Mopar1973Man
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CCD (Chrysler Collision Detection) Data Bus Description The Chrysler Collision Detection (also referred to as CCD or C2D ) data bus system is a multiplex system used for vehicle communications on many Chrysler Corporation vehicles. Within the context of the CCD system, the term “collision“ refers to the system’s ability to avoid collisions of the electronic data that enters the data bus from various electronic control modules at approximately the same time. Multiplexing is a system that enables the transmission of several messages over a single channel or circuit. Many Chrysler vehicles use this principle for communication between the various microprocessor based electronic control modules. Many of the electronic control modules in a vehicle require information from the same sensing device. In the past, if information from one sensing device was required by several controllers, a wire from each controller needed to be connected in parallel to that sensor. In addition, each controller utilizing analog sensors required an Analog/Digital (A/D) converter in order to “read“ these sensor inputs. Multiplexing reduces wire harness complexity, the sensor current loads, and controller hardware because each sensing device is connected to only one controller, which reads and distributes the sensor information to the other controllers over the data bus. Also, because each controller on the data bus can access the controller sensor inputs to every other controller on the data bus, more function, and feature capabilities are possible. In addition to reducing wire harness complexity, component sensor current loads and controller hardware, multiplexing offers a diagnostic advantage. A multiplex system allows the information flowing between controllers to be monitored using a diagnostic scan tool. The Chrysler system allows an electronic control module to broadcast message data out onto the bus where all other electronic control modules can “hear” the messages that are being sent. When a module hears a message on the data bus that it requires, it relays that message to its microprocessor. Each module ignores the messages on the data bus that are being sent to other electronic control modules. With a diagnostic scan tool connected into the CCD circuit, a technician is able to observe many of the electronic control module function and message outputs while; at the same time, controlling many of the sensor message inputs. The CCD data bus, along with the use of a diagnostic scan tool and a logic based approach to test procedures, as found in the Diagnostic Procedures manuals, allows the trained automotive technician to more easily, accurately and efficiently diagnose the many complex and integrated electronic functions and features found in today’s vehicles. Operation The CCD data bus system was designed to run at a 7812.5 baud rate (or 7812.5 bits per second). In order to successfully transmit and receive binary messages over the CCD data bus, the system requires the following: Bus (+) and Bus (–) Circuits CCD Chips in Each Electronic Control Module Bus Bias and Termination Bus Messaging Bus Message Coding Following are additional details of each of the above system requirements. Bus Circuits The two wires (sometimes referred to as the “twisted pair”) that comprise the CCD data bus are the D1 circuit [Bus (+)], and the D2 circuit [Bus (–)]. The "D" in D1 and D2 identify these as diagnostic circuits. Transmission and receipt of binary messages on the CCD data bus are accomplished by cycling the voltage differential between the Bus (+) and Bus (–) circuits. The two data bus wires are twisted together in order to shield the wires from the effects of any Electro-Magnetic Interference (EMI) from switched voltage sources. An induced EMI voltage can be generated in any wire by a nearby switched voltage or switched ground circuit. By twisting the data bus wires together, the induced voltage spike (either up or down) affects both wires equally. Since both wires are affected equally, a voltage differential still exists between the Bus (+) and Bus (–) circuits, and the data bus messages can still be broadcast or received. The correct specification for data bus wire twisting is one turn for every 44.45 millimeters (1 3⁄4 inches) of wire. CCD Chips In order for an electronic control module to communicate with the CCD data bus, it must have a CCD chip (Fig. 5). The CCD chip contains a differential transmitter/receiver (or transceiver), which is used to send and receive messages. Each module is wired in parallel to the data bus through its CCD chip. The differential transceiver sends messages by using two current drivers: one current source driver, and one current sink driver. The current drivers are matched and allow 0.006 ampere to flow through the data bus circuits. When the transceiver drivers are turned On, the Bus (+) voltage increases slightly, and the Bus (–) voltage decreases slightly. By cycling the drivers On and Off, the CCD chip causes the voltage on the data bus circuit to fluctuate to reflect the message. Once a message is broadcast over the CCD data bus, all electronic control modules on the data bus have the ability to receive it through their CCD chip. Reception of CCD messages is also carried out by the transceiver in the CCD chip. The transceiver monitors the voltage on the data bus for any fluctuations. When data bus voltage fluctuations are detected, they are interpreted by the transceiver as binary messages and