Mackpro

Good to know . I believe it was a digital display so it might possibly got reversed in the process. Regardless good to know. This also made me check my tattoo on my arm and luckily it’s correct ! Lol

Went and saw Kid Rock in Nashville last night. It was his “ No Snowflakes “ tour, very patriotic, pro-American, anti-Biden show. It was nice being around 20,000 like minded Americans! He did 2 sold out shows.

The software update has to be done when the the EPRV delete is done so I hope it was done as well. Also injectors can have issues bust usually log codes. Also camshaft lobes are known to slip on the cam tube and this causes low power with and without fault codes.

The 04’ emission MP7 in the 2007 CTP and CXP ( possibly in other truck models) was very similar to the 2008 and up MP7’s . Main differences are the 04’ emission had Centrimax oil filter, different exhaust manifold/EGR valve and EGR cooler and the EGR mass flow/temp sensor. And best of all , no DPF exhaust filter and of course no DEF. Copper injector cup with no update available for stainless cups and conical injectors. I also think there was no crank case ventilation filter (CCV).

If it ran good before the injector cup fiasco then I’m wondering if something is wrong in the upper end. Engine brake valve sticking open. Engine brake plungers backing out . Or engine valves bent or not sealing. Valve adjustment off.

https://static.nhtsa.gov/odi/tsbs/2022/MC-10211372-0001.pdf I’ll attach a picture of fuse locations tomorrow

Mp 7 or MP8’s and what year model . My thoughts are a stuck open EGR valve which will drop turbo wheel speed and low boost for starters

Vecu seeing that the PTO is engaged (when’s it’s not actually) limiting the RPM to 1200 is what I would think .

This would be good to know. I hate the hood latching system on the Anthem’s but gotta get that .00001% increase in fuel mileage for the EPA.

The ACM (after treatment control module) that runs the DEF system and nox sensors has its own power supply directly to the battery with a small 30 amp fuse holder on top of the batteries. It’s very common for this to be left off or not tighten after a battery change or disconnection.

Can remember for sure on peak torque rpms but the 395 has 100 mor foot pounds of torque than the 405. A lot of guys had their 395’s bumped to 405 only to regret it and then had it set back to 395.

For on road use in a CXP the 405 HP rating is best. In dump truck/logging off road use the 395 HP version is better (CTP). The turbo, EGR valve and EGR cooler are very specific to this year model engine. The EGR mass flow and temp sensor assembly is a shortened version from the ETECH ASET AC engine and prone to failure. Almost every CXP/CTP I ever plugged my laptop had active codes for this sensor. However people run them all the time like this. These engines came with copper injector cups and flat bottom injectors. There is no upgrade option to stainless cups/conical injectors for this engine like there is for the 2008 and up engines . Lots of Service bulletins on these engine for updated parts. All this sounds bad but actually they are pretty reliable. Local guy here has 8 or more of the CTP’s and they run every day.

First thing is tighten the battery cables. Anytime the DEF gauge fluctuate, check the cables

Went up early and cleaned on the boat to go out for the day and spend the night, never left the dock . Storms were building up and coming up from the south west. Had a couple of tornadoes with in 15 miles of the the marina so went back home. Spent the day in the pool. The dogs we’re happy we were home . Pool deck and pool house/bar was a bigger project than I had expected. Invited my building contractor buddy over for a pool party tomorrow but little does he know how much work he’s in for . Happy early 4th to everyone.

Sounds similar to the short lived Eaton Fuller Lighting transmission . Manual transmission with electric high/low range shift. Helped in saving the range synchronizer from idiot steering wheel holders but reliability suffered from failures with wiring and the range shift controller that bolted to the back of the trans. I think it was even water cooled. Only saw them a few years back in early 2000’s.

There is a bulletin on putting the EUP back together if you have one that has popped apart. I’ll attach it here. Also they do make oversized EUP roller guide pins if you ever get into a situation where you need to replace one and the original size pin is not tight . https://www.scribd.com/document/372397084/MAck-Bomba-Unitaria

Your truck was built 1/19/05. AI427 engine , T310M transmission, has the 92/93 series carriers with 4.64 gears, the 4.64 gears are a must with with a AI engine and any tire taller than a 22.5 full-size. Your fan clutch is a Horton Drive master air fan. Your engine ECM was replaced back in May of 2011 and is up to date software wise. Your VECU vechicle ECM is at software level Step12 and would be great if it was reflashed to Step12B , helps with throttle response. The 460 XT program was only for early ETECH engines 1998.5 to 2001.5. Yours could possibly be bumped to 460HP with a software update. However the turbo would have to be changed to the bigger one. If you have a good local dealership that can submit a HP request.

That ECM number is just a part number. Has nothing to do with what engine data file/Hp level it is. Need to get that fan issue figured out as it draws up to 50 HP when on. What’s the last 6 of the Vin ?

Updated cover with gussets

No gussets

I believe your onto something there. Vibrations did cause 3-4 codes and Mack came out with a new front timing cover with casted in gussets around the cam timing sensor. I believe many many years ago I had a Eaton ultra shift truck and the centrifugal clutch was out of balance and caused a possible 3-4 code . I remember I replaced the clutch and it solved the problem.

It seems they never made a troubleshooting guide for that style fan clutch on the AI engines. The electric viscous fan clutches for the AI and AC engines look identical and will actually bolt up but they have different part numbers. The troubleshooting should be the same only difference would be engine ecm pin location.

Your correct , I forgot that the GR , Athem and Pinnacle all use the LCM light control module now. There are about 6 fuses for the LCM . We have never found out what fuse does what. I’m thinking it’s a parameter in the LCM that can be turned off with Tech Tool.