SERVICE BULLETIN

Number: SB214037
Date: 11/22/05
Model: ASET™ AC
(Does not apply to Mack Trucks Australia)

EGR System Diagnostic Procedures — ASET™ AC Engines

This service bulletin provides a systematic method of diagnosing problems that may arise
with the EGR system. Typically, an EGR system malfunction is indicated by an EGR Valve
Mechanism fault code 4-9 FMI 7 (Mechanical System not Responding), which indicates that
the EGR valve is at fault. A faulty EGR valve, however, may not necessarily be the reason
for the logged fault. When diagnosing problems with the EGR system, proceed as follows:
1. Check the vehicle service history to determine if the same problem was experienced
recently, and if so, what component(s) were replaced. If components were replaced, it
is unlikely that replacing the same component(s) will correct the problem.
If the vehicle has been serviced for a related EGR system problem, check to determine
if the problem may now be related to the previous repair. As an example, if an EGR
cooler was replaced due to an internal coolant leak, leaking coolant may have
contaminated other components (such as sensors, etc.) in the EGR and mass flow
systems. Repair and/or replace any components found to be faulty.
2. Connect the diagnostic computer, launch VCADS software and check the following:
a. Check the system for active faults and record any faults found (include the fault
code and the Failure Mode Identifier [FMI]).
b. Check the system for inactive logged faults and record any faults found (include
the fault code and FMI).
c. Inspect the component(s) indicated by any active faults and repair as required.

Active faults must be corrected before proceeding.

d. Clear all logged faults.

If the Advanced Diagnostics screen or snapshots display data

contains “0s” and “32s,” this indicates that the engine electronic
control unit (EECU) is not transmitting, or the personal computer
(PC) is not receiving correct data. This is generally caused by
the PC being connected to the vehicle too long. If this is seen,
reboot the computer and restart VCADS. If rebooting and
restarting VCADS does not rectify the condition, stop and then
restart the engine.

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SERVICE PUBLICATIONS, ALLENTOWN, PA 18105 ©MACK TRUCKS, INC. 2005
 e. If any repairs were made or component(s) replaced as a result of the steps
performed above, operate the vehicle and verify performance. If performance is
acceptable, the vehicle may be returned to service.
If performance is not acceptable, repeat step c above. If, however, fault code 4-9
FMI 7 is the only recurring active code, continue with step 3 below.
3. Closely inspect the EGR system components.
a. Inspect for signs of exhaust leakage at the following areas:
앫 EGR valve mounting surface (possible gasket leakage)
앫 EGR system hot tube joints (possible seal or clamp failure)
앫 EGR hot tube (cracked tube or bellows)
앫 EGR cool tube joints (possible seal, clamp or hose failure)
앫 EGR mixer tube (cracks or seal failure)
Exhaust leakage at any of the above areas indicates a failure of the component.
Replace components as required.
b. Check the following sensors for obvious signs of damage. Also inspect the sensor
connectors for damaged pins and the harnesses for damaged wires and loose
connections. Repair or replace as required.
1

Figure 1 — Sensor Locations

1. Mass Flow Sensors 4. Inlet Manifold

2. Boost Temperature Temperature Sensor
Sensor 5. Humidity Sensor
3. Boost Pressure Sensor 6. Coolant Temperature
Sensor

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 앫 Mass flow sensors (two sensors located in the EGR cool tube)

Inspect the EGR mass flow sensor harnesses only. DO NOT

attempt to remove the mass flow sensors from the tube, as the
sensors, tube and module are calibrated as a unit during
manufacture. The sensor retaining nuts are welded in place.
Disturbing either sensor by attempting to remove the retaining
nuts can result in the mass flow system not performing properly.
Doing so is considered tampering or abuse which could void the
warranty on the mass flow system components.

앫 Boost temperature sensor

앫 Boost pressure sensor

The boost pressure sensor used in ASET™ AC engines looks

identical to the sensor used in ASET™ AI/AMI engines. They are
different, however, with different part numbers and operating
parameters. If the incorrect sensor is used, a 2-2 fault code and
reduced engine power will result. The correct part number for the
boost pressure sensor used in ASET™ AC engines is
64MT446A. The part number is located on the connector end
(refer to the following illustration), whereas the part number for
the boost pressure sensor used in ASET™ AI/AMI engines is
located on the sensor hex.
2

Figure 2 — Comparison Between ASET™ AC and ASET™ AI/AMI Engine Boost Pressure Sensors
The boost pressure sensor can be tested as follows:
a. Remove the sensor from the manifold.
b. Connect clean, dry, regulated shop air to the sensor.
c. Adjust the regulator to supply 15 psi to the sensor.
d. With the ignition switch turned on and the PC running Service Diagnostics,
verify that the sensor read-out indicated on the Monitor Parameter screen is
within the 3 psi of supply pressure. If not, replace the sensor.
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 앫 Inlet manifold temperature sensor
앫 Coolant temperature sensor
The coolant temperature sensor can be checked by using an infrared
temperature gun to read the temperature at the base of the sensor and
comparing the reading to the reading indicated on the Monitor Parameters
screen. Actual measured temperature should be within 5° of the temperature
indicated on the screen. If not, replace the sensor.
앫 Humidity sensor
4. Using VCADS software, perform the VTG calibration procedure. Verify that the
turbocharger vane actuator arm moves smoothly through a full length of travel (from
stop to stop). If the actuator arm does not move smoothly, sticks or binds, perform the
troubleshooting and calibration procedures outlined in service bulletin SB214023.
Repair as required.
5. Check for active or logged intake manifold temperature sensor faults (fault code 2-3
FMI 3, 4 or 5). If a fault(s) exists, perform the tests outlined in the V-MAC® III Service
Manual, 8-211. Repair the harness or connector, or replace the sensor as required.
Record the fault code and the FMI.
6. Check for active or logged humidity sensor faults (fault code 2-9 FMI 3 or 4). If a fault(s)
exists, perform the tests outlined in the V-MAC® III Service Manual, 8-211. Repair the
harness or connector, or replace the sensor as required. Record the fault code and
FMI.
7. Test the EGR valve as follows:
a. With the engine shut off, disconnect the harness connector from the EGR valve
and position it in such a way so that it will not fall onto the exhaust manifold or heat
shield.
b. Connect the EGR valve tester (tool No. J 48050) by connecting the harness
connector to the EGR valve, the red alligator clip to a 12-volt supply (such as the
battery terminal on the starter relay) and the black alligator clip to a good ground
(such as the ground circuit breaker).
3

