooler Pressure Fixture J 41473

CMCAC Troubleshooting

Symptom Probable Cause Remedy

Normal Boost — High Pyrometer 1. Core fin obstructions. 1. Clean core fins. Low Boost — High Pyrometer 1. Restriction in du c ting between air

cleaner and turbo.

2. Dirty turbocharger. 2. Clean turbocharger.

3. Leaks in the pressurized side of t he induction system.

4. Inlet manifold leak. 4. Check for loose or missing fittings,

5. Op en petcock (if equipped). 5. Close petcock.

6. Core leakage. 6. Pressure-test core. Remove, repair

Low Power 1. Restrictions in cooler. 1. Perform restriction pressure test.

2. Restrictions in cooler inlet and outlet tubes.

1. Check for blockage and clean.

3. Check for and repair leaks.

plugs, and/or damaged manifoldto-cylinder head gaskets. Replace missing parts, and repair loose connections.

or replace core if test results are not satisfactory.

Clean out restriction.

2. Disconnect and clean obstructions.

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TROUBLESHOOTING

CMCAC Pressure Test

Refer to Figure 62.

1. Remove the air ducting from core.

2. Plug the core inlet opening.

3. Insert a plug with an air line adapter in the core outlet opening.

Charged air cooler pressure fixture J 41473 can be used on coolers with flange connections.

4. Connect a safety chain or cable to both plugs.

Stand clear of the plug area when system is pressurized.

5. When plugs are secured, attach an air line (fitted to a pressure regulator and gauge) to the air line adapter in the core outlet opening.

6. Pressurize the system to 30 psi (207 kPa).

7. Shut off the air source. Pressure should not drop more than 5 psi (35 kPa) within 15 seconds. Repair or replace the core if pressure drop exceeds specification.

8. Carefully release pressure from the system.

9. After repairing or replacing the core, reconnect ducting. Tighten clamp nuts until clamp spring is fully compressed.

When the spring is fully compressed, the torque

applied on the nut is generally between 40–55 lb-in (4.5–6.2 N•m).

1. Core Inlet

2. Core Outlet

3. Plug (Part of J 41473)

Page 68

Figure 62 — CMCAC Pressure Test

4. Safety Chain

5. Air Pressure Regulator and Gauge (J 41473)

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Restriction Pressure Test

Perform the restriction pressure test at maximum full-load condition.

TROUBLESHOOTING

If using manometers for this test, the difference between readings should not exceed 4 in-Hg (13.5 kPa).

4. Stop the engine.

A restriction in the internal portion of the cooler may interfere with proper airflow and can result in excessively high pyrometer readings. To perform a restriction pressure test, use the foll owing procedure:

1. Install pressure gauge lines at both the inlet and outlet tubes of the charge air cooler.

Some units are equipped with connection ports on the inward sides of the inlet and outlet charge cooler tubes. If so equipped, the plugs can be removed from these ports and the gauge lines connected. If not, adapt ers with gauge po rts must be installed in the cooler inlet and outlet tubes.

2. Install the appropriate pressure gauge(s) to the cooler inlet and outlet tub es.

3. Start the engine and while operating it at fullload condition, read the pressure drop across the cooler.

r If the pressure drop is higher t han 2 psi

(13.79 kPa) at full-load condition, the cooler has internal restrictions.

5. If the pressure drop is higher than the specified amount, remove the cooler from the vehicle and flush the inside. Follow the procedure covered under CMCAC Preventive Maintenance to remove any deposits that may be present. Reinstall the cooler and then pressure-test the cooler.

6. If the cooler passes the restriction and pressure tests, remove the test equipment, reinstall inlet and outlet tubes, hoses and clamps. Reinstall the gauge-port plugs on systems so equipped. Ti ghten the cl amps to

38 lb-in (4.3 N•m).

The clamp springs must alw a ys be locate d on the underside of the tube to av oid damaging the hood when closed.

r If the pressure drop is lower than 2 psi

(13.79 kPa), the cooler is OK and can remain in service.

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TROUBLESHOOTING

Core Inspection

damage is encountered. To ensure that the CMCAC system will function properly after repair

GUIDELINES

With the exception of straightenin g minor bends

or replacement, a pressure/leak test is recommended.

in the cold fins, the CMCAC core is not repairable and should be replaced when more extensive

Damage Core Failures

Repairable Bent cold fins Straighten with small

Nonrepairable All header tank-to-core

separations

All header tank cracks No repair procedure is

Internal fins damaged and separated from tube plate

Tube blockage No repair procedure is

Tube/plate cracks or welds, cold bar separations or openings

Excessive cold fin damage (original shape of fins distorted beyond repair)

Recommended Repair

Procedure System Check

screwdriver or pair of small needlenose pliers.

