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gudge

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    Warwick, MD

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  1. gudge

    gudge

  2. Although your issue was the pressure relief valve (good information for me to validate some of my knowledge about the fuel system). I wanted to share for you and others, that I have had "3" successive pressure sensor failures (over a period of 3.5 years), which the first one and third one were fairly straight forward; they failed low or open. The symptom was the engine stopped running (even at highway speed with no forewarning) and there is no start function at all, dead. I spent a lot of time troubleshooting and understanding the fuel feed steps/process/design/control to finally rule out t
  3. Thanks - cheers all the way around; these man made machines are a blessing and a curse at times! I was a Navy ET (many years ago with tube/transistors) and have held an Extra Class Ham license ever since, fiddled with avionics, antennas, etc... but it is always a challenge that keeps me perplexed most of the time - like flying in the clouds until you breakout into sunlight. I can't deny it being worth celebration over a beer or two though. Now on to working with Bosch via US Diesel Parts guys to refund me the part cost under its warranty and believing maybe improving the parts reliability.
  4. Success Proclamation: Problem Fixed!!! ...Eureka Ok, I see this clearly now Angus, which my troubleshooting was driving me to understand the sensor operation more in detail in order to test the Rail Pressure Sensor correctly for confirmation of failure. My troubleshooting had shifted toward this component (others can see from the above steps, analysis, questions, and thoughts - thanks to all) as the root cause of my truck shutting down while driving at 60 mph on cruise control with NO symptoms, NO engine light, NO noises, No electrical perturbations, NO nothing, but silence while coasting
  5. Received the new Rail Pressure Sensor from US Diesel Parts Monday evening, and started trying to obtain static measurements. After a little while of getting mixed results, I started researching the sensor operation and determined the continuity checks do not provide any useful information (Sensor operation is based on piezio crystal converting pressure to voltage - I believe to be correct by deduction of studying the diagrams, electrical prints and reading operation description). It appears I need to connect it to the computer and take voltage readings and/or ground readings. Therefore, I w
  6. I would agree, it is now cataloged well within my memory. I believe you could do the same for the FCA too. Ed, it is all about learning for me since I don't have much experience with diesel engines, much less Cummins. I appreciated your help!
  7. Thanks, I thought there may be a code set for this type of failure. This rules out my situation, but I checked the wiring closely for the benefit of knowing its condition.
  8. I called US Diesel Parts where the pressure sensor was purchase in May 2014 and discussed the warranty for the premature pressure sensor failure. They were helpful and let me know that it should be covered, but it will have to be sent back to Bosch for failure verification and warranty processing. Based on them giving me this assurance and not being able to wait the number of weeks all this is going to take, I went ahead and ordered the new pressure sensor. US Diesel Parts will then reimburse me the cost of the new part when Bosch verifies the failure. I would like to believe that Bosch wi
  9. Ok, I will do this for use with others to troubleshoot the sensor in a static mode - sure will help verify than trial and error approach most of us if not all have to perform along the way.
  10. Well, troubleshooting today determined that the COV is operating correctly, fuel flow verified to flow from CP3 while cranking, and so I removed COV for inspection. The piston slides smoothly under constant spring pressure, no hang ups or limited travel issues. So my focus shifted to the fuel rail pressure sensor since it is producing the only (P0088) code. I unplugged the sensor and tried starting the truck, which it started with no problem - although it was running rough (to be expected), and I got a P0192 code, "Fuel Rail Pressure Sensor Low". So to recap: I can start the truck from ACC
  11. Ed, Thanks for offer but that link I provided ( Relentless Diesel • View topic - DIY CP3 Mods ) has pictures of how the internals of the FCA look and sequenced into its housing, which I was able to deduct valve positions when energized verse de-energized - super helpful. It does throw a wrench into things about why the engine runs with FCA disconnected and does not shutdown verses starting/running the engine from ignition sw ACC position as you and I discussed previously that the engine shutsdown within 5 or so seconds? What is going on that makes this difference? It may not matter
  12. All, ok I am back with additional input; I got tied up for the weekend with family activities but managed to do some of the troubleshooting with the FCA side of my plan. I determined that the old FCA is not failed and operating the same as the new FCA: It has the same continuity checks as the new FCA (4.1 Ohm +/- .1 Ohm and no grounds), vibrates/buzzes consistently the same as the new FCA, and while in hand I could see movement of the internal shaft/what I believe could be a valve seat moving. (I believe it is operating, the buzzing/valve seat moving as observed from the end looking down the
  13. I did a cut and paste (see below) from gmctd that was placed on the Dodge Diesel Cummins Forum (thanks for sharing), which I can not thank him enough as it is an EXCELLENT description/technical discussion of the 3rd Generation Fuel System Operation!!!! I am sure it came from Cummins. This was too good not to share and include for all of us that just got to know what is going on so we can make logical decision with our troubleshooting. Now with the accuracy of this technical documentation, it should speed things up with anybody's future troubleshooting! I took some time to get my thou
  14. Current Analysis: Excellent input Edwin, I really appreciate the thought here with the delta time to pressurize logic. Btw, the ignition switch 1st position more correctly as you state is the accessories (ACC) position, and the second position is Run, and the next position is Start. I was not sure since they are not labeled and my thoughts were too far ahead with my focus on adding all this troublshooting activity up. I also may have overstated how long it runs after starting because it is more in order of 5 seconds, tops. However, the engine sounds very normal after starting - just ab
  15. Replaced the FCA tonight and interesting enough truck now starts, then shuts-down within 15 - 20 seconds. the start reaches between 600 - 700 rpm then slowly dies/stops running. It now throws the code P0088 (i.e., Fuel Rail/System Pressure - Too High code) consistently (after clearing codes several times). Not sure what to make of this so I must study some more and determine where to go with troubleshooting. One peculure aspect is that it only starts from the first key on position and it will not start when turning it from the second key position (ignition lights on) - not sure what is the
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