Figure 3 — Connecting EGR Valve Diagnostic Actuator Tool

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 c. Start the engine and set the electronic hand throttle to allow the engine to run at
1200 rpm.
d. Press and release the momentary switch on the EGR Valve Tester while
observing the EGR valve actuator shaft.

The actuator shaft can be viewed by looking at the EGR valve

from the right-hand side of the engine, just forward of the
turbocharger. If necessary, shine a light on the EGR valve so
that the actuator shaft can be seen easily.

When the switch is pressed, the EGR actuator should almost immediately retract
a full stroke (slightly less than 3/8" [10 mm]), and when the switch is released, the
actuator shaft should rapidly return to the fully closed position. Repeat this test
several times to ensure that the actuator shaft extends and retracts smoothly.
e. If no EGR valve actuator shaft movement was observed during the above test,
shut the engine off, and then connect an accurately calibrated pressure gauge to
the oil line that supplies the EGR valve.
f. Start the engine and observe the reading on the test pressure gauge with the
reading indicated on the instrument panel engine oil pressure gauge. If there is no
oil pressure indicated on the test pressure gauge, or if there is a significant
pressure differential between the reading on the instrument panel gauge and the
test gauge, determine the cause of low oil pressure to the EGR valve and correct
as required. Typical causes of very low oil pressure to the EGR valve can be a
plugged fitting, missing air compressor oil feed tube or a mis-positioned/mis-
aligned front auxiliary shaft bushing. If there is sufficient oil pressure to the EGR
valve (as determined by the reading on the test pressure gauge) and the actuator
shaft does not move when tested as described above, the actuator shaft is
sticking or binding. Replace the EGR valve.
8. If the EGR valve tests OK, check for EGR flow as follows:
a. Using VCADS software, launch Sensor and Parameter Values, Monitoring, and
then select Advanced Display.
b. Start the engine and set the electronic hand throttle to allow the engine to run at
1200 rpm until reaching normal operating temperature.

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 c. With the engine running, the coolant temperature within the normal operating
range and the Advanced Display screen opened, compare “Target EGR Flow”
with “Measured EGR Flow” when the 4-9 fault occurs.
4

Figure 4 — Advanced Display Screen, Target EGR Flow and Measured EGR Flow

Fault code 4-9 sets when the difference between “Target EGR
Flow” and “Measured EGR Flow” is greater than 10 lb/m for 35
seconds or more.

If the “Target EGR Flow” is considerably GREATER than the “Measured EGR
Flow” (i.e., a target flow of approximately 10 lb/m with a measured flow of
approximately 2 lb/m), the most probable cause of the 4-9 code is a plugged EGR
cooler. Clean the cooler as outlined in service bulletin SB214030. After cleaning
the cooler, verify whether or not adequate flow has been restored by repeating
step c and comparing the “Target EGR Flow” with the “Measured EGR Flow.” If
flow has not been restored, replace the cooler.
If the “Target EGR Flow” is considerably LESS than the “Measured EGR Flow,” the
most likely cause is a defective mass flow system. Replace the mass flow tube,
sensors and module assembly. After replacing the mass flow system, verify that
the condition has been corrected by repeating step c and comparing the “Target
EGR Flow” with the “Measured EGR Flow.”
If a “Target EGR Flow” of 0 lb/m is shown and “EGR Flow Allowed” shows NO, but
a “Measured EGR Flow” between 5 and 15 lb/m is shown, the EGR valve exhaust

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 poppet is most likely stuck in the open position. This type of EGR valve failure is
also made evident by intermittent black smoke and a loss of engine power. If this
is the case, replace the EGR valve. After the EGR valve has been replaced, verify
that the condition has been corrected by repeating step c and comparing “target
EGR flow” with “measured EGR flow.”
For an alternate method of determining if the 4-9 condition is the result of a
plugged EGR cooler or a defective mass flow system, check the turbocharger
wheel speed on the Advanced Display screen.
5

Figure 5 — Advanced Display Screen, Turbocharger Wheel Speed

Turbocharger wheel speeds are typically around 22,000 rpm at low idle, and
between 95,000 and 110,000 rpm at governed speed. If the wheel speeds shown
on the screen are considerably higher, the EGR cooler is probably plugged. A
plugged EGR cooler forces more exhaust gas to flow through the turbocharger,
resulting in increased wheel speeds.
Consequently, if the turbocharger wheel speed is low (approximately 7,000 rpm at
low idle), the mass flow system is probably defective. Actual EGR flow greater
than what the mass flow system is reporting to the engine ECU results in lower
turbocharger wheel speeds due to the decrease in exhaust gas flow through the
turbocharger.

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