ENGINE COOLING

SYSTEM
SERVICE MANUAL
(MP7, MP8 AND MP10 SERIES ENGINES)
JANUARY 2009
(REVISED)
7-002
 ENGINE COOLING SYSTEM
SERVICE MANUAL
(MP7, MP8 AND MP10
SERIES ENGINES)
1

JANUARY 2009 © MACK TRUCKS INC. 2009

(REVISED — SUPERSEDES ISSUE MP7, MP8 AND MP10 ENGINES 7-002
DATED APRIL 2008)
 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 (but not
limited to) electronic, mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.

Page ii
TABLE OF CONTENTS

TABLE OF CONTENTS

Page iii
 TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
EXPLANATION OF NUMERICAL CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ABOUT THIS MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
COOLANT DESCRIPTION AND RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Coolant Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Cooling System Top-Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Coolant Change Intervals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Propylene Glycol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
COOLING SYSTEM CIRCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
MP7 Engine ('04 Emissions) Coolant Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Coolant Flow of Conventional Model with Manual Transmission —
MP7 and MP8 Engines ('07 Emissions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Coolant Flow of Conventional Model with Automatic Transmission —
MP7 and MP8 Engines ('07 Emissions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Coolant Flow of LCF (TerraPro) Model with Manual Transmission —
MP7 and MP8 Engines ('07 Emissions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Coolant Flow of LCF (TerraPro) Model with Automatic Transmission —
MP7 Engine ('07 Emissions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Coolant Flow of TD (Titan) Model with Manual Transmission —
MP10 Engine ('07 Emissions) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
MP7, MP8 and MP10 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
CYLINDER BLOCK COOLANT CIRCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
CYLINDER HEAD COOLANT CIRCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
COOLANT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
COOLING THE AIR COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
THERMOSTAT ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
OIL COOLER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
SURGE TANK CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Auxiliary Radiator for High Horsepower MRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
SURGE TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
FAN DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
BorgWarner® Cool Logic™ Electronically Modulated Fan Drives . . . . . . . . . . . . . . . . . . . . . . . 33
BorgWarner® On/Off Fan Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Behr Electronically Modulated Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
FAN BELTS AND AUTOMATIC TENSIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Poly-V Belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Drive Belt Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Automatically Tensioned System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Page iv
 TABLE OF CONTENTS
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
COOLING SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Cooling System Troubleshooting Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
FAN CLUTCH/FAN DRIVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
BorgWarner® (Formerly Kysor) On/Off Fan Clutches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
BorgWarner® Cool Logic™ Electronically Modulated Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . 48
Behr Electronically Modulated Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
THERMOSTAT AND SEAL LEAK TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
PRESSURE TESTING COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Cooling System Pressure Test — Coolant Extractor Method . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Cooling System Pressure Test — Alternate Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Radiator/Surge Tank Cap — LEU/MRU Models Only . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
CHECKING FOR COOLING SYSTEM CORROSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
RADIATOR/EXPANSION TANK CAP MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
COOLANT TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Freeze Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Nitrite Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Coolant pH Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Organic Acid Concentration (Extended-Life Coolants) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Test Strips for Testing Glycol, Nitrite and pH Levels in Heavy-Duty Coolant . . . . . . . . . . . . . . . 60
COOLANT CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Intervals for Adding SCA Packets or Changing the Coolant Conditioner . . . . . . . . . . . . . . . . . . 62
Adding SCA Packets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
COOLANT CONDITIONER REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
SAFETY PRECAUTIONS FOR VISCOUS FAN DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
BORGWARNER® ON/OFF FAN DRIVE PREVENTIVE MAINTENANCE . . . . . . . . . . . . . . . . . . . . 66
Fan Drive Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Clutch Lining Check for K26 and K30 Fan Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
BORGWARNER® COOL LOGIC™ FAN DRIVE ROUTINE INSPECTION . . . . . . . . . . . . . . . . . . . 67
Routine Inspection of Fan Drive and Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
REPAIR INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
RADIATOR REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
General Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
CXU Model Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
CHU Model Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
GU Model Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
TD Model Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
MRU Model Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
LEU Model Chassis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
FAN CLUTCH/DRIVE REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
BorgWarner® K26 and K30 On/Off Fan Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Behr Electronically Modulated Fan Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
ON/OFF FAN CLUTCH OVERHAUL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
BorgWarner® K26 and K30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
FLUSHING THE COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

Page v
 TABLE OF CONTENTS
SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
COOLANT CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
CXU, CHU, GU7, GU8, MRU, LEU and TD7 Models . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
ANTIFREEZE PROTECTION CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
SCHEMATIC & ROUTING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
COOLING SYSTEM CIRCULATION SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
SPECIAL TOOLS & EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
INDEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137

Page vi
INTRODUCTION

INTRODUCTION

Page 1
 INTRODUCTION
SAFETY INFORMATION

Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
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 Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:

Danger indicates an unsafe practice that could result in death or serious

personal injury. Serious personal injury is considered to be permanent injury
from which full recovery is NOT expected, resulting in a change in life style.

Warning indicates an unsafe practice that could result in personal injury.

Personal injury means that the injury is of a temporary nature and that full
recovery is expected.

Caution indicates an unsafe practice that could result in damage to the product.

Note indicates a procedure, practice, or condition that must be followed in order for
the vehicle or component to function in the manner intended.

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

Page 2
 INTRODUCTION
Service Procedures and Tool Usage
Anyone using a service procedure or tool not recommended in this manual must first satisfy himself
thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.
Individuals deviating in any manner from the instructions provided assume all risks of consequential
personal injury or damage to equipment involved.

Also note that particular service procedures 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, apply the parking brakes, and push in the clutch
pedal. Failure to follow these instructions could produce unexpected
vehicle movement, which can result in serious personal injury or death.
2. Before working on a vehicle, place the transmission in neutral, set the
parking brakes, and block the wheels. Failure to follow these instructions
could produce unexpected vehicle movement, which can result in serious
personal injury or death.

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.

Do not work under a vehicle that is supported only by a hydraulic jack. The
hydraulic jack could fail suddenly and unexpectedly, resulting in severe
personal injury or death. Always use jackstands of adequate capacity to
support the weight of the vehicle.

Before towing the vehicle, place the transmission in neutral and lift the rear wheels
off the ground, or disconnect the driveline to avoid damage to the transmission
during towing.

REMEMBER,
SAFETY . . . IS NO ACCIDENT!

Page 3
 INTRODUCTION
Mack Trucks, Inc. cannot anticipate every 앫 Use hoists or jacks to lift or move heavy
possible occurrence that may involve a potential objects.
hazard. Accidents can be avoided by recognizing
앫 NEVER run engine indoors unless exhaust
potentially hazardous situations and taking
fumes are adequately vented to the outside.
necessary precautions. Performing service
procedures correctly is critical to technician safety 앫 Be aware of hot surfaces. Allow engine to
and safe, reliable vehicle operation. cool sufficiently before performing any
service or tests in the vicinity of the engine.
The following list of general shop safety practices
앫 Keep work area clean and orderly. Clean up
can help technicians avoid potentially hazardous
any spilled oil, grease, fuel, hydraulic fluid,
situations and reduce the risk of personal injury.
etc.
DO NOT perform any services, maintenance
procedures or lubrications until this manual has 앫 Only use tools that are in good condition,
been read and understood. and always use accurately calibrated torque
wrenches to tighten all fasteners to specified
앫 Perform all service work on a flat, level
torques. In instances where procedures
surface. Block wheels to prevent vehicle
require the use of special tools which are
from rolling.
designed for a specific purpose, use only in
앫 DO NOT wear loose-fitting or torn clothing. the manner described in the instructions.
Remove any jewelry before servicing
앫 Do not store natural gas powered vehicles
vehicle.
indoors for an extended period of time
앫 ALWAYS wear safety glasses and protective (overnight) without first removing the fuel.
shoes. Avoid injury by being aware of sharp
앫 Never smoke around a natural gas powered
corners and jagged edges.
vehicle.

Page 4
 INTRODUCTION
EXPLANATION 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, the
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
Example Numerical Code
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 may be shown at the COMPONENT
HEADINGS, as necessary, and may also appear
in the TABLE OF CONTENTS, to guide you to
specific component information.
Additionally, a two-character alpha code (i.e.,
[SW] PUMP, ENGINE WATER) is shown with
each operation. This alpha code, in combination
with the three-digit Group number, identifies the
specific assembly, subassembly or part, and
directly relates to the first five positions of the
operation code listed in MACK Service Labor
Time Standards.
Page 5
 INTRODUCTION
CONVERSION CHART
Conversion Units Multiply By:
Length Calculations
Inches (in) to Millimeters (mm) 25.40
Inches (in) to Centimeters (cm) 2.540
Feet (ft) to Centimeters (cm) 30.48
Feet (ft) to Meters (m) 0.3048
Yards (yd) to Centimeters (cm) 91.44
Yards (yd) to Meters (m) 0.9144
Miles to Kilometers (km) 1.609
Millimeters (mm) to Inches (in) 0.03937
Centimeters (cm) to Inches (in) 0.3937
Centimeters (cm) to Feet (ft) 0.0328
Centimeters (cm) to Yards (yd) 0.0109
Meters (m) to Feet (ft) 3.281
Meters (m) to Yards (yd) 1.094
Kilometers (km) to Miles 0.6214
Area Calculations
Square Inches (sq-in) to Square Millimeters (sq-mm) 645.2
Square Inches (sq-in) to Square Centimeters (sq-cm) 6.452
Square Feet (sq-ft) to Square Centimeters (sq-cm) 929.0
Square Feet (sq-ft) to Square Meters (sq-m) 0.0929
Square Yards (sq-yd) to Square Meters (sq-m) 0.8361
Square Miles (sq-miles) to Square Kilometers (sq-km) 2.590
Square Millimeters (sq-mm) to Square Inches (sq-in) 0.00155
Square Centimeters (sq-cm) to Square Inches (sq-in) 0.155
Square Centimeters (sq-cm) to Square Feet (sq-ft) 0.001076
Square Meters (sq-m) to Square Feet (sq-ft) 10.76
Square Meters (sq-m) to Square Yards (sq-yd) 1.196
Square Kilometers (sq-km) to Square Miles (sq-miles) 0.3861
Volume Calculations
Cubic Inches (cu-in) to Cubic Centimeters (cu-cm) 16.387
Cubic Inches (cu-in) to Liters (L) 0.01639
Quarts (qt) to Liters (L) 0.9464
Gallons (gal) to Liters (L) 3.7854
Cubic Yards (cu-yd) to Cubic Meters (cu-m) 0.7646
Cubic Centimeters (cu-cm) to Cubic Inches (cu-in) 0.06102
Liters (L) to Cubic Inches (cu-in) 61.024
Liters (L) to Quarts (qt) 1.0567
Liters (L) to Gallons (gal) 0.2642
Cubic Meters (cu-m) to Cubic Yards (cu-yd) 1.308

Page 6
 INTRODUCTION
Conversion Units Multiply By:
Weight Calculations
Ounces (oz) to Grams (g) 28.5714
Pounds (lb) to Kilograms (kg) 0.4536
Pounds (lb) to Short Tons (US tons) 0.0005
Pounds (lb) to Metric Tons (t) 0.00045
Short Tons (US tons) to Pounds (lb) 2000
Short Tons (US tons) to Kilograms (kg) 907.18486
Short Tons (US tons) to Metric Tons (t) 0.90718
Grams (g) to Ounces (oz) 0.035
Kilograms (kg) to Pounds (lb) 2.205
Kilograms (kg) to Short Tons (US tons) 0.001102
Kilograms (kg) to Metric Tons (t) 0.001
Metric Tons (t) to Pounds (lb) 2205
Metric Tons (t) to Short Tons (US tons) 1.1023
Metric Tons (t) to Kilograms (kg) 1000
Force Calculations
Ounces Force (ozf) to Newtons (N) 0.2780
Pounds Force (lbf) to Newtons (N) 4.448
Pounds Force (lbf) to Kilograms Force (kgf) 0.456
Kilograms Force (kgf) to Pounds Force (lbf) 2.2046
Kilograms Force (kgf) to Newtons (N) 9.807
Newtons (N) to Kilograms Force (kgf) 0.10196
Newtons (N) to Ounces Force (ozf) 3.597
Newtons (N) to Pounds Force (lbf) 0.2248
Torque Calculations
Pound Inches (lb-in) to Newton Meters (N•m) 0.11298
Pound Feet (lb-ft) to Newton Meters (N•m) 1.3558
Pound Feet (lb-ft) to Kilograms Force per Meter (kgfm) 0.13825
Newton Meters (N•m) to Pound Inches (lb-in) 8.851
Newton Meters (N•m) to Pound Feet (lb-ft) 0.7376
Newton Meters (N•m) to Kilograms Force per Meter (kgfm) 0.10197
Kilograms Force per Meter (kgfm) to Pound Feet (lb-ft) 7.233
Kilograms Force per Meter (kgfm) to Newton Meters (N•m) 9.807
Radiator Specific Heat Dissipation Calculations
British Thermal Unit per Hour (BTU/hr) to Kilowatt per Degree Celsius (kW/°C) 0.000293
Kilowatt per Degree Celsius (kW/°C) to British Thermal Unit per Hour (BTU/hr) 3414.43
Temperature Calculations
Degrees Fahrenheit (°F) to Degrees Celsius (°C) (°F − 32) x 0.556
Degrees Celsius (°C) to Degrees Fahrenheit (°F) (1.8 x °C) + 32

Page 7
 INTRODUCTION
Conversion Units Multiply By:
Pressure Calculations
Atmospheres (atm) to Bars (bar) 1.01325
Atmospheres (atm) to Kilopascals (kPa) 101.325
Bars (bar) to Atmospheres (atm) 0.98692
Bars (bar) to Kilopascals (kPa) 100
Bar (bar) to Pounds per Square Inch (psi) 14.5037
Inches of Mercury (in Hg) to Kilopascals (kPa) 3.377
Inches of Water (in H2O) to Kilopascals (kPa) 0.2491
Pounds per Square Inch (psi) to Kilopascals (kPa) 6.895
Pounds per Square Inch (psi) to Bar (bar) 0.06895
Kilopascals (kPa) to Atmospheres (atm) 0.00987
Kilopascals (kPa) to Inches of Mercury (in Hg) 0.29612
Kilopascals (kPa) to Inches of Water (in H2O) 4.01445
Kilopascals (kPa) to Pounds per Square Inch (psi) 0.145
Power Calculations
Horsepower (hp) to Kilowatts (kW) 0.74627
Kilowatts (kW) to Horsepower (hp) 1.34
Fuel Performance Calculations
Miles per Gallon (mile/gal) to Kilometers per Liter (km/L) 0.4251
Kilometers per Liter (km/L) to Miles per Gallon (mile/gal) 2.352
Velocity Calculations
Miles per Hour (mile/hr) to Kilometers per Hour (km/hr) 1.609
Kilometers per Hour (km/hr) to Miles per Hour (mile/hr) 0.6214
Volume Flow Calculations
Cubic Feet per Minute (cu-ft/min) to Liters per Minute (L/min) 28.32
Liters per Minute (L/min) to Cubic Feet per Minute (cu-ft/min) 0.03531

Page 8
 INTRODUCTION
ABOUT THIS MANUAL

Introduction
This manual is intended to provide the technician
with an understanding of how MACK engine
cooling systems operate in diesel-powered
chassis. This manual also assists the technician
in proper diagnosis, maintenance and repair of
the cooling system. The information in this
manual is divided into eight major sections
covering Introduction, Description and Operation,
Troubleshooting, Maintenance, Repair
Instructions, Specifications, Schematic and
Routing Diagrams, and Special Tools and
Equipment.

Page 9
 NOTES

Page 10
DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

Page 11
 DESCRIPTION AND OPERATION
COOLING SYSTEM
DESCRIPTION
All current-production MACK engine cooling
systems for diesel-powered chassis are the
sealed, pressurized type. Sealed, pressurized
systems provide for a higher boiling point of the
coolant mixture. Each psi of pressure in the
system raises the boiling point of a 50/50 coolant
mixture (ethylene glycol and water) 1.47°C
(2.65°F). A 50/50 mixture of ethylene glycol and
water has a boiling point of 108°C (226°F) at
atmospheric pressure. Pressurizing the system to
16 psi raises the boiling point of the coolant
mixture to 131.52°C (268.4°F). In addition, a
50/50 mixture of ethylene glycol and water has a
freezing point of −37°C (−34°F). Another
advantage of this system is that evaporation is
virtually nonexistent, thereby maintaining the
proper coolant level consistently.
The cooling system is an important part in the
overall performance of your engine. The cooling
system permits the engine to operate at even
temperatures that are hot enough for efficient
combustion and cool enough to prevent damage
to engine components. Performing the
recommended cooling system maintenance and
monitoring the system provides the benefit of an
efficient and long lasting engine.
COOLANT DESCRIPTION AND
RECOMMENDATIONS
Ethylene glycol- or propylene glycol-based
antifreezes are required in MACK Class 8 trucks.
All ethylene glycol and propylene glycol coolants
must be low-silicate antifreezes that meet ASTM
D4985 test criteria. These antifreezes are
sometimes referred to as heavy-duty diesel
coolants. Passenger car coolants do not meet
this specification.
Be sure to maintain the required level of
antifreeze protection for anticipated winter
temperatures in your area of operation. A 40% to
60% mixture of antifreeze is required for MACK
engines, regardless of application, geographic
location or ambient air temperature.
Page 12
Do NOT exceed a 60% solution of ethylene glycol
or propylene glycol to water. A higher percentage
does not increase protection. Concentrations
over 60% adversely affect freeze protection and
heat transfer rates.
Additional guidelines for maintaining correct
antifreeze protection include the following:
앫 Do not use antifreeze containing anti-leak
additives in trucks equipped with coolant
filters or conditioners. Also, do not use
soluble oil-type antifreeze in any MACK
engine cooling system.
앫 Always mix the water/antifreeze solution
before adding it to the cooling system.
앫 After adding coolant, run the engine until
normal operating temperature is reached.
Check the coolant level and add coolant as
needed.
앫 Concentration of antifreeze in the cooling
system should be checked with a
refractometer prior to traveling or operating
in areas where subfreezing temperatures
are expected.
앫 Under normal operating conditions,
including seasonal fluctuations of most
temperate climates, coolant (other than
extended-life coolants) must be drained and
replaced with new antifreeze solution at the
recommended service interval. For more
severe conditions of extended or extreme
cold weather operation, coolant should be
renewed on a yearly basis. Refer to the
Maintenance and Lubrication Manual,
TS494, for recommended intervals.
앫 Extended-life coolants currently approved for
use in MACK engines are ethylene
glycol-based which use Organic Acid
Technology (OAT) to protect against
corrosion, cavitation erosion and pitting.
Organic acid coolants use a combination of
carboxylate inhibitors in place of the
traditional Supplemental Coolant Additives
(SCA). These inhibitors deplete more slowly
than the SCA package used in traditional
coolants and eliminate the need for routine
coolant testing. Extended-life coolants
require an annual check only for
contamination.
 DESCRIPTION AND OPERATION
Do not add SCA to extended-life coolants. Do not
use extended-life coolants in engines equipped
with a coolant conditioner.
Coolant Mixture
The coolant mixture should be tested to ensure
that the coolant is maintained at the proper level
of protection. Refer to “COOLANT TESTS” on
page 59. A proper coolant mixture, which is
essential to the cooling system, contains the
following:
앫 Quality Water — Water meeting the
minimum acceptable specifications listed in
the following table must be used in the
cooling system.
Limit gr/gal
Property (ppm) ASTM Test Method
Chloride (Cl) 2.4 (40) max. D512b, D512d,
D4327
Sulfate (SO4) 5.9 (100) max. D516b, D516d,
D4327
Total Hardness 10 (170) max. D1126b
Total Solids 20 (340) D1293
Water tests can be performed by any
reputable testing laboratory. If water meeting
the above specifications is not available, use
de-ionized or distilled water rather than
ordinary tap water to minimize the adverse
effects of minerals in the water.
앫 Antifreeze — Heavy-duty diesel engine
ethylene glycol- or propylene glycol-based
coolant must be used in the cooling system.
The standard factory-fill coolant is a 40/60
mixture of ethylene glycol-based
coolant/quality water.
Heavy-duty coolant is required, regardless of
whether the coolant being used is ethylene glycol,
propylene glycol or OAT. Do NOT use
high-silicate automotive types of coolant,
because these coolants are not compatible with
the SCA used in heavy-duty coolants. Use of
high-silicate automotive types of coolant can
cause radiator plugging, resulting in engine
damage.
앫 Supplemental Coolant Additives (SCA) —
Supplemental Coolant Additives are
chemicals added to the coolant mixture that
maintain nitrite and pH levels within a
specific range. SCA protect against
corrosion, pitting and cavitation erosion.
STANDARD FACTORY-FILL COOLANT
The standard factory-fill coolant is a pre-charged
ethylene glycol-based product. A pre-charged
coolant is one that contains an initial charge of
SCA so that the nitrite concentration is at the
proper level. However, the SCA package depletes
over time, making it necessary to add additional
SCA during the life of the coolant.
OPTIONAL COOLANTS
Optional MACK-approved coolants are also
available from the factory. These optional
coolants include propylene glycol-based and
extended-life coolants. It is the vehicle owner’s
responsibility to know the type of coolant
used in the cooling system and understand
the manufacturer’s recommended service
procedures.
Texaco and ROTELLA™ (Shell) extended-life
coolants are approved for use in MACK diesel
engines.
Page 13
 DESCRIPTION AND OPERATION
TRADITIONAL COOLANTS VS.
EXTENDED-LIFE COOLANTS
Traditional coolants are ethylene glycol- or
propylene glycol-based coolants that require the
periodic addition of SCA during the life of the
coolant so that the level of protection is
maintained.
The extended-life coolant currently approved for
use in MACK engines is an ethylene glycol-based
coolant that uses Organic Acid Technology (OAT)
to protect against corrosion, cavitation erosion
and pitting. Organic acid coolants use a
combination of carboxylate inhibitors in place of
the traditional SCA package. These inhibitors
deplete more slowly than the SCA package used
in traditional coolants, eliminating the need for
routine testing of the coolant. Extended-life
coolants require an annual check only for
contamination (refer to “COOLANT TESTS” on
page 59).
Do not add SCA to extended-life coolants. Do not
use extended-life coolants in engines equipped
with a coolant conditioner.
Cooling System Top-Off
Always use MACK-approved coolants when
topping-off the cooling system. Always top-off
with a coolant meeting the same specifications as
the coolant already in the system.
The color of the standard factory-fill coolant is
fuchsia (a pinkish/purple shade) or some
variation of this color depending upon the mix.
This standard factory-fill coolant is compatible
with all other MACK-approved traditional ethylene
glycol-based coolants.
The color of Texaco and ROTELLA™
extended-life coolants is red. The color of
traditional propylene glycol is green, yellow, blue,
pink or fuchsia.
Currently, there are no industry standards for
coolant color, so the color of a coolant is not an
accurate indication of the type of coolant. Always
be sure of the type of coolant used in the cooling
system before topping-off.
Page 14
TRADITIONAL ETHYLENE GLYCOL AND
PROPYLENE GLYCOL COOLANTS
Because of the difference in freeze points
between ethylene glycol and propylene glycol,
these two types of coolants should not be mixed.
Cooling systems filled with ethylene glycol should
be topped-off with ethylene glycol. Cooling
systems filled with propylene glycol should be
topped off with propylene glycol.
EXTENDED-LIFE COOLANTS
Although the currently approved extended-life
coolants are compatible with traditional coolants,
mixing the two is not recommended, as the
extended-life capabilities are compromised. If an
extended-life coolant is not available, the cooling
system may be topped-off with a traditional
antifreeze and quality water. If water alone is
used, freeze protection must be checked and
adjusted as soon as possible. If traditional coolant
is used, a mixture no greater than 15% traditional
coolant to 85% extended-life coolant is
permissible. Mixtures containing greater than
15% traditional coolant shorten the service
interval. In this case, the cooling system should
be drained, flushed and refilled with fresh
extended-life coolant, or the coolant should be
treated as a traditional coolant and maintenance
practices for traditional coolant (testing nitrite
level and adding SCA) should be followed.
Coolant Change Intervals
Coolant is toxic. Keep coolant out of reach of
children and pets.
Handling and disposing of used coolant is
subject to federal, state and local regulations.
Always dispose of used coolant in an
environmentally safe manner, such as at an
authorized waste disposal facility. When in
doubt, contact the local authorities of the
Environmental Protection Agency (EPA) for
guidance as to proper handling and disposing
of used antifreeze.
 DESCRIPTION AND OPERATION
Avoid prolonged or repeated skin contact with
used antifreeze. Such contact can result in
skin disorders or other bodily injury. Always
thoroughly wash after contact with used
antifreeze.
TRADITIONAL ETHYLENE GLYCOL AND
PROPYLENE GLYCOL COOLANT CHANGE
INTERVAL
The change interval for traditional ethylene glycol-
or propylene glycol-based coolants used in all
MACK diesel engines can be found in the
Maintenance and Lubrication Manual, TS494.
STANDARD EXTENDED-LIFE COOLANT
CHANGE INTERVAL
The standard change interval for extended-life
coolants used in all MACK diesel engines can be
found in the Maintenance and Lubrication
Manual, TS494.
Propylene Glycol
Propylene glycol antifreeze is now approved for
use in all MACK diesel engines. Propylene glycol
(as well as ethylene glycol) must be a low silicate
antifreeze meeting all aspects of the ASTM
D4985 specification.
Concentration of propylene glycol must fall within
the 40% to 60% range. Do NOT exceed a 60%
solution. Concentrations greater than 60%
adversely affect heat transfer and can result in
engine damage.
Do NOT use high silicate automotive coolants
which are incompatible with supplemental coolant
additives. Radiator plugging and engine damage
can occur.
Propylene glycol type antifreeze has a slightly
higher freezing point than ethylene glycol. Refer
to the following chart to determine the percentage
of antifreeze and quality water solution needed to
provide sufficient freeze protection for the
anticipated ambient temperature.
Propylene Glycol Ambient Air Temperature
40% −21°C (−6°F)
50% −33°C (−27°F)
60% −49°C (−56°F)
Although hydrometers can be used to accurately
test the level of ethylene glycol protection in a
cooling system, they do not provide an accurate
measurement when used to test propylene glycol.
Hydrometers measure specific gravity of a liquid
and are calibrated precisely for the liquids they
are designed to test. Propylene glycol and
ethylene glycol have different specific gravities.
To measure the level of propylene glycol
protection in a cooling system, a refractometer
having a propylene glycol scale must be used. A
suitable refractometer that measures the
concentrations of both ethylene and propylene
glycol coolants is available from Kent-Moore O.E.
Tool and Equipment Group (SPX Corporation).
Two different refractometers are available: tool
number J 23688, which is calibrated for degrees
Fahrenheit; and tool number J 26568, which is
calibrated for degrees Centigrade.
Refractometers work by measuring the speed at
which light passes through a liquid. Only a few
drops of coolant are required to provide an
accurate measure of freeze protection. The
reading is automatically compensated for coolant
temperature. Do NOT use a hydrometer to
measure protection level of propylene glycol.
To ensure that the proper nitrite and pH levels are
maintained in the cooling system, the coolant
conditioner must be changed regularly at the
specific intervals, whether using propylene glycol
or ethylene glycol-type antifreeze. Refer to the
Maintenance and Lubrication Manual, TS494, for
recommended intervals.
Mixing propylene glycol and ethylene glycol is not
recommended. Although a mixture of propylene
glycol and ethylene glycol would not have any
detrimental effects on the cooling system or the
engine, the two solutions have different specific
gravities, making the freeze point of the mixture
difficult to determine. However, if the two types of
antifreeze solutions have been mixed, the
refractometer reading on the ethylene glycol
scale can be averaged with the reading on the
propylene glycol scale. The average of these two
numbers should be within ± 7 degrees of the
actual freeze point.
Page 15
 DESCRIPTION AND OPERATION
COOLING SYSTEM
CIRCULATION
The MP engine cooling system supplies coolant
to the engine and its components. The centrifugal
water pump is driven directly off the crankshaft by
a Poly-V belt shared with the engine fan. The
water pump produces a coolant flow of
approximately 135 gpm at 1,800 engine rpm.
Coolant temperature is regulated with a full-flow
bypass thermostat. The thermostat begins to
open at 82°C (180°F) and is fully open at 92°C
MP7 Engine ('04 Emissions) Coolant Flow
1
Figure 1 — Cooling System Flow Diagram MP7 Engine ('04 Emissions)
1. Surge Tank
2. Thermostat
3. Cylinder Head and Block
4. Radiator
5. Cab Heater
6. Sleeper Heater (If Equipped)
7. EGR Cooler
8. Smart Remote Actuator (SRA)
Page 16
(198°F). The thermostat directs all, part or none
of the coolant to the radiator, depending on the
coolant temperature. Radiator cap relief pressure
is set at 110 kPa (16 psi). A spin-on coolant filter
(filter/conditioner) is incorporated into the system
and is designed to be replaced at normal
maintenance intervals along with the fuel and oil
filters. The standard coolant hoses are silicone
rubber for improved durability. Standard and
extended life factory fill coolants provide freeze
protection down to −37°C (−34°F).
9. Turbocharger
10. Oil Cooler
11. Water Pump
12. Transmission Cooler (If Equipped)
13. Air Compressor
14. Fuel Heater (If Equipped)
15. Coolant Conditioner
 DESCRIPTION AND OPERATION
Coolant Flow of Conventional Model with Manual Transmission —
MP7 and MP8 Engines ('07 Emissions)
2