No repair procedure is

recommended — replace unit.

No repair procedure is recommended — replace unit.

recommended — replace unit.

No repair procedure is recommended — replace unit.

Perform pressure/leak test.

INSPECTION

1. Carefully inspect the entire system to determine the exact location and extent of damage.

2. Inspect the cold fins and cold bars that run horizontally in the cooler.

3. Inspect all brazed or welded joints in the header tank.

CMCAC Preventive Maintenance

In case of engine and/or tur bocharger failure, the charge air cooler should be flushed to make sure the cooler is free of debris.

FLUSHING PROCEDURE

1. Remove the chassis-mounted cooler and flush the inside with a safety solvent to remove oil and other foreign debris.

2. Shake cooler to remove large pieces.

3. Wash with hot, soapy water . Rinse with clean water and blow dry with compressed air in the reverse direction of flow.

4. Carefully inspect cooler to ensure cleanliness.

Do not use caustic cleaners when flushing the cooler. Be extremely careful when handling the cooler so as not to damage the core.

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TROUBLESHOOTING

CYLINDER HEAD AND CYLINDER BLOCK LEAK TEST PROCEDURE

Verify suspected leaks in the cylinder heads or cylinder block by pressure tes ting before deciding to replace the cylinder head or block. Do not use magnaflux inspections alone as replacement criteria.

Before proceeding with the t ests, look for coolant stains around the 3/4-inch NPT plugs on the tops of the cylinder heads. Check that the plugs are

torqued to 55 lb-ft (75 N•m).

Cylinder head pipe plugs used on engines manufactured April 1, 1999 or later (beginning with engine serial number series 9F) have encapsulated epoxy sealant applied to the threads. These pipe plugs are tightened to 55 lb-ft (75 N•m) at assembly, and the epoxy locks them in place. These plugs will not turn when an attempt is made to tighten them. If a coolant leak at an epoxy-sealed pipe plug is suspected, the plug may be removed by heating it to 400°F (205°C) with a torch. Before reinstalling the plug, the epoxy sealant must be thoroughly cleaned from the pipe plug threads, and the threads in the cylinder head. The plug and the cylinder head threads must then be cleaned with Loctite Reinstall the plug and torque to 55 lb-ft (75 N•m).

Also, make sure leakage is not caused by the oil cooler or air compressor. Perform the simpler checks first to prevent unnecessa ry engine disassembly. While performing the following tests, watch for indications of minor leaks, such as small bubbles, that can develop into more severe leaks during engine operation.

Cylinder Head and Head Gasket

Check — In Chassis

Primer T and resealed with Loct ite® 277.

1. Look for coolant stains around the 3/4-inch NPT pipe plugs on top of the cylinder heads. Check plug torque. The plug torque

specification is 55 lb-ft (75 N•m). Refer to Figure 63.

Figure 63 — Cylinder Head Pipe Plugs (3/4-Inch NPT)

1. Cylinder Head 2. Pipe Plugs

2. Before removing the thermostat, drain coolant from the cooling system until the coolant level is below the thermost at housing.

3. Remove the thermostat and leave the thermostat housing open. Install a short

section of hose, approximately 6–8 inches (152–203 mm) long, on the thermostat housing and add enough coolant to fill the housing.

4. Remove the fan belt from the water pump.

5. Start the engine and run at 1000 rpm.

6. Observe coolant in the thermostat housing for air bubbles. This can indicate combustion pressurization of the cooling system and possible cylinder head gasket failure. Also, watch for traces of oil which would indicate possible cylinder head gasket or oil p assage leakage.

It is normal for some air bubbles to form in the cooling system as a result of the engine warming up to operating temperature.

The occurrence of large “gulp-type” movements of coolant indicates a parti ally blocked oil cooler inlet screen (bundle-type oil cooler only).

7. Apply a soap-and-water solution between two cylinder heads to check for external combustion leakage.

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TROUBLESHOOTING

Cylinder Head Fuel Passages Leak

Check — In Chassis

The symptoms of coolant-in-fuel are a loss of coolant with no apparent external leak, together with one or more of the following: coolant in fuel tank, coolant in fuel filter or yellow fuel out of fuel return line.

1. Disconnect the return fuel interconnecting tube between the front and rear cylinder heads. Run a line from each cylinder head into a container.