sent to the electronic control module’s microprocessor. Bus Bias And Termination The voltage network used by the CCD data bus to transmit messages requires both bias and termination. At least one electronic control module on the data bus must provide a voltage source for the CCD data bus network known as bus bias, and there must be at least one bus termination point for the data bus circuit to be complete. However, while bias and termination are both required for data bus operation, they both do not have to be within the same electronic control module. The CCD data bus is biased to approximately 2.5 volts. With each of the electronic control modules wired in parallel to the data bus, all modules utilize the same bus bias. Therefore, based upon vehicle options, the data bus can accommodate two or twenty electronic control modules without affecting bus voltage. The power supplied to the data bus is known as bus biasing. Bus bias is provided through a series circuit. To properly bias the data bus circuits, a 5 volt supply is provided through a 13 kilohm resistor to the Bus (–) circuit (Fig. 6). Voltage from the Bus (–) circuit flows through a 120 ohm termination resistor to the Bus (+) circuit. The Bus (+) circuit is grounded through another 13 kilohm resistor. While at least one termination resistor is required for the system to operate, most Chrysler systems use two. The second termination resistor serves as a backup (Fig. 7). The termination resistor provides a path for the bus bias voltage. Without a termination point, voltage biasing would not occur. Voltage would go to 5 volts on one bus wire and 0 volts on the other bus wire. The voltage drop through the termination resistor creates 2.51 volts on Bus (–), and 2.49 volts on Bus (+). The voltage difference between the two circuits is 0.02 volts. When the data bus voltage differential is a steady 0.02 volts, the CCD system is considered “idle.” When no input is received from any module and the ignition switch is in the Off position for a pre-programmed length of time, the bus data becomes inactive or enters the ”sleep mode.” Electronic control modules that provide bus bias can be programmed to ”wake up” the data bus and become active upon receiving any predetermined input or when the ignition switch is turned to the On position. Bus Messaging The electronic control modules used in the CCD data bus system contain microprocessors. Digital signals are the means by which microprocessors operate internally and communicate messages to other microprocessors. Digital signals are limited to two states, voltage high or voltage low, corresponding to either a one or a zero. Unlike conventional binary code, the CCD data bus systems translate a small voltage difference as a one (1), and a larger voltage difference as a zero (0). The use of the 0 and 1 is referred to as binary coding. Each binary number is called a bit, and eight bits make up a byte. For example: 01011101 represents a message. The controllers in the multiplex system are able to send thousands of these bytes strung together to communicate a variety of messages. Through the use of binary data transmission, all electronic control modules on the data bus can communicate with each other. The microprocessors in the CCD data bus system translate the binary messages into Hexadecimal Code (or Hex Code). The hex code is the means by which microprocessors communicate and interpret messages. When fault codes are received by the DRBIII scan tool, they are translated into text for display on the DRBIII screen. Although not displayed by the DRBIII for Body Systems, hex codes are shown by the DRBIII for Engine System faults. When the microprocessor signals the transceiver in the CCD chip to broadcast a message, the transceiver turns the current drivers On and Off, which cycles the voltage on the CCD data bus circuits to correspond to the message. At idle, the CCD system recognizes the 0.02 voltage differential as a binary bit 1. When the current drivers are actuated, the voltage differential from idle must increase by 0.02 volt for the CCD system to recognize a binary bit 0. The nominal voltage differential for a 0 bit is 0.100 volts. However, data bus voltage differentials can range anywhere between 0.02 and 0.120 volts. Bus Failure The CCD data bus can be monitored using the DRBIII scan tool. However, it is possible for the data bus to pass all tests since the voltage parameters will be in “range“ and false signals are being sent. There are essentially 12 “hard failures“ that can occur with the CCD data bus: Bus Shorted to Battery Bus Shorted to 5 Volts Bus Shorted to Ground Bus (+) Shorted to Bus (–) Bus (–) and Bus (+) Open Bus (+) Open Bus (–) Open No Bus Bias Bus Bias Level Too High Bus Bias Level Too Low No Bus Termination Not Receiving Bus Messages Correctly Refer to the appropriate diagnostic procedures for details on how to diagnose these faults using a DRBIII scan tool. Bus Failure Visual Symptoms & Diagnosis The following visible symptoms or customer complaints, alone or in combination, may indicate a CCD data bus failure: Airbag Indicator Lamp and Malfunction Indicator Lamp (MIL) Illuminated Instrument Cluster Gauges (All) Inoperative No Compass Mini-Trip Computer (CMTC) Operation Wiring Diagrams
