My 2000 Ram gave codes P0606, P0121, & P0123 when temperature below about 20 DegF   about three weeks ago and I knew P0606 was the death code for ECM.  I had "dead pedal" after some surging but I could idle it fo 15 minutes and as the block warmed up it worked.I was somewhat surprised there is not a dealer ECM available for this truck in all of Canada and they are about $2,100 list for a REMAN that originates from Cummins. My only recourse was to buy a wrecker ECM but the Dodge  expert mechanic assigned to software warned me the ECM VIN has to match  the other modules or this leads to future problems with replacing other modules.  He said he could not change VIN  himself with DRBIII, StarScan, or current WiTech  software tools from Chrysler Corp.  

I decided  to do extensive research on the internet and realized the Smarty S03 was a powerful programming tool for the ECM and emailed Bob Wagner in MADD electronics on ability to change VIN.  He wrote back that the "recovery procedure"   will  take the static program image in the ECM  and pull the VIN from the ABS unit to recopy to the executable image in the ECM flash memory.  I was all set to buy it at $800 but I already had the Puck and decided to talk to the Dodge mechanic again and relayed all I learned about the "recovery procedure" and that I planned to buy it. It was like a light bulb turned on but he did not say much except to "bring it in".  Two days later the used ECM was in my truck and working perfectly but I never did get to talk to him again as dealers do not like the nonchargeable time. I can only guess that the DRBIII "recovery procedure"  does exactly the same thing as the Smarty.  My belief is that Dodge fortified their flash update software so that only blank ECM's could be flashed with fresh software unless there is a TSB for new software update outstanding. This was done to ensure only Dodge supplied parts could be used. Cummins has the ECM on  a "restricted status"  (CumminsQuickServe online) and only Chrysler Corp can buy them.

By the way I still have the old ECM and I believe the +5 volt supply to the APPS was the cause of the fault.  The power supply circuit to regulate battery voltage to  +5 volts is usually only a 3 terminal chip like the LM7805 regulator (Texas Inst)  but requires an electrolytic capacitor on input and output terminal to ground.  These electrolytics are the most unreliable components on the board and heat of an engine block ages it exponentially faster. I may make an attempt to fix it but surface mount boards usually require special equipment due to small spacing.  By the way you can get a free account on Cummins QuickServe and it will cross reference any Cummins engine number to the Dodge VIN and visa versa, which is great when looking at wrecker engine parts to make sure options are same like the 47RE.  I took the donor VIN to the dealer to make sure options matched. If you want to see all the Cummins part numbers (and superseded numbers) for your truck just enter one known Cummins part number on the "XReference" entry and ALL the rest will show with a diagram! You will get a list of engine vintages but choose one closest and before your build date.

 

Edited December 8, 20159 yr by balsip

Neat!  

If you killed an ECM, it may be due to AC voltage somewhere in the system... likely the alternator.  Have you checked that voltage?  

I put a DVM  on both DC and AC for  ripple check. All good and the  changed ECM is perfect with same alternator. I do know I have a corroded ground somewhere as I had to put a noise filter on the APPS signal to keep lockup TCfrom cycling at the 50 km/hr mark. I know I should find and fix grounds but the filter works well and I do not believe it had anything to do with the ECM fault.

Edited December 8, 20159 yr by balsip

Great to hear, I have often wondered about doing what you did.

12 minutes ago, balsip said:

I put a DVM  on both DC and AC for  ripple check. All good and the  changed ECM is perfect with same alternator. I do know I have a corroded ground somewhere as I had to put a noise filter on the APPS signal to keep lockup TCfrom cycling at the 50 km/hr mark. I know I should find and fix grounds but the filter works well and I do not believe it had anything to do with the ECM fault.

Great.  I'd at least consider running a ground wire from the alternator bracket to the battery negative to the body, just as a band-aid.  

Just make sure to remove the filter.

As for the master ground for the ECM, PCM and VP44 is in one wire... Passenger side battery. That in my hand is G115 ground.

 

Edited December 8, 20159 yr by Mopar1973Man

Thanks Michael, that sure beats 100+ circuit diagrams in the FSM which I looked at but found so time consuming that I installed a noise filter instead. I had forgotten to look at your overview circuit diagram and will check the G115 ground termination to chassis when it stops snowing here. Sheet metal rust is a problem at 15 years. Also, it is in the body shop as truck was hit by someone on a cell phone while my truck was fully stopped at a red light. Ford Taurus was totaled  and  very little damage on mine. Went under the rear bumper and hit driver mud flap hard against driver rear tire. Good advertisement for Dodge. Fire Dept was there too and they swept up the Taurus rubble. Nobody was even scratched  as one of the passerby's got too carried away calling ambulance and fire, then he set to directing traffic like Barny Fife until police chased him away.

Edited December 9, 20159 yr by balsip

22 minutes ago, balsip said:

will check the G115 ground termination to chassis

G115 does NOT hook to the body. Its a direct connection to the battery on the passenger side battery.

Glad your safe...

Edited December 9, 20159 yr by Mopar1973Man