Chris O.

Hey guys i've been busy and sick with this crazy flu, @Mopar1973Man any ways you can actually program the key fobs with the ccd bus beta tool. No stealership visits necessary or the drb3 tool.

Sorry for the confusion, extremely busy. 2003 to 2005, All DODGE RAM pickup trucks = (PCI) bus (J1850 VPW). NOTE: (2001 3ND GEN RAM 1500 GAS ENGINE ONLY = (PCI) bus (J1850 VPW). 2006+, All DODGE RAM pickup trucks = (CAN) bus (Controller Area Network). I recommend reading this for more info: Training BODY ELECTRICAL SPECIALIST VEHICLE COMMUNICATIONS – CHRYSLER http://www.carsondemand.com/IDLdocuments/Learning Guide/4450-t9r0k5io6vxazm80x5ire9zj4.pdf

And this is why you should send your old ECM my way so i can figure out the issue and fix it before the new one will blow your doors away

Sorry but you got this a bit wrong. Class B, ISO 9141, SCP, Class 2, and KWP2000 all were allowed methods of powertrain communication under OBD II until 2008, at which time controller area network (CAN) became the mandated protocol for emissions-related modules. History: The (CCD) bus - mid-1980s to 2002 baud rate of 7.8125 kbps. All Dodge RAM VANs and PICKUPs, Including 2ND GEN 24 valve pickup trucks. Chrysler first introduced their Chrysler Collision Detection network (CCD) in the mid-1980s. Although the CCD network worked well and was reliable, it didn’t meet the new mandate set out by the S.A.E. In order to accomplish this, a faster network was required. The (PCI) bus (J1850 VPW) - 2003 All Chrysler vehicles up to 2007 or 8. 1st was 1998 DODGE INTREPID, by 2003 All Chrysler vehicles models Including 3ND GEN RAM pickup trucks. NOTE: (2001 3ND GEN RAM 1500 GAS ENGINE ONLY (PCI) bus) Beginning in the mid 1990s the Chrysler Programmable Communication Interface (PCI) bus network was introduced. There were several advantages to this system over the previous CCD bus network such as; the transfer rate of information is quicker; reprogramming of modules over the bus network now possible; single wire outlay using a central module or diagnostic junction port, for easier system diagnostics. The (CAN) 2008 + All domestic and foreign vehicle manufacturers, ISO 15765-4.3:2001 CAN became the mandated protocol. Following in 2004, Chrysler again replaced their communication network. With the introduction of a new mandated protocol, they began using a Controller Area Network. This network came in 3 forms: CAN-B, CAN-C, and CAN-C diagnostic. CAN-B network has an operating speed of 83.3 kbps. CAN-C bus has a baud rate of 500 kbps, giving it a near real time transfer rate. CAN-C diagnostic bus is a separate circuit operating at 500 kbps. Beginning in 2004 with the redesigned Dodge Durango, Chrysler began implementing the use of the Controller Area Network protocol and bus standard. Ok I'm not sure in what year the switch happened to CAN bus on Dodge ram pickup trucks but my best guess is 2006 the Facelift? The Dodge Ram was updated for the 2006 model year. One notable addition was the "Mega Cab"