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CCD (Chrysler Collision Detection) Data Bus Description The Chrysler Collision Detection (also referred to as CCD or C2D ) data bus system is a multiplex system used for vehicle communications on many Chrysler Corporation vehicles. Within the context of the CCD system, the term “collision“ refers to the system’s ability to avoid collisions of the electronic data that enters the data bus from various electronic control modules at approximately the same time. Multiplexing is a system that enables the transmission of several messages over a single channel or circuit. Many Chrysler vehicles use this principle for communication between the various microprocessor based electronic control modules. Many of the electronic control modules in a vehicle require information from the same sensing device. In the past, if information from one sensing device was required by several controllers, a wire from each controller needed to be connected in parallel to that sensor. In addition, each controller utilizing analog sensors required an Analog/Digital (A/D) converter in order to “read“ these sensor inputs. Multiplexing reduces wire harness complexity, the sensor current loads, and controller hardware because each sensing device is connected to only one controller, which reads and distributes the sensor information to the other controllers over the data bus. Also, because each controller on the data bus can access the controller sensor inputs to every other controller on the data bus, more function, and feature capabilities are possible. In addition to reducing wire harness complexity, component sensor current loads and controller hardware, multiplexing offers a diagnostic advantage. A multiplex system allows the information flowing between controllers to be monitored using a diagnostic scan tool. The Chrysler system allows an electronic control module to broadcast message data out onto the bus where all other electronic control modules can “hear” the messages that are being sent. When a module hears a message on the data bus that it requires, it relays that message to its microprocessor. Each module ignores the messages on the data bus that are being sent to other electronic control modules. With a diagnostic scan tool connected into the CCD circuit, a technician is able to observe many of the electronic control module function and message outputs while; at the same time, controlling many of the sensor message inputs. The CCD data bus, along with the use of a diagnostic scan tool and a logic based approach to test procedures, as found in the Diagnostic Procedures manuals, allows the trained automotive technician to more easily, accurately and efficiently diagnose the many complex and integrated electronic functions and features found in today’s vehicles. Operation The CCD data bus system was designed to run at a 7812.5 baud rate (or 7812.5 bits per second). In order to successfully transmit and receive binary messages over the CCD data bus, the system requires the following: Bus (+) and Bus (–) Circuits CCD Chips in Each Electronic Control Module Bus Bias and Termination Bus Messaging Bus Message Coding Following are additional details of each of the above system requirements. Bus Circuits The two wires (sometimes referred to as the “twisted pair”) that comprise the CCD data bus are the D1 circuit [Bus (+)], and the D2 circuit [Bus (–)]. The "D" in D1 and D2 identify these as diagnostic circuits. Transmission and receipt of binary messages on the CCD data bus are accomplished by cycling the voltage differential between the Bus (+) and Bus (–) circuits. The two data bus wires are twisted together in order to shield the wires from the effects of any Electro-Magnetic Interference (EMI) from switched voltage sources. An induced EMI voltage can be generated in any wire by a nearby switched voltage or switched ground circuit. By twisting the data bus wires together, the induced voltage spike (either up or down) affects both wires equally. Since both wires are affected equally, a voltage differential still exists between the Bus (+) and Bus (–) circuits, and the data bus messages can still be broadcast or received. The correct specification for data bus wire twisting is one turn for every 44.45 millimeters (1 3⁄4 inches) of wire. CCD Chips In order for an electronic control module to communicate with the CCD data bus, it must have a CCD chip (Fig. 5). The CCD chip contains a differential transmitter/receiver (or transceiver), which is used to send and receive messages. Each module is wired in parallel to the data bus through its CCD chip. The differential transceiver sends messages by using two current drivers: one current source driver, and one current sink driver. The current drivers are matched and allow 0.006 ampere to flow through the data bus circuits. When the transceiver drivers are turned On, the Bus (+) voltage increases slightly, and the Bus (–) voltage decreases slightly. By cycling the drivers On and Off, the CCD chip causes the voltage on the data bus circuit to fluctuate to reflect the message. Once a message is broadcast over the CCD data bus, all electronic control modules on the data bus have the ability to receive it through their CCD chip. Reception of CCD messages is also carried out by the transceiver in the CCD chip. The transceiver monitors the voltage on the data bus for any fluctuations. When data bus voltage fluctuations are detected, they are interpreted by the transceiver as binary messages and sent to the electronic control module’s microprocessor. Bus Bias And Termination The voltage network used by the CCD data bus to transmit messages requires both bias and termination. At least one electronic control module on the data bus must provide a voltage source for the CCD data bus