Figure 2 — Coolant Flow of Conventional Model with Manual Transmission — MP7 and MP8 Engines ('07 Emissions)

1. Surge Tank 11. Aftertreatment Fuel Injector

2. De-aeration Lines 12. Sleeper Heater (If Equipped)
3. Thermostat 13. Power Steering Cooler
4. Thermostat Bypass 14. Engine Oil Cooler
5. Cab Heater 15. Air Compressor
6. Smart Remote Actuator 16. Fuel Heater
7. Turbocharger Bearing 17. Water Pump
8. Cylinder Head 18. Radiator
9. Cylinder Block 19. Fill Line
10. EGR Cooler

Page 17
 DESCRIPTION AND OPERATION
Coolant Flow of Conventional Model with Automatic Transmission —
MP7 and MP8 Engines ('07 Emissions)
3

Figure 3 — Coolant Flow of Conventional Model with Automatic Transmission — MP7 and MP8 Engines ('07 Emissions)

1. Surge Tank 11. EGR Cooler

2. De-aeration Lines 12. Aftertreatment Fuel Injector
3. Thermostat 13. Sleeper Heater (If Equipped)
4. Automatic Transmission 14. Engine Oil Cooler
5. Thermostat Bypass 15. Air Compressor
6. Cab Heater 16. Fuel Heater
7. Smart Remote Actuator 17. Water Pump
8. Turbocharger Bearing 18. Radiator
9. Cylinder Head 19. Fill Line
10. Cylinder Block

Page 18
 DESCRIPTION AND OPERATION
Coolant Flow of LCF (TerraPro) Model with Manual Transmission —
MP7 and MP8 Engines ('07 Emissions)
4

Figure 4 — Coolant Flow of LCF (TerraPro) Model with Manual Transmission — MP7 and MP8 Engines ('07 Emissions)

1. Surge Tank 10. EGR Cooler

2. De-aeration Lines 11. Engine Oil Cooler
3. Thermostat 12. Air Compressor
4. Thermostat Bypass 13. Fuel Heater
5. Cab Heater 14. Water Pump
6. Smart Remote Actuator 15. Main Radiator
7. Turbocharger Bearing 16. Auxiliary Radiator
8. Cylinder Head 17. Fill Line
9. Cylinder Block

Page 19
 DESCRIPTION AND OPERATION
Coolant Flow of LCF (TerraPro) Model with Automatic Transmission —
MP7 Engine ('07 Emissions)
5

Figure 5 — Coolant Flow of LCF (TerraPro) Model with Automatic Transmission — MP7 Engine ('07 Emissions)

1. Surge Tank 10. Cylinder Block

2. De-aeration Lines 11. EGR Cooler
3. Thermostat 12. Engine Oil Cooler
4. Automatic Transmission 13. Air Compressor
5. Thermostat Bypass 14. Fuel Heater
6. Cab Heater 15. Water Pump
7. Smart Remote Actuator 16. Main Radiator
8. Turbocharger Bearing 17. Auxiliary Radiator (If Equipped)
9. Cylinder Head 18. Fill Line

Page 20
 DESCRIPTION AND OPERATION
Coolant Flow of TD (Titan) Model with Manual Transmission —
MP10 Engine ('07 Emissions)
6

Figure 6 — Coolant Flow of TD (Titan) Model with Manual Transmission — MP10 Engine ('07 Emissions)

1. Air Compressor 11. Radiator

2. Cylinder Head 12. Static Fill Line
3. Cylinder Block 13. Coolant Bypass
4. Oil Cooler 14. Coolant Pump
5. Aftertreatment Fuel Injector 15. EGR Cooler
6. Turbocharger 16. Coolant Filter
7. Smart Remote Actuator 17. Power Steering Cooler
8. Thermostat 18. Fuel Heater (Optional)
9. Deaeration Line 19. Cab Heater
10. Surge Tank

Page 21
 DESCRIPTION AND OPERATION
WATER PUMP 7

[215]

MP7, MP8 and MP10 Engines

The water pump is a centrifugal-type pump driven
by a belt that runs off a crankshaft pulley.

Figure 7 — MP7 Water Pump and Housing

1. Thermostat 4. Pump Seal

2. Thermostat Front Cover 5. Water Pump Assembly
3. Water Pump Housing (with Bracket) 6. Pulley

Page 22
 DESCRIPTION AND OPERATION
For the MP7 and MP8 engines, a separate water
pump housing is mounted to the coolant passage
at the front of the cylinder block. The water pump
mounts to the front of this housing.
8
Figure 8 — MP8 Water Pump and Housing
1. Water Pump 3. Water Pump Housing
2. Water Pump Seal
On the MP10 engine, the water pump mounts
directly to the front of the engine cylinder block
and does not require a water pump housing.
For all three engines, the water pump assembly is
located on the front of the cylinder block on the
lower right side.
9
Figure 9 — MP10 Water Pump and Block
1. Cylinder Block 3. Water Pump Seal
2. Water Pump Assembly
The rotating crankshaft drive pulley causes the
belt to turn the water pump pulley, shaft and rotor.
The coolant in the pump assembly around the
rotor vanes is thrown outward, creating a suction
in the center of the pump housing. This action
also creates pressure in the outer portion of the
pump housing. The suction created in the center
of the pump housing pulls the coolant from the
radiator through coolant tubes. The pressure
created in the outer portion of the pump housing
forces coolant to circulate through the cylinder
block.
For water pump removal and installation, refer to
MACK MP7 Diesel Engine Service Manual
('04 Emissions Regulations), 5-112, MACK MP7
Diesel Engine Service Manual ('07 Emissions
Regulations), 5-114, MACK MP8 Diesel Engine
Service Manual ('07 Emissions Regulations),
5-113 or MACK MP10 Diesel Engine Service
Manual ('07 Emissions Regulations), 5-115.
Page 23
 DESCRIPTION AND OPERATION
CYLINDER BLOCK COOLANT CYLINDER HEAD COOLANT
CIRCULATION CIRCULATION
[211] [213]
11

The cylinder block houses many moving parts

that create friction during engine operation which
causes heat buildup. The majority of engine heat
is due to air compression and diesel fuel
combustion. The cooling system is necessary to
remove this heat and prevent engine failure.
Coolant under pressure from the water pump
circulates around the cylinders and up through
the cylinder head through the thermostat (when
open) and back to the radiator through the upper
radiator hose. For additional information, refer to
the various cooling system flow diagrams in
“COOLING SYSTEM CIRCULATION
SCHEMATICS” on page 128.
10 Figure 11 — Cylinder Head

The cylinder head contains the intake and

exhaust valves, valve guides and the combustion
chambers, which are exposed to the greatest
amount of heat in the engine. Coolant passages
surround the valve guides and combustion
chambers and unit injectors. Coolant under
pressure from the cylinder block is circulated
around the various water jackets and is routed
through the thermostat and on to the radiator.

Figure 10 — Cylinder Block and Stiffening Frame

1. Cylinder Block 2. Stiffening Frame

Page 24
 DESCRIPTION AND OPERATION
COOLANT FILTER
12

[215]
The coolant filter attaches to the back of the
coolant pump housing. It resembles a spin-on oil
filter. The filter element and case are replaced as
a unit. There are several part numbers available
(for the empty ELC canister, the filter only and the
filter with SCA).

The cartridge-type coolant conditioner is

designed to provide maximum engine protection
with a minimum of maintenance. It is compatible
with water, ethylene glycol and propylene glycol.
It acts as a water softener, corrosion inhibitor and
filter to remove solid contaminants.

Figure 12 — Coolant Filter/Conditioner (Typical)

1. Shut-Off Valve 2. Coolant

Filter/Conditioner

Page 25
 DESCRIPTION AND OPERATION
COOLING THE AIR COMPRESSOR
[261] 13

Figure 13 — Air Compressor (Typical)

1. Lubricating Oil Line 3. Mounting Stud and Nut

2. Coolant Lines 4. Air Compressor

The air compressor is positioned over three

mounting studs on the flywheel housing and
retained with flange nuts. An oil line is installed
between the compressor housing and cylinder
block. Coolant lines are attached at the top and
rear of the compressor head to remove excessive
heat during air compressor operation.

Page 26
 DESCRIPTION AND OPERATION
THERMOSTAT ASSEMBLY
[215]
This is a piston-type thermostat with piston, bulb,
seal and housing in a single assembly. It has
lower pressure drop compared to earlier types.
The thermostat assembly is made up of the
thermostat, thermostat front cover and coolant
bypass circuits. The cast bypass circuits are an
integral part of the cylinder head and thermostat
side cover.
The thermostat controls engine operating
temperature by regulating the flow of coolant to
the radiator. The thermostat is located behind the
thermostat front cover inside a bore machined
into the cylinder head.
14
Figure 14 — Thermostat and Cover (MP7 Engine Shown)
1. Cylinder Head 3. Thermostat Front Cover
2. Thermostat
Because engine operating temperature has a
direct effect on engine performance, economy
and durability, operation without a thermostat is
never recommended.
The thermostat maintains engine temperature by
acting as a gate. In the closed position, coolant is
recycled through the engine. This rapidly warms
the engine to the desired operating temperature.
The thermostat is mounted horizontally within the
thermostat bore at the front of the cylinder head.
The movable portion of the thermostat is
cylindrical and open at each end. In the closed
position, the movable portion of the thermostat
directs coolant to the bypass circuit.
When coolant reaches a predetermined
temperature, the thermostat opens. The coolant
then flows to the radiator to dissipate heat, return
to the engine through the lower radiator hose/pipe
and effectively cool the engine. A properly cooled
MACK engine runs at approximately 82°C
(180°F) to 107°C (225°F).
Page 27
 DESCRIPTION AND OPERATION
OIL COOLER ASSEMBLY
[215]
The engine oil cooler is mounted to the inside of
the cooling duct cover on the right side of the
engine. The cover also includes a provision for
the installation of a cylinder block heater (MP7
only). Ports and fittings are provided in the
Four bolts and two seal rings secure and seal the
oil cooler assembly to the cooling duct cover. The
cover must be removed from the engine to
service the oil cooler. The oil cooler assembly
cannot be disassembled. Should it fail, replace
the assembly.
15

cooling duct cover for coolant flow to components

such as the turbocharger, smart remote actuator
(SRA) and aftertreatment fuel injector.

Figure 15 — Oil Cooler and Cooling Duct Cover (MP7 Engine)

1. Cooling Duct Cover 4. Cover Seal

2. Oil Cooler 5. Cylinder Block Heater
3. Sealing Rings 6. Coolant Fitting (Turbocharger and SRA)

Page 28
 DESCRIPTION AND OPERATION
SURGE TANK CAP
16

[232]
MACK MRU and LEU chassis cooling systems
currently use a 16-lb. surge tank cap.

Make sure that caps of a lower or higher rating

are NOT used. Engine failure from excessive loss
of the coolant can result from using a cap with a
lower rating. Cooling system component damage
can result from using a cap with a higher rating.
18

Figure 16 — Oil Cooler Assembly and Cooling Duct

Cover (MP8 Engine)

1. Cooling Duct Cover 3. Flow Plate

2. Oil Cooler

17

Figure 18 — Surge Tank Cap Sectional View

1. Cap Gasket 3. Pressure Valve

2. Vacuum Valve

Pressure is maintained in the system during

operation by a pressure-vacuum valve which is
integral with the surge tank cap. Pressurizing
raises the boiling point of the coolant and
prevents excessive coolant loss from evaporation.
As the pressure approaches the cap setting, the
pressure valve opens, allowing the system to
vent. At shutdown the coolant and air contract,
and create a partial vacuum. A valve malfunction
can cause excessive vacuum or pressure and
collapse or rupture the hoses and radiator.

Figure 17 — Oil Cooler Assembly (MP10 Engine) At the recommended service interval (refer to the
Maintenance and Lubrication Manual, TS494),
1. Cylinder Block 2. Oil Cooler check the condition of the surge tank cap gasket.
Also, pressure-test the cap using a suitable
cooling system and radiator cap tester. Cooling
system pressure specifications are as follows:
앫 All Engines — 16-lb. pressure cap

Page 29
 DESCRIPTION AND OPERATION
RADIATOR
19

[232]
MACK currently only uses plastic/aluminum tank
radiators. This type of radiator assembly uses
plastic top and bottom tanks, a center tube and
fin core assembly and supporting side columns.
The advantage is its durable, yet lightweight,
construction.

Figure 19 — Plastic/Aluminum Tank Radiator Assembly

1. Radiator 3. A/C Condenser

2. Charge Air Cooler (CAC)

This plastic/aluminum tank type of radiator

assembly is mounted to the chassis with rubber
isolators and associated hardware.

Page 30
 DESCRIPTION AND OPERATION
Auxiliary Radiator for High This radiator is cooled with two or four electric
fans and provides the extra cooling capacity
Horsepower MRU required to meet the demands of the high
horsepower engine.
Some MRU chassis built with high horsepower 20

engines may be built with auxiliary (second)

radiator mounted on the air cleaner stanchion.

Figure 20 — Smaller Plastic/Aluminum Tank Radiator for High HP MRU

1. Main Radiator 3. Stanchion-Mounted Auxiliary Radiator

2. Auxiliary Radiator Coolant Inlet and Return Hoses 4. Fan Mount Assembly

Page 31
 DESCRIPTION AND OPERATION
SURGE TANKS
23

[232]
MACK chassis equipped with an MP7, MP8 or
MP10 engine utilize a surge tank. In CHU, CXU,
GU and TD chassis, the surge tank is located on
top of the radiator.

The tank is a pressurized plastic coolant surge

tank where quick checks of coolant level can be
made and additional coolant can be added to the
system.

Periodically, the coolant level should be checked Figure 23 — TD

by observing the coolant in the surge tank. Fill the
surge tank to the full level line marked on the side 1. Surge Tank
of the tank.
21
LEU and MRU model chassis use a steel
pressurized surge tank that has a sight glass for
checking the coolant level. These chassis do not
use a recovery tank.

The pressurized surge tank is located on the

left-hand side of the chassis, mounted on the air
cleaner assembly support bracket. Coolant
should be visible in the sight glass located on the
side of the tank (see arrow in illustrations).
24

Figure 21 — CHU/CXU

1. Surge Tank

22

Figure 24 — LEU and MRU Surge Tank

Figure 22 — GU

1. Surge Tank

Page 32
 DESCRIPTION AND OPERATION
25
Figure 25 — MRU Surge Tank
Before removing the radiator cap, shut the
engine off. If the engine is at or near operating
temperature, wait a period of time for the
engine to cool before removing the radiator
cap. To avoid injury, turn the cap
counterclockwise to the first stop, but do not
depress. After the pressure has completely
dissipated, press the cap downward and
continue turning to remove.
Some model chassis are equipped with a large
top radiator tank. There is no external surge tank.
The coolant level is checked by removing the
radiator cap from the radiator.
FAN DRIVE
[215]
Fan drives exist on all MACK diesel engines.
Normal airflow across the radiator core at
highway speed is usually enough to keep the
radiator cool. But at slower speeds, a fan drive
must be used to help pull air through the core.
MACK uses three types of fan drives. One is a
viscous fan drive, the second is an on/off fan
clutch and the third being an electronically
modulated fan drive. All fan drives save energy by
operating only when required.
BorgWarner® Cool Logic™
Electronically Modulated Fan Drives
The Cool Logic™ is a heavy-duty, multi-speed or
modulating, electronically controlled fan drive that
replaces air temperature sensing type viscous
drives. This new fan drive combines a wet friction
clutch with electronics to control the higher heat
levels of today's lower emission, but higher heat
diesel engines. The Cool Logic™ fan drive is
controlled by the Engine Electronic Control Unit
(EECU) to precisely control engine temperature,
allowing the cooling system to operate at higher
efficiency under all conditions, rather than simply
turning the fan on or off.
This fan drive is completely self-contained and
sealed with zero maintenance required.
26
Figure 26 — Cool Logic™ Viscous Fan Drive
Page 33
 DESCRIPTION AND OPERATION
BorgWarner® On/Off Fan Clutches
27

The BorgWarner® K26 and K30 on/off fan

clutches are a spring-engaged design, which are
used on several MACK chassis. When no air
pressure is supplied to the operating cylinder, the
coil spring inside the unit causes the clutch to
engage and drive the fan. When it is necessary to
disengage the clutch, 620.5 kPa (90 psi) air
pressure is applied to the operating cylinder,
causing the clutch to disengage. When
disengaged, the fan still turns at approximately
100 rpm regardless of engine speed, due to the
drag in the clutch main needle bearings.

When less than 620.5 kPa (90 psi) air pressure is

supplied to the operating cylinder, the clutch slips
and premature failure can result.
Figure 27 — BorgWarner® K26 Fan Clutch

Page 34
 DESCRIPTION AND OPERATION
Behr Electronically Modulated Fan
Drive
Some model chassis are equipped with an
electronically controlled fan drive manufactured
by Behr Gmbh and Company. The Behr fan drive
employs a fluid drive system that is electronically 28

controlled by inputs received from the Engine

Electronic Control Unit (EECU).

