CCM

The customer had me on hold with this unit and now want's to continue with diag. Has anyone come up with any ideas with what could be the issue. Now for some reason I am unable to even reset the soot level. I've even checked for any ecu updates. Head scratcher!!

Thanks Mackpro. I appreciate any help

Can you run a crystal sublimation test even if the truck doesn't have DEF?

We had the filters cleaned and reset the soot level and reset back to 13% and after the first failed regen it jumped to 140%. We have tried to reset the soot level and won't reset. We have performed several regen's and soot level never drops. The diff pressure is at 0.27 to 0.29 psi. I have previously replaced the 7th inj due to an open circuit and have even removed it and cleaned it to be sure. The adaptive factor was reset.  After the regen ends no other codes appear. Thanks for the response. 

I always recieve some good info here so i need help again. I'm working on a "09" Mack CXU613 (MP7) A few months ago we replaced all 6 injectors and not long after that we had to replace 2 due to fuel leaking from the bodies. All was working fine but came back with mid 128/psid 47/ fmi 0 and soot level codes. Checked regen system,found tee check valve at A/T fuel inj faulty. Replaced the check valve and all was good again. Returned again with same codes. Tried running regen and would not build temp. Removed dpf and sent to be cleaned. Reaseambled and ran regen. Still not temp. Have fault traced with G/D. Replaced egr valve. checked diff sensor,tubes,vgt lever,boost leaks,fuel pressure to A/T fuel doser and made sure it wasn't plugged. During regen the exh temps are (inlet 739) (after cat 969-978) (outlet 877-904) It goes back to idle and soot level reads the same and only code active is for soot level. I'm heading towards faulty DOC but who want to spend 5k on a guess? Any ideas? 

Thanks turckster  l’ll look it over

2010 MACK CXU613 MP7 with oil pressure red warning light coming on and shutting down. The oil pressure gauge continues to read. Oil pressure sensor has been replaced. #22899626. Anyone run into this issue?  

Still working on this overheating issue. Can't seem to get a clear cut answer on if you should hear the fan when PTT is showing engagement at anywhere from 86% to 99%. Coolant temp will run as high as 223 degrees with the fan showing lock up but wont cool the temp down. If the harness is disconnected so the fan runs constant you hear the fan and the temp stays normal. 

Trans is a EATON autoshift. Took off a behr fan clutch #21046590

Anyone have any info on the electric/viscous fan clutch for the MP7 engines. The customer is complaining of the engine running warm and the fan doesn't come on soon enough. We have updated the clutch to part #85115602 if that helps with trying to find info or some kind of a bulletin. Maybe it's a programming or parameter setting? We have also replaced the water pump and thermostat. The radiator was replaced not to long ago also. As long as you have to electrical unplugged and the fan runs constantly it cools just fine. 

Troubleshot for 4094 code. Monitored while performing regen and towards the end of the regen the Nox levels were still at high 200 to low 300. Recommend  removing the egr cooler and insp?  

@Mackpro, Thanks for the info

Working on a 2012 MRU613 mp7 with non-catalyzed system. I have a constant returning code of SPN 5246/FMI 0, SPN 4094/FMI 18. Replaced def doser nozzle. checked egr valve for flow while unplugged. (has slight flow) Checked diff sensor and checked ports for plugging. Not plugged. I can perform a regen and codes become inactive. Truck will return within a few days with same issue. Just replaced Nox sensors due to updated part number and road tested unit (max hill grade is 15%) while monitoring Nox readings. Nox intake always showed 0 and Nox outlet varied between 236 to 510. Anybody have an idea on what the Nox levels should be?

So, we performed the glove test on the egr and it did inflate the glove. replaced the egr valve and re-tested. It still put air into the glove but not nearly as fast. Still getting a lot of black smoke. I's it possible the intake manifold and intake ports are just filled with excessive soot and is going to take time to clear out?

@Mackpro, Thanks for doing the research. there were no Injector codes or any fuel related codes. That's what has us puzzled. The egr valve does have the updated one on it already (no drain)

@Turckster, We did checked for any flow but we haven't tried the glove trick. We will try that this morning and see what we come up with. 

@Mackpro, I performed that test but it never makes any sense to me. Here are the number after running the test for 10 mins

#1cyl (4)

#2cyl (9)

#3cyl (-10)

#4cyl (9)

#5cyl (-8)

#6cyl (-3)

We also did a cyl compression test with PTT  and it first showed bad cyl #4. Ran test again and it showed #2 & #4. Tested again and it showed all good.

Thanks again for responding with the suggestions.  

It does have engine brake. And that was my thought also but we didn't notice any issues while adjusting the valves. Love getting the ones that drive you crazy.

That's good info to know on the Injector tip issue. I wasn't aware of that. Unit has no issues on starting. We checked to intake system and repaired the leaks we found. I do have one issue that we are unsure about. When we had to pressure test equipment hooked up the the inlet of the turbo we have air leaking from outlet of turbo. Normal or not?

@BGarofalo, Injectors is our thought but how do you explain a hunch to the customer. Hero if it fixes it and zero if it doesn't.  We removed the vgt actuator and performed a manual lever test and it moved fine. We also unplugged the egr valve and performed a stall test and it still smokes. Did a cylinder cut out test and all injectors seem to be hitting evenly. 

@Mackpro, It is the spark assisted system. I think it does a regen but its putting out so much black smoke (soot) that it cant keep up. 

Thanks for the replies

Hello all, I'm working on a 2012 Mack MRU613 (Refuse) The unit was brought in with check engine/regen issue. Codes showed high soot level. Pulled filter and found it to be pushed out of housing. List of items we checked and replaced. Inspected diff ports, Turbo, Boost leaks, Adjusted valves and Injectors. Replaced dpf, Diff pressure sensor to updated version. All seemed to be good. Ran regen and had no codes. Unit returned just a few days later with high soot level issue. Went back through and rechecked everything again including the things we forgot to the first time including the egr valve. We have no flow with the egr valve electrical unplugged. Updated the acm and eecu software. With the exhaust pipe removed from the dpf we can load up the engine and it will blow black smoke. Possible injector issue? Any other ideas? 

Updating for information. It turned out to be a faulty Atomization module. While performing air activation tests the pressures we not consistant.

I'll check the parts numbers and see if it's been updated or not. I know this unit has had a few modules replaced. Yes, the wiring is fun to trace out on these. Thanks for the info Mackpro

I'm working on a 2010 Mack MRU non-cat dpf system with SPN 3485 FMI 7 code for the atomizing air control module. I can run through the test procedures with PTT and the code will go inactive but then it returns. Has anyone worked with this system much that might have any ideas? I've tried a used module but gave same code. 

Thanks for the info turckster, I'll read this and hopefully I'll come up with the issue.

Did not empty and refill def tank. I used the test strips and refractometer and it showed to be good. You think I should go ahead and replace anyway? Ill give anything a shot right now.