network known as bus bias, and there must be at least one bus termination point for the data bus circuit to be complete. However, while bias and termination are both required for data bus operation, they both do not have to be within the same electronic control module. The CCD data bus is biased to approximately 2.5 volts. With each of the electronic control modules wired in parallel to the data bus, all modules utilize the same bus bias. Therefore, based upon vehicle options, the data bus can accommodate two or twenty electronic control modules without affecting bus voltage. The power supplied to the data bus is known as bus biasing. Bus bias is provided through a series circuit. To properly bias the data bus circuits, a 5 volt supply is provided through a 13 kilohm resistor to the Bus (–) circuit (Fig. 6). Voltage from the Bus (–) circuit flows through a 120 ohm termination resistor to the Bus (+) circuit. The Bus (+) circuit is grounded through another 13 kilohm resistor. While at least one termination resistor is required for the system to operate, most Chrysler systems use two. The second termination resistor serves as a backup (Fig. 7). The termination resistor provides a path for the bus bias voltage. Without a termination point, voltage biasing would not occur. Voltage would go to 5 volts on one bus wire and 0 volts on the other bus wire. The voltage drop through the termination resistor creates 2.51 volts on Bus (–), and 2.49 volts on Bus (+). The voltage difference between the two circuits is 0.02 volts. When the data bus voltage differential is a steady 0.02 volts, the CCD system is considered “idle.” When no input is received from any module and the ignition switch is in the Off position for a pre-programmed length of time, the bus data becomes inactive or enters the ”sleep mode.” Electronic control modules that provide bus bias can be programmed to ”wake up” the data bus and become active upon receiving any predetermined input or when the ignition switch is turned to the On position. Bus Messaging The electronic control modules used in the CCD data bus system contain microprocessors. Digital signals are the means by which microprocessors operate internally and communicate messages to other microprocessors. Digital signals are limited to two states, voltage high or voltage low, corresponding to either a one or a zero. Unlike conventional binary code, the CCD data bus systems translate a small voltage difference as a one (1), and a larger voltage difference as a zero (0). The use of the 0 and 1 is referred to as binary coding. Each binary number is called a bit, and eight bits make up a byte. For example: 01011101 represents a message. The controllers in the multiplex system are able to send thousands of these bytes strung together to communicate a variety of messages. Through the use of binary data transmission, all electronic control modules on the data bus can communicate with each other. The microprocessors in the CCD data bus system translate the binary messages into Hexadecimal Code (or Hex Code). The hex code is the means by which microprocessors communicate and interpret messages. When fault codes are received by the DRBIII scan tool, they are translated into text for display on the DRBIII screen. Although not displayed by the DRBIII for Body Systems, hex codes are shown by the DRBIII for Engine System faults. When the microprocessor signals the transceiver in the CCD chip to broadcast a message, the transceiver turns the current drivers On and Off, which cycles the voltage on the CCD data bus circuits to correspond to the message. At idle, the CCD system recognizes the 0.02 voltage differential as a binary bit 1. When the current drivers are actuated, the voltage differential from idle must increase by 0.02 volt for the CCD system to recognize a binary bit 0. The nominal voltage differential for a 0 bit is 0.100 volts. However, data bus voltage differentials can range anywhere between 0.02 and 0.120 volts. Bus Failure The CCD data bus can be monitored using the DRBIII scan tool. However, it is possible for the data bus to pass all tests since the voltage parameters will be in “range“ and false signals are being sent. There are essentially 12 “hard failures“ that can occur with the CCD data bus: Bus Shorted to Battery Bus Shorted to 5 Volts Bus Shorted to Ground Bus (+) Shorted to Bus (–) Bus (–) and Bus (+) Open Bus (+) Open Bus (–) Open No Bus Bias Bus Bias Level Too High Bus Bias Level Too Low No Bus Termination Not Receiving Bus Messages Correctly Refer to the appropriate diagnostic procedures for details on how to diagnose these faults using a DRBIII scan tool. Bus Failure Visual Symptoms & Diagnosis The following visible symptoms or customer complaints, alone or in combination, may indicate a CCD data bus failure: Airbag Indicator Lamp and Malfunction Indicator Lamp (MIL) Illuminated Instrument Cluster Gauges (All) Inoperative No Compass Mini-Trip Computer (CMTC) Operation Wiring Diagrams View full Cummins article