2. Pressurize the cooling system with a maximum of 15 psi (103 kPa) air pressure and look for coolant coming out of a fuel return line.

3. An alternate method is to disconnect the fuel return line at the front of the front cylinder head. Introduce a maximum air pressure of 25 psi (172 kPa) to the fitting in the cylinder head. Then look for air bubbles in the coolant.

4. After determining which cylinder head is suspected of leaking, remove the nozzles from that cylinder head and pressurize the cooling system with a maximum of 15 psi (103 kPa). Look into each nozzle sleeve bore for signs of coolant leakage.

5. A cracked or leaking nozzle sleeve should be replaced as an on-engine repair using the procedures described under Engine Disassembly procedures in the REPAIR INSTRUCTIONS section. If after replacing the nozzle sleeve(s) the re-pressure test shows that the problem still exists, the cylinder head(s) should be replaced.

Cylinder Block/Cylinder Head Coolant Passages Leak Check — In Chassis

Refer to Figure 64.

1. Drain coolant from the engine.

2. Remove the engine oil pan and cylinder head valve covers.

3. Remove the water pump assembly and use a suitable plate and gasket to seal the opening.

4. Remove the upper and lower hoses from the thermostat housing. Remove the thermostat housing and thermostat.

5. Secure a suitable plate and gasket over the thermostat housing opening in the coolant manifold.

6. Install an air fitting into one of the pipe plug holes in the coolant manifold.

7. Reinforce the hose connecting the coolant manifold sections by i nstalling a hose clamp around the center of the hose to prevent it from rupturing during testing.

8. Remove one of the large pipe plugs from the water manifold and add hot water to fill the cooling system. Increase cylinder block temperature to 150°F (66°C). Loosen one of the pipe plugs near the top of the cylinder block to bleed air from the water jacket while filling. Also open the block drain to allow water to flow out. This will help warm the cylinder block. T ighten the loosened pipe plug after all of the trapped air has escaped.

9. After the cylinder block is sufficiently he ated, close the block drain and apply approximately 50 psi (345 kPa) air pressure to the air connection.

Page 72

Do not exceed 50 psi (345 kPa) air pressure. Damage to seals or cup plugs may result.

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10. Check for coolant leaks at the bottom of each cylinder bore.

TROUBLESHOOTING

r Coolant leaking between the cylinder

sleeve outside diameter and cylinder block indicates a leaking cylinder sleeve seat.

r Coolant leaking down the inside

diameter of the cylinder sleeve indicates a leaking head gasket.

Water leaking from the No. 2 or No. 5 cam bushings or from the No. 2 or No. 5 main bearings can indicate a breakthrough between the rocker arm feed passage and the wat er jacket (cylinder head).

Refer to the repair procedures in this manual to correct leaks.

Figure 64 — Cylinder Block/Cylinder Head Leak Check (In Chassis)

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TROUBLESHOOTING

Cylinder Head Oil Passage Leak

Check — Out of Chassis

Refer to Figure 65.

1. Remove the cylinder head from the engine.

2. Install a suitable plug to seal the rocker arm oil passage at deck side of the head. There are two ways to plug the hole:

r Drill and tap the oi l passage to accept a

pipe plug.

r Insert a suitable rubber plug and clamp

the plug in position with a C-clamp.

3. Install an air fitting in the rocker arm passage in the top of the head. Use a discarded rocker arm bracket with an oil feed passage. Cut the bracket through the rocker arm shaft bore parallel to the mounting base surface. Drill and tap the oil supply passage to accept an air fitting.

4. Bolt the modified bracket with air fitting to the cylinder head over the oil supply passage.

5. Immerse the cylinder head in water. Heat the water and cylinder head to 150°F (66°C).

6. Apply up to 50 psi (345 kPa) air pressure to the air fitting adapter installed in the rocker arm oil passage. Check for air bubbles. The formation of air bubbles indicates internal leakage between the cylinder head oil passage and the water jacket.

Do not exceed 50 psi (345 kP a). Damage to seals or cup plugs may result.

Figure 65 — Cylinder Head Oil Passage Leak Check (Out of Chassis)

1. Modified Bracket with Air Fitting 2. Plug (Pipe or Rubber)

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TROUBLESHOOTING

Cylinder Head Coolant Passage

Leak Check — Out of Chassis

Refer to Figure 66.

