Mopar1973Man
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Everything posted by Mopar1973Man
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P0093 - Fuel System Leak Detected - Large Leak Theory of Operation The Powertrain Control Module (PCM) determines that there is a leak in the Low Pressure Fuel Delivery system based on inputs from the High Pressure Fuel system, Fuel Tank Level Signal, Emissions systems, and other engine conditions. The PCM will turn on the MIL on after this diagnostic runs and fails for two consecutive drive cycles. This DTC will cause active regeneration to be disabled. When Monitored and Set Conditions When Monitored: This diagnostic runs continuously when the following conditions are met: • With the engine running. Set Conditions: • The Powertrain Control Module (PCM) has detected a leak in the Low Pressure Fuel system. Default Actions: • The MIL is illuminated. Possible Causes PRESSURE LIMITING VALVE FUEL LEAK IN THE LOW PRESSURE FUEL DELIVERY SYSTEM POWERTRAIN CONTROL MODULE (PCM) Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 28 - DTCBased Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). Diagnostic Test 1. OTHER DTCS 1. Turn the ignition on, engine not running. 2. With the scan tool, read DTCs. Are any other injector/fuel pressure related DTCs present? Yes • Diagnose and repair all other injectors/fuel pressure related DTCs before performing this diagnostic tree. No • Go To 2 2. ACTIVE DTC 1. With the scan tool, record all Freeze frame data. 2. With the scan tool, erase DTCs. 3. Turn the ignition off for 75 seconds. 4. Operate the engine until the coolant temperature is above 82.2°C (180°F). 5. With the scan tool, read DTCs. Did DTC P0093 reset? Yes • Go To 3 No • Perform the INTERMITTENT CONDITION diagnostic procedure. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). 3. EXTERNAL FUEL LEAKS 1. Put on personal protective equipment. 2. Operate engine at idle when looking for fuel leaks. 3. Use the scan tool to operate engine at a variety of engine speeds. Any external leaks detected? Yes • Repair or replace component with external fuel leak. • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). No • Go To 4 4. CHECK THE FUEL DELIVERY SYSTEM 1. (Refer to 29 - Non-DTC Diagnostics/Drivability - Diesel - Diagnosis and Testing) and perform the CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure. Were any problems found? Yes • Repair as necessary. No • Go To 5 5. POWERTRAIN CONTROL MODULE 1. Disconnect all PCM harness connectors. 2. Disconnect all related in-line harness connections (if equipped). 3. Disconnect the related component harness connectors. 4. Inspect harness connectors, component connectors, and all male and female terminals for the following conditions: • Proper connector installation. • Damaged connector locks. • Corrosion. • Other signs of water intrusion. • Weather seal damage (if equipped). • Bent terminals. • Overheating due to a poor connection (terminal may be discolored due to excessive current draw). • Terminals that have been pushed back into the connector cavity. • Perform a terminal drag test on each connector terminal to verify proper terminal tension. Repair any conditions that are found. 5. Reconnect all PCM harness connectors. Be certain that all harness connectors are fully seated and the connector locks are fully engaged. 6. Reconnect all in-line harness connectors (if equipped). Be certain that all connectors are fully seated and the connector locks are fully engaged. 7. Reconnect all related component harness connectors. Be certain that all connectors are fully seated andthe connector locks are fully engaged. 8. With the scan tool, erase DTCs. 9. Using the recorded Freeze Frame and Environmental Data, along with the When Monitored and Set Conditions above, operate the vehicle in the conditions that set the DTC. 10. With the scan tool, read PCM DTCs. Did the DTC return? Yes • Replace the Powertrain Control Module (PCM) in accordance with the Service Information. (Refer to 08 - Electrical/8E - Electronic Control Modules/MODULE, Powertrain Control/Removal) . • Perform the PCM VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). No • Test complete. • Perform the PCM VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). -
