Mackpro

I believe you can still get the original paper engine overhaul manual and engine electric troubleshooting manual for the 2004 emission year MP7 that’s in the CTP/CXP. I still have my copies . A lot of the stuff has gone to digital download on E-media.

Have the injectors been changed recently? If so, possibly the incorrect ones were installed. Only the first few years of the ETECH style engines had the injector fuel return system in the cylinder heads that went to the fuel pressure regulator via plastic push on fuel return hose. Here in the US the year model range was about 1998.5 to 2001.5 . Then the CCRS and ASET family of engines came out and all used the “leakless” injectors which did not have the plastic fuel return line coming off the cylinder head. A lot of the newer cylinder head casting still had the passage ways in the heads for fuel return system but had pipe plugs in them to block them off. Also the ETECHs with the fuel return in the cylinder heads need 2 O-rings on each injector. The “ leakless “ injectors only need the top O-ring.

The * is for some kind of “ Limp Home” mode if you have certain transmission fault codes. I’ve never seen it used.

The fleet shift pad can be replaced with the performance shifter but a software update has to be done by the dealership. The dealership has to request a software change from corporate. After the software is turned on and installed in the truck, there is a parameter in the settings that needs to be changed as well. There are 3 options for this parameter. One is performance mode turned off , one is performance mode on but will return to economy mode after truck reaches a drop in engine load ( up to cruising speed), the last is performance mode on and will stay on till you turn it off on the shift pad or cycle the key switch. On your fleet shift pad if you hit the “M” manual mode button all this does is hold you in the gear you are in.

The line coming out of the shut off fitting should go to the VGT actuator spin on air filter housing. When you turn off the air via the shut off valve it dumps the air off the VGT filter, control valve and actuator. This lets you change the spin on air filter without draining all the air in the system. There was a Service Campaign or Product Improvement Campaign to add the shutoff and air filter to the early 2003 ASET AC trucks.

I posted this in another “ Low power after delete” thread.

There are 3 of these 64MT450A temp sensors on the AC engine. The 2-8 code is for the sensor that screws into the intake manifold itself , not the one above it on the angled pipe coming from the aftercooler . If either of the two on the driver side of the engine fail there is a new updated part number 64MT485 that will replace them. If the compressor discharge temp sensor ( sensor on the pipe between turbo and after cooler passenger side )failed then you have to use the original part number. Mack service bulletin SB273013

The 2-8 code is for the intake manifold temp sensor not the EGR mass flow and temp assembly

In loss of oil pressure or low oil pressure the turbocharger seems to suffer first. On the early ASET AC engines in late 2003 and early 2004 , the turbo and EGR valve shared an oil supply line from the oil filter stand. An update recall had us run a dedicated oil line from the bottom RH side of the engine block to the EGR valve. And the turbo got a new oil supply line as well. If yours was not updated to the new design, the turbo and EGR valve were fighting for oil supply for sure .

The CH/CHU/PI are really popular around here and in the used market bring $10,000 or more over the CXU/Anthem trucks with similar miles and specs. Tyson was still buying PI’s up until this last batch of trucks which are Volvo VHD’s.

Dealership guys told me a couple months back that the D11/MP7 was on the way out and getting replaced by a new Cummins 10 liter. The. MP8 or now know as MP13 has been bumped to 515 HP. Also told this just a few days ago that the PI and GR are staying the same for about a year and a half then they are merging the PI and GR into one truck with lots of frame and suspension and axle options.

Yes, those split HP programming in the 355/380 and 380/410 did some crazy EUP manipulation to get good power with small CC injectors. Swap in the 460 injectors and you can get great power gains .

Easiest way to tell the difference between a first gen ETECH and a CCRS is that the first gen ETECH has a small plastic fuel return line from the top of the front or rear cylinder head down to the fuel pressure regulator on the RH side of the block above the air compressor. If no plastic line is present then the engine is a CCRS or ASET style ETECH engine. Only the fist gen ETECHs need camshaft keyway changes for various HP upgrades.

Could be steering angle sensor needs to be recalibrated. If the steering wheel is off center it needs to be straighten and recalibrated using Bendix software. Or possibly the bed company moved the Yaw sensor on on the frame and now it’s out of calibration as well.

You’re probably on the right track. The cam and crank sensors ( same part number) can cause this issue. The camshaft sensor needs to be adjusted with shims. I’ve seen the where the camshaft floats to close to the sensor and sets a code