1. Remove cylinder head from the engine.

2. Fabricate a suitable 3/4-inch thick (19.1 mm) steel plate and a 1/4-inch (6.4 mm) rubber gasket. The plate must have cutouts for the entire combustion chamber. Position plate and gasket assembly on the underside of head and secure with C-clamps, or with head bolts if the plate has been drilled for bolts.

3. Use suitable plate and gasket to seal the water manifold openings. Ins tall an air fi ttin g onto the plate.

4. Immerse the cylinder head in water. Heat the water and head to 150°F (66°C).

5. Apply up to 50 psi (345 kPa) air pressure to the fitting installed in the plate cover ing the water manifold opening. Check for air bubbles. The formation of air bubbles indicates that the cylinder head coolant passages may be leaking.

Figure 66 — Cylinder Head Coolant Passage Leak Check (Out of Chassis)

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TROUBLESHOOTING

Cylinder Block Coolant Passage

Leak Check — Out of Chassis

Refer to Figure 67.

1. Fabricate two 3/4-inch thick (19.1 mm) steel plates to simulate cylinder heads. The plates must have cutouts for the head capscrews and liners. Use a 1/4-inch (6.4 mm) thick rubber gasket as a seal. Install the plates onto the cylinder block.

As an alternative to step 1, cond uct the t est using two known leak-free cyli nder heads complete with gaskets and fire rings in place of the steel plates. With this alternative, a water manifold (with the outlet end sealed) can be used to seal off the cylinder head coolant ports. Fittings can be installed on the water manifold to introdu ce the heated water and air pressure needed for the test.

2. Remove the water pump assembly and seal the opening with a suitable plate and rubber gasket. The plate must be fabricated with adapters so that water heated to 150°F (66°C) and pressurized to 50 psi (345 kPa) can be introduced into the system.

3. Apply approximately 50 psi (345 kPa) air pressure into the cooling system. Visually inspect the cylinder block for signs of air and water leaks.

Do not exceed 50 psi (345 kP a). Damage to seals or cup plugs may result.

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TROUBLESHOOTING

Figure 67 — Cylinder Block Coolant Passage Leak Check (Out of Chassis)

1. Cylinder Block

2. 1/4-inch Rubber Gaskets

3. 3/4-inch Steel Plates

4. Rubber Gasket

5. Plate with Air/Water Inlet Fittings

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TROUBLESHOOTING

ENGINE BRAKE TESTS

(MACK E-TECH™ ENGINE WITH J-TECH™ ENGINE BRAKE)

Operational Tests

Before beginning the t roubleshooting procedures, try to determine the exact nature of the problem. Talk to the driver, owner and/or mechanic to pinpoint the complaint or problem. The following checks may be helpful in trying to determine the nature of the problem.

BEFORE STARTING THE ENGINE

If there is a report of engine or engine brake noise, remove the engine cover s to determine the cause.

1. Check for broken or loose parts.

2. Check valve and engine brake lash settings.

3. Check for possible bent valves or push rods. Possible causes of bent valves or push r ods could be:

Engine overspeeding

valves are affected.

One bent exhaust valve or push rod

indicates a possible problem with a stuck master or slave piston, damaged slave piston adjusting screw (reset screw) or excessive oil pressure. See the Table on page 81 for oil pressure requirements.

A bent exhaust valve may be caused by the valve stem stuck in its guide, bad yoke adjustment, or broken or weak valve springs.

— Usually several

— This

TEST DRIVE

1. Test drive the vehicle and measure intake manifold boost pressure while operating the engine brake. Refer to the Table on page 78 for boost pressures.

RETARDING BOOST PRESSURES (PSI)

MACK E7 300A E-Tech™ Engine (Schwitzer S-300 Pre-12/99 — S-400S Post 12/99 Turbo)

2100 rpm — 18 psi Boost 1900 rpm — 17 psi Boost 1700 rpm — 16 psi Boost 1500 rpm — 14 psi Boost 1300 rpm — 10 psi Boost 1100 rpm — 8 psi Boost

MACK EM7 275, 300 and E7 310/330 E-Tech™ Engines (Schwitzer S-300 Pre-12/99 — S-400S Post 12/99 Turbo)

2100 rpm — 19 psi Boost 1900 rpm — 18 psi Boost 1700 rpm — 18 psi Boost 1500 rpm — 16 psi Boost 1300 rpm — 11 psi Boost 1100 rpm — 8 psi Boost

MACK E7 300, 330/350, 350, 355/380, 400 E-Tech™ Engines (Schwitzer S-300 Pre-12/99 — S-400S Post 12/99 Turbo)

