Mackpro

Always start with the battery connections then on to the starter then the firewall pass throughs. Load test each battery separately. Low voltage causes weird problems with the MP engines

They both are ABS codes. Anytime you see a M136 or MID 136 its ABS. The SID 48 is the steer axle left side modulator valve code. Bendix has all their manuals online for free. Eaton Fuller, RH Shepard steering and Bendix all have their manuals online for free, unlike most manufactures.

Should be the T1 sensor located at the top of the DPF where the flex pipe from the turbo comes into the DPF

If you still havent gotten the info you need. Message me with your VIN and I can pull it up and e-mail it to you . Im the warranty admn at our dealership.

Grand Rock is your best bet

At our dealership we have been having lots of problems with mis-labeled exhaust pipes so I'm not surprised .

I wondered that. It seems your right after looking at the manual. It was 30 years ago that I saw the guys drilling and re-pining them so that would be about right. The manual still shows you checking run-out though. But if its over .010" it dont tell you what to do about it.

They are supposed to be very clean. Sounds like the new DPF filter is cracked or bypassing around the housing. In 2016/2017 Mack added a new sensor called the Particulate Matter sensor. It checks the exhaust after the DPF to check for soot getting through . It should have set a code if something like that happened. However this would not cause any crazy boost issue that I know of.

Forgot to add. I just got done putting a 2016 MP 7 back together. It had a weird 2 part problem. First was a turbo issue not getting full stroke all sooted and carbon up. Replaced it and did a regen, during regen engine died and locked up. Found coolant on top of pistons. Found EGR cooler bad , replaced and truck barely ran. No compression on 1 and 5. Pulled head and found the intake valves on 1 and 5 had so much carbon/soot built up on them they wouldn't close/seal. Replaced head and all better now. Less than 100,000 miles on her. Scary thing is I didn't have one left over nut or bolt!

In our Tech Tool program we have a "low power template graph" that we can load into sensor monitoring screen and it records the readings of all the sensors, engine load, mph , throttle position and much more. We hit "record " and drive the truck or go with the customer. We email the results to Mack and see if they can make heads or tails out of it. Mack has flew its guys out here 3 times over the years for weird issues we couldn't figure out. One was a bad engine harness , one was a screwed up DPF filter and the last was a bad SCR hot box. All on new trucks at the time. One guy flew in and just installed and diag monitor and left. Corporate watched the readings for a week and called us and said to put a new SCR box on, that fixed it somehow. Low boost from a faulty turbo or EGR can soot up a DPF fast. I hope they get it figured out for you asap.

Has anyone mentioned the flywheel housing itself? If ever removed or replaced it needs to be dial indicated/centered to the crank when installed. Most of the time they are within specs but I remember the old timers having to drill and re-pin some. I'll look in the manual in the morning

Yep , see it all the time on the early ETECHs . Works great at first cold start up when oil is cool and thick and as soon as the oil get up to temp/hot and thins out then the engine brake doesn't work at all or barely makes noise . There are lots up upgrade kits for this issue but cam bearings are often over looked for this problem.

We have 10 or 12 common rail engines running around here for over a year and still have not had any problems that a software update couldnt cure. So far so good!

It's not that thoses Mack motors we're bad it's just there's no replacement for cubic displacement.

Yep , I tell people to buy a new Peterbilt cause the never break down !

Fixed that for ya

If your used to big bore Cummings and Cats, you won't like the small displacement Mack.

Can you read the engine hours on your display? If not your engine ecm is not powering up. If you can view it then start with fuel related checks. There is a fuse for the engine ecm on the LH firewall in the fuse box

The electric viscous fan never fully disengages. This is normal. The only other option on a Mack now is the Horton 2 speed air fan clutch. And even it still spins pretty good when disengaged. On the electric viscous fan, the tech can view fan speed and turn fan on and off with Tech Tool. Your truck is to new for the problematic Borg Warner electric viscous fan. The Behr fan that you have is very trouble free.

I need to edit my reply as I see these trucks go closer to $50,000 here with a steel bed . So that's a good price actually

It's a little high but....... have it bumped to 460XT then smile and wave to your other buddies who are stuck in 5mph de-rate while you go make $$$$$

Does the sensor screw directly into the radiator or is it in a surge tank up on the fire wall? Also does the sensor have a plug in harness or eyelet and nut style harness

http://www.premiumtechtool.com/purchase/ The PTT software is $600 for either Mack or Volvo. For both its $800. Then $200 a year for updates if you want them. Plus you can actually get dealer software programming if you want but its quite a bit more. The adapter/interface is where they get you. However the VOCOM II adapter is cheaper than the orignal VOCOM that we use here

The 5-672 manual is the closest I could find