Figure 28 — Behr Electronically Modulated Fan Drive

1. Front View 2. Rear View

The Behr electronically modulated fan drive

features the following improvements over air
temperature sensing bi-metal viscous fan drives:
Unlike air temperature sensing viscous fan drives,
앫 Low idle speed there are no conditions regarding the storage of
앫 Quick engagement the Behr fan drive. The Behr fan drive can be
stored in any position.
앫 Fan speed regulated according to cooling
system requirements
앫 More stable coolant temperatures (less
fluctuations)
앫 Greater life cycle
앫 Increased torque capacity (comparable to
on/off fan clutches)
앫 Softer engagement (no torque peaks at
engagement)

Page 35
 DESCRIPTION AND OPERATION
The main components of the Behr fan drive are 29

the front cover, primary disk, housing, mounting

flange and solenoid.

Figure 29 — Behr Fan Drive Main Components

1. Front Cover 4. Mounting Flange

2. Primary Disk 5. Solenoid
3. Housing

Page 36
 DESCRIPTION AND OPERATION
Inside the Behr fan drive is a fluid reservoir that
contains a measured amount of silicone oil.
Passages inside the drive direct the flow of the
silicone oil to the “working chamber.” A valve
blocks the port between the reservoir and the
working chamber.
30

Figure 30 — Behr Fan Drive Cutaway

1. Valve 6. Speed Sensor

2. Fluid Reservoir 7. Solenoid Bearing
3. Return Passage 8. Solenoid
4. Working Chamber 9. Primary Disk
5. Housing 10. Front Cover

The fan drive remains engaged until a signal is

received from the EECU to disengage. Various
sensors send information concerning engine
coolant temperature, boost air temperature, air
conditioning system status (On/Off) and engine
speed to the EECU. This information is
interpreted by the EECU and when conditions
demand, the EECU sends a signal to the fan
drive solenoid to disengage the fan.

Page 37
 DESCRIPTION AND OPERATION
The following is a schematic diagram of the fan 31

drive control circuit.

Figure 31 — Fan Drive Control Circuit

Page 38
 DESCRIPTION AND OPERATION
The fan drive connector pin assignments are as
follows:
32
Figure 32 — Fan Drive Connector Pin Assignments
Pin
No. Wire Designation
1 EJ1-15-0.5
2 EJ1-14-0.5
3 EJ1-20-0.5
4 EJ1-28-0.5
5 EJ1-22-0.5
6 Blank
A N/A
B N/A
With the solenoid de-energized, the valve is open
allowing oil to flow from the reservoir into the
working chamber. The primary disc, which is an
integral part of the fan drive hub, is driven by the
fan belt while the housing rotates freely. As the oil
flows into the working chamber, the viscous
shearing forces of the oil couple the housing and
primary disc together. This causes the housing
and primary disc to rotate as an assembly.
Function
Fan Speed Sensor Power
(+5 Volts)
Fan Speed Sensor
Ground
Fan Speed Signal
Pulse Width Modulated
Ground
Fan Drive Power
(+12 Volts)
Not Used
View A-A (Viewed from
rear of connector)
Note: Wire entry view
shown for fan drive
connector of engine
harness.
Page 39
 DESCRIPTION AND OPERATION
33
Figure 33 — Fan Drive Fluid Flow
1. Valve
2. Reservoir
The fan drive spins faster as the quantity of oil
entering the working chamber increases.
Centrifugal force pushes the fluid toward the
outer circumference of the working chamber. The
fluid is then pumped back into the reservoir
through the return passage by a “ramming” effect.
Fluid flow out of the working chamber is restricted
due to the size of the return passage.
Fluid flow from the working chamber back to the
reservoir is influenced mainly by the differential
speed between the primary disc and the housing.
At low speed (idle) when the differential speed is
low and the working chamber is completely filled
with fluid, fan disengagement can take several
minutes.
Page 40
3. Working Chamber
4. Port
To keep the engine coolant at a constant
temperature range, the EECU regulates the
amount of oil entering the working chamber by
energizing and de-energizing the fan drive
solenoid as required. A fan speed sensor
mounted on the back of the fan drive assembly
measures fan speed by counting the teeth on the
fan drive tone wheel. The information is then sent
to the fan speed control circuit in the EECU.
When the EECU detects that the fan is
approaching maximum speed, the fan speed
control circuit energizes the fan drive solenoid.
 DESCRIPTION AND OPERATION
34

Figure 34 — Fan Speed Sensor and Solenoid

1. Solenoid Coils 3. Fan Speed Sensor

2. Tone Wheel

Page 41
 DESCRIPTION AND OPERATION
FAN BELTS AND AUTOMATIC
36

TENSIONING
[216]

Poly-V Belts
Poly-V (multi-ribbed) belts are used on all MP7,
MP8 and MP10 engines. Automatic tensioners
are used in all configurations and applications
and normally do not require checking or
adjustment. Refer to the following belt
replacement criteria.
Figure 36 — Belt with Multiple Cracking
37

If belts squeak or squeal, clean with hydraulic

brake fluid or an approved cleaning fluid. Replace
belts that are severely worn or frayed.

RIB CRACKING
An in-service poly-V belt will go through several
phases of cracking during its life. After an
extended time in service, minor rib cracks can
appear, usually one or two cracks per inch. This
cracking is normal.
35

Figure 37 — Belt with Severe Cracking and Rib

Chunking

RIB SIDEWALL GLAZING

When the belt ribs appear to have a shiny surface
that is hard and brittle, it is usually an indication of
belt slippage. This is attributed to inadequate
tension and/or extreme temperature. Both these
conditions lead to severe cracking and belt
failure, often with little advance warning. If this
occurs, locate and correct the cause before
installing a new belt.

Figure 35 — Belt with Minor Rib Cracks BELT WEAR

Belts should not be replaced unless the ribs Accelerated wear on any part of the belt (fabric
exhibit severe multiple cracking as shown in backing, tensile cord or rib rubber) is a concern
Figure 36 and Figure 37. Multiple cracking leads and should be investigated for the cause, and
to rib chunking. corrected before installing a new belt.

Page 42
 DESCRIPTION AND OPERATION
Possible Causes of Accelerated Belt Wear
앫 Drive Misalignment — Belt performance is
adversely affected when misalignment
exceeds 1.59 mm (1/16 inch) for every
30.5 cm (12 inches) of belt span.
앫 Belt Length — Must be corrected.
앫 Environmental Conditions — Temperature,
exposure to engine fluids, etc.
앫 Abrasive Materials — Small stones, metal
shavings, etc.
38
Figure 38 — Belt Exhibiting Accelerated Wear
FOREIGN OBJECTS
Any object protruding in the path of the belt drive
and contacting the belt can cause damage and
eventual failure. Locate the object before
installing a new belt. Refer to Figure 39.
39
Figure 39 — Damage from Object Protruding in Belt Path
NOISE, VIBRATION AND HARSHNESS (NVH)
Poly-V belt drive systems were designed to
prevent or reduce Noise, Vibration and
Harshness (NVH) problems. However, field
problems can occasionally occur that are related
to NVH.
Possible Causes
Insufficient belt tension can create a high-pitched
howl (squeal) or rasping sound during engine
acceleration or deceleration.
Misalignment can cause a chirping noise,
especially at or near idle speed. Rigid bracketing
of accessories is a must for reasonably
vibration-free belt spans. Some span vibration is
to be expected during the range of engine speed
and accessory loading.
Failure to follow recommended application
information and recommended procedures for
installation, maintenance and storage of belts
can result in failure to perform properly and
can result in damage to property and serious
bodily injury. Make sure the belt selected for
any application is recommended for that
service.
Page 43
 DESCRIPTION AND OPERATION
Drive Belt Arrangements
The service life of the poly-V belts is considerably
improved over other systems and allows the use
of higher horsepower cooling fans. All MP
engines are equipped with poly-V belt systems.
MP7, MP8 AND MP10 ENGINES
In the dual poly-V drive belt arrangement, the fan
drive is driven directly from the crankshaft pulley
by a 10-rib (12-rib on some MP10 models) poly-V
belt which also drives the water pump. The
alternator and air conditioning compressor (if
equipped) are driven off the crankshaft pulley by
a six-rib poly-V belt (Figure 40). Two automatic
tensioners are used, one for the fan drive and
water pump, and one for the accessory drive. An
extra idler is provided for the high mount fan drive.
40
Automatically Tensioned System
INSTALLATION
Swing the tensioner to the fully sprung position
and, without force, place the belt over the pulleys.
Do not allow the tensioner to snap against its
stops or the belt. Use belt tensioning tool,
J 44392, to install a belt over the pulleys. Do not
pry the belt over the pulleys.
TENSIONING
No tensioning adjustment is required. Once the
tensioner is released against the belt, the belt is
tightened to optimum tension automatically at all
speeds and loads.
MAINTENANCE
The condition of the belt and tensioner should be
checked when performing preventive
maintenance inspections. Belt tension levels
need not be checked as long as the tensioner is
in good condition and there is no evidence of a
loose belt.

Figure 40 — Drive Belt Arrangement

1. Conventional Chassis 2. LCF Chassis and MP10

The lower tensioner for the fan and water pump is

mounted on the front engine support. This
tensioner applies its load counterclockwise. The
upper tensioner for the alternator (and air
conditioning compressor if so equipped) is
mounted on the alternator bracket. The tensioner
applies its load also in a counterclockwise
direction.

Page 44
TROUBLESHOOTING

TROUBLESHOOTING

Page 45
 TROUBLESHOOTING
COOLING SYSTEM
TROUBLESHOOTING
When cooling system problems are indicated by a
gauge or warning light, be sure the gauge, light or
sending unit is not malfunctioning before
troubleshooting the cooling system itself.

Cooling System Troubleshooting Charts

Overheating Condition
Possible Cause Correction
Low coolant level Fill cooling system.
External Leaks
— Hoses and connections Replace hose and/or tighten clamps.
— Radiator seams, core Repair or replace radiator.
— Water pump Repair or replace water pump.
— Thermostat front cover Replace thermostat front cover gasket.
— Overflow tank Repair or replace overflow tank.
— Heater core Repair or replace heater core.
— Cylinder head Resurface head and replace with a new head gasket.
— Coolant filter/conditioner Replace coolant filter/conditioner.
— EGR cooler Replace EGR cooler if cracked.
Internal Leaks
— Cylinder head Replace gasket, resurface head if necessary.
— Cracked cylinder head or block Replace head or block.
— EGR cooler Test cooler for internal leaks and replace if necessary.
Faulty radiator cap Pressure test cap and replace with cap of proper psi.
Pressure leak Pressure test cooling system. Locate and repair leak (it may
be internal or external).
Gasket seals on mating surfaces Replace gaskets, check component alignment and torque
bolts.
Loose or worn fan belts Tighten or replace fan belts.
Faulty belt tensioner Check/replace belt tensioner.
Radiator or grille obstruction Remove obstruction (dirt, bugs, leaves, etc.).
Hoses restricted or collapsed Remove restriction or replace hose(s).
Wrong or faulty thermostat Replace thermostat.
Viscous fan malfunctioning Repair or replace viscous fan.
Negligence Regular inspections and maintenance
— Poor driving habits — Practice good habits.
— Prolonged idling — Keep idling to a minimum.
— Lugging — Keep engine RPM up.
— Dragging brakes — Adjust brakes.
— Frozen coolant — Drain, flush and refill system.
Exhaust restriction Repair exhaust system.
Malfunctioning water pump Replace water pump.
Injection pump-to-engine timing off Set proper injection pump-to-engine timing (PLN engines
only).
Low oil level Fill to proper oil level.

Page 46
 TROUBLESHOOTING
Overcooling Condition (Vehicle Does Not Reach Operating Temperature)
Possible Cause
Incorrect or faulty thermostat
Thermostat seal leakage
Malfunctioning viscous fan
Enhanced cooling system packages are available
for some engine/chassis combinations that
operate in areas of high ambient temperatures
and encounter long, steep grades. Contact the
MACK Parts Department for additional
information.
FAN CLUTCH/FAN DRIVE
TROUBLESHOOTING
Prior to beginning diagnosis on any fan drive,
check the following:
1. Verify the air conditioning controls are in the
OFF position for all tests.
2. Verify that the proper fan for the application
is installed.
3. Verify that the proper battery voltage and air
pressure is being supplied at the fan drive.
4. Verify that the outside of the fan drive is
clean and free of debris.
5. Visually inspect that the radiator and coolers
in front of fan are clean and free of debris
6. Visually inspect the wiring harness or air line
for fan drive (no cuts, abrasion etc.).
7. Verify all fan drive electrical harness and air
line connectors are securely connected and
seated.
BorgWarner® (Formerly Kysor)
On/Off Fan Clutches
DESCRIPTION
This clutch is spring-loaded “ON” or in the
engaged position. It is turned “OFF” or
disengaged by pressurizing the cylinder indicated
by the arrow in Figure 41.
When disengaged, it is normal for the clutch to
“freewheel” at approximately 100 rpm.
Correction
Replace thermostat.
Check thermostat seal.
Repair or replace viscous fan.
Also, when disengaged, the bearing housing (to
which the fan is attached) and fan are in the
rearmost position. As the pressure is released
and the clutch engages, the bearing housing and
fan move forward about 2.54 mm (0.1 inch).
TROUBLESHOOTING
1. Clutch does not engage: Disconnect the
tube from the nose of the clutch. The clutch
should move forward and it should be very
difficult, if not impossible, to rotate the fan by
hand. If not, overhaul the clutch.
2. Clutch does not disengage: Disconnect
the tube from the nose of the clutch and
pressurize the cylinder with an external
pressure source 620–827 kPa (90–120 psi).
The clutch should move rearward and the
fan should move easily by hand. If the clutch
does not move easily, sometimes merely
tapping it lightly will free it. If it is still difficult
to turn, overhaul the clutch.
41
Figure 41 — ON/OFF Fan Clutch (Showing Cylinder Tube
Fitting)
3. Clutch engages/disengages but is
suspected of slipping: Disconnect the
clutch tube from the solenoid valve. Using a
photo tachometer, measure fan speed and
fan pulley speed with the engine running at
rated speed. Any difference between fan and
pulley speed indicates slippage, and the
clutch should be overhauled.
Page 47
 TROUBLESHOOTING
BorgWarner® Cool Logic™
Electronically Modulated Fan Drive
DESCRIPTION
Operate the fan through the EECU using guided
diagnostics and VCADS pro. If the fan drive does
not respond correctly, the steps below should be
followed in order to determine if the fan drive is
faulty. If it is determined that the fan drive is
functional, return to guided diagnostics.
When disengaged, it is normal for the fan drive to
“freewheel” at approximately 100 to 500 rpm.
TROUBLESHOOTING FOR 2-WIRE FAN DRIVE
1. Drive will not engage: With the engine off,
ensure that the key switch is also off.
Disconnect the fan drive connector from the
engine wiring electrical harness and secure
the wires/harness to prevent contact with
rotating parts. Start the engine and run at
high idle with the fan wire disconnected. The
fan drive should engage within 30 seconds.
If not, replace the fan drive.
2. Drive will not disengage: With the engine
off, ensure that the key switch is also off (if
engine is hot, allow engine to cool for at least
one hour). Disconnect the fan drive
connector from the engine wiring electrical
harness. Using an ohmmeter, check the
resistance of both the RED and the GREEN
wires to vehicle ground. Test that the
resistance on either wire is less than 10k
ohms. If yes, replace the fan drive. If no,
reconnect the fan drive harness to the
vehicle harness. Back probe the RED and
GREEN wires at the fan drive connector with
a voltmeter. Start the engine and run at high
idle, the voltmeter should show 12V. If not,
the engine may still be too hot causing the
EECU to demand fan speed. Shut down the
engine and allow one additional hour for
cooling before resuming testing. If the
voltmeter indicates 12V with the fan drive
disengaged (fan speed less than 500 rpm),
then the fan drive is operating properly.
However, if the voltmeter indicates 12V with
the fan drive still engaged (fan speed greater
than 500 rpm), then the fan drive should be
replaced.
Page 48
TROUBLESHOOTING FOR 4-WIRE FAN DRIVE
1. Drive will not engage: With the engine off,
ensure that the key switch is also off.
Disconnect the fan drive connector from the
engine wiring electrical harness. Using an
ohmmeter, check the resistance across the
two black wires. Test that the resistance on
either wire is less than 10k ohms. If not,
replace the fan drive. If the resistance
reading is less than 10k ohms, then secure
the loose wires/harness to prevent contact
with rotating parts. Start the engine and run
at high idle with the fan wire disconnected.
Fan drive should engage within 30 seconds.
If not, replace the fan drive.
2. Drive will not disengage: With the engine
off, ensure that the key switch is also off (if
engine is hot, allow engine to cool for at least
one hour). Disconnect the fan drive
connector from the engine wiring electrical
harness. Using an ohmmeter, check the
resistance across both black wires. Test that
the resistance on either wire is less than 10k
ohms. If not, replace the fan drive. If
resistance readings are less than 10k ohms,
check the resistance of both the RED and
GREEN wires to vehicle ground with an
ohmmeter, at the fan drive connector. If
either wire's resistance is less than 10k
ohms, replace the fan drive. If the resistance
is not less than 10k ohms, reconnect the fan
drive harness to the vehicle harness. Back
probe the RED and GREEN wires at the fan
drive connector with a voltmeter. Start the
engine and run at high idle, the voltmeter
should show 12V. If not, the engine may still
be too hot causing the EECU to demand fan
speed. Shut down the engine and allow one
additional hour for cooling before resuming
testing. If the voltmeter indicates 12V with
the fan drive disengaged (fan speed less
than 500 rpm), then the fan drive is
operating properly . However, if the voltmeter
indicates 12V with the fan drive still engaged
(fan speed greater than 500 rpm), then the
fan drive should be replaced.
 TROUBLESHOOTING
Behr Electronically Modulated Fan
Drive
The Behr electronically modulated fan drive is a
highly reliable, maintenance-free system.
Diagnostics for the fan drive are generally
electrical in nature:
앫 The fan drive might be shorted high or
shorted low.
앫 An input to the fan drive control circuit is
commanding the fan drive to be engaged.
Inputs such as air conditioning On or Off,
coolant temperature, charge air cooler outlet
temperature and customer options such as
the fan override switch can cause the fan
drive to remain engaged. The air
conditioning On or Off signal or the charge
air cooler outlet temperature are the most
likely causes for a failure of the fan drive to
disengage. A failure of either of those two
sensors would not be evident to the operator
of the vehicle.
앫 Failure of the fan speed sensor.
The following troubleshooting chart provides
information for problems that might arise with the
fan drive. The fan drive assembly is not
repairable. Any problems diagnosed as being the
fault of the fan drive require the fan drive
assembly be replaced.
When diagnosing a faulty fan drive, note that
when differential speed between the primary disc
and the housing is low (engine at an idle) and the
working chamber is completely filled with oil, fan
drive disengagement can take several minutes.
Always service the fan drive assembly with
the engine NOT running. Keep clear of the fan
when the engine is running. The fan can start
to rotate at high speed without warning. Do
NOT attempt to restrict fan rotation while the
engine is running.

There are causes other than electrical that could

cause the fan drive to remain engaged:
앫 The correct fan type was not electronically
installed in Customer Data Programming —
The EECU contains settings for several fan
options such as standard On/Off fan drive,
electronically modulated fan drive and
air-sensing viscous fan drive. If the incorrect
fan type is selected, the fan will not function
properly and can remain engaged at all
times.
앫 A fan drive failure that has caused
over-heated fluid (silicone oil) —
Over-heating can cause the silicone oil to
break down. In early stages, silicone oil
breakdown can result in excessive fan drive
slippage. In later stages, silicone oil
breakdown can result in the fan drive
remaining engaged.

Page 49

Symptom
Fan does not disengage (no blink
code), engage properly or poor
fuel economy due to fan drive
remaining engaged.
Page 50
TROUBLESHOOTING
Possible Cause
1. Damaged bearings or silicone
oil leaking from fan drive.
2. Malfunction of valve or
solenoid, or defective fan drive.
3. Fan speed sensor error.
4. Incorrect fan type selected in
EECU Customer Data
Programming.
5. Defective charge air cooler
outlet temperature sensor or
coolant temperature sensor.
6. Incorrect signal from air
conditioning system.
7. Customer option set to YES,
causing fan drive to remain
engaged.
Diagnostic Procedure
1. With the engine NOT running, rotate the fan drive
by hand with the fan belt installed. This requires
moderate force due to the silicone oil inside the
fan drive. Any evidence of internal noise,
roughness, binding or leaking oil indicates that
the fan drive is damaged and must be replaced.
2. Shut off the engine and allow the coolant to cool.
After the engine has sufficiently cooled, start the
engine and make sure the air conditioner is
turned Off. The fan should disengage after
approximately 10 minutes of operation at
moderate engine speed (1,100–1,500 rpm). If the
fan remains engaged, disconnect the electronic
fan drive connector. On the fan drive side of the
harness connector, supply 12 volts to pin No. 5
and connect pin No. 4 to a good chassis ground.
Doing this applies 12 volts directly to the fan drive
solenoid. If the fan remains engaged, a problem
exists with the fan drive solenoid, valve, or the fan
drive has failed mechanically, requiring the fan
drive to be replaced. If the fan drive disengages,
inspect the engine wiring harness for rubbing or
chafing that can result in a low or high short.
Check all pin connections in the engine harness
between the fan drive and the EECU.
3. A fan speed sensor error logs a MID 128
PID 26 — ESTIMATED % FAN SPEED
diagnostic code. Refer to the V-MAC® IV Service
Manual, 8-213, for diagnostic procedures.
4. Access Customer Data Programming and verify
that “Electronic Viscous Fan Installed?” is
selected YES. Refer to the V-MAC® IV Service
Support Software User's Guide for information on
Customer Data Programming.
5. Verify that the charge air cooler outlet
temperature is below 66°C (150°F) and that the
coolant temperature is less than 93°C (200°F).
Refer to the V-MAC® IV Service Support
Software User's Guide for information on
checking temperature sensor output.
6. Access EECU Customer Data Programming.
Deselect the option “Air Conditioning Installed.”
Doing this causes the fan control circuit to ignore
any air conditioning system inputs. If the fan drive
functions properly after five minutes of engine
operation, the problem causing the fan drive to
remain engaged is with the air conditioning signal
to the EECU. Repair the air conditioning system
and then reset the option “Air Conditioning
Installed” to Yes.
7. Access the “Cab Fan Controls” section of the
Vehicle Electronic Control Unit (VECU) Customer
Data Programming and verify that for any option
set to Yes, the particular input for that option is
turned Off and not signaling the fan to remain
engaged.