2100 rpm — 18 psi Boost 1900 rpm — 18 psi Boost 1700 rpm — 17 psi Boost 1500 rpm — 14 psi Boost 1300 rpm — 10 psi Boost 1100 rpm — 8 psi Boost

MACK E7 427, 460 E-Tech™ Engines (Schwitz er S-400 Pre-12/99 — S-400S Post 12/99 Turbo)

2100 rpm — 17 psi Boost 1900 rpm — 15 psi Boost 1700 rpm — 14 psi Boost 1500 rpm — 11 psi Boost 1300 rpm — 8 psi Boost 1100 rpm — 6 psi Boost

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If the vehicle does not have a boost pressure gauge, one must be installed. A pipe plug is located in the air inlet manifold for this purpose.

TROUBLESHOOTING

If insufficient electrical power is reaching the engine brake, perform the preliminary checks outlined below. For more information, see the V-MAC

NO ENGINE BRAKE OPERATION

III Service Manual, 8-211.

2. It is best to conduct the test with a loaded vehicle, engine at maximum rated rpm and the engine brake ON. Downhill operation is desirable to stabilize rpm.

3. Record the maximum boost pressure with both housings (HI position).

4. Record the boost pressure with the switch in the LO position.

LO position may be either front or rear housing.

5. Disconnect the LO position harness to the solenoid and rerun the test with the switch in the HI position. Record the results.

The individual housing readings will not be half of the maximum boost pressure reading due to the effect of the turbocharger. The individual boost pressure readings, however, should be approximately the same.

1. Check for a blown fuse or circuit breaker.

2. With electrical power OFF, check the control system for a short to ground. Check systems separately to isolate where the short is occurring. If the control system is OK up to the engine brake spacer connection, measure the resistance to the solenoid valve. High resistance means an open circuit in the solenoid or solenoid wire .

ONLY ONE HOUSING OPERATING

1. Determine which housing is not operating by closing all the switches and checking the power at the wires leading to the solenoid valves (front and rear).

2. Remove the wire to the solenoid valve at the spacer and check for resistance (the Table on page 80). No reading indicates an open circuit in the wire or solenoid coil. A low resistance reading indicates a short to ground in the solenoid wire or solenoid coil.

6. A significantly lower reading in one housing indicates a possible problem with the housing. Compare the maximum boost pressure with the boost pressures in the Table on page 78. A low reading indicates a possible problem. Readings within 3 psi of the values shown indicate proper operation of the engine brake.

Electrical Troub leshooting

The J-Tech™ engine brake is activated by the V-MAC

turned ON, the engine brake solenoids are supplied a constant 12-volt direct curr ent with current flow increasing whenever the engine brake is activated. To properly diagnose electrical problems with the brake, an ammeter may be required.

system. When the ignition switch is

A constant 12-volt low amperage signal is supplied to the engine brake solenoids by the V-MAC III module when the ignition switch is turned on. During an engine braking event, V-MAC increases the current to the solenoids to activate the engine brake. The most accurate method of checking electrical functionality of the engine brake solenoids circuit is by using an ammeter to measure current at the solenoids when the engine brake is activated. When the engine brake is activated, current should be approximately 1.59 amps. For additional information, consult the V-MAC

III Service

Manual, 8-211.

3. Test the solenoid by checking for current draw and pull-in voltage per specifications listed in the Table on page 80.

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SOLENOID SPECIFICA TIONS

12-Volt Solenoid:

Resistance — 8.7 to 10.0 ohms Current Draw — 0.9 to 1.6 amps Pull In Voltage — 9 volts DC minimum

24-Volt Solenoid:

Resistance — 32.6 to 39.8 ohms Current Draw — 0.46 to 0.75 amps Pull In Voltage — 18 volts DC minimum

TROUBLESHOOTING

Valve clearance must be checked with the timing pointer hole on the flywheel housing aligned with the proper valve setting mark on the flywheel for the cylinder being check ed. This en sures that th e valve lifter is on the camshaft base circle and not on the brake ramp portion of the lobe.

INTERMITTENT BRAKING

Inspect all wiring for loose connections and all switches for proper adjustment.

POOR PERFORMANCE

Connect a volt/ohmmeter (multimeter) to the electrical connector on the spacer. Verify that a steady voltage signal is present when the engine brake is active. If not, check for loose connections or faulty switches. Repeat for all spacer terminals.

Hydraulic/Mechanical Troubleshooting

SPECIAL TOOL REQUIRED

r Jacobs Oil Pressure Test Kit 4559-18280 Remove the covers to begin inspecting the brake

housings and attendant hardware.