P0088 - Fuel Rail Pressure Too High - Bank 1 Theory of Operation The Powertrain Control Module (PCM) provides the Fuel Rail Pressure Sensor with a 5-Volt supply and sensor ground, and receives a signal voltage back from the Fuel Rail Pressure Sensor. This sensor signal voltage changes based on the pressure in the fuel rail. The PCM will light the MIL lamp immediately after the diagnostic runs and fails. During this time the customer may experience a power and or speed derate. The PCM will turn off the MIL light after the diagnostic runs and passes in four consecutive drive cycles. When Monitored and Set Conditions When Monitored: This diagnostic runs continuously when the following conditions are met: • With the engine running. Set Conditions: • The Powertrain Control Module (PCM) detects that the actual fuel pressure reading is above a calibrated threshold. This DTC will cause active regeneration to be disabled. Default Actions: • The MIL is illuminated. Possible Causes FUEL CONTROL ACTUATOR CHECK VALVE DAMAGED OR BLOCKED LOW PRESSURE FUEL SYSTEM SUPPLY HIGH PRESSURE FUEL SYSTEM LEAKS HIGH INLET RESTRICTION FUEL FILTER FUEL RAIL PRESSURE SENSOR IN TANK LIFT PUMP Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. (Refer to 28 - DTCBased Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). 1. OTHER DTCs 1. With the scan tool, read DTCs. Are any other injector/fuel pressure related DTCs present? Yes • Troubleshoot other injector/fuel pressure related DTCs first. No • Go To 2 2. CHECK THE FUEL DELIVERY SYSTEM 1. Perform the CHECKING THE FUEL DELIVERY SYSTEM procedure. (Refer to 29 - Non-DTC Diagnostics/Drivability - Diesel - Diagnosis and Testing) . Did vehicle pass the CHECKING THE FUEL DELIVERY SYSTEM TEST? Yes • Go To 3 No • Perform the appropriate repair. • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). 3. CHECK THE FUEL RETURN LINE 1. Check the Fuel Return line between the Fuel Filter housing and the Fuel Tank for a kink, blockage, or other damage. Was there any blockage or other damage found? Yes • Perform the appropriate repair. • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). No • Go To 4 4. FUEL CONTROL ACTUATOR 1. Check for a mechanically stuck Fuel Control Actuator (FCA). Using the scan tool, actuate the HPCR Duty Cycle Output. NOTE: The Fuel Control Actuator will only click when cycled off. Do you hear a click from the Fuel Control Actuator when you cycle the actuator off with the scan tool? Yes • Go To 5 No • Replace the Fuel Control Actuator in accordance with the Service Information.(Refer to 14 - Fuel System/Fuel Injection, 6.7L Diesel/ACTUATOR, Fuel Control/Removal) • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). 5. CHECK VALVE DAMAGED OR BLOCKED 1. Check the fuel drain line check valve in the rear of the cylinder head for signs of damage, blockage, or debris. Is the check valve damaged or blocked? Yes • Repair the cause of the damaged or blocked check valve or replace the valve. • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). No • Go To 6 6. FUEL RAIL PRESSURE SENSOR 1. Using the scan tool, monitor the fuel pressure reading from the Fuel Rail Pressure Sensor at idle and at 2000 RPM. Is the fuel rail pressure reading higher at 2000 RPM than at idle? Yes • Repair Complete. • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure). No • Replace the Fuel Rail Pressure Sensor in accordance with the Service Information. • Perform the POWERTRAIN VERIFICATION TEST - 6.7L. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
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I can refer you to @Auto Computer Specialist which is a good company to deal with for ECM and PCM repairs. https://mopar1973man.com/forum/196-auto-computer-specialist/
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Just depends on when and if the ECM refuses to boot up again.
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WalMart for some crazy reason doesn't stock 2 Cycle Oil through the winter time. I typically stock up in the fall or the year and in the early spring of the year.
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Best to pull the entire HVAC case and clean it properly. The other hacks don't work but as a band-aid. This one I had to pull the evaporator out and power wash with a 3,000 PSI power washer to get all the dirt out the middle. Then if I tried to clean in the truck the grass and hay would of plugged it all back up again. After I was done I got complaints from the owner that the heater was cooking him to death and had to roll down the windows to keep from cooking in the cab. Best to do the job right the first time.