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Jacobs Exhaust Brake This is probably the most used piece of equipment on my truck. I use the Jacobs exhaust brake to do about 90% of all my braking on the highway, city streets, and off-road. My service brake pads are still factory pads and I've got over 180K+ on the clock. The brake shoes have got 25% left. It's a vast savings to the brakes. I finally replaced my brake pads all the way around the the truck at 187K. I didn't need to replace rotors just had the turned. Now for the next 200K miles. Sorry to say the Jacobs Exhaust Brake doesn't exactly has the diesel rumble when you use this style of exhaust brake. But you do get a hissing noise from the exhaust pipe. There is a bonus to the Jacobs exhaust brake. You can active it on a cold winter morning and get the pyrometer well above 350°F within a few seconds after starting it in the morning. If you use my high idle mod you can warm up a engine even quicker. I purchased the Jacobs Exhaust Brake from a Dodge Dealer in Lewiston, Idaho for $800.00 Here is a few more videos... Watch them... I sub titled them with the function I'm doing. You'll find out I rarely ever touch the service brake pedal and why my stock brake pads lasted to 187K miles. In the first video here is coming to a stop from highway speeds of 55-60 MPH using mostly my Jacobs Exhaust Brake. You'll see the subtitles of me gearing down and using the Jacobs exhaust brake (or jaking). This video is of leaving the mountain up around McCall, ID which is a 7% grade that is very windy with turn marked for 25 MPH. You'll see how I manage to keep control of the vehicle speed without using any brake pedal all but heavy use of the Jacobs exhaust brake. It takes a little bit of time to learn how to use you Jacobs exhaust brake as a primary braking unit. There is other thing to consider is your following distance and how fast you can decelerate using only the Jacobs exhaust brake. Once you learn how fast and how much braking force a Jacobs exhaust brake has by itself combined with your service brakes they are a wonderful duo. You'll have enough braking force to actually bark the rear tires coming to a stop. Another trick is to add a second switch to your transmission stick so you have the switch right there with your thumb. If hooked up right you can have instant braking power from the Jacobs exhaust brake at the flip of a switch without the 3 second wait.
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Brake Fluid Change A brake fluid change is required every 30K miles. This is to change out fluid but to flush out debris and water contamination. But I do suggest about every 60K to 100K miles you break down the calipers and wheel cylinder and inspect for debris and rust. The reason why you need to bleed the brake system often is that brake fluid is hydroscopic absorbs water) and reduces the boiling point of the brake fluid. So the next time your trying to hold back the heavy load on a steep grade and the brake heat up the brake fluid will start to boil and air bubbles will form. Once this occurs brake failure can and will happen! Wore out and water loaded brake fluid also causes the rubber parts to degrade and metal parts to rust. So this is why you need to bleed the system often and also need to inspect for damage parts and debris. Now bleeding will purge out the wore out fluid but it will not remove debris from the bottom of the wheel cylinders and calipers. Bleeding the system is rather easy to do and only requires you have ample amount of DOT3 brake fluid available. Now since most people don't have a buddy or wife that is will to help bleed the brake out you can build a bleed jar. Basically its a mayonnaise jar and piece of vinyl tubing. Poke a hole in the jar lid and slide the tubing into the jar till it touches the bottom of the jar. Add a small amount of brake fluid to the jar to cover the end of the tube. Start at the farthest wheel. (Rear Right, Rear Left, Front Right, Front Left) Then crack the bleeder fitting loose. Now start pumping the pedal. Engine does not need to be running to bleed the brake system. Press the pedal down firmly to the floor then release slowly to keep from sucking the fluid back from the jar. Keep checking the master cylinder reservoir. When nearly empty refill the reservoir and then move onto the other wheels. These go fast! Now all you got to do is bleed each wheel now till the fluid clears in the tubing. As you can see the fluid does get rather dark and nasty looking like old engine oil in a matter of 28K miles. But after a completed brake fluid change the fluid looks like honey colored fluid. Now I did suggest a complete tear down of the brake parts every 60K to 100K miles. I ran into several issues now with debris, dried brake fluid, binding of pistons, etc. This can all be prevented by just removing the calipers and wheel cylinders and dissembling, cleaning, inspection, re-assemble and bleed. Calipers watch for binding pistons and debris in between the weather seal and the piston seal. But to check the pistons remove the caliper and dissemble, wash and dry them. With all seals removed the piston should fall to the bottom of the cylinder without force. If not take some fine sandpaper and lightly polish the pistons to remove any dried brake fluid or caked on debris. Check the piston often. Don't over do it! Also check the slide pins at both ends of the caliper and re-grease as needed. On from caliper be sure to check the piston seals if there has been any debris behind the weather boot. Take notice to the picture below. There is chunks of rubber missing from the seal this is cause from debris being caught between the piston and the seal. Pistons and seal can be purchased only through a Dodge dealer but they are not expensive. With rear drum brakes basically remove the pins, rubber boots, and piston cups from the wheel cylinder and visually inspect the wheel cylinder for rust build up in the bottom. Check all rubber parts for damage. Replace and damaged parts including springs and other hardware.