I've got few things for 3rd gen Dodge Rams if you are willing to mess with PCI bus (J1850 VPW). FCM / IPM, INTEGRATED POWER MODULE Lamp Outage: J1850; xmit: 54-00-FF; sc: FCM / IPM; 0x800039f0 Low Washer Fluid: J1850; xmit: 54-00-FF; sc: FCM / IPM; 0x800039f4 Low Brake Fluid: J1850; xmit: 54-00-FF; sc: FCM / IPM; 0x80005857 FCM_COUNTRY_CODE: J1850; xmit: 24-40-22-28-02-00; sc: FCM / IPM; 0x80006149 FCM_DRL_ENABLED_STATUS: J1850; xmit: 24-40-22-28-0D-00; sc: FCM / IPM; 0x8000614a FCM_DRL_BEAM_SELECT: J1850; xmit: 24-40-22-28-69-00; sc: FCM / IPM; 0x8000614b WIPER PARK SW: J1850; xmit: 24-40-22-36-03-00; sc: FCM / IPM; 0x80006237 BACK UP SW: J1850; xmit: 24-40-22-36-0E-00; sc: FCM / IPM; 0x80006238 WASH FLUID LEV SW: J1850; xmit: 24-40-22-32-18-00; sc: FCM / IPM; 0x80006239 BATTERY VOLTS: J1850; xmit: 24-40-22-32-46-00; sc: FCM / IPM; 0x8000623a AMBIENT TEMP VOLTS: J1850; xmit: 24-40-22-32-26-00; sc: FCM / IPM; 0x8000623b ALL RELAYS OFF: J1850; xmit: 24-40-2F-38-06-00; sc: FCM / IPM; 0x8000623d FOG LAMP RLY: J1850; xmit: 24-40-2F-38-06-02; sc: FCM / IPM; 0x8000623e PARK LAMP RLY: J1850; xmit: 24-40-2F-38-06-04; sc: FCM / IPM; 0x8000623f WIPER ON RLY: J1850; xmit: 24-40-2F-38-08-01; sc: FCM / IPM; 0x80006240 HORN RLY: J1850; xmit: 24-40-2F-38-0D-01; sc: FCM / IPM; 0x80006242 WASHER MTR: J1850; xmit: 24-40-2F-38-23-01; sc: FCM / IPM; 0x80006243 L TRAILER RLY: J1850; xmit: 24-40-2F-38-28-02; sc: FCM / IPM; 0x80006244 R TRAILER RLY: J1850; xmit: 24-40-2F-38-28-04; sc: FCM / IPM; 0x80006245 ADJ PEDAL: J1850; xmit: 24-40-2F-38-28-08; sc: FCM / IPM; 0x80006246 R STOP LAMP: J1850; xmit: 24-40-2F-38-2B-04; sc: FCM / IPM; 0x80006247 L STOP LAMP: J1850; xmit: 24-40-2F-38-2B-08; sc: FCM / IPM; 0x80006248 FRONT R TURN LAMP: J1850; xmit: 24-40-2F-3A-03-FF; sc: FCM / IPM; 0x80006249 REAR L TURN LAMP: J1850; xmit: 24-40-2F-3A-07-FF; sc: FCM / IPM; 0x8000624a REAR R TURN LAMP: J1850; xmit: 24-40-2F-3A-08-FF; sc: FCM / IPM; 0x8000624b R LOW BEAM: J1850; xmit: 24-40-2F-3A-09-FF; sc: FCM / IPM; 0x8000624c L LOW BEAM: J1850; xmit: 24-40-2F-3A-0A-FF; sc: FCM / IPM; 0x8000624d R HIGH BEAM: J1850; xmit: 24-40-2F-3A-05-FF; sc: FCM / IPM; 0x8000624e L HIGH BEAM: J1850; xmit: 24-40-2F-3A-06-FF; sc: FCM / IPM; 0x8000624f WIPER HI-LOW RLY: J1850; xmit: 24-40-2F-38-08-02; sc: FCM / IPM; 0x80006250 FRONT L TURN LAMP: J1850; xmit: 24-40-2F-3A-04-FF; sc: FCM / IPM; 0x80006251 Change Country Code: P155; xmit: 00; sc: FCM / IPM; 0x80006694 Enable DRL: P155; xmit: 00; sc: FCM / IPM; 0x80006695 FCM Body Style DR: J1850; xmit: 24-40-22-28-00-00-00-00; sc: FCM / IPM; 0x80006698 FCM_PART_NUM14_DR: J1850; xmit: 24-40-22-20-00-00; sc: FCM / IPM; 0x8000669a PFCMDTCCLEAR: J1850; xmit: 24-40-14-FF-00-00; sc: FCM / IPM; 0x80006700 BATTERY VOLTAGE: J1850; xmit: C0-00-FF; sc: FCM / IPM; 0x80006968 COOLANT TEMP: J1850; xmit: C0-00-FF; sc: FCM / IPM; 0x80006969 ENGINE LAMP RQ: J1850; xmit: B0-00-FF; sc: FCM / IPM; 0x8000696a ENGINE LAMP STATUS: J1850; xmit: 2D-10-FF; sc: FCM / IPM; 0x8000696b ENGINE RPM: J1850; xmit: 10-00-FF; sc: FCM / IPM; 0x8000696c FUEL TANK LEVEL: J1850; xmit: A4-00-FF; sc: FCM / IPM; 0x8000696d IGN STATE: J1850; xmit: 5B-00-FF; sc: FCM / IPM; 0x8000696e KEY IN IGN: J1850; xmit: 5B-00-FF; sc: FCM / IPM; 0x8000696f SC OVERRIDE: J1850; xmit: 35-00-FF; sc: FCM / IPM; 0x80006970 VEHICLE SPEED: J1850; xmit: 10-00-FF; sc: FCM / IPM; 0x80006971 A/C CLUTCH DISABLED: J1850; xmit: 35-00-FF; sc: FCM / IPM; 0x80006972 CRUISE ENGAGED: J1850; xmit: 35-00-FF; sc: FCM / IPM; 0x80006973 DRV DOOR AJAR SW: J1850; xmit: 5B-00-FF; sc: FCM / IPM; 0x80006974 IOD FUSE: J1850; xmit: 5B-00-FF; sc: FCM / IPM; 0x80006975 OK TO LOCK DOORS: J1850; xmit: 35-00-FF; sc: FCM / IPM; 0x80006976 PASS DOOR AJAR SW: J1850; xmit: 5B-00-FF; sc: FCM / IPM; 0x80006977 FRONT FOG LAMPS: J1850; xmit: 60-00-FF; sc: FCM / IPM; 0x80006978 HEAD LAMPS: J1850; xmit: 60-00-FF; sc: FCM / IPM; 0x80006979 PARK LAMPS: J1850; xmit: 60-00-FF; sc: FCM / IPM; 0x8000697a FRONT WASHER SW: J1850; xmit: 6A-00-FF; sc: FCM / IPM; 0x8000697b FRONT WIPER HI: J1850; xmit: 6A-00-FF; sc: FCM / IPM; 0x8000697c FRONT WIPER LOW: J1850; xmit: 6A-00-FF; sc: FCM / IPM; 0x8000697d I WIPE DELAY: J1850; xmit: 6A-00-FF; sc: FCM / IPM; 0x8000697e FCM Combined stop and turn: J1850; xmit: 24-40-22-28-4A-00; sc: FCM / IPM; 0x80006f49 Comb R Stop and Turn Lamps: P155; xmit: 00; sc: FCM / IPM; 0x80006f4a Read DTCs: J1850; xmit: 24-40-22-2F-00-00; sc: FCM / IPM; 0x8000707a Read DTCs: J1850; xmit: 24-40-22-2F-01-00; sc: FCM / IPM; 0x8000707b