Symptom
Fan does not engage.
Noise during operation.
TROUBLESHOOTING
Possible Cause
1. Silicone oil leakage from fan
drive.
2. Internal damage to fan drive.
3. Electrical or electronic problem
with fan drive control.
4. Incorrect fan type selected in
EECU Customer Data
Programming.
1. Damaged bearings.
2. Fan blades striking fan ring.
Diagnostic Procedure
1. Inspect the fan drive for evidence of oil leakage
around the outer circumference of the housing.
2. Rotate the fan drive by hand with the fan belt
installed. This requires moderate force due to the
resistance of the silicone oil inside the drive. Any
evidence of internal noise, roughness or binding
as the fan drive is being rotated requires that the
fan drive be replaced.
3. If there are no mechanical problems with the fan
drive, the fan drive solenoid might be defective, or
a problem with the electronic control system
might exist.
4. Access Customer Data Programming and verify
that “Electronic Viscous Fan Installed?” is
selected YES. Refer to the V-MAC® IV Service
Support Software User's Guide for information on
Customer Data Programming.
1. Rotate the fan drive by hand with the fan belt
installed. This requires moderate force due to the
silicone oil inside the drive. Note any noise or
roughness. Also, pull the fan drive back and forth
and note any axial movement of the drive. Any
noise, roughness or axial movement of the drive
indicates damaged bearings, requiring that the
fan drive be replaced.
2. Rotate the fan and note if the fan contacts the fan
ring at any point during rotation. Also, look for
evidence of damage to the tips of the fan blades
caused by striking the fan ring.

FAN DRIVE REPLACEMENT DUE TO FAN

Fan blades striking the fan ring can cause internal
damage to the fan drive that could go unnoticed.
The fan drive should be replaced if evidence of
the fan blades contacting the fan ring is noticed.
Refer to “FAN DRIVE REPLACEMENT DUE TO
FAN COLLISION” on page 51.
In addition to the information provided in the
troubleshooting chart, other conditions such as
damaged wiring harnesses, poor cooling system
performance, faulty thermostats and faulty
sensors can affect operation of the fan drive.
Those areas should also be investigated when
diagnosing fan drive problems.
COLLISION
Internal damage to the fan drive can occur if the
drive is subjected to shock loads generated by
the fan assembly striking or colliding with the fan
shroud, fan ring or associated components.
Shock loads of this type can lead to flaking and
break-out of the bearing material, resulting in
complete failure of the bearings shortly after the
fan collision occurred.
Even though there is no obvious or visible
physical damage to the fan drive, the drive MUST
be replaced any time a fan assembly has been
replaced due to damage caused by a collision
with the fan ring, shroud or any associated
component. Failure to replace the fan drive
following a fan collision, adversely affects
warranty coverage should a fan drive fail at a later
time.

Page 51
 TROUBLESHOOTING
If fan drive replacement is necessary and the
existing fan has not been damaged in any way,
the fan can be installed on the new drive. A
fan-to-fan drive mounting hardware kit consisting
of six fan-to-fan drive mounting hex bolts and four
Figure 42 — Fan-to-Fan Drive Mounting Hardware
1. Fan Mounting Bolts
2. Self-Tapping Screws
3. Fan Mounting Bolts
SLIP-HEAT PROTECTION
If the rotating speed of the fan is different from fan
drive speed, damage to the drive can occur due
to heat generated by the friction of the moving
parts. Slip-heat protection is controlled by the
EECU software and data file which uses data
from the engine and fan speed sensors. This
prevents intermediate fan speeds at high input
speeds. Without slip-heat protection, the fan drive
can overheat at high input speeds. On chassis
equipped with the Behr electronically modulated
fan drive having a 680 mm (26.77 inch) diameter
fan, slip-heat protection limits fan drive operation
as follows:
Page 52
cover-to-fan self-tapping screws is available
through the MACK Parts System. When installing
the fan to the fan drive, tighten the mounting bolts
to 26 N•m (19 lb-ft) torque.
42
4. Side View
5. Rear View
앫 Fan drive input speed of 2,850 rpm
(approximate engine speed of 1,650 rpm) —
No limitations.
앫 Fan drive input speed between
2,850–3,200 rpm (approximate engine
speed between 1,650–1,860 rpm) —
functions similar to an On/Off fan drive with a
small modulation zone.
앫 Fan drive input speed above 3,200 rpm
(approximate engine speed above
1,860 rpm) — Fan drive disengaged.
 TROUBLESHOOTING
THERMOSTAT AND SEAL
LEAK TEST
This test is performed to troubleshoot a low or no
heat condition or low engine heat temperature.
This is performed with all the drive belts installed
and the engine temperature less than 48.8°C
(120°F).
1. Drain the cooling system below the level of
the thermostat front cover.
2. Loosen the hose clamps securing the
radiator upper hose to the engine. Remove
the hose from the thermostat front cover.
Rotate the hose 180 degrees to the upward
position and retighten the hose clamp at the
radiator connection. Slowly pour coolant into
the repositioned hose until coolant becomes
visible at the thermostat area. Allow to set
for approximately 15 minutes to ensure
correct coolant level between engine and
radiator.
3. Cut a piece of hose four to six inches long
and the same diameter as the radiator upper
hose and attach it to the thermostat front
cover. Next, cut a piece of clear Plexiglas
tube the same size as the inside diameter of
the radiator upper hose. Mark the clear tube
in one-inch increments and attach the tube
to the cut upper hose piece, and then install
two hose clamps to attach the tube and hose
to the thermostat front cover.
4. Run the engine at 1,200 rpm and measure
the rise of coolant in the clear Plexiglas tube.
If the tube fills at a rate of less than two
inches per minute, the thermostat and seal
are good. If the coolant level rises faster
than two inches per minute, make sure that
foreign matter is not holding the thermostat
open. Visually inspect the check valve to be
sure it is operable and free from chips.
Check for proper seating and fit of the
thermostat in the front cover.
If the thermostat is being held open, fluid may
spray out of the end of the tube with some force.
Start the engine and remain in the cab looking at
the tube through the windshield. If fluid sprays out
of the tube or fills the tube rapidly, be prepared to
shut down the engine to avoid spraying fluid onto
painted surfaces.
5. If everything appears to be functioning
properly and the coolant level still rises
faster than two inches per minute, the
thermostat or seal is leaking and must be
replaced.
6. Check the seal for visual damage. When
replacing a thermostat, always use a new
seal.
Page 53
 TROUBLESHOOTING
PRESSURE TESTING COOLING
SYSTEM
Coolant is toxic; risk of poisoning. Do not
drink coolant. Use proper hand protection
Cooling System Pressure Test — when handling. Keep coolant out of reach of
Coolant Extractor Method children and animals. Failure to follow these
precautions can cause serious illness or
death.

The preferred method for pressure testing the 3. Connect the coolant extractor to the bottom
cooling system is to use the 2815-2V700 of the radiator.
43
(DBT2V700) Coolant Extractor. With the extractor
attached to the radiator, a regulated pressure test
can be performed using the following procedure.
If the 2815-2V700 (or equivalent) is unavailable,
refer to “Cooling System Pressure Test —
Alternate Method” on page 55 for pressure
testing the cooling system.

PRESSURE TESTING WITH THE 2815-2V700

(DBT2V700) COOLANT EXTRACTOR

This product can be used to check for coolant Figure 43 — Coolant Extractor Connection
leaks around the cylinder liner seals as well as
the remainder of the cooling system components. 4. Check to ensure the pressure cap is tight.
5. Pressurize the coolant system to
90–124 kPa (13–18 psi).
44

Pressure test the system when the engine and

cooling system are cold. Operating
temperatures can range from 68–93°C
(155–200°F). Putting a system under pressure
at these temperatures could expose someone
to danger of injury.

1. Slowly remove the pressure cap on the

surge tank to relieve cooling system
pressure. Reinstall the cap.
2. Using the coolant extractor, add one gallon
of water or coolant to the extractor.
Figure 44 — Pressure Gauge on Coolant Extractor

6. Inspect for coolant leaks around the radiator

and at all coolant pipe connections.
7. Relieve the pressure from the cooling
system.

Page 54
 TROUBLESHOOTING
8. Remove the coolant extractor from the
46

bottom of the radiator.

45

Figure 45 — Coolant Extractor Connection

9. Repair any coolant leaks and repeat the

above procedure to check for additional
leaks.

Cooling System Pressure Test —

Alternate Method

Figure 46 — Cooling System Pressure Tester

Pressure test the system when the engine and
cooling system are cold. Operating
temperatures can range from 68–93°C
(155–200°F). Putting a system under pressure
at these temperatures could expose someone
3. Unscrew the pressure regulator (2)
counterclockwise to close it. Open the valve
(1) of the pressure gauge to allow
compressed air into the cooling system.
47

to danger of injury.

1. Slowly remove the pressure cap on the

surge tank to relieve cooling system
pressure. Reinstall the cap.
2. Install the test pressure gauge so that it is
positioned above the highest point in the
cooling system. This prevents coolant from
running into the pressure gauge. Use the
drain hose to connect the pressure gauge to
the radiator drain plug.

Figure 47 — Shut-Off Valve Knob

4. Slowly pressurize the cooling system by

screwing in the pressure regulator (2) to no
greater than 40 kPa or 0.4 bar (6 psi). When
the pressure stabilizes, check the radiator,
hoses, all coolant connections and coolant
pump for leaks.

Page 55
 TROUBLESHOOTING
8. Start the engine, check for leaks and proper
48

operation. After shutdown, replenish fluids

as necessary.

Radiator/Surge Tank Cap —

LEU/MRU Models Only

Wipe all sealing surfaces clean and moisten with

coolant before assembling.

Figure 48 — Pressure Tester Gauge

5. Increase the pressure in the system to
approximately 20 kPa or 0.2 bar (3 psi)
above the valve opening pressure of the
pressure cap on the surge tank (check the
valve opening pressure written on the cap or
refer to the specifications section). Make
sure the valve opens. At this pressure, the
air should continuously leak through the
valve.
50
1. Remove the radiator or surge tank cap.
Inspect the cap seal to be sure it is clean
and free from cracks.
2. Attach the appropriate adapter to the
radiator or surge tank cap.
3. Connect the cooling system pressure tester
to the adapter.
4. Pump the cooling system pressure tester up
to the line indicated by the orange arrow on
the gauge (or at or near cap-rated pressure).

Perform this test for no longer than 10 seconds.

49

Figure 49 — Pressure Tester Gauge

Figure 50 — Pressure Tester

6. When done performing the cooling system
pressure test, disconnect the drain hose
from the radiator with the system still
pressurized. This prevents coolant from
entering the pressure gauge.
5. Observe the cooling system pressure tester
gauge for two minutes. If the needle on the
gauge holds steady, the cap is OK.

7. Disconnect the pressure gauge from the 6. If the needle on the gauge drops, replace
compressed air source. the cap.

Page 56
MAINTENANCE

MAINTENANCE

Page 57
 MAINTENANCE
CHECKING FOR COOLING
SYSTEM CORROSION
Remove the radiator pressure cap and check
inside the radiator for corrosion that might be
found around the tube ends. On those radiators
that do not have a radiator cap, a limited view of
the inside of the radiator can be gained by
removing one of the radiator inlet fittings. If the
radiator is restricted with solder bloom, add
3.8 liters (one gallon) of Penray® 2001 On-Line
Cooling System Cleaner to the cooling system
and operate the vehicle for approximately
40 000 km (25,000 miles). After 40 000 km
(25,000 miles), drain and flush the cooling
system. Refill the system with fresh coolant, then
add SCA packets, if applicable. Do NOT add
additional inhibitors. If the engine is equipped
with a spin-on coolant conditioner canister,
replace with a MACK canister.
RADIATOR/EXPANSION TANK
CAP MAINTENANCE
At the recommended interval (refer to the
Maintenance and Lubrication Manual, TS494),
check the condition of the radiator/expansion tank
cap gasket. Then, using cooling system pressure
tester J 24460-01, pressure test the cap. MACK
engines currently use a 16-lb. cap.
Page 58
RADIATOR
The radiator plays an important role in overall
engine performance by allowing the engine an
efficient way to eliminate the heat caused by the
combustion process. To control heat effectively,
the radiator must be kept clear of excessive dust,
insects, leaves, mud or any other contaminant
that restricts the air flow through the radiator.
Using compressed air or water spray, clean
insects, leaves and other foreign matter from
radiator core openings, as required. Always clean
the radiator core from the engine side. Never use
a wire or a screwdriver. Make sure hose clamps
are tight, and replace hoses that have
deteriorated.
For trucks that operate in areas of heavy
contaminants (such as extreme dust or insect
concentration), an increased inspection and
maintenance of the radiator is required.
The radiator (and the entire cooling system) must
be kept clear of sludge, scale and rust. These
deposits can be loosened using an approved
cooling system cleaner.
For specific instructions on the use of a cleaner,
refer to supplier recommendations. This is of
prime importance because different products vary
in chemical composition and concentration. After
cleaning and flushing, fill the system with an
approved antifreeze/quality water solution.
Engine oil leaking into the cooling system causes
sludge to form and plug the MACK coolant
conditioner when contact is made with the
corrosion inhibitor in the coolant conditioner. If
this occurs, repair the oil leak and replace the
coolant conditioner.
Engine oil also damages the EPDM O-rings and
seal rings used throughout the cooling system. If
this occurs, repair the oil leak, flush clean the
cooling system, leak check for potential leaks and
replace O-rings and seal rings as required.
 MAINTENANCE
COOLANT TESTS
The coolant mixture must be properly maintained
to provide maximum freeze protection, along with
protection against corrosion, cavitation erosion
and pitting. The following coolant tests should be
performed to ensure that the coolant is providing
maximum protection.
Freeze Protection
Coolant freeze protection should be checked at
the recommended interval (refer to the
Maintenance and Lubrication Manual, TS494). A
mixture between 40%–60% of antifreeze and
quality water is required.
Do NOT exceed a 60% solution. A concentration
of greater than 60% will adversely affect heat
transfer and may result in engine damage.
A refractometer should be used to measure
freeze protection. A refractometer that measures
both ethylene glycol and propylene glycol
concentrations is available from SPX Kent-Moore.
Tool part No. J 23688 measures
ethylene/propylene glycol concentration in
degrees Fahrenheit and tool part No. J 26568
measures ethylene/propylene glycol
concentration in degrees Centigrade.
Nitrite Level
To ensure that the coolant is properly maintained
(neither overcharged nor undercharged), coolant
nitrite level must be checked at each oil change
interval, prior to adding SCA packets or changing
the coolant conditioner. Three-way test strips
(part No. 7046-3001M) that test ethylene or
propylene glycol concentration, along with nitrite
and pH levels, are available through a MACK
dealer. Nitrite level should be maintained
between 1200 to 4000 ppm (desired target is
1600 ppm).
The coolant should be checked with a test strip
prior to adding antifreeze/quality water solution to
the cooling system and before adding SCA
packets or changing the coolant conditioner. Low
concentrations of SCA results in cavitation
erosion, pitting and eventual engine failure. High
concentrations of SCA leads to sludge build-up
and overheating.
Testing coolant nitrite level is not required with
Texaco or ROTELLA™ extended-life coolants.
Coolant pH Level
Coolant pH level is a measure of coolant
corrosiveness. For best results, pH should be
maintained between 8.5 and 10.5 for traditional
coolants and between 7.0 and 10.0 for
extended-life coolants. The coolant pH level
should be tested at each oil change interval. If
coolant pH is outside these ranges, the cooling
system must be drained and refilled with fresh
coolant. Coolant pH above the specified range
attacks aluminum, copper and other non-ferrous
materials in the cooling system. Coolants with pH
below the specified range can attack ferrous
materials. A coolant pH electronic tester (tool part
No. J 41660) is available from SPX Kent-Moore.
Additionally, a three-way test strip (part No.
7046-3001M) that tests ethylene glycol or
propylene glycol concentration, along with nitrite
and pH levels, is available through a MACK
dealer.
Nitrite levels cannot be maintained if coolant pH
levels are below the specified minimum.
Page 59
 MAINTENANCE
Organic Acid Concentration
(Extended-Life Coolants)
To ensure that the extended-life coolant has not
been contaminated with traditional coolant, the
coolant mixture should be tested at the
recommended service interval (refer to the
Maintenance and Lubrication Manual, TS494).
Test strips are available for this purpose. The test
is a pass/fail type that indicates whether the
coolant is contaminated or not. If the test
indicates contamination, the cooling system
should be drained, flushed and refilled with fresh
extended-life coolant. The test strips can be
ordered directly from Texaco or Shell. The test
strips (part No. ELCTS for both Texaco and
ROTELLA™) can be ordered by calling
800-655-4473.
Do not use the nitrite test strips used for testing
the nitrite level of traditional coolants to test
extended-life coolants.
Test Strips for Testing Glycol, Nitrite
and pH Levels in Heavy-Duty
Coolant
Proper coolant conditioning must be maintained
in a wet-sleeve diesel engine to provide maximum
engine block and cylinder sleeve protection.
Engine coolant must contain a proper mixture of
quality water, recommended antifreeze and
Supplemental Coolant Additives (SCA) so that
maximum protection against engine damage is
provided. A mixture of 50/50 quality water and
antifreeze is required to provide freeze and
boiling point protection. Antifreeze and quality
water must meet the following specifications:
앫 Antifreeze — Ethylene glycol- or propylene
glycol-based, low silicate antifreeze meeting
ASTM D4985 test criteria must be used in all
MACK Class 8 vehicles. These antifreezes
are sometimes referred to as “heavy-duty
diesel engine coolants.” Passenger car
coolants do NOT meet the above
specifications.
앫 Quality Water — Water meeting the
following criteria should be used in the
coolant mixture.
Page 60
Limit gr/gal ASTM Test
Property (ppm) Method
Chloride (Cl) 2.4 (40) max. D512b, D512d,
D4327
Sulfate (SO4) 5.9 (100) max. D516b, D516d,
D4327
Total Hardness 10 (170) max. D1126b
Total Solids 20 (340) D1293
Coolant nitrite level must be maintained between
1200–4000 ppm to prevent pitting and erosion
damage to the cylinder sleeves. Additionally,
coolant pH level must be maintained between
8.5–10.5 to prevent cooling system damage due
to corrosion. Nitrite levels are maintained by the
addition of SCA to the coolant mixture.
To ensure that the above requirements are being
maintained at the proper levels (neither
overcharged or undercharged), coolant must be
tested prior to adding antifreeze/quality water
solution to the cooling system, and before adding
SCA packets or changing the coolant conditioner.
Low concentrations of SCA result in cavitation
erosion, pitting and eventual engine failure. High
concentrations of SCA lead to sludge build-up
and overheating.
Two accurate, easy-to-use and cost effective
methods for checking antifreeze protection, nitrite
level and pH level of the coolant are available
through the MACK Parts System. To test
antifreeze concentration and nitrite level only,
2-Way Glycol and Nitrite Level Test Strips (part
No. 9953-354102) are available. To test
antifreeze concentration, nitrite level and pH level,
3-Way Test Strips (part No. 7046-3001M) are
available. Both 2-way and 3-way test strips, which
replace the previously used Cooling System Test
Kit (part No. 57GC2100), are sold in packages of
50 strips. Instructions on test strip use and color
charts for determining the results of the test are
included.
The information refers to traditional coolants. For
information concerning extended-life coolants,
refer to the coolant information provided in the
Maintenance and Lubrication Manual, TS494.
 MAINTENANCE
Some important reminders when using the
coolant test strips are:
For extended-life coolants, checking coolant 앫 Always use clean hands when using the test
nitrite level is not required. Additionally, coolant strips.
pH level for extended life coolants must be 앫 The test is not accurate if more than
maintained between 7.0–10.0. 75 seconds elapses after the test strip is
dipped.
The test strips are easy to use. Instructions for 앫 If the coolant sample is pure antifreeze (no
test strip use are as follows. water added), the test strip is not accurate.
Sometimes dye is used in the antifreeze
formulation that interferes with an exact
match between the strip and the color
Avoid injury. Shut the engine off and allow the selection. If this occurs, a refractometer
cooling system to cool before removing the should be used to accurately determine
pressure cap from the radiator or surge tank. freeze protection.
Turn the cap to the first stop, but do not 앫 The test strips are not accurate if the strips
depress. Allow any residual pressure to are exposed to the atmosphere (left outside
dissipate. After pressure has completely the package or the bottle left uncapped) for
dissipated, press the cap downward and more than an hour. Also, if the strips are
continue turning to remove. expired, test results are not accurate. Always
refer to the date code on the container and
use the strips prior to the expiration date.
3-WAY TEST STRIPS
After determining the test results, service the
The 3-way test strip kit contains 50 test strips, a
coolant as outlined in the Maintenance and
color chart on the bottle label, a test vial, cap and
Lubrication Manual, TS494.
a syringe for drawing a sample from the radiator.
1. Obtain a coolant sample by using the
syringe to draw coolant from the radiator and
dispensing it into the test vial to a level
where the vial is 80% full.
2. Dip one test strip into the coolant sample for
two seconds and then remove the strip. Be
sure that all test pads on the strip come in
contact with the coolant sample.
3. Hold the test strip level, and after
10 seconds, compare the freeze point and
pH colors on the strip with the colors on the
chart. After 60 seconds, compare the nitrite
color on the strip with the color on the chart.

Page 61
 MAINTENANCE
COOLANT CONDITIONING
The coolant mixture in a wet liner diesel engine
must be properly maintained to provide maximum
cylinder block and cylinder liner protection.
Engine coolant must contain a proper mixture of
quality water, recommended antifreeze and
Supplemental Coolant Additives (SCAs) so that
maximum freeze and boil point protection, and
protection against cavitation erosion is provided.
Coolant is maintained by adding SCA at each
regularly scheduled oil change interval. Two
different methods of adding SCAs are available.
The standard method is by adding SCA packets
directly into the cooling system. With this method,
an envelope containing two dissolvable plastic
packets of SCA in powder form is included with
the filter service kit. These dissolvable plastic
packets are added directly into the cooling
system through either the coolant
expansion/surge tank or directly into the radiator.
Be sure to add the packets to the
expansion/surge tank.
The second method is a spin-on coolant
conditioner. The spin-on coolant conditioner
contains the SCA package inside the canister so
that a fresh charge of SCA is added to the cooling
system each time the coolant conditioner is
changed.
Regardless of the method used to add SCA to the
cooling system, the end result is the same — the
proper level of SCA is added to protect both
engine and cooling system.
Do not use extended-life coolants in engines
equipped with a coolant conditioner. Do not add
SCA packets to extended-life coolants. Testing
coolant nitrite level is not required with
extended-life coolants.
Page 62
Intervals for Adding SCA Packets or
Changing the Coolant Conditioner
Addition of SCA packets or coolant conditioner
change intervals for MACK engines are outlined
in the Maintenance and Lubrication Manual,
TS494.
Vehicles used for pump-off or similar types of
operations where the engine idles for periods of
time without being driven, require the SCA
packets be added or the coolant conditioner
changed based on hours/days of engine
operation rather than accumulated chassis
mileage.
Adding SCA Packets
SCA are supplied in envelopes containing two
dissolvable plastic packets. This method of
adding SCA to the cooling system allows the
coolant nitrite level to be optimized. SCA packets
should be added to the cooling system according
to the following criteria:
앫 0–1,200 ppm — add two packets
앫 1,200–2,400 ppm — add one packet
앫 Greater than 2,400 ppm — do not add
packets
When adding the SCA packets into the
expansion/surge tank, it might be necessary to
use a suction pump (or similar type of device) to
remove some coolant and provide room for the
packets. Add the excess coolant into the recovery
bottle, if applicable.
Do NOT open the envelopes containing the
plastic SCA packets until ready to use. Do
NOT open the plastic SCA packets. Place the
entire sealed plastic packet into the cooling
system.
 MAINTENANCE
53

Avoid injury. Shut the engine off and allow the

cooling system to cool before removing the
pressure cap. Turn the cap to the first stop,
but do not depress. Allow any residual
pressure to dissipate. After pressure
completely dissipates, press the cap
downward and continue turning to remove.