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We had a long running thread about the Raptor pump and one guy found the seals and bearing, brushes everything to rebuild it.
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Valve Lash Adjustment The first thing you need to do is pull the valve covers off the engine. You'll need a socket and a 3/8" ratchet. Loosen all the bolts till you can lift the bolt up. Don't bother removing the bolts from the valve cover. Once you got that the valve covers will come off. Just lift the 6 covers straight up. Now you need to use your 1/2" ratchet and the 15/16" socket to rotate the alternator. You want to turn it towards the passenger side (or towards coolant bottle). You want to get the gear to be in the TDC (Top Dead Center) using the timing pin found under the injection pump. Mopar's Notes Once TDC found using the timing pin mark the damper and the gear case in one spot denoting TDC. There is a reason for this... Now check the rocker arms on number 1 cylinder. both should be loose at this point. If not check both rockers on cylinder number 6. If cylinder number 6 is loose then your 360° out on the crank, so rotate another 360° till you line up on your TDC marks again. WARNING! Be sure that the timing pin is pulled out of the gear before rotating the engine. Otherwise damage to the timing pin will occur! Here is the valve clearance measurement Valve Clearance Exhaust Valves 0.020 Inches Intake Valves 0.010 Inches But if you followed my suggestion above now you wouldn't need to mess with that pin anymore! But for making things simple we'll start at TDC of number 1 cylinder with both rockers loose. Step 1 Cylinder Number Exhaust Valves 1,3,5 Intake Valves 1,2,4 now rotate the engine crank 360° again so now cylinder number 6 rockers should be loose. Using your new timing marks on the damper. Step 2 Cylinder Number Exhaust Valves 2,4,6 Intake Valves 3,5,6 Now reassemble the valve covers.
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Error Codes (Flash Codes) Reading Diagnostic Trouble Codes When the check engine light comes on and stays on (after start-up), this indicates that a code (or codes) has been stored in memory. To retrieve this information for purpose of troubleshooting, cycle the ignition switch ON-OFF-ON-OFF-ON within five seconds. The check engine lamp will then flash the DTC(s). Each code, if there is more than one, will be preceded by a 4 second pause, to distinguish it from the previous code. An example of a DTC would be as follows: * Lamp on for 2 seconds, then turns off. * Lamp flashes 4 times, then pauses, then flashes 1 more time. * Lamp pauses 4 seconds, then flashes 4 times. * Lamp flashes 7 times. The two DTC's displayed, following the two second pause, were 41 and 47. Whenever the malfunction indicator is operated, as many DTC's as are in memory will be displayed. At the end of the sequence, it will flash 55, which indicates it is the end of the stored codes. Mopar1973Man Note: Its still suggested to used a code reader. These errors are very general in description. A normal code reader will show more information. Like error code 43 Ignition coil circuit could be a misfire code (P0300 to P0310) when a error code reader is used you can see the cylinder number. Clearing Diagnostic Trouble Codes When the problem has been sorted out and repaired, you will have to erase the DTC(s) from memory to shut off the CHECK ENGINE light. The proper way to erase is with the DRBII scan tool, or equivalent. If you do not have access to this tool you will have to take the vehicle to a shop that does. If the cause for the blown trouble code is indeed repaired, the memory will automatically be cleared by the engine controller after 50 start-ups. Mopar1973Man Note: Better explanation at this link. Diagnostic Trouble Code Check Engine Light DRB Scan Tool Display Description of DTC 11 No No crank reference signal at PCM No crank reference signal detected during engine cranking. 12 No None Direct battery input to PCM was disconnected with the last 50 key on cycles. 13 Yes No change in MAP from start to run No difference recognized between the engine MAP reading and the atmospheric pressure reading at start up. 14 Yes MAP sensor voltage too high or too low. MAP sensor voltage above or below acceptable voltage. 15 Yes No vehicle speed sensor signal No vehicle distance (speed) sensor detected during road load conditions. 17 No Engine is cold to long Engine coolant temperature remains below normal operating temperatures during vehicle travel. (Faulty thermostat) 21 Yes O² sensor at center Neither rich or lean condition detected from the oxygen sensor input. 22 Yes ECT sensor voltage to high or too low. .Engine Coolant Temperature sensor voltage above or below acceptable voltage. 23 Yes IAT sensor voltage to high or too low Intake Air Temperature sensor voltage above or below acceptable voltage. 24 Yes TPS sensor voltage to high or too low Throttle Position Sensor voltage above or below acceptable voltage. 25 Yes Idle Air Control motor circuits A shorted condition detected in one or more of the idle air control motor circuits. 27 No Injector control circuits (1-8) Injector (1-8) output driver does not respond properly to the control signal. 31 Yes EVAP solenoid circuit An open or shorted condition detected in the EVAP solenoid circuit. 