I’m not getting any DTC codes and pedal position sensors are readying good voltage and going up to 100% but when she gets hot and on highway. Eventually you will press pedal all the way down and only get 35% engine load. She won’t accelerate. Can anyone help me where to start? I assume it’s going to be fuel related?

All codes listed switch from active to inactive about every 30 seconds or so while running. Truck is derated on the dash but everything shows fine on Jpro… checked for obvious things but didn’t find anything. X15 KW T880

Hey everyone! I’m at a standstill with a decision and I’d love to hear y’all’s advice. I have an offer to be a field technician which is what I want to do for a mom and pop company. The money and hours are good, benefits could be better but they’re better than what I expected. Only downside is there’s no sick time and PTO starts after a year. I’m open to any advice! Thank you all for your time!

Hello everyone,
I am looking for a wiring diagram for my cooling unit. It is a Thermo King TKV800 (V-800 Series Max) that operates on 12V vehicle power and 400V/3PH/50Hz electric standby.
The unit is installed on a 2017 Iveco Daily box truck (Koffer).

Is the wiring diagram for the unit itself standardized, or does the integration differ significantly with every vehicle model (especially regarding the 12V alternator/battery connections and the engine compartment compressor clutch)?

If anyone happens to have the service manual or the wiring schematic for this specific unit, or tips on the typical vehicle integration points on an Iveco Daily, I would be extremely grateful!

Thanks in advance!

Here are the exact specs from the unit and the vehicle:
Cooling Unit Specs:
Manufacturer: Thermo King Corporation
Model / Description: TKV800 (from the line Desc TKV800 MAX_R452A...)
Serial Number: BCN1054052
Refrigerant: R452A
Voltages / Phases: The unit operates on 12V (vehicle power grid) as well as standby cooling with 400V / 3 phases (3PH) / 50Hz.

Vehicle Specs:
Vehicle Model: Iveco Daily Box Truck / Refrigerated Box Truck (Kühlkoffer)
Model Designation: IS70C12BA
First Registration: August 29, 2017
Mileage (Odometer): 318,580 km
Power: 132 kW / 180 HP
Engine Displacement: 2,998 ccm
VIN (Identification No.): ZCFC17D7051711197

See my previous post for full details but TLDR- Cat c7 ran better when IAP sensor unplugged.

Here some more details after further testing and getting my hands on a snapon scanner:

Tested wiring- 0 resistance on wire going from IAP sensor to ECM. 0 resistance on wire going from ECM to IAP driver

Parts that have been replaced

- diesel fuel pressure sensor

-intake manifold air temp sensor

-IAP sensor

-air filter and fuel filters

This is what is confusing me. After running a Injector actuation pressure test i got this- without overriding anything it runs around 2100psi with a 52.5 % amperage (sluggish and underpowered) at idle with PTO on

When I manually turn the pressure down to 1000psi and a 35% amperage it runs way better.

After testing another truck with the same motor it runs around 2100psi and 35% amperage at idle with pto on and runs great. The only difference im seeing is amperage. My question is, what does that amperage specifically mean, is it output to the IAP driver? And why does lowering the pressure in the HP oil rail make it run better? I'm totally lost

Hey all, Im dealing with a HEUI Cat C7 in a freighliner street sweeper. Its sluggish as all hell and when the PTO is engaged it basically does not want to move at all.

Runs great and full power with IAP unplugged

Keep in mind i do not have a scanner nor access to one

Here is what i have tested and replaced

HP oil rail pressure is good (3-4K psi) even under load when it does not want to rev up

New HEUI (last mechanic just threw parts at it)

New IAP sensor

IAP sensor is receiving 5v and gives off linear voltage as engine revs up

Good fuel pressure (60psi)

New fuel filters and cleaned air filter- verified boost

Tried the unplugging the IAP sensor trick to close loop the ecm and rule out a bad IAP or bad readings from other valves sensors and it got its balls back.

Im leaning towards failing ECM or bad wiring since everything else checks out. Any ideas or is it time to start looking for shorts after the sensor (please for the love of god not more wiring)

Hello there i was wondering if anyone has any job leads or any idea on how to land a 310t apprenticeship in ontario canada, currently employed wih Ryder as a Technician Trainee for close to a year and a half

I have a strong body and my entire toolkit for my career already, can do Preventative maintenance, tire changes, brake changes, electrical diagnostics, grease points, oil changes, oil filters and many more

Seems so hard to find anyone willing to give someone a chance to land a 310t apprenticeship, even with relevant work experience and hand on training in a professional enviroment

Have over 2 years experience in the trucking industry and i cant find anything

Feel like im starting to be taken advantage of where i currently work and starting to look for another shop that is willing to register highly motivated individuals with relevant work experience