SAE J2610 Issued APR2002 -17- 9.4 Flash Strobe-The diagnostic tester shall be required to generate the external Vpp flash strobe voltage necessary for erasing and programming on-board memory devices. The Vpp flash strobe voltage is needed to support the following four functions: a.Initiating ECU boot-loader mode b.Reading flash memory electronic signature (manufacturer and device codes) c.Erasing flash memory d. Programming flash memory 9.4.1 VPP SPECIFICATION-The diagnostic tester shall generate the Vpp flash strobe voltage multiplexed on the tester SCI transmit line. The requirements for the programmable power supply shall be defined as follows in Figure 13: I can't post pictures because of this: You have used all of the attachment space you are allowed. Manage Attachments to free up space

Ok so let's get back to the topping of this thread and get the conversation going! Oh ECM flashing/Programing, is it magic The first thing you should do is find or purchase the SAE J2610-2002 Serial Data Communication Interface publication. The purpose of this SAE Information Report is to specify the requirements necessary to fully definethe Serial Data Communication Interface (SCI) used in the reprogramming of emission-related powertrain Electronic Control Units (ECU) in DaimlerChrysler Corporation (Chrysler Group) vehicles. trust me after reading that you will be a lot smarter

I bet they are not even ECMs but PCMs.

I just did a quick check in 2001 Dodge Ram service manual, it looks like this sensors share the common ground: INTAKE AIR TEMP SENSOR - ENGINE OIL PRESSURE SENSOR - MANIFOLD AIR PRESSURE SENSOR. page 8W - 30 -33 and 8W - 30 - 32 S165

Okay so i'm shooting blind from my memory here but i believe if you disconnect a sensor they should be staying at high state (5 volts) which means closer to +314f on a scan tool at least this is what's happening on PCM not sure about ECM. This sounds like a short (wiring harness?), you should follow service manual wiring to figure out how many more sensors are connected on the IAT circuit.

Well currently the beta testing is almost over as i am working on the final design. There might be a brief short beat test for the new tool.

Correct but i need to finish the final design which has been keeping me extremely busy lately. Here is a short YouTube video of what i've been trying to implement lately: Testing CCD bus receive data simultaneously listen to and decode the Acu-Rite off-the-shelf wireless temperature and humidity sensor.

that's actually a smart choice lol. I've got the tools i just need the bad ECM. Here's my new to me DRBIII, just need more time to play with it.

Other than hacking it and figuring out the issue i guess that's it

Does anyone have one of the bad Cummins ECM for sale, especially the one with the wait to start 10~5 Second delay?

Currently NO. Will it be possible in the future? I'm not sure maybe... I'm having a hard time accessing the ECU with CCD bus in diagnostic mode. Just to be clear there is no issues reading the data in-coming from ECM on the CCD bus. On top of all this the older 1998.5-2000? 2nd gen Cummins trucks ECM may need to be reflash for high idle feature anyway.

CCD (Chrysler Collision Detection) Data Bus 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.

In your case you got broken wire or corroded plug somewhere (OPEN) high resistance. Take your meter leads and connect them together you should see numbers closer to 0~5ohms, which means low resistance (SHORT) this is what you are looking for after the fix.

Above 5ohms = out of specification, you've got 24100ohms. Basically: 5ohms < and less = good 5ohms > and more = no good (step 8 Is the resistance below 5.0 ohms? (24100ohms) = No → Repair the SCI Receive circuit for an open)

This is actually good question i don't know, probably the Signal GND. On gas engines the signal ground goes directly to PCM, not sure about diesel applications?

Pin 5 ~ GND Pin 4 ~ Signal GND

SCI Rx (Receive) SCI Tx (Transmit)

SCI - Serial Communication Interface SCI consists of: – Dedicated point-to-point, dual-wire, nonmultiplexed serial communication interface – Supports both diagnostics and flash reprogramming capability – Supports multiple baud rates to accommodate both the low-speed diagnostic command mode (at 7812.5 bps) and the high-speed parameter interrogation command mode (at 62,500K bps) • With the key ON: • No scan tool connected to the DLC; there should be 5 volts at the Rx circuit. • No scan tool connected to the DLC; there should be no voltage at the Tx circuit. • The scan tool connected to the DLC; there should be 12 volts* at the Tx circuit. • The scan tool connected to the DLC and Engine selected from the Select System menu; there should be 5 volts at the Tx circuit. * This is the default voltage for ISO-K. When the Engine is selected from the Select System menu the tool will turn off the 12 volts and apply 5 volts to attempt SCI communication Flash Programming: •Scan tool pulls voltage down when sending Data on Rx •Scan tool raises voltage on Rx circuit to 20 volts (indicates flash) •Module sends message back for error detection

You guys might find this interesting as I am the only few of the ppl I know of that has been reverse engineering Chrysler Collision detection bus (CCD bus) for almost 2 years now. Now this might not be your issue but a possibility, especially if someone was swapping modules from other Baseline Pickup trucks. Chrysler PCM horror stories and simple solution

Sounds like factory alarm system security Immobilizer enabled on the CTM (Central Timer Module). Do you have overhead console w/ temperature computer installed in your truck?