32 Yes EGR solenoid circuit EGR failure An open or shorted condition detected in the Exhaust Gas Recirculation solenoid circuit. A mechanical problem found in the EGR system. (Vacuum leak, defective EGR valve, plugged EGP tube, etc.) 33 No A/C clutch relay circuit An open or shorted condition detected in the Air Conditioning clutch circuit. 34 No Speed control circuits Speed control switch always high or low An open or shorted condition detected in the speed control vacuum and vent solenoid circuits. Speed control switch input above or below acceptable voltage. 37 Yes Torque converter clutch solenoid circuit Trans temp to high or too low An open or shorted condition detected in the CKT solenoid circuit. Voltage to high or too low at the trans temp sensor. 41 Yes Generator field not switch properly An open or shorted condition detected in the generator field control circuit. 42 No Auto Shutdown Relay control circuit An open or shorted condition detected in the ASD relay circuit. 43 Yes Ignition coil circuit An open or shorted condition detected in the EVAP solenoid circuit. (Mis-fire code) 44 No Battery temp sensor volt out of limits An open or shorted condition detected in the engine coolant sensor circuit or a problem exist in the PCM's battery temp voltage circuit. 45 No Trans overdrive solenoid circuit An open or shorted condition detected in the trans overdrive solenoid circuit. 46 Yes Charging system voltage too high Battery voltage sense input above target charging voltage during engine operation. 47 Yes Charging system voltage too low Battery voltage sense input below target charging voltage during engine operation. 51 Yes System lean adap at rich limit Oxygen sensor signal input indicates lean air/fuel ratio condition. 52 Yes System rich adap at lean limit Oxygen sensor signal input indicates rich air/fuel ratio condition. 53 No Internal PCM failure PCM failure SPI (Serial Peripheral Interface) PCM internal fault detected. PCM internal fault detected. 54 No No cam sync signal at PCM No fuel sync (camshaft signal) detected during engine cranking. 55 No Not display on DRB scan tool A DTC #55 is used to end all DTC messages. This code indicates a completion of all DTC's displayed on the Check Engine Light. 62 No PCM Failure SRI miles not stored Unsuccessful attempt to update SRI (service reminder indicator) miles in the EEPROM. 63 No PCM Failure EEPROM write denial Unsuccessful attempt to write to an EEPROM location by the PCM.
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I know there is a thread on here from way back about 2 years where we discussed about Raptor fuel pump and seals some one found all this stuff and now I would like to look into it.
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Something to be aware of. If you got to do APPS reset too much you have the first signs of a bad alternator. All the APPS reset does is allow the ECM to see the voltage at idle and WOT. So as for your question about reset again for the pump you shouldn't have too.
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As long as the high idle software is enabled shouldn't matter which programmer or module you use.
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Yeah there is... That little SUV could of slowed down and just stayed in the right lane and never lost control. I've watch tons of this kind of Youtubes 99% of all accidents are people traveling to fast for conditions. So here is mister Semi driver minding his own business, here comes "I'm in Hurry SUV Driver" bouncing off the other delievery truck and into the path of mister Semi. I still see out here with completely snow cover or black ice highways watching little cars attempting to hold speed limit.
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Lost Valley Reservoir Summer of 2015
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Still after washing I re-coat the terminal with engine oil again. There is only two material that I know of that sulphric acid will not eat. Glass and plastic. Plastic is made from what? Petroleum. Grease works but you'll end up with the grease on your shirt or arm while working on your truck. Engine oil will fade away leaving a thin film that prevents acid from oxidizing the terminals. Take notice to the picture above the positive terminal is black and got corrosion blooms on the copper and steel. This is a sign of acid contact and oxidizing the metals. Like lead oxide is that black coating. It's resistive to current flow typically you know by touch the terminals they could be warm to hot to the touch.
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Secret... Lightly coat all lead terminal surface with engine oil not grease. 13 years later still like new... What I typically see roll in my shop...
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I would park that truck till you can verify the fuel pressure. I just got done rescuing a truck yesterday where his fuel pump would just stop pumping doing exactly what you say low power and white smoke. You need that fuel pressure gauge like now! Do you have a error code reader that can reset codes? You might consider reseting the codes and re-test drive it again and see if the codes are real for the APPS. Might have to ohm test between the ECM and APPS. Again jump over to the error code page and do the diagnostics to verify. Yeah you can unplug the wiring and hook up stock to see if the P0237 code stays away. Grid heater relays get there ground from PDC then to the battery ground as seen in the wiring map.