Add the SCA packets to the cooling system as

follows:
앫 On CHU, CXU, GU and other model chassis, Figure 53 — TD7
add the SCA packets into the plastic surge
tank. 1. Surge Tank
51

On LEU and MRU model chassis, add SCA

packets into the pressurized surge tank
which is located behind the cab on the
left-hand side of the chassis, mounted near
the air cleaner.
54

Figure 51 — CHU/CXU

1. Surge Tank

52

Figure 54 — LEU and MRU Surge Tank

Figure 52 — GU

1. Surge Tank

Page 63
 MAINTENANCE
COOLANT CONDITIONER
55

REPLACEMENT
To install a new coolant conditioner:
1. Relieve coolant system pressure by
removing the radiator cap.
2. Close the coolant conditioner shut-off valve
located just above the coolant conditioner
canister. The shut-off valve handle in the
crosswise position is “closed.”
3. Using tool J 29927, remove the old
conditioner.
4. Clean the coolant conditioner mounting
surface.
5. Apply a light film of engine oil to the sealing
gasket of the new coolant conditioner.
6. Install the new coolant conditioner and
Figure 55 — MRU Surge Tank tighten to 1/2 to 3/4 turn after the gasket
contacts the base.
앫 On chassis models with radiator only, add
7. Open the coolant conditioner shut-off valve.
the SCA packets directly into the radiator.
56 The shut-off valve handle in the in-line
position is “opened.”
8. Install the radiator cap. Start the engine and
check for leaks.
9. Replenish the cooling system with the
proper mixture of coolant.

Figure 56 — Radiator Fill Cap

1. Fill Cap

Page 64
 MAINTENANCE
SAFETY PRECAUTIONS FOR
VISCOUS FAN DRIVES
Viscous fan drives use a controlled amount of
fluid for effective fan operation. If it becomes
necessary to remove the viscous drive from the
engine, remove the six nuts that retain the hub
and fan. Do NOT remove or loosen the six bolts
that hold the hub together. Doing so allows fluid
to leak from the drive and affect proper fan
operation.
Misuse, misapplication or modification of
radiator cooling fans can result in serious
personal injury and property damage. Always
follow the basic safety precautions included
in this section.
앫 Do NOT operate the engine with a defective
viscous fan drive, or with a fan which has
been bent, mutilated, modified or damaged.
Continued operation could result in serious
failure resulting in personal injury or property
damage.
앫 If there is evidence of fan drive malfunction
or exterior damage to the drive or fan,
remove and replace both components. Field
repair involving disassembly of the viscous
fan drive can be dangerous and is not
recommended. Contact your nearest MACK
distributor.
앫 Replace the fan if there is any indication of
corrosion or erosion of the fan.
앫 Never attempt to restrict fan blade rotation
during engine operation. Doing so can
cause serious personal injury or fan drive or
property damage.
앫 Do NOT operate the engine if the fan strikes
against any engine component while in
operation.
앫 Never operate a viscous fan with closed or
partially closed winterfronts. Do not use
cardboard or other similar improvised
restrictions.
In extremely cold ambient temperatures, consider
installing an On/Off fan clutch rather than using a
viscous fan drive. Refer to Cold Weather
information in the Maintenance and Lubrication
Manual, TS494.
앫 Have the fan inspected by a qualified
mechanic if it has been exposed to
excessively high temperatures of about
121°C (250°F), and it contains any plastic or
rubber components.
앫 Do NOT rebalance the fan. If balancing is
necessary, contact your nearest MACK
distributor.
앫 Perform all required maintenance on the
subassembly to which the fan is attached.
앫 Make sure that all bolts attaching the fan are
tightened to the specified torque.
앫 Install the fan only on an engine which has
been approved for such fan. (Check the
engine manufacturer’s part list.) Likewise,
install a subassembly to which the fan is
attached only if approved or specified for use
on the engine.
앫 Install the fan so the word “front” stamped on
the fan, faces the radiator.
앫 Do NOT modify or substitute any parts of the
engine unless in accordance with engine
manufacturer instructions. Do not make
modifications that increase the operating
speed of the fan.
Page 65
 MAINTENANCE
BORGWARNER® ON/OFF FAN
57

DRIVE PREVENTIVE
MAINTENANCE

Fan Drive Preventive Maintenance

Fan drive preventive maintenance should be
performed at every oil drain or every 40 225 km
(25,000 miles), whichever occurs first.
1. With the engine stopped, and the clutch
disengaged, check for air leaks at the front
of the clutch and between the clutch and
drive hub. Figure 57 — System Alert Tool

2. Check electrical and air connections at the

solenoid.
3. Examine wire and airline routing for damage
and chafing. Repair as required.
4. Check the exhaust port on the solenoid for
restrictions and debris. Remove any
obstructions to ensure positive engagement.
Clutch Lining Check for K26 and
K30 Fan Drives
It is very important to check the fan lining
condition on a regular basis.
앫 First Check: 160 930 km (100,000 miles)
앫 Subsequent Checks: Every 80 465 km
(50,000 miles)
LINING WEAR CHECK
1. Begin the lining wear check procedure with
the fan clutch engaged (no air supplied to
clutch). If necessary, disconnect the air line
from the fan clutch.
2. Place the “System Alert Tool” or fabricated
tool onto the back surface of the clutch shaft.
The tool should fit down into the pocket of
the clutch shaft and the top surface of the
tool should be below the surface of the lining
retention plate.
58

BORGWARNER® SYSTEM ALERT TOOL

This tool is a “go/no-go” gauge available from
BorgWarner® that will indicate whether the lining
is close to the wear limits and needs to be
replaced. To obtain this tool, contact
BorgWarner® Thermal Systems Technical
Support at 1-800-927-7811 or visit the Figure 58 — System Alert Tool — New Clutch Lining
BorgWarner® website. Additionally, the tool can
be fabricated locally out of 16-gauge sheet
aluminum.

Page 66
 MAINTENANCE
3. If the lining is worn, the checking tool will
protrude above the surface of the lining
plate. The lining should be replaced when
the tool is exactly flush with the lining
retention plate. Refer to “ON/OFF FAN
CLUTCH OVERHAUL” on page 117 for lining
replacement and overhaul.
59
Figure 59 — System Alert Tool — Worn Clutch Lining
Rapid lining wear indicates a problem in the fan
drive control system or clutch bearings. If clutch
assembly bearings are in need of replacement,
the entire clutch needs to be replaced as a unit.
Contact BorgWarner® Thermal Systems
Technical Support at 1-800-927-7811.
BORGWARNER® COOL
LOGIC™ FAN DRIVE ROUTINE
INSPECTION
Routine Inspection of Fan Drive and
Fan
Visually inspect the fan drive and fan installation
during each scheduled maintenance. Check for
appropriate fan-to-shroud clearances and look for
any foreign objects that may be located in the
path of the fan or fan drive. Examine the fan drive
for any fluid leakage; however, grease purge from
the hub bearings is normal. Grease purge occurs
from any manufacturing overfill of grease being
forced out when the bearing reaches standard
operating temperature.
60
Figure 60 — Normal Grease Purge
1. Grease Trials 2. Rear of Fan Drive
Page 67
 MAINTENANCE
FAN DRIVE ELECTRICAL HARNESS
61

INSPECTION
Inspect the electrical harness for proper mounting
and for adequate clearance from drive belts or
other rotating components. A 2-wire or 4-wire
electrical harness exits from the rear of the fan
drive assembly. If the drive will not disengage, the
electrical harness may be damaged. Carefully
inspect for frayed or cut wires. If damage is found,
the fan drive assembly must be replaced.

Figure 61 — Frayed Wire

1. Frayed Wire 2. Rear of Fan Drive

Page 68
REPAIR INSTRUCTIONS

REPAIR INSTRUCTIONS

Page 69
 REPAIR INSTRUCTIONS
RADIATOR REMOVAL AND CXU Model Chassis
INSTALLATION
[232] RADIATOR REMOVAL

General Guidelines
Allow the cooling system to cool completely
앫 Always use ethylene glycol or propylene
before attempting to remove the radiator. To
glycol and quality water solution for
avoid injury when removing the filler cap from
year-round coolant. Before attempting to
the surge tank, allow pressure to dissipate
remove the radiator, drain coolant into a
and then continue turning to remove.
suitable container and save for reuse.
앫 Drain the air system before removing the 1. Secure the chassis for service. Apply the
radiator. parking brakes and block the wheels to
앫 Remove the supply air line from the fan drive prevent the vehicle from moving.
control valve (if applicable). 2. Disconnect the batteries by disconnecting
앫 After removing the radiator, check internal the negative cable and then the positive
and external condition of all hoses. Replace cable.
any hose showing signs of heat cracks, 3. Completely drain the air system.
flaking or sponginess.
4. Raise the hood.
앫 Check condition of radiator insulators and
replace if worn, damaged or spongy. 5. Remove the filler cap from the surge tank.
앫 Check condition of threads on studs and 6. Drain the coolant from the radiator and the
bolts. Repair or replace as necessary. cylinder block using the coolant extractor
2815-2V700 (DBT2V700) or equivalent.
앫 Check condition of radiator mounting
supports. Repair or replace as necessary. 7. Lower the hood slightly to relieve tension on
the hood limit cables and assist springs and
앫 Measure the angle at which the radiator is use a jackstand to prop the hood in position.
mounted to the frame. Mount replacement Use a suitable pad (cardboard, wood, etc.)
radiator at the same angle as the removed to protect the hood finish.
radiator.
8. Disconnect the hood assist springs and
hood limit cables from the mounting studs
located at the top sides of the radiator.
Do not disconnect any air conditioning hoses 9. Working through the grille opening in the
when removing the radiator. The radiator can be hood, remove the grille fasteners and grille
removed by separating the air conditioning from the brackets on the charge air cooler.
condenser from the charge air cooler and
10. Remove the brackets and air recirculation
supporting the unit so that it does not hang by the
shields from the charge air cooler and
refrigerant lines.
radiator.

Page 70
 REPAIR INSTRUCTIONS
11. Disconnect the air conditioning condenser 14. Loosen the clamps and separate the diverter
line support bracket at the left side of the valve hose from the inlet air elbow at the
radiator. turbocharger.
62
15. Loosen two clamps and disconnect the
turbocharger-to-charge air cooler inlet pipe.
Cover the opening of the charge air cooler,
the turbocharger and both ends of the air
pipe to prevent contamination.
64

Figure 62 — A/C Line Bracket

12. Loosen two clamps and disconnect the

coupling hose from the charge air cooler
outlet to intake. Cover the opening of the
charge air cooler and inlet air pipe to prevent
Figure 64 — Charge Air Cooler Inlet
contamination.
63
16. Remove the upper radiator hose and
clamps.
65

Figure 65 — Radiator Upper Hose

Figure 63 — Charge Air Cooler Outlet

13. Remove the air line from the diverter valve.

Page 71
 REPAIR INSTRUCTIONS
17. Disconnect the surge tank purge line from
the cylinder head and cut the tie strap.
Loosen the clamp and disconnect the
coolant static fill hose from the right side
bottom of the surge tank.
21. Remove the air conditioning condenser bolts
and condenser from the charge air cooler.
Secure the condenser out of the way so that
it does not hang by the refrigerant lines.
68

66

Figure 66 — Purge Line and Static Fill Hose

18. Unplug the coolant level sensor harness

connector located on the surge tank.
19. If equipped, disconnect the transmission oil
cooler lines from the radiator. Figure 68 — A/C Condenser

20. Loosen the lower radiator hose clamp at the
radiator and disconnect the hose.
67
22. On the left side of the charge air cooler,
remove the bolts securing the bracket to the
charge air cooler. On the right side of the
charge air cooler, remove the upper bolts
securing the charge air cooler to the radiator.
69

Figure 67 — Radiator Lower Hose

Figure 69 — Left Charge Air Cooler (CAC) Bracket

Page 72
 REPAIR INSTRUCTIONS
23. Loosen the lower nut on each side of the 25. Attach a hoist and chain or lifting strap of
charge air cooler. suitable capacity to the radiator on each side
70
at the top.
26. Raise the hoist slightly to support the
radiator.
27. Remove the radiator-to-frame mounting
bolts and nuts.
28. Tilt the radiator toward the front of the
vehicle slightly, raise the radiator assembly
and remove it from the chassis. Raise the
radiator slowly to prevent damage.
29. Separate the surge tank and mounting
brackets from the radiator.
72

Figure 70 — CAC Lower Attachment

It is not necessary to remove the lower charge air

cooler nuts or washers. Simply loosen them so
that the charge air cooler can be tilted and
removed.

24. Tilt and remove the charge air cooler from

the radiator.
71

Figure 72 — Surge Tank

30. Retain the appropriate components and

hardware for installation on the replacement
radiator, such as:
앫 Lower deflector
앫 Transmission cooler line fittings (if
equipped)
앫 Overflow tube
앫 Radiator mount hardware
앫 Hood spring support brackets
앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
Figure 71 — Charge Air Cooler 앫 Charge air cooler mounting hardware

Page 73
 REPAIR INSTRUCTIONS
RADIATOR INSTALLATION
73

1. Install the appropriate components and

hardware on the replacement radiator, such
as:
앫 Lower deflector
앫 Transmission cooler line fittings (if
equipped)
앫 Overflow tube
앫 Radiator mount hardware
앫 Hood spring support brackets
앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware
2. Attach the hoist and chain or lifting strap to
the radiator. Figure 73 — Charge Air Cooler (CAC)
3. Install new upper and lower mounting
insulators into the radiator mounting 6. Using an alignment tool on the right side of
brackets located on right and left frame rails. the charge air cooler, lift the cooler to align
the holes and install the upper bolts.
4. Lower the radiator between the frame rails 74

into position on the upper and lower mounts.

Install the fasteners and tighten to
specification.
Remove the hoist and chain or lifting strap.
5. Lift the charge air cooler into position
between the frame rails. Make sure the
lower mounts of the charge air cooler are
resting on the studs with the nuts and
washers on the outside of the bracket.

Be careful not to damage the radiator or charge

air cooler core fins. Leaks and lowered
component efficiency can result.

Figure 74 — CAC Alignment

Page 74
 REPAIR INSTRUCTIONS
7. On the left side of the charge air cooler,
install the bolts to secure the bracket to the
radiator and to the charge air cooler. Tighten
the upper and lower mounts to specification.
10. Position the air conditioning condenser in
front of the charge air cooler, install the bolts
and tighten to secure.
77

75

Figure 77 — A/C Condenser

Figure 75 — CAC Bracket
11. Connect the air conditioning condenser line
8. If equipped, connect the transmission oil support bracket to the left side of the
cooler lines to the fittings on the radiator. radiator.
78
9. Inspect the lower radiator hose for cracks
and overall condition and replace if
necessary. Connect the lower radiator hose
to the radiator, position the clamp and
tighten to 2.8–3.4 N•m (25–30 lb-in).
76

Figure 78 — A/C Condenser Line Bracket

Figure 76 — Radiator Lower Hose

Page 75
 REPAIR INSTRUCTIONS
12. Inspect the upper radiator hose for cracks
and overall condition and replace if
necessary. Install the upper radiator hose,
position the clamps and tighten to
2.8–3.4 N•m (25–30 lb-in).
14. Attach the coolant level sensor harness
connector to the sensor located on the surge
tank.
15. Connect the coolant static fill hose to the
surge tank, position the clamp and tighten to
2.8–3.4 N•m (25–30 lb-in). Connect the
surge tank purge line to the cylinder head.
81

Use the alignment marks on the hose and pipe to

aid in orientation.
79

Figure 81 — Purge Line and Static Fill Hose

16. Uncover the opening of the charge air

cooler, the turbocharger and both ends of
Figure 79 — Radiator Upper Hose
the air pipe. Position the
turbocharger-to-charge air cooler inlet pipe
13. Remove the cover from the charge air cooler
between the charge air cooler and
outlet and air intake pipe. Attach the charge
turbocharger. Inspect the V-band clamps for
air cooler outlet hose to the charge air cooler
wear or damage and replace if needed.
and air intake pipe. Inspect the V-band
Lubricate the T-bolt threads and V-inserts.
clamps for wear or damage and replace if
Position the clamps and tighten to secure.
needed. Lubricate the T-bolt threads and 82
V-inserts. Position the clamp and tighten to
secure the hose.
80

Figure 80 — Charge Air Cooler Outlet

Figure 82 — Charge Air Cooler Inlet

Page 76
 REPAIR INSTRUCTIONS
17. Connect the diverter valve hose to the inlet
air elbow at the turbocharger, position the
clamp and tighten to secure.
18. Connect the air line to the diverter valve.
19. Attach the hood assist springs and hood
limit cables to the mounting brackets on
each side of the radiator.
20. Remove the support from under the hood.
21. Install the brackets and air recirculation
shields to the charge air cooler and radiator.
22. Working through the grille opening in the
hood, install the grille and grille fasteners to
the brackets and air recirculation shields on
the charge air cooler.
23. Close all drain valves on the radiator and the
cylinder block and make sure all cooling
system and inlet air system hose clamps
and fittings are properly installed and
tightened.
24. Fill the cooling system with the
recommended coolant using coolant
extractor 2815-2V700 (DBT2V700) or
equivalent
83
Figure 83 — Coolant Extractor Connection
25. Install the filler cap onto the surge tank.
26. Reconnect the batteries by connecting the
positive cable and then the negative cable.
Before starting the engine, make sure the fan
is clear of the shroud and there are no loose
objects on the engine or radiator.
27. Start the engine and check for coolant leaks.
Run the engine at fast idle (1,200 rpm) until
reaching normal operating temperature.
28. Stop the engine and recheck the system for
coolant leaks.
29. Check the coolant level and add coolant as
necessary.
To avoid injury when removing the filler cap
from the surge tank, turn the cap
counterclockwise slightly to allow pressure to
dissipate and then continue turning to
remove.
Test the coolant with a refractometer to make
sure that adequate protection is provided for the
lowest expected prevailing ambient temperature.
The coolant mixture must never exceed 60%
concentration of ethylene glycol or propylene
glycol.
30. Lower and secure the hood.
CHU Model Chassis
RADIATOR REMOVAL
Allow the cooling system to cool completely
before attempting to remove the radiator. To
avoid injury when removing the filler cap from
the surge tank, allow pressure to dissipate
and then continue turning to remove.
1. Secure the chassis for service. Apply the
parking brakes and block the wheels to
prevent the vehicle from moving.
2. Disconnect the batteries by disconnecting
the negative cable and then the positive
cable.
3. Completely drain the air system.
4. Raise the hood.
5. Remove the filler cap from the surge tank.
Page 77
 REPAIR INSTRUCTIONS
6. Drain the coolant from the radiator and the
85

cylinder block using the coolant extractor

2815-2V700 (DBT2V700) or equivalent.
7. Lower the hood slightly to relieve tension on
the hood limit cables and assist springs and
use a jackstand to prop the hood in position.
Use a suitable pad (cardboard, wood, etc.)
to protect the hood finish.
8. Disconnect the hood assist springs and
hood limit cables from the mounting studs
located at the top sides of the radiator.
9. Working through the grille opening in the
hood, remove the grille fasteners and grille
from the brackets on the charge air cooler.
10. Remove the brackets and air recirculation
shields from the charge air cooler and
radiator.
11. Disconnect the air conditioning condenser
line support bracket at the left side of the Figure 85 — Charge Air Cooler Outlet
radiator.
84
13. Remove the air line from the diverter valve.
14. Loosen the clamps and separate the diverter
valve hose from the inlet air elbow at the
turbocharger.
15. Loosen two clamps and disconnect the
turbocharger-to-charge air cooler inlet pipe.
Cover the opening of the charge air cooler,
the turbocharger and both ends of the air
pipe to prevent contamination.
86

Figure 84 — A/C Condenser Line Bracket

12. Loosen two clamps and disconnect the

coupling hose from the charge air cooler
outlet to intake. Cover the opening of the
charge air cooler and inlet air pipe to prevent
contamination.

Figure 86 — Charge Air Cooler Inlet

Page 78
 REPAIR INSTRUCTIONS
16. Remove the upper radiator hose and
clamps.
87
Figure 87 — Radiator Upper Hose
17. Disconnect the surge tank purge line from
the cylinder head and cut the tie strap.
Loosen the clamp and disconnect the
coolant static fill hose from the surge tank.
88
Figure 88 — Purge Line and Static Fill Hose
18. Unplug the coolant level sensor harness
connector located on the surge tank.
19. If equipped, disconnect the transmission oil
cooler lines from the radiator.
20. Loosen the lower radiator hose clamp at the
radiator and disconnect the hose.
89
Figure 89 — Radiator Lower Hose
21. Remove the air conditioning condenser bolts
and condenser from the charge air cooler.
Secure the condenser out of the way so that
it does not hang by the refrigerant lines.
90
Figure 90 — A/C Condenser
Page 79
 REPAIR INSTRUCTIONS
22. On the left side of the charge air cooler,
remove the bolts securing the bracket to the
charge air cooler. On the right side of the
charge air cooler, remove the upper bolts It is not necessary to remove the lower charge air
securing the charge air cooler to the radiator. cooler nuts or washers. Simply loosen them so
91 that the charge air cooler can be tilted and
removed.

24. Tilt and remove the charge air cooler from

the radiator.
93

Figure 91 — Left Charge Air Cooler (CAC) Bracket

23. Loosen the lower nut on each side of the

charge air cooler.
92

Figure 93 — Charge Air Cooler

25. Attach a hoist and chain or lifting strap of

suitable capacity to the radiator on each side
at the top.
26. Raise the hoist slightly to support the
radiator.
27. Remove the radiator-to-frame mounting
bolts and nuts.
28. Tilt the radiator toward the front of the
vehicle slightly, raise the radiator assembly
and remove it from the chassis. Raise the
radiator slowly to prevent damage.