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1998.5 and 1999 ECM are know weak ECM's and tend to fail to flash tuners. They have a very low flash count limit and can fail in this way. The only thing you can do is send that ECM in to be repaired and or replaced. Once you get it repaired I suggest you ditch that tuner and consider a Quadzilla at least that doesn't flash the ECM.
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I've been known to use just about all names of 2 cycle oil. Stihl Chainsaw 2 cycle oil PennzOil 2 cycle oil Quaker State 2 cycle oil YamaLube 2 cycle oil Injex 2 cycle oil (snowmobile). List goes on most all 2 cycle oil today is ashless. Don't have to limit yourself to just Walmart.
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I don't suggest it. The ash levels are way too high and will create ash deposits on the injectors. This is why the whole WEO (waste engine oil) and ATF idea was given up years ago. Not worth the problems. Even virgin oil is high in ash content doesn't matter if it used or not.
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Most all modern 2 cycle oil is fine. The only thing I don't suggest is Synthetic 2 cycle oil. Synthetic 2 cycle oil is just way too expensive to burn like fuel. Then most synthetic 2 cycle oil doesn't have a PPD (Pour Point Depressant) which this is what helps out with gelling issues.
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Fan belts can do weird things too if the belt is too worn between the ribs it can make random noises at different RPM's.
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@Dynamic just built up a hemi engine for his little truck you might talk to him.
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Thank you @Alterego ... Waiting for the write up.
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Try looking this over... He's got a solution now.
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PDC relay is the VP44. You need the relay for you lift pump. Typically elsewhere.
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I did a clamp on series on my 46RE in the 1996 Dodge 1500. The sensor clamps on the line and the probe end is pressed against the line. Then you wrap insulation foam around the sensor and zip tie.
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Main ground points... Interior and headlights are in the driver side kick panel. Some exterior stuff is grounded at the driver side headlight there is a ground stud. Main ground for ECM, PCM and VP44 are on the passenger side battery terminal. Double check all fuses. Like @pepsi71ocean had his brother do some wire work and misunderstood the directions and cut the power to the PCM. Then wired up the voltage regulator for the transmission. This created a weird case where if you turned on the blower the odometer would display CCD Bus and the PCM would die and voltage regulator too. limp mode the transmission if I remember right. Use the wiring diagrams and make sure ground and power are present at the PCM and the Central Timer.
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No. The only thing right now on the market that does is the Quadzilla. You don't see actual timing but commanded timing. If your VP44 is damaged and throwing the P0216 code it still shows the commanded timing but actual could be way off. OBDLink LX or MX series only shows OBDII PIDs. Nothing more. https://en.wikipedia.org/wiki/OBD-II_PIDs There is a way to show all the available data on the Cummins but sad to say the Hex 1C bit that shows what kind of system this reports back 05 which is "Non-OBDII Compliant" So the rules don't hold true for our trucks. Between the Quadzilla and OBDLink tool you can get all the data you need.
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His is the early series which has both the cam and crank sensor. You in the late series like myself where the cam sensor was dropped and the crank sensor was moved to the cam sensor location. Sounds confusing. 98.5 to 99 had a single tooth tone wheel on the cam. Then the actual tone wheel like you see on the crank for tach signal. 00 to 02 had ditch the single tooth cam gear and then replace the gear with a multi-tooth and the sensor location was moved inward on the cam gear. The crank tone wheel was ditch completely. Now the ECM wiring for the crank sensor is the same pin on the ECM as the late series cam sensor. All years used the pin 17 on the ECM for tach signal. Pin 9 was the early Cam sensor which was dropped and no longer used.
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Nothing to core out. The circuit board is mylar and it glued directly to the aluminum cover. If it burnt or damaged there is nothing to core out.
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ECM will not boot below 8 Volts.
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174k on stock injectors I'm sure they are shot. Popping below 293 bar.
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Lot of instructions call for the test port but it's a invalid reading. Stale fluid that is not flowing. Most transmission builders call for putting a bung in the pan. Most guys on forum like the hot line heading to the cooler.
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Best I can say is have your ECM tested. Grab the rebuild list and pick one.
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Ummm... Sensor suppose to be either in the hot line going to the cooler. Or... Suppose to be in the pan. Test ports are invalid. Not flowing fluid.