GENERAL INSPECTION AND ADJUSTMENT VERIFICATION

1. Visually inspect the brake units for obvious damage or missing parts. Replace as necessary.

2. Check the slave piston-to-actuator pin for proper clearance as shown in the Table on page 80. Also check the intake and exhaust valve clearance. Readjust if necessary.

Wear eye protection and do not expose your face over the engine area. Keep hands away from moving parts. Take precautions to prevent oil leakage down onto the engine.

Whenever engine is running and the cylinder head covers are removed, oil splashing in the engine brake area could cause personal injury.

Never remove any engine brake component with the engine running. Personal injury may result.

Slave piston clearance settings must be made with the engine stopped and cold and with the exhaust valves closed.

SLAVE PISTON CLEARANCE SETTINGS

E-Tech™ Engine with J-Tech™ Engine Brake

Adjustment — 0.015 inches (0 .381 mm) Slave piston adjusting tool — standard feeler gauge Adjust following the firing order — 1, 5, 3, 6, 2, 4

DETERMINING ENGINE OIL PRESSURE AND OIL PRESSURE AT THE ENGINE BRAKE UNITS

The engine brake requires a minimum oil pressure to operate. To determine the oil pressure at the engine brake housing solenoid valves, use the Jacobs oil pressure test kit (part No. 4559-18280) and follow the instructions included in the kit. See the Table on page 81 for oil pressure requirements.

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The engine oil temperature must be wi thin normal operating range when the test is performed.

If the oil pressure remains low, correct the engine problem as described under OIL PRESSURE DROPPING BELOW MINIMUM REQUIRED FOR ENGINE BRAKE OPERATION in the Troubleshooting Guide included in this section.

OIL PRESSURE REQUIREMENTS

E-Tech™ Engine with J-Tech™ Engine Brake

Engine rpm 2100 — 40 psi (2.8 bar) Engine rpm 1700 — 35 psi (2.4 bar)* Engine rpm 1500 — 30 psi (2.0 bar)* Engine rpm 1300 — 30 psi (2.0 bar)* Engine rpm 1100 — 30 psi (2.0 bar)*

* Specified pressures with engine at normal operating

temperatures

INSPECTION OF ENGINE BRAKE COMPONENTS

If oil pressure at the brake housings is sufficient for brake operation, then inspect the engine brake components for excess wear, damage or malfunctioning conditions described in thi s section.

1. Start the engine and allow it to idle for a few minutes. Check for oil leakage at the oil supply screw, solenoid valve and housing pipe plugs. Oil leakage can result in weak, intermittent or no braking. If leakage is found, shut down the engine and replace seals or repair as needed.

When the engine is shut down for several minutes, the oil in the brake housings will bleed down. To refill the brake housings for immediate operation, depress the solenoid cap (pin) several times to fill the housing with engine oil.

2. With the engine brake on, observe that the master pistons are moving out of the housing and making contact with the exhaust rocker spherical nuts. They should move in and out freely. If they do not, shut down the engine and check the control valves and control valve springs for those cylinders.

Remove control valve retaining components carefully to avoid personal injury. Control valve retaining components are under load from the control valve springs.

3. The control valve must move freely in the bore. If not, remove it and replace with a new control valve.

If the bore is damaged (scored), use a light crocus cloth to smooth the bore. Clean the bore and install a new control valve. If severe damage to the bore is found, replace the housing.

4. Replace any broken springs.

5. If the control valves and springs are OK and the master and slave pistons were observed not to be operating, remove the housings for inspection.

Visually inspect the foll owing:

Master piston springs

— If broken or worn,

replace the springs.

Master pistons

— Pistons must move freely in the bore. Check the hard facing on the master piston for damage; this is the area that contacts the spherical nut.

Spherical nut rocker adjusting screw

— Check the spherical nut for excessive wear. If a depression of 0.005 inch or deeper is found in the top of the spherical nut or if the pattern of wipe extends beyond the edge of the nut, replace the spherical nut. Also, replace the companion master piston. The spherical end of the rocker adjusting screw should be checked for proper contour and smooth appearance. Replace if necessary.

Internal check valve components

— If the housing contains internal check valv e components and a hollow oil supply screw, remove the check valve components (ball, spring, retaining ring and washer) from the housing and replace the hollow oil supply screw with the current-production screw containing an integral check valve.

Oil supply screws

— Check for damage and

replace if necessary.