Figure 92 — CAC Lower Attachment

Page 80
 REPAIR INSTRUCTIONS
29. Separate the surge tank and mounting 앫 Hood spring support brackets
brackets from the radiator.
94 앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware
2. Attach the hoist and chain or lifting strap to
the radiator.
3. Install new upper and lower mounting
insulators into the radiator mounting
brackets located on right and left frame rails.
4. Lower the radiator between the frame rails
into position on the upper and lower mounts.
Install the fasteners and tighten to
specification.
Remove the hoist and chain or lifting strap.
5. Lift the charge air cooler into position
between the frame rails. Make sure the
lower mounts of the charge air cooler are
resting on the studs with the nuts and
Figure 94 — Surge Tank washers on the outside of the bracket.
30. Retain the appropriate components and
hardware for installation on the replacement
radiator, such as: Be careful not to damage the radiator or charge
앫 Lower deflector air cooler core fins. Leaks and lowered
component efficiency can result.
앫 Transmission cooler line fittings (if
equipped) 95

앫 Overflow tube
앫 Radiator mount hardware
앫 Hood spring support brackets
앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware

RADIATOR INSTALLATION
1. Install the appropriate components and
hardware on the replacement radiator, such
as:
앫 Lower deflector
앫 Transmission cooler line fittings (if
equipped)
Figure 95 — Charge Air Cooler (CAC)
앫 Overflow tube
앫 Radiator mount hardware

Page 81
 REPAIR INSTRUCTIONS
6. Using an alignment tool on the right side of
the charge air cooler, lift the cooler to align
the holes and install the upper bolts.
96
Figure 96 — CAC Alignment
7. On the left side of the charge air cooler,
install the bolts to secure the bracket to the
radiator and to the charge air cooler. Tighten
the upper and lower mounts to specification.
97
Figure 97 — CAC Bracket
Page 82
8. If equipped, connect the transmission oil
cooler lines to the fittings on the radiator.
9. Inspect the lower radiator hose for cracks
and overall condition and replace if
necessary. Connect the lower radiator hose
to the radiator, position the clamp and
tighten to 2.8–3.4 N•m (25–30 lb-in).
98
Figure 98 — Radiator Lower Hose
10. Position the air conditioning condenser in
front of the charge air cooler, install the bolts
and tighten to secure.
99
Figure 99 — A/C Condenser
 REPAIR INSTRUCTIONS
11. Connect the air conditioning condenser line
support bracket to the left side of the
radiator.
100
Figure 100 — A/C Condenser Line Bracket
12. Inspect the upper radiator hose for cracks
and overall condition and replace if
necessary. Install the upper radiator hose,
position the clamps and tighten to
2.8–3.4 N•m (25–30 lb-in).
101
Figure 101 — Radiator Upper Hose
13. Remove the cover from the charge air cooler
outlet and air intake pipe. Attach the charge
air cooler outlet hose to the charge air cooler
and air intake pipe. Inspect the V-band
clamps for wear or damage and replace if
needed. Lubricate the T-bolt threads and
V-inserts. Position the clamp and tighten to
secure the hose.
102
Figure 102 — Charge Air Cooler Outlet
14. Attach the coolant level sensor harness
connector to the sensor located on the surge
tank.
15. Connect the coolant static fill hose to the
surge tank, position the clamp and tighten to
2.8–3.4 N•m (25–30 lb-in). Connect the
surge tank purge line to the cylinder head.
103
Figure 103 — Purge Line and Static Fill Hose
Page 83
 REPAIR INSTRUCTIONS
16. Uncover the opening of the charge air
cooler, the turbocharger and both ends of
the air pipe. Position the
turbocharger-to-charge air cooler inlet pipe
between the charge air cooler and
24. Fill the cooling system with the
recommended coolant using coolant
extractor 2815-2V700 (DBT2V700) or
equivalent.
105

turbocharger. Inspect the V-band clamps for

wear or damage and replace if needed.
Lubricate the T-bolt threads and V-inserts.
Position the clamps and tighten to secure.
104

Figure 105 — Coolant Extractor Connection

25. Install the filler cap onto the surge tank.

26. Reconnect the batteries by connecting the
positive cable and then the negative cable.

Before starting the engine, make sure the fan

is clear of the shroud and there are no loose
objects on the engine or radiator.
Figure 104 — Charge Air Cooler Inlet

17. Connect the diverter valve hose to the inlet 27. Start the engine and check for coolant leaks.
air elbow at the turbocharger, position the Run the engine at fast idle (1,200 rpm) until
clamp and tighten to secure. reaching normal operating temperature.

18. Connect the air line to the diverter valve.
19. Attach the hood assist springs and hood
limit cables to the mounting brackets on
each side of the radiator.
28. Stop the engine and recheck the system for
coolant leaks.
29. Check the coolant level and add coolant as
necessary.

20. Remove the support from under the hood.

21. Install the brackets and air recirculation
shields to the charge air cooler and radiator. To avoid injury when removing the filler cap
from the surge tank, turn the cap
22. Working through the grille opening in the counterclockwise slightly to allow pressure to
hood, install the grille and grille fasteners to dissipate and then continue turning to
the brackets and air recirculation shields on remove.
the charge air cooler.
23. Close all drain valves on the radiator and the
cylinder block and make sure all cooling
system and inlet air system hose clamps
and fittings are properly installed and
tightened.

Page 84
 REPAIR INSTRUCTIONS
Test the coolant with a refractometer to make
sure that adequate protection is provided for the
lowest expected prevailing ambient temperature.
The coolant mixture must never exceed 60%
concentration of ethylene glycol or propylene
glycol.
10. Remove the brackets and air recirculation
shields from the charge air cooler and
radiator.
11. Disconnect the air conditioning condenser
line support bracket at the left side of the
radiator.
106

30. Lower and secure the hood.

GU Model Chassis

RADIATOR REMOVAL

Allow the cooling system to cool completely

before attempting to remove the radiator. To
avoid injury when removing the filler cap from
the surge tank, allow pressure to dissipate
and then continue turning to remove.

1. Secure the chassis for service. Apply the

parking brakes and block the wheels to
prevent the vehicle from moving. Figure 106 — A/C Condenser Line Bracket

2. Disconnect the batteries by disconnecting
the negative cable and then the positive
cable.
3. Completely drain the air system.
4. Raise the hood.
12. Loosen two clamps and disconnect the
coupling hose from the charge air cooler
outlet to intake. Cover the opening of the
charge air cooler and inlet air pipe to prevent
contamination.
107

5. Remove the filler cap from the surge tank.

6. Drain the coolant from the radiator and the
cylinder block using the coolant extractor
2815-2V700 (DBT2V700) or equivalent.
7. Lower the hood slightly to relieve tension on
the hood limit cables and assist springs and
use a jackstand to prop the hood in position.
Use a suitable pad (cardboard, wood, etc.)
to protect the hood finish.
8. Disconnect the hood assist springs and
hood limit cables from the mounting studs
located at the top sides of the radiator.
9. Working through the grille opening in the
hood, remove the grille fasteners and grille
from the brackets on the charge air cooler.
Figure 107 — Charge Air Cooler Outlet

Page 85
 REPAIR INSTRUCTIONS
13. Remove the air line from the diverter valve.
14. Loosen the clamps and separate the diverter
valve hose from the inlet air elbow at the
turbocharger.
15. Loosen two clamps and disconnect the
turbocharger-to-charge air cooler inlet pipe.
Cover the opening of the charge air cooler,
the turbocharger and both ends of the air
pipe to prevent contamination.
108
Figure 108 — Charge Air Cooler Inlet
16. Remove the upper radiator hose and
clamps.
109
Figure 109 — Radiator Upper Hose
Page 86
17. Disconnect the surge tank purge line from
the cylinder head and cut the tie strap.
Loosen the clamp and disconnect the
coolant static fill hose on the surge tank.
18. Unplug the coolant level sensor harness
connector located on the surge tank.
19. If equipped, disconnect the transmission oil
cooler lines from the radiator.
20. Loosen the lower radiator hose clamp at the
radiator and disconnect the hose.
110
Figure 110 — Radiator Lower Hose
21. Remove the air conditioning condenser bolts
and condenser from the charge air cooler.
Secure the condenser out of the way so that
it does not hang by the refrigerant lines.
111
Figure 111 — A/C Condenser
 REPAIR INSTRUCTIONS
22. On the left side of the charge air cooler,
remove the bolts securing the bracket to the
charge air cooler. On the right side of the
charge air cooler, remove the upper bolts It is not necessary to remove the lower charge air
securing the charge air cooler to the radiator. cooler nuts or washers. Simply loosen them so
112 that the charge air cooler can be tilted and
removed.

24. Tilt and remove the charge air cooler from

the radiator.
114

Figure 112 — Left Charge Air Cooler (CAC) Bracket

23. Loosen the lower nut on each side of the

charge air cooler.
113

Figure 114 — Charge Air Cooler

25. Attach a hoist and chain or lifting strap of

suitable capacity to the radiator on each side
at the top.
26. Raise the hoist slightly to support the
radiator.
27. Remove the radiator-to-frame mounting
bolts and nuts.
28. Tilt the radiator toward the front of the
vehicle slightly, raise the radiator assembly
and remove it from the chassis. Raise the
radiator slowly to prevent damage.

Figure 113 — CAC Lower Attachment

Page 87
 REPAIR INSTRUCTIONS
29. Separate the surge tank and mounting 앫 Hood spring support brackets
brackets from the radiator.
115 앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware
2. Attach the hoist and chain or lifting strap to
the radiator.
3. Install new upper and lower mounting
insulators into the radiator mounting
brackets located on right and left frame rails.
4. Lower the radiator between the frame rails
into position on the upper and lower mounts.
Install the fasteners and tighten to
specification.
5. Remove the hoist and chain or lifting strap.
6. Lift the charge air cooler into position
between the frame rails. Make sure the
lower mounts of the charge air cooler are
resting on the studs with the nuts and
Figure 115 — Surge Tank washers on the outside of the bracket.
30. Retain the appropriate components and
hardware for installation on the replacement
radiator, such as:
Be careful not to damage the radiator or charge
앫 Lower deflector air cooler core fins. Leaks and lowered
앫 Transmission cooler line fittings (if component efficiency can result.
equipped) 116

앫 Overflow tube
앫 Radiator mount hardware
앫 Hood spring support brackets
앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware

RADIATOR INSTALLATION
1. Install the appropriate components and
hardware on the replacement radiator, such
as:
앫 Lower deflector
앫 Transmission cooler line fittings (if
equipped)
Figure 116 — Charge Air Cooler (CAC)
앫 Overflow tube
앫 Radiator mount hardware

Page 88
 REPAIR INSTRUCTIONS
7. Using an alignment tool on the right side of
the charge air cooler, lift the cooler to align
the holes and install the upper bolts.
117
Figure 117 — CAC Alignment
8. On the left side of the charge air cooler,
install the bolts to secure the bracket to the
radiator and to the charge air cooler. Tighten
the upper and lower mounts to specification.
118
Figure 118 — CAC Bracket
9. If equipped, connect the transmission oil
cooler lines to the fittings on the radiator.
10. Inspect the lower radiator hose for cracks
and overall condition and replace if
necessary. Connect the lower radiator hose
to the radiator, position the clamp and
tighten to 2.8–3.4 N•m (25–30 lb-in).
119
Figure 119 — Radiator Lower Hose
11. Position the air conditioning condenser in
front of the charge air cooler, install the bolts
and tighten to secure.
120
Figure 120 — A/C Condenser
Page 89
 REPAIR INSTRUCTIONS
12. Connect the air conditioning condenser line
support bracket to the left side of the
radiator.
121
Figure 121 — A/C Condenser Line Bracket
13. Inspect the upper radiator hose for cracks
and overall condition and replace if
necessary. Install the upper radiator hose,
position the clamps and tighten to
2.8–3.4 N•m (25–30 lb-in).
122
Figure 122 — Radiator Upper Hose
Page 90
14. Remove the cover from the charge air cooler
outlet and air intake pipe. Attach the charge
air cooler outlet hose to the charge air cooler
and air intake pipe. Inspect the V-band
clamps for wear or damage and replace if
needed. Lubricate the T-bolt threads and
V-inserts. Position the clamp and tighten to
secure the hose.
123
Figure 123 — Charge Air Cooler Outlet
15. Attach the coolant level sensor harness
connector to the sensor located on the surge
tank.
16. Connect the coolant static fill hose to the
surge tank, position the clamp and tighten to
2.8–3.4 N•m (25–30 lb-in). Connect the
surge tank purge line to the cylinder head.
124
Figure 124 — Purge Line and Static Fill Hose
 REPAIR INSTRUCTIONS
17. Uncover the opening of the charge air
126

cooler, the turbocharger and both ends of

the air pipe. Position the
turbocharger-to-charge air cooler inlet pipe
between the charge air cooler and
turbocharger. Inspect the V-band clamps for
wear or damage and replace if needed.
Lubricate the T-bolt threads and V-inserts.
Position the clamps and tighten to secure.
125

Figure 126 — Fan Ring-to-Fan Shroud Clearance

Fan Ring-to-Fan Shroud Clearance

Adjustment (If Required)
a. Loosen the radiator mounting bolts on
both sides of the chassis.
127

Figure 125 — Charge Air Cooler Inlet

18. Connect the diverter valve hose to the inlet

air elbow at the turbocharger, position the
clamp and tighten to secure.
19. Connect the air line to the diverter valve.
20. Attach the hood assist springs and hood
limit cables to the mounting brackets on
each side of the radiator.
21. Remove the support from under the hood.
22. Install the brackets, fan shroud and air
recirculation shields to the charge air cooler
and radiator.

The fan ring-to-fan shroud clearance must be Figure 127 — Radiator Mounting Bolts
measured and adjusted to specification. A
15–20 mm (0.59–0.79 inch) clearance dimension
must be maintained around the circumference of
the fan ring to allow for articulation of the chassis.

Page 91
 REPAIR INSTRUCTIONS
b. Adjust the radiator either forward or
rearward as required to obtain the
15–20 mm (0.59–0.79 inch) clearance
between the fan ring and the fan
shroud.
c. After the proper clearance has been
obtained, tighten the radiator mounting
bolts on both sides of the chassis, and
then recheck the clearance.
23. Working through the grille opening in the
hood, install the grille and grille fasteners to
the brackets and air recirculation shields on
the charge air cooler.
24. Close all drain valves on the radiator and the
cylinder block and make sure all cooling
system and inlet air system hose clamps
and fittings are properly installed and
tightened.
25. Fill the cooling system with the
recommended coolant using the coolant
extractor 2815-2V700 (DBT2V700) or
equivalent.
128
Figure 128 — Coolant Extractor Connection
26. Install the filler cap onto the surge tank.
27. Reconnect the batteries by connecting the
positive cable and then the negative cable.
Before starting the engine, make sure the fan
is clear of the shroud and there are no loose
objects on the engine or radiator.
28. Start the engine and check for coolant leaks.
Run the engine at fast idle (1,200 rpm) until
reaching normal operating temperature.
Page 92
29. Stop the engine and recheck the system for
coolant leaks.
30. Check the coolant level and add coolant as
necessary.
To avoid injury when removing the filler cap
from the surge tank, turn the cap
counterclockwise slightly to allow pressure to
dissipate and then continue turning to
remove.
Test the coolant with a refractometer to make
sure that adequate protection is provided for the
lowest expected prevailing ambient temperature.
The coolant mixture must never exceed 60%
concentration of ethylene glycol or propylene
glycol.
31. Lower and secure the hood.
TD Model Chassis
RADIATOR REMOVAL
Allow the cooling system to cool completely
before attempting to remove the radiator. To
avoid injury when removing the filler cap from
the surge tank, allow pressure to dissipate
and then continue turning to remove.
1. Secure the chassis for service. Apply the
parking brakes and block the wheels to
prevent the vehicle from moving.
2. Disconnect the batteries by disconnecting
the negative cable and then the positive
cable.
3. Completely drain the air system.
4. Raise the hood and use a jackstand to
support the hood in the open position. Use a
suitable pad (cardboard, wood, etc.) to
protect the hood finish.
 REPAIR INSTRUCTIONS
5. With hood supported, remove
hold-open-struts. Next, remove hood hinge
bolts, disconnect electrical harness and
remove the hood.
9. Disconnect the air conditioning condenser
line support bracket at the left side of the
radiator.
130

6. Remove the filler cap from the surge tank.

7. Drain the coolant from the radiator and the
cylinder block using the coolant extractor
2815-2V700 (DBT2V700) or equivalent.
8. Remove the brackets and air recirculation
shields from the charge air cooler and
radiator.
129

Figure 130 — A/C Condenser Line Bracket

10. Loosen two clamps and disconnect the

coupling hose from the charge air cooler
outlet to intake. Cover the opening of the
charge air cooler and inlet air pipe to prevent
contamination.
131

Figure 129 — Air Recirculation Shield

Figure 131 — Charge Air Cooler Outlet

Page 93
 REPAIR INSTRUCTIONS
11. Remove the air line from the diverter valve. 15. Disconnect the surge tank purge line from
the cylinder head and cut the tie strap.
12. Loosen the clamps and separate the diverter
Loosen the clamp and disconnect the
valve hose from the inlet air elbow at the
coolant static fill hose on the surge tank.
turbocharger. 134

13. Loosen two clamps and disconnect the

turbocharger-to-charge air cooler inlet pipe.
Cover the opening of the charge air cooler,
the turbocharger and both ends of the air
pipe to prevent contamination.
132

Figure 134 — Purge Line and Static Fill Hose

16. Unplug the coolant level sensor harness

connector located on the surge tank.
17. If equipped, disconnect the transmission oil
cooler lines from the radiator.
18. Loosen the lower radiator hose clamp at the
radiator and disconnect the hose.
135

Figure 132 — Charge Air Cooler Inlet

14. Remove the upper radiator hose and

clamps.
133

Figure 135 — Radiator Lower Hose

Figure 133 — Radiator Upper Hose

Page 94
 REPAIR INSTRUCTIONS
19. Remove the air conditioning condenser bolts
and condenser from the charge air cooler.
Secure the condenser out of the way so that
it does not hang by the refrigerant lines.
136
Figure 136 — A/C Condenser
20. On the left side of the charge air cooler,
remove the bolts securing the bracket to the
charge air cooler. On the right side of the
charge air cooler, remove the upper bolts
securing the charge air to the radiator.
137
Figure 137 — Left Charge Air Cooler (CAC) Bracket
21. Loosen the lower nut on each side of the
charge air cooler.
138
Figure 138 — CAC Lower Attachment
It is not necessary to remove the lower charge air
cooler nuts or washers. Simply loosen them so
that the charge air cooler can be tilted and
removed.
22. Tilt and remove the charge air cooler from
the radiator.
139
Figure 139 — Charge Air Cooler
Page 95
 REPAIR INSTRUCTIONS
23. Attach a hoist and chain or lifting strap of
suitable capacity to the radiator on each side
at the top.
24. Raise the hoist slightly to support the
radiator.
25. Remove the radiator-to-frame mounting
bolts and nuts.
26. Tilt the radiator toward the front of the
vehicle slightly, raise the radiator assembly
and remove it from the chassis. Raise the
radiator slowly to prevent damage.
27. Separate the surge tank and mounting
brackets from the radiator.
140
Figure 140 — Surge Tank
RADIATOR INSTALLATION
1. Install the appropriate components and
hardware on the replacement radiator, such
as:
앫 Lower deflector
앫 Transmission cooler line fittings (if
equipped)
앫 Overflow tube
앫 Radiator mount hardware
앫 Hood spring support brackets
앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware
2. Attach the hoist and chain or lifting strap to
the radiator.
3. Install new upper and lower mounting
insulators into the radiator mounting
brackets located on right and left frame rails.
4. Lower the radiator between the frame rails
into position on the upper and lower mounts.
Install the fasteners and tighten to
specification.
5. Remove the hoist and chain or lifting strap.
6. Lift the charge air cooler into position
between the frame rails. Make sure the
lower mounts of the charge air cooler are
resting on the studs with the nuts and
washers on the outside of the bracket.

28. Retain the appropriate components and

hardware for installation on the replacement
radiator, such as: Be careful not to damage the radiator or charge
air cooler core fins. Leaks and lowered
앫 Lower deflector component efficiency can result.
앫 Transmission cooler line fittings (if
equipped)
앫 Overflow tube
앫 Radiator mount hardware
앫 Hood spring support brackets
앫 Air conditioning condenser line bracket
앫 Coolant surge tank and purge line
앫 Fan shroud and boot
앫 Charge air cooler mounting hardware

Page 96
 REPAIR INSTRUCTIONS
8. On the left side of the charge air cooler,
141

install the bolts to secure the bracket to the

radiator and to the charge air cooler. Tighten
the upper and lower mounts to specification.
143

Figure 141 — Charge Air Cooler (CAC)

7. Using an alignment tool on the right side of

the charge air cooler, lift the cooler to align
the holes and install the upper bolts.
142 Figure 143 — CAC Bracket

9. If equipped, connect the transmission oil

cooler lines to the fittings on the radiator.
10. Inspect the lower radiator hose for cracks
and overall condition and replace if
necessary. Connect the lower radiator hose
to the radiator, position the clamp and
tighten to 2.8–3.4 N•m (25–30 lb-in).
144

Figure 142 — CAC Alignment

Figure 144 — Radiator Lower Hose

Page 97
 REPAIR INSTRUCTIONS
11. Position the air conditioning condenser in 13. Inspect the upper radiator hose for cracks
front of the charge air cooler, install the bolts and overall condition and replace if
and tighten to secure. necessary. Install the upper radiator hose,
145
position the clamps and tighten to
2.8–3.4 N•m (25–30 lb-in).
147

Figure 147 — Radiator Upper Hose

14. Remove the cover from the charge air cooler

outlet and air intake pipe. Attach the charge
air cooler outlet hose to the charge air cooler
Figure 145 — A/C Condenser
and air intake pipe. Inspect the V-band
12. Connect the air conditioning condenser line clamps for wear or damage and replace if
support bracket to the left side of the needed. Lubricate the T-bolt threads and
radiator. V-inserts. Position the clamp and tighten to
146 secure the hose.
148

Figure 146 — A/C Condenser Line Bracket

Figure 148 — Charge Air Cooler Outlet

Page 98
 REPAIR INSTRUCTIONS
15. Attach the coolant level sensor harness
connector to the sensor located on the surge
tank.
16. Connect the coolant static fill hose to the
surge tank, position the clamp and tighten to
2.8–3.4 N•m (25–30 lb-in). Connect the
surge tank purge line to the cylinder head.
149
Figure 149 — Purge Line and Static Fill Hose
17. Uncover the opening of the charge air
cooler, the turbocharger and both ends of
the air pipe. Position the
turbocharger-to-charge air cooler inlet pipe
between the charge air cooler and
turbocharger. Inspect the V-band clamps for
wear or damage and replace if needed.
Lubricate the T-bolt threads and V-inserts.
Position the clamps and tighten to secure.
150
Figure 150 — Charge Air Cooler Inlet
18. Connect the diverter valve hose to the inlet
air elbow at the turbocharger, position the
clamp and tighten to secure.
19. Connect the air line to the diverter valve.
20. Install the brackets and air recirculation
shields to the charge air cooler and radiator.
151
Figure 151 — Air Recirculation Shield
21. Position and support the hood to align with
the hood hinges and install the hinge bolts.
Connect the electrical harness and attach
hold-open-struts.
22. Remove the support from under the hood.
23. Close all drain valves on the radiator and the
cylinder block and make sure all cooling
system and inlet air system hose clamps
and fittings are properly installed and
tightened.
Page 99
 REPAIR INSTRUCTIONS
24. Fill the cooling system with the 28. Stop the engine and recheck the system for
recommended coolant using the coolant coolant leaks.
extractor 2815-2V700 (DBT2V700) or
29. Check the coolant level and add coolant as
equivalent.
152 necessary.

To avoid injury when removing the filler cap

from the surge tank, turn the cap
counterclockwise slightly to allow pressure to
dissipate and then continue turning to
remove.

Test the coolant with a refractometer to make

Figure 152 — Coolant Extractor Connection
25. Install the filler cap onto the surge tank.
26. Reconnect the batteries by connecting the
positive cable and then the negative cable.
sure that adequate protection is provided for the
lowest expected prevailing ambient temperature.
The coolant mixture must never exceed 60%
concentration of ethylene glycol or propylene
glycol.
30. Lower and secure the hood.