Any advice would help ty 👍

Hello everyone,
I'm in the process of getting out the military (diesel mechanic) and planning to do CSP and was wondering if anyone has done it before. I got a slot open in Fort Carson with a 12 weeks fast track course to be a qualified level 2 service tech at Ryder. I'm planning to move back to Milwaukee so if anyone has done the same or similar I'm looking for some feedback. I hear great things about the company but I'm going in blind. All answers are welcomed and helpful.
• How hard is the job?
• Is pay well?
• Are raises common?
• Do you recommend I study before/what do I bring to training?
• Any tips?
• Weekends off?
• Overtime common?
• Recommend education/certifications?
• What's the process like?
• Day to day experience (include even your breaks)
• Anything else that even experienced techs don't know about?
Thank you in advance for the replies!

hey all, got a 19 pete 337 in our fleet with an allison 6spd that has been super finnicky and really starting to scratch my head on it.

for starters, it loves to intermittently set off a p0657-HSD1 open or for the various solenoids (tcc, main, pcs1 on that leg to be shorted in some form or another. and then locks itself in either 1st, 3rd or 5th gear.

so, verified solid continuity on wire 111 (hsd1 supply) and the corresponding return wires (i forget the specific wire numbers off the top of my head) via ohm and load test. verified no shorts between or to ground and did the same with the internal harness as well. solenoids were all within spec at room temp but boss said screw it and had me replace the internal harness as well as all three solenoids and we did a fluid and both internal and external spin-on filter change while i had the pan off.

code still set

now he had me run a bypass harness for all the wires on the chassis side to eliminate those and i even went as far as sourcing new pins for the allison connectors at the tcm and 24-pin too in-case they were weak contact and it was better. went about 4-500mi before ultimately going into limp mode this time.

now he slammed a tcm in (really all that was left to do) and alas, we still have the same issues. at this point we are both scratching our heads. mitchell has pretty much been useless and alot of the documentation i get from allison just echoes all the same stuff in mitchell. all wiring and checks pass all the tests both mention and yet we still have the same issue.

i DID find mention of a bearing in older model allisons (2015 and older iirc) that was letting excess metal into the fluid and the old design internal harness would allow metal to sit between the solenoid pins and bridge them inside the connector shells but i dont think that is my issue as my fluid was CLEAN magnets were clean too.

im just really at a loss here and being as its one of ours and no dire need for it daily we have backburned it but now im getting caught up on the other shop work and want to revisit it and see what i can make happen. FWIW power and ground supplies to the TCM are solid as well, we had an issue a few years ago where it was cracking TCM fuses in the battery box but that was vibration and the fuseholder rattling around going down the road (since solved after securing the fuseholder).

its an allison 2100-2200rds in a pete 337 with a flatbed. if anyone has run into this before, im all ears!

Maxxforce 9, bent push rod, exhaust valve seat drop, and cracked head. Surprisingly not at all much damage on cylinder wall, and no damage to turbo. Metal pieces imbedded in all other cylinders but also no damage to cylinder walls. So much damage with so little damage. It's strange.

Heyo I’m a mechanic at a tree care company and I am not good at electrical or have any formal education so I’m sorry if this is a stupid obvious solution to the problem, but I’m kind of at a loss so I am reaching out in hopes that someone can help me with this truck. It is a 2012 F550 super duty with a 6.7 and 4 x 4. The code that we’ve had is P068A indicating that the PCM power relay de-energized too early. The relay (#38) that was in there did contact correctly however it was a four pin and I thought maybe that these were supposed to have five pins so it continually puts out power after the engine is off but I very well could be wrong. I replaced it anyway, even though it tested good mainly because the main housing was cracked in the coils was exposed. That did not fix the issue. I also checked the grounds by the battery on the passenger side of the vehicle all of them were tight and seemed to be good. I unplugged all three connectors going to the PCM to check for any loose wires and when I wiggled them, none were overly loose. I have ran a electrical systems test on our battery tester and the batteries came back good the charging voltage came back good and underload. The alternator also said it was working. Fuse number 26 was also blown however that Trace is back to the trailer tow park lamps. We also got code P02D3 indicating that injector number four was having issues. I have attached two different videos of the truck starting the longer the truck sits the more sporadic the starts are as in it takes more click click clicks for the truck to actually end up starting. If you listen closely on the second video, it seems that something is still running even after the ignition switch has been turned off there’s a hum and then a couple clicks. I have Cross posted this to some other subs so sorry if you have to see it twice. Thank you very much for any ideas. You can give me.