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Cobbled up it sounds like. Grid heater delete is going to make it hard starting and keeping it running. Fuel pressure is fairly low in the 1st gens like about 6-7 PSI tops. I know Cowboy should be in later tonight and give some more feedback on this.
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Edge Comp and the P0237 is problem more than likely the boost fooler failed in the Edge Comp. Double check your grid heater relays make sure the wires are all attached. That is the P0382... APPS sensor appears to be junk. P0121, P0122 and P0222. Then a timing error P0216 on the VP44. What's your fuel pressure?
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That amount of weight you really do NEED a pyrometer I still think your running way too hot for the weight you got. Once you get the gauge you see what I mean about keeping it cool.
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What's the weight of your trailer? Towing my 8,000 pound RV I can climb most 6-7% grades in 4th gear (1:1 ratio). So for your truck with automatic it would be OD OFF and you would be the same gear. Now speed wise I typically climb at about 53 MPH which is right at 2,000 RPM's. There is only a few times I've had to back down to 3rd gear and climb at 35 MPH. Take an example from the truckers. They don't climb grades slow because of lack of power but controlling EGT's and coolant temperatures.
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Absolutely. Our diesel truck could flatten a Smart Car or Pirus without much effort. These tiny light weight cars are not that strong. They are build with economy in mine so everything is lighter, thinner, less metal, less structure... All in the name of fuel economy. Like just quick search for Smart Car weight its only 1,800 pounds. Majority of the weight is the fuel, engine and transmission. That leaves very little to the structure of the vehicle. Heck even the little Dodge Pickup I drove yesterday I think it was a Dakota. Take about light weight truck. Same body design but smaller and lighter in standard cab design. Too me it felt a bit thin and marginal for safety. On the ice it was nearly worthless nothing enough weight to gain traction. Now you step up to my beast and newer your talking about nearly 4 tons of rolling missile. Steel frame, heavy duty everything, etc. We've got better protection that most hybrids or economy vehicles. Still a accident involving a 18 wheeler might be deadly still but we got a much better chance of survival. Being I'm certified for extrication for the Fire Department I've had my fair share of cutting people out of vehicles. Typically the economy vehicles are pretty gruesome. Most of the full size pickup fair better and some haven't. Just depends on the circumstance of the accident.
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Now I got to ask what is your pyrometer reading during this time? Do you even have pyrometer? Like the gent I was working with yesterday complained about the very same problem. Towing his jet boat up a steep mountain grade from the Snake River and complaining about high coolant temps. Of course he's without a pyrometer and no way to know if he's over doing it. I know for a fact a "Completely Stock" truck can exceed 1,400*F in EGT's towing heavy loads. Anything over 1,100*F in EGT's you'll see a sharp climb in coolant temperature. My current ISSPro EV2 I programmed the warning light for 1,200*F so anything beyond that will trip the warning light. I typically back off to about 1,100*F which gives that buffer room for possible error of the pyrometer probe.
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That one reason I own these two Dodge Rams. I've got some metal around me.
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I got a call from a local gent that I done work for in the past. I replaced his lift pump and injection pump on his 1999 Dodge Ram. He called up today and told me of his tale of limping to New meadows and having the truck die on him. What he described was low fuel pressure with weak power. I told him to come and pick me up and we would roll out and look it over. After checking over the basic stuff I'm not hearing the Raptor lift pump running. I opened a test port and purged the system and it barely crawled up to 5 PSI. Ok. So I cranked up the regulator and got it up to 20 PSI for now to get it home. It last about 2 block and got weak again. Hmmm... Test gauge again... Fired it up and it ran for about 1 minute and the lift pump died 0 PSI. So we shut down. I knew I had a spare lift pump at home. So ran 20 miles back home grab a few odds and ends and that stock new lift pump. (Thanks to Bry1216)So ran back out and cobbled it together again using some of the Raptor plumbing and the stock. Got him up and running. But during those 2 trip back in forth I got plenty of time to school him up on why a fuel pressure gauge. He's now sold on the idea. Maybe we'll be lucky to see him show up as a member here. I told him to join up and talk with the rest of the crew here.
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I don't have the original keyed lock anymore it was replace once before already. As for the new one its going be here on the 18th so I've got a entire week to wait.
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First off... The far right tick is about 225*F coolant temp. Then of course the red tick is 240*F. I don't sweat till it leaves the operational span. Even then I've only ever reached 218*F dragging my RV over grades in 100*F heat.