Before starting the engine, make sure the fan

is clear of the shroud and there are no loose
objects on the engine or radiator.

27. Start the engine and check for coolant leaks.

Run the engine at fast idle (1,200 rpm) until
reaching normal operating temperature.

Page 100
 REPAIR INSTRUCTIONS
MRU Model Chassis 153

Refer to the following figures as reference during

removal and installation.

Figure 153 — MRU and LEU Radiator Coolant Hose and Pipe Arrangement

1. Main Radiator 6. Main Radiator Upper Hose and Pipe Assembly

2. Auxiliary Radiator Lower Hose and Pipe Assembly 7. Thermostat Housing
3. Auxiliary Radiator 8. Coolant Pump Inlet Housing
4. Auxiliary Radiator Upper Hose and Pipe Assembly 9. Main Radiator Lower Hose and Pipe Assembly
5. Fresh Air Pipe

Page 101
 REPAIR INSTRUCTIONS
154

Figure 154 — MRU and LEU Fan Shroud and Radiator Side Mount Hardware

1. Main Radiator 4. Fan Ring Clamp

2. Radiator Right Side Mount Hardware 5. Fan Ring
3. Fan Shroud 6. Radiator Left Side Mount Hardware

Page 102
 REPAIR INSTRUCTIONS
155

Figure 155 — MRU Radiator Tie Rod Arrangement

1. Main Radiator 5. Tie Rod Frame Rail Bracket Hardware

2. Frame Rails 6. Tie Rod Frame Rail Bracket
3. Tie Rod Radiator Bracket and Fasteners 7. Bracket Fasteners
4. Tie Rod and Mounting Hardware

Page 103
 REPAIR INSTRUCTIONS
156

Figure 156 — MRU and LEU Deaeration Line Arrangement with Auxiliary Radiator

1. Pressure Cap 6. Hose and Pipe to Auxiliary Radiator

2. Surge Tank 7. Deaeration Line to Surge Tank
3. Auxiliary Radiator 8. Fresh Air Pipe
4. Deaeration Line to Auxiliary Radiator 9. Deaeration Line (Auxiliary Radiator to Surge Tank)
5. Main Radiator Upper Hose

Page 104
 REPAIR INSTRUCTIONS
RADIATOR REMOVAL
Allow the cooling system to cool completely
before attempting to remove the radiator. To
avoid injury when removing the surge tank
pressure cap, turn the cap counterclockwise
to the first stop, but do not depress. After the
pressure has completely dissipated, press the
cap downward and continue turning to
remove.
1. Secure the chassis for service, apply the
parking brake and block the wheels to
prevent the vehicle from moving.
2. Disconnect the batteries by disconnecting
the negative cable and then the positive
cable.
3. If equipped with front engine PTO, remove
the grille and disconnect the PTO shaft from
the pump.
4. If equipped with front engine PTO,
disconnect the PTO shaft from the vibration
damper and then remove the shaft.
5. Tilt the cab as far forward as possible.
6. Remove the pressure cap from the surge
tank.
7. Drain the coolant from the radiator and the
cylinder block.
8. Disconnect and remove the air pipes from
the charge air cooler inlet and outlets. Cover
the openings of the charge air cooler and the
air pipes to prevent contamination.
9. Unplug the fan speed sensor electrical
connector and remove the harness guide.
10. Remove the fasteners securing the fan blade
to the fan drive hub and position the fan out
of the way.
11. Compress the automatic tensioner and
remove the 10-rib poly-V belt.
12. Remove the fan idler pulley.
13. Remove the fasteners securing the fan drive
hub and remove the hub assembly.
14. Remove the front engine lifting eye bracket.
15. Pull the fan blade assembly out of its
position and set aside.
16. Remove the main radiator “Y” pipe hose
from the pipe and the radiator.
17. Remove the fan ring clamp and remove the
fan ring.
18. Remove the fan shroud retaining bolts and
air deflectors.
19. Remove the fan shroud.
20. On the right-hand side of the chassis, cut the
tie strap securing the air conditioning
receiver/dryer harness to the refrigerant line.
21. Disconnect the air conditioning condenser
refrigerant lines from the bracket at the left
side of the radiator.
22. Loosen the clamps securing the
receiver/dryer to the bracket on the air
conditioning condenser and position the
receiver/dryer out of the way.
23. Remove the fasteners securing the air
conditioning condenser to the charge air
cooler. Separate the condenser and
receiver/dryer bracket from the charge air
cooler.
24. Make sure the air conditioner condenser and
the receiver/dryer are secured in a location
where they will not interfere with removing
the radiator. Do not allow the assemblies to
hang by the refrigerant lines.
25. Remove the fasteners securing the charge
air cooler to the radiator. Remove the
charger air cooler.
26. Disconnect the auxiliary radiator (if
equipped) lower radiator hose.
27. Disconnect and remove the lower radiator
hose at the main radiator.
28. If the vehicle is equipped with a transmission
oil cooler, disconnect the cooler lines at the
radiator.
29. Attach a hoist and chain or lifting strap of
sufficient capacity to support the radiator
assembly.
30. Remove the fasteners securing the radiator
tie bars to the radiator. Leave the tie bars
mounted in the frame.
31. Raise the hoist slightly to support the
radiator.
32. Remove the radiator side mount fasteners.
Page 105
 REPAIR INSTRUCTIONS
33. Raise the radiator slowly to prevent 15. Using a tie strap, secure the receiver/dryer
damaging any components. harness to the refrigerant line.
34. Remove all components and associated 16. Connect the air conditioning condenser
hardware from the radiator and retain for refrigerant lines to the bracket at the left side
installation on the replacement radiator. of the radiator, install the fastener and
tighten to secure.
RADIATOR INSTALLATION 17. Install the fan shroud, the fan shroud
retaining bolts and the air deflectors.
1. Assemble all components and associated
hardware to the replacement radiator. 18. Install the fan ring, fan ring clamp and
tighten to secure.
2. Position new mounting insulators into the
bolt holes of the radiator mounting brackets. 19. Connect the main radiator “Y” pipe hose to
the radiator and pipe, position the clamps
3. Attach a chain or lifting strap and hoist to the
and tighten to specification.
radiator assembly.
20. If equipped with front engine PTO, install the
4. Using the hoist, raise and position the
PTO shaft.
radiator over the mounting brackets on the
frame rails. 21. Remove the covers from the charge air
cooler openings and the inlet and outlet
5. Lower the radiator assembly and align the
pipes. Attach the charge air cooler inlet pipe
radiator side mounts with the isolators on the
to the charge air cooler. Inspect the V-band
frame rail mounting brackets and install the
clamp for wear or damage and replace if
fasteners.
needed. Lubricate the T-bolt threads and
6. Assemble the radiator tie rods to the V-inserts. Position the clamp and tighten to
mounting bracket on each side of the secure the pipe.
radiator and install the fasteners.
22. Place the fan blade assembly into the fan
7. Tighten the tie rod mounting hardware and shroud.
the radiator side mount hardware to
23. Install the front engine lifting eye bracket.
specification.
24. Install the fan drive hub and fasteners and
8. Remove the hoist and chain or lifting strap.
tighten to specification.
9. If equipped with a transmission oil cooler,
25. Install the fan idler pulley and tighten to
connect the cooler lines to the radiator.
specification.
10. Inspect the lower radiator hose and replace
26. Compress the automatic tensioner and
as necessary. Connect the lower radiator
install the 10-rib poly-V belt. Refer to “FAN
hose to the radiator, position the hose clamp
BELTS AND AUTOMATIC TENSIONING” on
and tighten the clamp to specification.
page 42.
11. Connect the auxiliary radiator (if equipped)
27. Position the fan blade to the fan drive hub,
lower radiator hose and tighten the clamp to
install the retaining nuts and tighten to
specification.
specification.
12. Position the charge air cooler to the front of
28. Connect the fan speed sensor electrical
the radiator, install the fasteners and tighten
connector and install the harness guide.
to specification.
29. Attach the charge air cooler outlet pipe to
13. Install the air conditioner condenser and
the charge air cooler. Inspect the V-band
receiver/dryer bracket to the charge air
clamp for wear or damage and replace if
cooler assembly. Install the fasteners and
needed. Lubricate the T-bolt threads and
tighten to secure.
V-inserts. Position the clamp and tighten to
14. Position the receiver/dryer to the bracket, secure the pipe.
install the clamps and tighten the clamps to
30. Close all drain valves and check that all hose
secure.
clamps and fittings are properly positioned
and tightened.

Page 106
 REPAIR INSTRUCTIONS
31. Fill the cooling system with the
recommended coolant.
32. Install the pressure cap on the surge tank
and lower the cab.
33. Reconnect the batteries by connecting the
positive cable and then the negative cable.
Before starting the engine, make sure the fan
is clear of the shroud and there are no loose
objects on the engine or radiator.
34. Start the engine and check for coolant leaks.
Run the engine at fast idle (1,200 rpm) until
reaching normal operating temperature.
35. Stop the engine and recheck the system for
coolant leaks.
36. Check the coolant level in the surge tank and
add coolant as necessary.
To avoid injury when removing the pressure
cap, turn the cap counterclockwise to the first
stop, but do not depress. Allow the pressure
to dissipated and then press the cap
downward and continue turning to remove.
Test the coolant with a refractometer to be sure
that adequate protection is provided for the
lowest expected prevailing ambient temperature.
The coolant mixture must never exceed 60%
concentration of ethylene glycol or propylene
glycol.
Page 107
 REPAIR INSTRUCTIONS
LEU Model Chassis 157

Refer to the following figures as reference during

removal and installation.

Figure 157 — MRU and LEU Radiator Coolant Hose and Pipe Arrangement

1. Main Radiator 6. Main Radiator Upper Hose and Pipe Assembly

2. Auxiliary Radiator Lower Hose and Pipe Assembly 7. Thermostat Housing
3. Auxiliary Radiator 8. Coolant Pump Inlet Housing
4. Auxiliary Radiator Upper Hose and Pipe Assembly 9. Main Radiator Lower Hose and Pipe Assembly
5. Fresh Air Pipe

Page 108
 REPAIR INSTRUCTIONS
158

Figure 158 — MRU and LEU Fan Shroud and Radiator Side Mount Hardware

1. Main Radiator 4. Fan Ring Clamp

2. Radiator Right Side Mount Hardware 5. Fan Ring
3. Fan Shroud 6. Radiator Left Side Mount Hardware

Page 109
 REPAIR INSTRUCTIONS
159

Figure 159 — LEU Radiator Tie Rod Arrangement

1. Main Radiator 5. Tie Rod Mounting Hardware

2. Tie Rod Radiator Bracket Fasteners 6. Tie Rod Frame Rail Bracket
3. Tie Rod Radiator Bracket 7. Left Side Tie Rod
4. Right Side Tie Rod

Page 110
 REPAIR INSTRUCTIONS
160

Figure 160 — MRU and LEU Deaeration Line Arrangement with Auxiliary Radiator

1. Pressure Cap 6. Hose and Pipe to Auxiliary Radiator

2. Surge Tank 7. Deaeration Line to Surge Tank
3. Auxiliary Radiator 8. Fresh Air Pipe
4. Deaeration Line to Auxiliary Radiator 9. Deaeration Line (Auxiliary Radiator to Surge Tank)
5. Main Radiator Upper Hose

Page 111
 REPAIR INSTRUCTIONS
RADIATOR REMOVAL
Allow the cooling system to cool completely
before attempting to remove the radiator. To
avoid injury when removing the surge tank
pressure cap, turn the cap counterclockwise
to the first stop, but do not depress. After the
pressure has completely dissipated, press the
cap downward and continue turning to
remove.
1. Secure the chassis for service, apply the
parking brake and block the wheels to
prevent the vehicle from moving.
2. Disconnect the batteries by disconnecting
the negative cable and then the positive
cable.
3. If equipped with front engine PTO, remove
the grille and disconnect the PTO shaft from
the pump.
4. If equipped with front engine PTO,
disconnect the PTO shaft from the vibration
damper and then remove the shaft.
5. Tilt the cab as far forward as possible.
6. Remove the pressure cap from the surge
tank.
7. Drain the coolant from the radiator and the
cylinder block.
8. Disconnect and remove the air pipes from
the charge air cooler inlet and outlets. Cover
the openings of the charge air cooler and the
air pipes to prevent contamination.
9. Unplug the fan speed sensor electrical
connector and remove the harness guide.
10. Remove the fasteners securing the fan blade
to the fan drive hub and position the fan out
of the way.
11. Compress the automatic tensioner and
remove the 10-rib poly-V belt.
12. Remove the fan idler pulley.
13. Remove the fasteners securing the fan drive
hub and remove the hub assembly.
14. Remove the front engine lifting eye bracket.
15. Pull the fan blade assembly out of its
position and set aside.
Page 112
16. Remove the main radiator “Y” pipe hose
from the pipe and the radiator.
17. Remove the fan ring clamp and remove the
fan ring.
18. Remove the fan shroud retaining bolts and
air deflectors.
19. Remove the fan shroud.
20. On the right-hand side of the chassis, cut the
tie strap securing the air conditioning
receiver/dryer harness to the refrigerant line.
21. Disconnect the air conditioning condenser
refrigerant lines from the bracket at the left
side of the radiator.
22. Loosen the clamps securing the
receiver/dryer to the bracket on the air
conditioning condenser and position the
receiver/dryer out of the way.
23. Remove the fasteners securing the air
conditioning condenser to the charge air
cooler. Separate the condenser and
receiver/dryer bracket from the charge air
cooler.
24. Make sure the air conditioner condenser and
the receiver/dryer are secured in a location
where they will not interfere with removing
the radiator. Do not allow the assemblies to
hang by the refrigerant lines.
25. Remove the fasteners securing the charge
air cooler to the radiator. Remove the
charger air cooler.
26. Disconnect the auxiliary radiator (if
equipped) lower radiator hose.
27. Disconnect and remove the lower radiator
hose at the main radiator.
28. If the vehicle is equipped with a transmission
oil cooler, disconnect the cooler lines at the
radiator.
29. Attach a hoist and chain or lifting strap of
sufficient capacity to support the radiator
assembly.
30. Remove the fasteners securing the radiator
tie bars to the radiator. Leave the tie bars
mounted in the frame.
31. Raise the hoist slightly to support the
radiator.
32. Remove the radiator side mount fasteners.
 REPAIR INSTRUCTIONS
33. Raise the radiator slowly to prevent 15. Using a tie strap, secure the receiver/dryer
damaging any components. harness to the refrigerant line.
34. Remove all components and associated 16. Connect the air conditioning condenser
hardware from the radiator and retain for refrigerant lines to the bracket at the left side
installation on the replacement radiator. of the radiator, install the fastener and
tighten to secure.
RADIATOR INSTALLATION 17. Install the fan shroud, the fan shroud
retaining bolts and the air deflectors.
1. Assemble all components and associated
hardware to the replacement radiator. 18. Install the fan ring, fan ring clamp and
tighten to secure.
2. Position new mounting insulators into the
bolt holes of the radiator mounting brackets. 19. Connect the main radiator “Y” pipe hose to
the radiator and pipe, position the clamps
3. Attach a chain or lifting strap and hoist to the
and tighten to specification.
radiator assembly.
20. If equipped with front engine PTO, install the
4. Using the hoist, raise and position the
PTO shaft.
radiator over the mounting brackets on the
frame rails. 21. Remove the covers from the charge air
cooler openings and the inlet and outlet
5. Lower the radiator assembly and align the
pipes. Attach the charge air cooler inlet pipe
radiator side mounts with the isolators on the
to the charge air cooler. Inspect the V-band
frame rail mounting brackets and install the
clamp for wear or damage and replace if
fasteners.
needed. Lubricate the T-bolt threads and
6. Assemble the radiator tie rods to the V-inserts. Position the clamp and tighten to
mounting bracket on each side of the secure the pipe.
radiator and install the fasteners.
22. Place the fan blade assembly into the fan
7. Tighten the tie rod mounting hardware and shroud.
the radiator side mount hardware to
23. Install the front engine lifting eye bracket.
specification.
24. Install the fan drive hub and fasteners and
8. Remove the hoist and chain or lifting strap.
tighten to specification.
9. If equipped with a transmission oil cooler,
25. Install the fan idler pulley and tighten to
connect the cooler lines to the radiator.
specification.
10. Inspect the lower radiator hose and replace
26. Compress the automatic tensioner and
as necessary. Connect the lower radiator
install the 10-rib poly-V belt. Refer to “FAN
hose to the radiator, position the hose clamp
BELTS AND AUTOMATIC TENSIONING” on
and tighten the clamp to specification.
page 42.
11. Connect the auxiliary radiator (if equipped)
27. Position the fan blade to the fan drive hub,
lower radiator hose and tighten the clamp to
install the retaining nuts and tighten to
specification.
specification.
12. Position the charge air cooler to the front of
28. Connect the fan speed sensor electrical
the radiator, install the fasteners and tighten
connector and install the harness guide.
to specification.
29. Attach the charge air cooler outlet pipe to
13. Install the air conditioner condenser and
the charge air cooler. Inspect the V-band
receiver/dryer bracket to the charge air
clamp for wear or damage and replace if
cooler assembly. Install the fasteners and
needed. Lubricate the T-bolt threads and
tighten to secure.
V-inserts. Position the clamp and tighten to
14. Position the receiver/dryer to the bracket, secure the pipe.
install the clamps and tighten the clamps to
30. Close all drain valves and check that all hose
secure.
clamps and fittings are properly positioned
and tightened.

Page 113
 REPAIR INSTRUCTIONS
31. Fill the cooling system with the
recommended coolant.
32. Install the pressure cap on the surge tank
and lower the cab.
33. Reconnect the batteries by connecting the
positive cable and then the negative cable.
Before starting the engine, make sure the fan
is clear of the shroud and there are no loose
objects on the engine or radiator.
34. Start the engine and check for coolant leaks.
Run the engine at fast idle (1,200 rpm) until
reaching normal operating temperature.
35. Stop the engine and recheck the system for
coolant leaks.
Page 114
36. Check the coolant level in the surge tank and
add coolant as necessary.
To avoid injury when removing the pressure
cap, turn the cap counterclockwise to the first
stop, but do not depress. Allow the pressure
to dissipated and then press the cap
downward and continue turning to remove.
Test the coolant with a refractometer to be sure
that adequate protection is provided for the
lowest expected prevailing ambient temperature.
The coolant mixture must never exceed 60%
concentration of ethylene glycol or propylene
glycol.
 REPAIR INSTRUCTIONS
FAN CLUTCH/DRIVE REMOVAL INSTALLATION
AND INSTALLATION 1. Position the fan clutch on the fan drive hub.
[215] 2. Install the fan clutch Allen-head capscrews.
Tighten the fan clutch Allen-head capscrews
to 62 N•m (45 lb-ft).
BorgWarner® K26 and K30 On/Off
3. Rotate the fan to align the teardrop opening
Fan Clutch on the front of the clutch. Install the fan.
4. Install the retaining nuts and washers for the
REMOVAL fan. Tighten the fan clutch retaining nuts to
40 N•m (25 lb-ft).
1. Disconnect the air line from the clutch
cylinder. 5. Connect the air line to the clutch cylinder.
2. Remove the air line fitting from the clutch
cylinder. Behr Electronically Modulated Fan
3. Remove the retaining nuts and washers Drive
from the fan.
4. Rotate the fan to align the teardrop opening REMOVAL
on the front of the clutch. Remove the fan
and set the fan blade against the radiator 1. It might be necessary for the charge air
inside the shroud. cooler/radiator assembly to be tilted forward
or entirely removed before the fan/fan drive
5. Pressurize the clutch so that it disengages can be removed.
and can be turned by hand.
2. Disconnect the six-pin electrical connector
6. Rotate clutch until holes on front of clutch from the fan drive assembly.
line up with Allen-head capscrews that retain
the clutch. 3. Remove the six retaining bolts securing the
161 fan drive. Remove the fan and fan drive as
an assembly.

If fan drive replacement is necessary and the

existing fan has not been damaged in any way,
the fan can be installed on the replacement drive.
Required fasteners are available through the
MACK Parts System if needed.

4. Remove the six bolts securing the fan to the

fan drive.
5. Remove the four self-tapping screws and
Figure 161 — Correctly Aligned for Removal remove the fan drive cover.

1. Allen-Head Capscrews Centered in Clutch Housing

Holes.

7. Remove the Allen-head capscrews and

remove the clutch.

Page 115
 REPAIR INSTRUCTIONS
162

Figure 162 — Behr Electronically Modulated Fan Drive and Fan

1. Fan Mounting Bolts 4. Side View

2. Self-Tapping Screws 5. Rear View
3. Fan Mounting Bolts

INSTALLATION
1. Position the fan to the housing of the fan
drive and align the bolt holes. If the fan ring was removed during repair, ensure
2. Install the six fan-to-fan drive mounting bolts fan ring is centered over the fan at reassembly.
and tighten to 26 N•m (19 lb-ft). Pick one fan blade to measure fan tip-to-ring
clearance. Rotate blade 360° and ensure equal
3. Install the fan cover to the front of the fan clearance exists. Adjust ring as required to
drive and install and tighten the four maintain equal distance.
self-tapping screws.
4. Position the fan drive assembly to its
mounting location. Install the retaining nuts
and washers for the fan drive mounting
flange. Tighten the fasteners to 40 N•m
(25 lb-ft).
5. Connect the six-pin electrical connector to
the fan drive assembly.

Page 116
 REPAIR INSTRUCTIONS
ON/OFF FAN CLUTCH OVERHAUL
[215]

BorgWarner® K26 and K30

163

Figure 163 — BorgWarner® K26 and K30 On/Off Fan Clutch Exploded View

1. Cylinder Nut 12. Coupling

2. Cylinder Assembly 13. Snap Ring
3. Seal Washer 14. Piston Rod Assembly
4. U-Cup 15. O-Ring
5. Dust Seal 16. Spring Carrier
6. Housing Assembly 17. Spring
7. Rotary Seal 18. Front Spring Cap
8. Clutch Shaft Assembly 19. Nylon Patch
9. One-Piece Clutch Lining 20. Washer
10. Lining Plates 21. Lock Washer
11. Screw 22. Hex Nut

All overhaul procedures of BorgWarner® on/off

fan clutches require using the fan clutch
compressor shown in Figure 164. Using other
methods or equipment to compress the fan clutch
can cause damage to the clutch or an unreliable
repair.

Page 117
 REPAIR INSTRUCTIONS
The fan clutch compressor used in the overhaul
procedures is made up of the following hardware
that can be purchased locally:
앫 Two 4 inch x 5/16-18 inch carriage bolts
앫 Two large flat washers
앫 Two small flat washers
앫 Two 5/16-18 inch wing nuts
앫 Two spacer stacks equaling 3/4 inch in
height
164
Figure 164 — Fan Clutch Compressor Hardware
Page 118
CLUTCH ASSEMBLY OVERHAUL
It is highly recommended to obtain the proper
overhaul kit before beginning disassembly of this
unit.
1. Remove the fasteners that retain the fan
blade to the fan clutch hub. Set the fan blade
against the radiator inside the shroud.
2. Remove the fan clutch from the front of the
engine. Pressurize the clutch to disengage,
rotate the clutch to align the Allen screws
inside the clutch.
165
Figure 165 — Removing Fan Drive
 REPAIR INSTRUCTIONS
3. Install the fan clutch compressor. 4. Remove the cylinder nut and cylinder. It will
be necessary to hold the opposite end of the
a. Install carriage bolts through the front of
piston rod while removing the retaining nut.
the clutch, using large washers under 167
the heads of the bolts.
b. Install the spacers, small washers and
wing nuts.
c. Snug up the wing nuts. Then turn
evenly approximately 1/4 turn each until
the clutch is compressed approximately
1/8 inch.