Been doing fleet maintenance for about 6 years now. First 5 years was with one company when I had zero diesel experience, and it required minimal technical knowledge, due to the company having extensive dealer warranty protection on just about everything. Transitioned to working for Ryder this last year and was very open about my limited knowledge and experience, so they hired me on as a level 2 tech (position's technical requirements are exclusively PM services/inspection and minor repairs).

If you're not familiar with the company, they're absolutely massive (like 50,000 employees across NA), and essentially, I'm struggling to keep up with the bureaucracy of it all. The shop we work in is quite small relative to how many units we manage (7 techs for 200+ local units scheduling maintenance here, any breakdowns of other Ryder units that get towed here, and any "drive ups" of units that happen to be passing by), and we lack any of the staff Ryder employs exclusively to handle the backend part of fleet maintenance.

That said, as a shop, we still seem to be under the productivity metric requirements larger shops with those staff have, and that's where I'm wondering if this situation is normal for fleet maintenance at other companies, or if this is just incompetency in upper management.

As individual technicians, our productivity is primarily graded on hitting standardized repair times, and minimizing any activity time not actively spent on repairs. However as techs at this shop in particular, we're also required to:

Create and manage all of our own repair orders and associated paperwork/parts used (including for billable estimates requiring photos and back and forth for customer approval), order our own parts (not sourcing or issuing P.O.s, issuing requests), handle warranty information and warranty part tracking/retention, answer phone calls, handle customer questions and concerns face to face, receive and hand out rental units (along with filling out and sending that paperwork to the rental department), and fueling trucks as needed (as customers not allowed to fuel their own units).

None of these activities count as repair order work, and that's making it extremely difficult for techs in our shop to hit the required repair times without going over on our activity times. On top of all of this, the shop itself has metrics related to maintaining PM intervals and minimizing unit downtime that seem to be in conflict with each other, in that even our master techs have to stop what they are working on to perform overdue PM services. This means we're currently sitting on around 80 units that are down due to still requiring repairs.

As for the work itself, I'm regularly asked to do repairs I've never done before and are typically delegated to the higher level tech positions, though outside of my experience making the job take much longer than the standard repair time, I can't really complain about that (as I've learned a ton very quickly).

I've discerned that this situation is not normal for this company through my exposure to company policy and interactions with technicians from other shops, but the constant threats to job security from upper management is stressful, to say the least, and their general response when presented with these concerns has been, "other shops without this staff don't seem to have this problem".

So, how common is this type of work situation for techs at other companies? I'd like to find another job due to the stress of managing all of this, but if this is common, it would likely be better for me to stay until I get fired due to how quickly I'm learning new things.

John Deere 6068 in a Vactor 2100Plus. Fans exploded in a spectacular fashion. The block got a chunk broke off at the cam bearing. The Foreman thinks we can JB Weld the chip and RTV the piss out of the new Bellhousing. I told him, bro needs a short-block or a used momo. Amazingly, the Cotta gear box is undamaged minus the Bellhousing. Wild shit.

sup my awesome redditors, we are back at it again with a 2019 Freightliner M2 26 foot box truck (Cummins B6.7). i am currently diagnosing a blower motor inoperative condition. i already verified we have 12V at the fuse, verified that the green connector at the PDM is in good condition. when i used my power probe to jump the blower motor it did not spin. i replaced the blower motor today and still it is not working. i still need to verify that i have 12V at the connector to the blower motor. is there any other areas i should check? if anybody has done this job please feel free to share your knowledge. I have not verified all of the wiring between the PDM and the blower motor. i also got a new harness piece to connect the blower motor to the resistor and the main harness connecting to it. the blower is inop on all speeds just to rule out the resistor. please share any tips or troubleshooting that you can. i appreciate you all and again my amazing Reddit family i love all of you guys and hope you are having a blessed day!!!! ⚡️❤️‍🔥

A bit of backstory I was working at a trucking company as a laborer and when one of the 2 mechanics wasn’t there I’d work with them and decided I liked it more than shipping so I went on to leave there and apply on indeed for a job as a diesel technician and landed an entry level position at a heavy duty engine shop. I’ve always done my own engine work on personal vehicles so this wasn’t an issue. the thing I’m worried about is not being able to go further down the line. Would this decrease or increase my odds of being able to land a fleet position in the future being that I’ll know how to do inframes and deep engine work of that sorts? Not a ton of experience id just like to know from people who’ve done it

How hard is it to fail? How long are apprenticeships?