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6. Check the screw and pin assembly to ensure that the pin is not bent or damaged. The pin should not stick in the screw at any point in its travel. There should be no signs of mushrooming or other damage where the slave piston contacts the screw. Check to ensure that the retainer is i n place on the top of the pin, making the pin captive in the screw. Replace the screw and pin assembly as a unit, if necessary.

7. Remove and inspect the reset screw. A spring-loaded plunger located at the bottom of the screw seals the hole in the slave piston to provide proper master/slave operation. A stuck plunger or any debris will cause the hole in the slave piston to be uncovered prematurely, dumping oil pressure and shutting down the circuit. The reset screw prevents overtravel of the slave piston and exhaust valve to engine piston contact.

Reset screw assemblies are not field serviceable.

8. Remove the slave pistons, using the following procedure.

4. Turn the handle slowly until the retainer is depressed to about 1/32 inch (1 mm), relieving pressure against the retai n ing ring.

5. Remove the retaining ring using retaining ring pliers. Back out the holder until the springs are loose, and remove the fixture. Remove all components, ensuring that ther e is no binding or burrs. Clean in an approved cleaning solvent. Inspect parts and replace as necessary.

6. A shiny, smooth contact surface on the re set screw plunger and slave piston is normal. If a rough surface exists on the plunger and/or slave piston, replace the parts. There should be a light spring force on the plunger and it should move freely. If not, replace the reset screw assembly.

7. Use the clamp fixture to reinstall the piston and springs. Be sure the retaining rings are placed on the retainer before screwing the clamp holder down.

8. Compress the slave piston springs down until the retainer is about 1/32 inch (1 mm) below the retaining ring groove . Reinstall the retaining ring. Be sure the retaining ring is fully seated in the groove.

9. Remove the clamp fixture slowly to ensure proper seating of retaining ring.

Wear safety glasses. The slave piston is retained by springs that

are under heavy compression. If the following instructions are not followed and proper tool s not used, the springs will be discharged with enough force to cause personal injury.

SLAVE PISTON REMOVAL

1. Remove the locknut on the slave piston adjusting screw. Back out the adjusting screw until the slave piston is fully retracted (screw is loose).

2. Place the hole in the slave piston clamp fixture over the slave piston adjust ing screw. Replace locknut. Finger-tighten to hold fixture securely.

3. While holding the fixture in position, screw the holder down over the slave piston until the spring retainer is contacted.

Final Test

Follow the instructions in the installation manual to reassemble the housings. Install a new oil supply seal ring.

1. Install the housings on the engine and adjust the slave piston clearance to the proper settings shown in the Table on page 80.

2. Before installing the engine covers, start the engine and allow it to warm up for a few minutes.

3. Depress the solenoid valve several times to fill the housing with engine oil.

Engine brakes require a minimum oil pressure for operation. If there is less than minimum at idle,

run the engine at higher rpm (800–900) when making checks. See the Table on page 81 for oil pressure requirements.

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4. Check for oil leaks at the oil supply screw, solenoid valve and housing pipe plugs. If leakage is noticed, shut down the engine and repair the leaks.

Some leakage will be seen at the master piston, slave piston and control valves. This is normal. Excessive leakage must be investigated (see Hydraulic/Mechanical Troubleshooting).

5. After final inspection and necessary repair, shut down the engine and replace the gaskets and covers.

6. Test drive the vehicle following the Test Drive procedures (covered earlier) to ver ify corrective action.

Troubleshooting Guide

Following is a listing of problem conditions showing the probable causes and subsequent corrections.

r Incorrect electrical power source —

Check that the supply voltage is the appropriate voltage. Recommended power source is from the key switch ON position. Ensure that power is not taken from a source with an additional on/off switch, i.e., light switch. See solenoid specifications in the Table on page 80. Make sure wiri ng is in accordance with MACK wiring instructions.

r Low engine oil pressure — Determine oil

pressure at engine brakes (solenoid valve and control valve); see oil pressure requirements in the Table on page 80. If oil pressure is below specification, the engine should be repaired in accordance with MACK procedures.

r Slave lash not properly adjusted — The

model 690 engine brake is very sensitive to adjustment. Incorrect adjustment may hold the valves open during positive power, leading to engine failure, or may cause the engine brake to work poorly or not at all. Confirm that the engine brake is properly adjusted in accordance with the Table on page 80.

ENGINE FAILS TO START

r Solenoid valve stuck in ON position —

Ensure that electrical cur rent is off to the engine brake units. If the solenoid valve remains on (cap down) with current off, replace the solenoid valve.