Do not over compress or the clutch can be

damaged.
166
Figure 167 — Removing Fan Drive Cylinder Nut

5. Remove the seal washer from the front of

the piston rod below the cylinder cap.
6. Remove the lip seal from the large groove in
the piston. Remove the dust seal from the
small groove.
168

Figure 166 — Installing Fan Clutch Compressor

Figure 168 — Piston Seals

1. U-Cup Seal 2. Dust Seal

Page 119
 REPAIR INSTRUCTIONS
7. Remove the six lining plate screws and the
three lining retaining plates. Remove the
lining.
169
Figure 169 — Clutch Lining Retaining Plates and Lining
10. Lubricate and install a new front O-ring on
the piston rod assembly.
11. Inspect the needle bearings in the housing.
If any are cracked or missing, replace the
clutch assembly.
12. Remove the grease seal from the bearing
housing. Use a rag to thoroughly clean the
needle bearings and bearing housing. Use a
flat plate to press in a new grease seal, lip
down. Press in until flush with the edge of
the hole. Apply grease supplied in the kit to
the needle bearings and then, install the
clutch shaft into the housing. Rotate the
shaft to work the grease into the bearings.
Remove the shaft and wipe any excess
grease.

8. Inspect the two surfaces where the lining

makes contact. Lining surfaces may be Make sure no grease is present on the grease
cleaned using a ScotchBrite™ pad. Do this seal where it could get onto the clutch lining.
before removing the housing from the shaft 171
or adhesives may contaminate the needle
bearings and result in early clutch failure.
9. Equally remove the carriage bolts and lift the
housing from the shaft. Inspect the needle
bearing inner race on the clutch shaft. It is
acceptable to have some discoloration. If
cracking or scoring is found, replace the
clutch. The shaft may be cleaned with a
ScotchBrite™ pad to make inspection
easier.
170

Figure 171 — Removing Grease Seal

Figure 170 — Clutch Shaft

Page 120
 REPAIR INSTRUCTIONS
13. Place the rear spring carrier (small) onto the
piston rod. Place the spring onto the piston
rod. Liberally lubricate the inside of the front
spring cap and place on the piston rod. Wipe
any grease or finger prints from the shaft
where the lining touches.
172
Figure 172 — Spring Installation
1. Front Spring Cup 3. Spring Carrier
2. Spring 4. Piston Rod
14. Place the housing on the shaft assembly.
During final assembly, use the carriage bolts
again to compress the engagement spring.
Place a new lining into the pocket. Equally
compress the clutch while pushing down on
the lining. Stop when the lining becomes
flush with the outer edge of the clutch. Install
the lining plates, with the sharp edge down
and tighten screws to specification of
3.4 N•m (30 lb-in).
173
Figure 173 — Installing Clutch Housing
15. Install the white dust seal and place the new
lip seal in the piston groove with the lip
facing toward the front of the fan clutch.
Using grease supplied in the kit, liberally
apply grease to the lip seal and the white
dust seal.
174
Figure 174 — Piston Seals
1. U-Cup Seal 2. Dust Seal
16. Lubricate the new seal washer and place it
on the piston rod.
17. Install the front air cylinder onto the clutch
housing and install a new lock nut. Tighten
the cylinder lock nut to specification of
9.5 N•m (84 lb-in), while holding the
opposite end of the piston rod.
175
Figure 175 — Installing Fan Drive Cylinder Nut
Page 121
 REPAIR INSTRUCTIONS
18. Remove the fan clutch compressor by
releasing the clutch from the carriage bolts.
Release the clutch from compression evenly by
alternately backing off wing nuts 1/4 turn at a
time. If assembly cocks too much, needle bearing
damage can result.
19. Apply 827 kPa (120 psi) air pressure to the
clutch to test clutch operation and to check
for leaks.
20. With air pressure applied (clutch
disengaged), align access holes in front with
bolt holes in the rear. Install an O-ring on the
rear of the piston rod and lubricate with
grease from the kit.
21. Reinstall the fan clutch to the fan hub using a
new coupling and new nylon patch Allen
bolts supplied in the kit. Tighten to
specification of 61 N•m (45 lb-ft).
22. Reinstall the fan blade to the clutch using
new retaining nuts following the torque
sequence shown. Tighten nuts to
specification of 61 N•m (45 lb-ft).
176
Figure 176 — Torque Sequence
23. Start the engine and check for leaks and
proper operation.
Page 122
CLUTCH LINING REPLACEMENT
1. Disengage the clutch by applying 827 kPa
(120 psi) air pressure. Air pressure must be
maintained during the procedure.
2. Remove lining plate screws, plates and
lining. Discard the lining and screws.
If the lining sticks, use a hammer and a
screwdriver to free it by tapping on the dividing
cut in the lining.
177
Figure 177 — Clutch Lining Attachment
1. Clutch Housing 3. Lining Plates
2. Clutch Lining 4. Lining Plate Screw
3. Inspect the clutch shaft for lining residue or
glazed clutch surface. If either condition is
found, temporarily release air pressure from
the clutch and use ScotchBrite™ to break
the glaze.
4. Reapply air pressure to the clutch, and
install a new lining. Some applications may
be too tight to spread the lining and slip over
the pulley. If necessary, the lining can be cut
in half using a hacksaw for installation.
5. Install the lining plates with new screws
supplied in the lining kit. Tighten screws to
3.4 N•m (30 lb-in).
6. Apply 827 kPa (120 psi) air pressure to the
clutch several times to test clutch operation
and to check for leaks.
 REPAIR INSTRUCTIONS
FLUSHING THE COOLING
SYSTEM
In most instances, the cooling system can be
flushed with clean water. Cleaners are not
necessary unless the system has been
contaminated with engine oil or other materials
not intended for use in a cooling system. In these
cases, the cooling system should be flushed with
a product such as Penray® 2001 On-Line Cooling
System Cleaner, or as an alternative, a solution of
automatic dishwasher detergent and water can
be used.
To flush the cooling system:
1. Completely drain the system.
2. Refill with clean water
If using a commercial cleaning product such as
Penray® 2001, follow the instructions on the label.
3. Start the engine and run at fast idle
(1,200 rpm) until normal operating
temperature is reached (also turn on the
heater to circulate coolant through the
heater core).
4. Drain the cooling system.
5. Repeat the procedure two times, then fill the
system with a fresh mixture of quality
water/antifreeze. Be sure the mixture is
adequate for the expected lowest ambient
temperature.
Used coolant must be disposed of in an
environmentally safe manner.
Page 123
 NOTES

Page 124
SPECIFICATIONS

SPECIFICATIONS

Page 125
 SPECIFICATIONS
COOLANT CAPACITIES ANTIFREEZE PROTECTION
CHARTS
CXU, CHU, GU7, GU8, MRU, LEU
The coolant must be either ethylene-glycol or
and TD7 Models propylene-glycol based, low silicate antifreeze
which conforms to the ASTM D4985
specification, and generally is referred to as
heavy-duty diesel coolants.
Capacities can vary due to hoses, radiator size
and accessory cooling equipment. Run the
engine until it reaches normal operating
temperature. Then check the coolant level and Do NOT use automotive antifreezes, which are
add coolant as needed. high silicate coolants and will lead to radiator
plugging, engine overheating and possible engine
damage.
Refer to “ANTIFREEZE PROTECTION CHARTS”
on page 126 to determine the amount of ethylene
glycol or propylene glycol needed to protect a
specific system.
Concentration of ethylene-glycol or
Coolant propylene-glycol antifreeze in the cooling system
Capacity must be checked with a refractometer before
Liters
Model Engine (Quarts) traveling or operating in areas where subfreezing
temperatures might be encountered.
CXU MP7* 52 (55)
MP8* 54 (57)
CHU MP7* 52 (55) Use the following Antifreeze Protection Charts to
MP8* 54 (57) determine the percentage of antifreeze needed to
achieve specific protection levels for various
GU7 MP7* 52 (55)
coolant systems.
MP8* 54 (57)
GU8 MP7* 52 (55) ETHYLENE-GLYCOL PROTECTION CHART
MP8* 54 (57) Ethylene Glycol Ambient Air Temperature
MRU MP7 — Manual trans. w/o 39 (41) 40% −24°C (−12°F)
aux. cooling pkg
MP7 — Manual trans. w/ 48 (51) 50% −37°C (−34°F)
aux. cooling pkg 60% −52°C (−62°F)
MP7 — Auto trans. w/o aux. 48 (51)
cooling pkg
MP7 — Auto trans. w/ aux. 58 (61) PROPYLENE-GLYCOL PROTECTION CHART
cooling pkg
Propylene Glycol Ambient Air Temperature
MP8** 52 (55)
40% −21°C (−6°F)
LEU*** MP7 — Auto trans. w/o aux. 48 (51)
cooling pkg. 50% −33°C (−27°F)
MP7 — Auto trans. w/ aux. 58 (61) 60% −49°C (−56°F)
cooling pkg.
TD7 MP10 53 (56)

* Coolant capacities listed are for chassis equipped with

manual transmissions. For automatic transmissions, add
9.5 liters (10 quarts).
** Allison automatic transmission is not an available option
for MRU models equipped with an MP8 engine.
*** LEU models are not available with a manual
transmission.
Do not exceed a 60% solution of ethylene glycol
or propylene glycol to water. A higher percentage
does not increase protection. Concentrations
over 60% adversely affect freeze protection and
heat transfer rates.

Page 126
SCHEMATIC & ROUTING DIAGRAMS

SCHEMATIC & ROUTING DIAGRAMS

Page 127
 SCHEMATIC & ROUTING DIAGRAMS
COOLING SYSTEM CIRCULATION SCHEMATICS
178

Figure 178 — Cooling System Circulation — MP7 Engine ('04 Emissions)

1. Surge Tank 9. Turbocharger

2. Thermostat 10. Oil Cooler
3. Cylinder Head and Block 11. Water Pump
4. Radiator 12. Transmission Cooler (if Equipped)
5. Cab Heater 13. Air Compressor
6. Sleeper Heater (if Equipped) 14. Fuel Heater (if Equipped)
7. EGR Cooler 15. Coolant Conditioner
8. Smart Remote Actuator (SRA)

Page 128
 SCHEMATIC & ROUTING DIAGRAMS
179

Figure 179 — Coolant Flow of Conventional Model with Manual Transmission — MP7 and MP8 Engines ('07 Emissions)

1. Surge Tank 11. Aftertreatment Fuel Injector

2. De-aeration Lines 12. Sleeper Heater (If Equipped)
3. Thermostat 13. Power Steering Cooler
4. Thermostat Bypass 14. Engine Oil Cooler
5. Cab Heater 15. Air Compressor
6. Smart Remote Actuator 16. Fuel Heater
7. Turbocharger Bearing 17. Water Pump
8. Cylinder Head 18. Radiator
9. Cylinder Block 19. Fill Line
10. EGR Cooler

Page 129
 SCHEMATIC & ROUTING DIAGRAMS
180

Figure 180 — Coolant Flow of Conventional Model with Automatic Transmission — MP7 and MP8 Engines ('07
Emissions)

1. Surge Tank 11. EGR Cooler

2. De-aeration Lines 12. Aftertreatment Fuel Injector
3. Thermostat 13. Sleeper Heater (If Equipped)
4. Automatic Transmission 14. Engine Oil Cooler
5. Thermostat Bypass 15. Air Compressor
6. Cab Heater 16. Fuel Heater
7. Smart Remote Actuator 17. Water Pump
8. Turbocharger Bearing 18. Radiator
9. Cylinder Head 19. Fill Line
10. Cylinder Block

Page 130
 SCHEMATIC & ROUTING DIAGRAMS
181

Figure 181 — Coolant Flow of LCF (TerraPro) Model with Manual Transmission — MP7 and MP8 Engines ('07
Emissions)

1. Surge Tank 10. EGR Cooler

2. De-aeration Lines 11. Engine Oil Cooler
3. Thermostat 12. Air Compressor
4. Thermostat Bypass 13. Fuel Heater
5. Cab Heater 14. Water Pump
6. Smart Remote Actuator 15. Main Radiator
7. Turbocharger Bearing 16. Auxiliary Radiator
8. Cylinder Head 17. Fill Line
9. Cylinder Block

Page 131
 SCHEMATIC & ROUTING DIAGRAMS
182

Figure 182 — Coolant Flow of LCF (TerraPro) Model with Automatic Transmission — MP7 Engine ('07 Emissions)

1. Surge Tank 10. Cylinder Block

2. De-aeration Lines 11. EGR Cooler
3. Thermostat 12. Engine Oil Cooler
4. Automatic Transmission 13. Air Compressor
5. Thermostat Bypass 14. Fuel Heater
6. Cab Heater 15. Water Pump
7. Smart Remote Actuator 16. Main Radiator
8. Turbocharger Bearing 17. Auxiliary Radiator (If Equipped)
9. Cylinder Head 18. Fill Line

Page 132
 SCHEMATIC & ROUTING DIAGRAMS
183

Figure 183 — Coolant Flow of TD (Titan) Model with Manual Transmission — MP10 Engine ('07 Emissions)

1. Air Compressor 11. Radiator

2. Cylinder Head 12. Static Fill Line
3. Cylinder Block 13. Coolant Bypass
4. Oil Cooler 14. Coolant Pump
5. Aftertreatment Fuel Injector 15. EGR Cooler
6. Turbocharger 16. Coolant Filter
7. Smart Remote Actuator 17. Power Steering Cooler
8. Thermostat 18. Fuel Heater (Optional)
9. Deaeration Line 19. Cab Heater
10. Surge Tank

Page 133
 NOTES

Page 134
SPECIAL TOOLS & EQUIPMENT

SPECIAL TOOLS & EQUIPMENT

Page 135
 SPECIAL TOOLS & EQUIPMENT
SPECIAL TOOLS
J 8092 Universal Driver Handle
J 23688 Refractometer (Fahrenheit Scale)
J 24460-01 Cooling System Pressure Tester
J 24783 Fuel/Oil Filter Wrench (Band Type)
J 26568 Refractometer (Centigrade Scale)
J 29003-A Radiator Pressure Test Adapter
J 29927 Oil Filter Wrench (Strap Type)
J 38361 Cooling System Pressure Test Adapter
J 41660 Coolant pH Electronic Tester
DBT2V700 Coolant Extractor/Injector
Available from the MACK Parts System
9996049 Coolant Drain Hose
Available from the MACK Parts System
ELCTS Extended-Life Coolant Contamination Test Strips
See TS494 for Ordering Instructions
7046-3001M 3-Way Test Strips Nitrite/Freeze Point/pH Level
Available through the MACK Parts System

Above tools are available from Kent-Moore

(except as noted):

KENT-MOORE
O.E. TOOL AND EQUIPMENT GROUP
SPX CORPORATION
28635 MOUND ROAD
WARREN, MICHIGAN 48092-3499
TEL: 1-800-328-6657
FAX: 1-800-578-7375

Page 136
INDEX

INDEX

Page 137
 INDEX
A COOLANT FLOW OF TD (TITAN) MODEL WITH
MANUAL TRANSMISSION — MP10 ENGINE
ABOUT THIS MANUAL. . . . . . . . . . . . . . . . . . . . . . . 9
('07 EMISSIONS) . . . . . . . . . . . . . . . . . . . . . . . . 21
ADDING SCA PACKETS . . . . . . . . . . . . . . . . . . . . 62
COOLANT MIXTURE. . . . . . . . . . . . . . . . . . . . . . . . 13
ADVISORY LABELS . . . . . . . . . . . . . . . . . . . . . . . . . 2
COOLANT PH LEVEL . . . . . . . . . . . . . . . . . . . . . . . 59
ANTIFREEZE PROTECTION CHARTS . . . . . . . . 126
COOLANT TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . 59
AUTOMATICALLY TENSIONED SYSTEM. . . . . . . 44
COOLING SYSTEM CIRCULATION . . . . . . . . . . . . 16
AUXILIARY RADIATOR FOR HIGH
COOLING SYSTEM CIRCULATION
HORSEPOWER MRU . . . . . . . . . . . . . . . . . . . . 31
SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . 128
B COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . 12
COOLING SYSTEM PRESSURE TEST —
BEHR ELECTRONICALLY MODULATED
ALTERNATE METHOD . . . . . . . . . . . . . . . . . . . 55
FAN DRIVE . . . . . . . . . . . . . . . . . . . . . 35, 49, 115
COOLING SYSTEM PRESSURE TEST —
BORGWARNER® (FORMERLY KYSOR) ON/OFF
COOLANT EXTRACTOR METHOD. . . . . . . . . . 54
FAN CLUTCHES . . . . . . . . . . . . . . . . . . . . . . . . 47
COOLING SYSTEM TOP-OFF . . . . . . . . . . . . . . . . 14
BORGWARNER® COOL LOGIC™
COOLING SYSTEM TROUBLESHOOTING . . . . . . 46
ELECTRONICALLY MODULATED
COOLING SYSTEM TROUBLESHOOTING
FAN DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
BORGWARNER® COOL LOGIC™
COOLING THE AIR COMPRESSOR. . . . . . . . . . . . 26
ELECTRONICALLY MODULATED
CXU MODEL CHASSIS . . . . . . . . . . . . . . . . . . . . . . 70
FAN DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
CXU, CHU, GU7, GU8, MRU, LEU AND TD7
BORGWARNER® COOL LOGIC™ FAN DRIVE
MODELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
ROUTINE INSPECTION . . . . . . . . . . . . . . . . . . 67
CYLINDER BLOCK COOLANT CIRCULATION . . . 24
BORGWARNER® K26 AND K30 . . . . . . . . . . . . . 117
CYLINDER HEAD COOLANT CIRCULATION . . . . 24
BORGWARNER® K26 AND K30 ON/OFF
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . 115 D
BORGWARNER® ON/OFF FAN CLUTCHES . . . . 34
DRIVE BELT ARRANGEMENTS . . . . . . . . . . . . . . . 44
BORGWARNER® ON/OFF FAN DRIVE
PREVENTIVE MAINTENANCE. . . . . . . . . . . . . 66
E
C EXPLANATION OF NUMERICAL CODE. . . . . . . . . . 5
CHECKING FOR COOLING SYSTEM
CORROSION. . . . . . . . . . . . . . . . . . . . . . . . . . . 58
F
CHU MODEL CHASSIS . . . . . . . . . . . . . . . . . . . . . 77 FAN BELTS AND AUTOMATIC TENSIONING . . . . 42
CLUTCH LINING CHECK FOR K26 AND K30 FAN CLUTCH/DRIVE REMOVAL AND
FAN DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 115
CONVERSION CHART. . . . . . . . . . . . . . . . . . . . . . . 6 FAN CLUTCH/FAN DRIVE
COOLANT CAPACITIES. . . . . . . . . . . . . . . . . . . . 126 TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . 47
COOLANT CHANGE INTERVALS . . . . . . . . . . . . . 14 FAN DRIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
COOLANT CONDITIONER REPLACEMENT. . . . . 64 FAN DRIVE PREVENTIVE MAINTENANCE . . . . . . 66
COOLANT CONDITIONING . . . . . . . . . . . . . . . . . . 62 FLUSHING THE COOLING SYSTEM . . . . . . . . . . 123
COOLANT DESCRIPTION AND FREEZE PROTECTION. . . . . . . . . . . . . . . . . . . . . . 59
RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . 12
COOLANT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . 25
G
COOLANT FLOW OF CONVENTIONAL MODEL GENERAL GUIDELINES . . . . . . . . . . . . . . . . . . . . . 70
WITH AUTOMATIC TRANSMISSION — MP7 GU MODEL CHASSIS . . . . . . . . . . . . . . . . . . . . . . . 85
AND MP8 ENGINES ('07 EMISSIONS) . . . . . . 18
COOLANT FLOW OF CONVENTIONAL MODEL I
WITH MANUAL TRANSMISSION — MP7 INTERVALS FOR ADDING SCA PACKETS OR
AND MP8 ENGINES ('07 EMISSIONS) . . . . . . 17 CHANGING THE COOLANT
COOLANT FLOW OF LCF (TERRAPRO) MODEL CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . 62
WITH AUTOMATIC TRANSMISSION — MP7 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ENGINE ('07 EMISSIONS) . . . . . . . . . . . . . . . . 20
COOLANT FLOW OF LCF (TERRAPRO) MODEL L
WITH MANUAL TRANSMISSION — MP7 LEU MODEL CHASSIS . . . . . . . . . . . . . . . . . . . . . 108
AND MP8 ENGINES ('07 EMISSIONS) . . . . . . 19

Page 138
 INDEX
M S
MP7 ENGINE ('04 EMISSIONS) COOLANT SAFETY INFORMATION. . . . . . . . . . . . . . . . . . . . . . 2
FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 SAFETY PRECAUTIONS FOR VISCOUS
MP7, MP8 AND MP10 ENGINES . . . . . . . . . . . . . . .22 FAN DRIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
MRU MODEL CHASSIS . . . . . . . . . . . . . . . . . . . . .101 SERVICE PROCEDURES AND TOOL
USAGE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
N SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . 136
NITRITE LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 SURGE TANK CAP . . . . . . . . . . . . . . . . . . . . . . . . . 29
SURGE TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
O
OIL COOLER ASSEMBLY . . . . . . . . . . . . . . . . . . . .28 T
ON/OFF FAN CLUTCH OVERHAUL . . . . . . . . . . .117 TD MODEL CHASSIS . . . . . . . . . . . . . . . . . . . . . . . 92
ORGANIC ACID CONCENTRATION TEST STRIPS FOR TESTING GLYCOL,
(EXTENDED-LIFE COOLANTS). . . . . . . . . . . . .60 NITRITE AND PH LEVELS IN HEAVY-DUTY
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
P THERMOSTAT AND SEAL LEAK TEST. . . . . . . . . 53
POLY-V BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 THERMOSTAT ASSEMBLY . . . . . . . . . . . . . . . . . . 27
PRESSURE TESTING COOLING SYSTEM . . . . . .54
PROPYLENE GLYCOL . . . . . . . . . . . . . . . . . . . . . .15 W
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
R
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30, 58
RADIATOR REMOVAL AND INSTALLATION . . . . .70
RADIATOR/EXPANSION TANK CAP
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . .58
RADIATOR/SURGE TANK CAP — LEU/MRU
MODELS ONLY . . . . . . . . . . . . . . . . . . . . . . . . .56
ROUTINE INSPECTION OF FAN DRIVE
AND FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

Page 139
 NOTES

Page 140
 ENGINE COOLING
SYSTEM
SERVICE MANUAL
(MP7, MP8 AND MP10 SERIES ENGINES)

PRINTED IN U.S.A.
7-002 MACK TRUCKS, INC. 2009