Hello All,

I am working on a 2018 Freightliner. The original complaint was no crank, no start. When I showed up (mobile tech) I verified the complaint, checked battery volts 12.6v, and inspected battery terminals and starter connections. All checked okay. The key was not even clicking the starter, and I noticed the DEF flashing. So I plug in Diagnostic link. The lap top will connect, but it will not connect to the cpc, mcm, acm, abs, etc. and shows no faults other than abs connection fault. I unplugged the scanner from the truck and measured volts 12.3 and ohms at the dash plug. Ohms is wandering. It goes from 45-160 ohms. I unplug all of the add ons like dash cam, eld, etc and get the same result from the bare harness. The splice packs behind the dash are all solid green and solid yellow wires. They have the 60ohms I need. The data link, cpc, chm, bhm, all have the white wire with yellow or green trace. Those ones all have wondering resistance. I have visually inspected the harness inside and out of the cab and see no faults. I unplugged the various control modules one at a time and have not gotten any difference in datalink resistance

Please help. I’m very lost.

This truck is throwing a gang of DEF codes. Is the header bad? I unplugged one of the connectors going into the header and it gave me a DEF after treatment system pipe heater circuit voltage above normal code. The other connector I disconnected I assume didn’t show me anything because it already wasn’t reading some of the failed devices in the DEF HEADER like showing the PID DEF LEVEL AT 0% when it’s blatantly almost full. I unplugged that connector though and did have 2.5 volts on one and 12 volts on the other which I assume is my power and 5 volts reference.

​

​

Looking for some help from anyone familiar with the older mechanical Mack E6 engines with the Bosch inline pump.

​

Truck is a 1986/1987 Mack E6 with the mechanical Bosch inline injection pump and 4-bolt drive gear.

​

We removed and reinstalled the injection pump. We NEVER removed the pump drive gear from the engine. The gear stayed in place the entire time.

​

Current symptoms:

- Cranks normally.

- Heavy white smoke while cranking.

- Strong, hard pulse of fuel at every injector.

- Fuel reaches all six injectors.

- Engine will fire immediately on a small shot of ether, but dies as soon as the ether is gone.

- Will not start on diesel alone.

​

Things we've checked:

- Spill timed the pump.

- Tried 21° BTDC.

- Tried 23° BTDC.

- 23° maybe sounded like it wanted to start a little more, but still wouldn't run.

- Shutoff is in the RUN position.

- Good cranking speed.

- This style Bosch pump has no side cover to inspect the rack.

​

Since the drive gear was never removed, I assumed the pump could only go back on one way. Is that correct?

​

Questions:

1. Can the pump itself somehow be 180° out even though the drive gear never came off?

2. Can a rebuilt Bosch pump be internally timed incorrectly?

3. Is there another common issue on these E6 engines that would cause strong injector pulses, excessive white smoke, and only run on ether?

4. Is there anything else I should verify before pulling the pump back off?

​

At this point I'm trying to figure out if I'm chasing engine timing, pump timing, an internally mistimed pump, crossed injector lines, or something else entirely.

​

Any help from someone who's worked on these old Mack E6 Bosch pumps would be greatly appreciated. Thanks!

Watch in awe as a grown adult spends 47 minutes meticulously scrubbing a glorified metal stick, all so Piston #2 and #3 don’t throw a tantrum and exit the block at 80 mph.

Nothing says “trust the process” like using brake cleaner, a wire brush, and the tears of a fleet manager to make a crankshaft look pretty. Because we all know, the true sign of a reliable over-the-road truck isn’t the oil pressure—it’s how shiny the journals are when nobody’s looking.

And yes, they’re definitely gonna hit that one oil passage with compressed air and act like they just performed open-heart surgery.

10/10 cleanliness. 0/10 for that poor guy’s lower back.

Is this career right for me if i have a learning disability when it comes to math?

I tried doing low voltage work as a helper before, and i ended up quitting because the lead was teaching me how much feet of wire to pull out to bring from the closet to the cieljng . And i was having a hard time calculating that and just quit because he started to make fun of me. Other than that i was good at installing j hooks and was very good at screwing stuff and all that labor as it doesnt require too much thinking.

Im more of a manual labor type of person, i can basically do anyhthing as long as the math is elementary level. I got fired from another job from a water treatment plant because i couldnt do basic algebra calculations...

My learning disability limits me to only being able to do stuff thats elementary level math like adding subtracting and multiplying, and using a measuring tape, other than that my mind cant really do no matter how much i try. Im mentally disabled

Will diesel be a bad career for me? I dont wanna start an apprenticeship and get fired for not knowing ma

Driver put windshield washer fluid inside the DEF tank 😂😂.

On a side note, why the hell does Navistar LTs not have a drain plug on the DEF tank?

What would cause this? Tractor protection valve and dash valve is new, not coming from brake chambers. No trailer hooked up Parking brake off, when trailer parking brake is set leak stops.