ENGINE BRAKE WILL NOT OPERATE

r Blown fuse, open electrical leads — Look

for a short circuit in the wirin g. Replace any broken, brittle or chafed wires. Check solenoid tab for signs of shorting and replace if necessary. Replace 10 amp fuse.

r On/Off switch, clutch switch or multi-

position switch out of adjustment or defective — Use a volt/ohm meter to make

certain that there is electrical voltage available at both terminals of each switch. Readjust if needed or replace if voltage will not pass through switch.

ENGINE BRAKE DOES NOT OPERATE AT LOW ENGINE RPM

r Inlet check valve leaking — Early-

production engine brake housings contained a check valve (with ball, spring, retaining ring and washer) assembled into the housing. In June 2000, the housing’s inter nal check valve components and hollow oil supply screw were replaced by a new oil supply screw containing an integral chec k valve. If the housing contains the earlyproduction internal check val ve components and a hollow oil supply screw, remove the check valve components (ball, spring, retaining ring and washer) from the housing and replace the hollow oil supply screw with the current-production screw containing an integral check valve.

Do not touch electrical connection when system is energized.

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ENGINE BRAKE ACTIVATES WITH SWITCHES OPEN (OFF)

r Solenoid valve seal center ring

damaged — Remove solenoid and replace

all three seal ri n g s .

r Engine brake improperly wired — Check

wiring in accordance with MACK wiring diagrams.

ENGINE BRAKE SLOW TO OPERATE OR WEAK IN EFFECT

r Lube oil cold and thick — Allow engine to

warm before operating brakes.

r Improper slave piston adjustment or

slave piston sticking in bore — Readjust

in accordance with the Table on page 80. Ensure that the slave piston responds smoothly to the reset screw by looseni ng the jam nut and turning the screw thro ugh its ful l travel for full slave pis ton motion . Make sure piston travels the full range without binding or sticking.

r Control valves binding in housing

bore — Remove control valve. If body is

scored, replace the control valve. Check for contaminants in lube oil. Clean housing and control valve. If binding continues, replace housing.

r Control valve defective — Remove contr ol

valve. Make sure check ball is seated in bore and can be moved off seat. Make sure there is spring pressure against the ball. Flush in cleaning solvent. Replace if necessary.

r Switch operation sluggish — Check dash

switches, clutch switch, or other control switches. Readjust or replace as required. Check clutch return springs for proper operation. Check all controls for corr ect operation and replace as required.

r Solenoid valve operation erratic — Check

solenoid valve using electrical specif ications presented in the Table on page 80. Disconnect the solenoid lead and provide 12 volts directly to the solenoid. Ensure that the solenoid cap depresses.

Remove the slave piston carefully when disassembly is necessary. Use Jacobs slave piston tool part No. 4559-25084. Slave piston springs are under heavy compression.

r Reset screw not properly sealing —

Remove reset screw and check for debr is on the plunger or surface of the slave piston. Check to ensure that plunger moves freely with light pressure. Tip of plunger should be smooth and free of nicks or scratches. Replace reset screw if necessary.

r Lower solenoid seal damaged allowing

oil to exit the housing — Remove sol enoid

valve and replace all seal rings.

r Solenoid screen clogged stopping

supply of oil to brake — Remove solenoid

valve and clean screen.

r Master piston not moving in bore —

Inspect master piston and bore for sco ring or burrs. If any are present, clean the surface with crocus cloth. If unable to remove burrs, replace piston or housing. Inspect l ube oil for signs of contaminants. If any are present, replace oil and filter and correct cause of contamination.

Do not touch electrical connection when system is energized.

OIL PRESSURE DROPPING BELOW MINIMUM REQUIRED FOR ENGINE BRAKE OPERATION

r Upper solenoid seal ring damaged —

Remove solenoid. Inspect seal ring and replace all seal rings.

r Aeration of lubricating oil — Check for

aeration of the oil. Activate, then deactivate engine brake and observe escape oil coming from control valve cover. If oil has bubbles or is foamy, air is present in system. Aeration can be caused by an overfilled or underfilled crankcase, or a crack or other leak in the oil pickup tube. Correct in accordance with MACK procedures.

r Lubricating oil being diluted by fuel oi l —

Have an oil analysis of lube oil to determine if fuel is present. Correct per MACK procedures.

r Low engine oil level — Consult engine

manual for specifications. Add oil or recalibrate dipstick as required.

Page 84

MACK E-Tech Service Manual

Specifications and Main Features

Frequently Asked Questions

User Manual