Chris O.

It is sort of bi directional communication. Cannot communicate between each control modules at the exactly same time. For example if you connect scan tool, you can send specific message to the ABS(CAB) asking for DTCs codes. But the reply will be on the next message transmitted from the ABS(CAB).

NO YES Let's start with some info about CCD bus first. CCD bus system was introduced in 1988 (end-of-life about 2003). 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. 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. On the CCD bus: The Controller Antilock Brakes (CAB) CAB is listening to VIN number messages from Powertrain Control Module (PCM). (Only few of the Vehicle identification number characters) CAB is listening to diagnostic scan tool messages. (Reading codes, Activate the ABS solenoids and pump , Speedometer calibration) ABS(CAB) On the CCD bus Is only sending one message once every one second, Status message. (Control of the lights in the Cluster gauge ABS, Brake, 4WD Lock, Brake switch sense etc.) If the ABS(CAB) Status message is missing on the CCD bus the Cluster gauge will illuminate the amber ABS light.

I'm not sure if this video will be of any help. Dodge 1999 RAM Cummins 5.9L NV4500 5spd. 2WD ABS sensor signal from the rear differential @ 6 Mph. (YELLOW) pin1+ and pin8- @ abs connector. Out to PCM (BLUE) pin 12 @ abs connector. In my never-ending quest of reverse engineering the CCD BUS i spent a lot of time with the ABS unit. Anyway your issues seems to be the programming of the PCM. It seems that the frequency of the differential rear speed sensor should be divided by 10 and that will give you the nice square wave frequency. EDIT: Ok so I did some math it appears to be 25Hz per mile. formula: 25Hz x 40mph = 1000Hz To get what the PCM requires We're going to divide 1000Hz \ 10 = 100Hz

Mike is correct on the CCD BUS, that's how the cluster gauge knows how to show the oil pressure. Now I believe the problem is the OBDII compliance in our diesel truck OBDII used to be only for vehicles <8500 lbs GVW. They raised it to 14,000 in 2004, our diesel trucks where not required to be OBDII compliant. But anyways I can definitely read the oil pressure with my scan tool. It could be a different PID but the oil pressure is definitely available thru ISO9141-2, SCI BUS

I can read the oil pressure with my scan tool. I'm not sure how accurate it is but at 29 PSI the cluster gauge shows 40 PSI. EDIT: Perhaps this will be useful to some of you with the odb2 scanner. PID 2541 Oil Pressure Oil Press Pressure 0 100 1 Y OilPres DCx Sensors n none I got that info from: http://www.cherokeesrt8.com/forums/131-wk1-tuning-cmr-dyno-datalogging-gauges/19781-i-finally-got-around-listing-pids-dashhawk-can-see.html

I got some info on the Intel flash memory. INTEL specifications for 2- and 4-Mbit 5 Volt Boot Block Flash memories EDIT: 4 Mbit = 500 KB 5 VOLT AUTOMOTIVE BOOT BLOCK FLASH MEMORY AB28F200BR, AB28F400BR (x8/x16) * Intel SmartVoltage Technology - 5 V or 12 V Program/Erase - 5 V Read Operation * Very High Performance Read - 80 ns Max. Access Time, - 40 ns Max. Output Enable Time * Low Power Consumption - Maximum 70 mA Read Current at 5 V * x8/x16-Selectable Input/Output Bus - High Performance 16- or 32-bit CPUs * Optimized Array Blocking Architecture - One 16-KB Protected Boot Block - Two 8-KB Parameter Blocks - One 96-KB Main Block - 128-KB Main Blocks - Top or Bottom Boot Locations * Hardware-Protection for Boot Block * Software EEPROM Emulation with Parameter Blocks * Automotive Temperature Operation - –40 °C to +125 °C * Extended Cycling Capability - 30,000 Block Erase Cycles for Parameter Blocks - 1,000 Block Erase Cycles for Main Blocks * Automated Word/Byte Program and Block Erase - Industry-Standard Command User Interface - Status Registers - Erase Suspend Capability * SRAM-Compatible Write Interface * Automatic Power Savings Feature - 1 mA Typical ICC Active Current in Static Operation * Reset/Deep Power-Down Input - 0.2 μA ICCTypical - Provides Reset for Boot Operations * Hardware Data Protection Feature - Write Lockout during Power Transitions * Industry-Standard Surface Mount Packaging - 44-Lead PSOP: JEDEC ROM Compatible * ETOX™ Flash Technology - 0.6 μ ETOX V Flash Technology Feature 28F400BR Reference VCC Read Voltage 5 V ± 5%, 5 V ± 10% Section 5.2 VPP Program/Erase Voltage 5 V ± 10% or 12 V ± 5%, auto-detected Bus-Width 8- or 16-bit Speed (ns) Automotive 80 Memory Arrangement x8: 256K x 8 x16: 128K x 16 x8: 512K x 8 x16: 256K x 16 Blocking Boot 1 x 16 KB 1 x 16 KB Parameter 2 x 8 KB 2 x 8 KB Figs. 2 – 5 Main 1 x 96 KB 1 x 128 KB 1 x 96 KB 3 x 128 KB Boot Location Top or Bottom boot locations available Locking Boot Block lockable using WP# and/or RP# All other blocks protectable using VPP switch Operating Temperature Automotive: –40 °C – +125 °C Erase Cycling 30,000 cycles for parameter blocks; 1,000 for main and boot blocks Packages 44-PSOP http://data.datasheetlib.com/pdf1/16/45/164569/intel-corporation-ab28f400br_451394fc9c.pdf?take=binary

That is weird your wiring harness FUEL TANK MODULE (DIESEL) plug doesn't follow any of the coloring codes i got in the 01 service manual. FUEL TANK MODULE (DIESEL) - LT GRAY 4 WAY CAV | CIRCUIT | FUNCTION 1 | - - - - - - - - - - - -| 2 | K4 20BK/LB | SENSOR GROUND 3 | K226 20DB/WT | FUEL LEVEL SENSOR SIGNAL 4 | - - - - - - - - - - - -| Now I wonder if you have the lift pump retro fit inside the fuel tank installed by Dodge dealer?

So does the fuel gauge work properly now? That is correct. The CCD bus protocol level is different, no public information is available. You have to disassembling reverse engineering to find out how things work.

My 2 Cents. The PCM continually monitors the fuel tank sending unit, then sends the proper messages to the instrument cluster thru Chrysler Collision Detection (CCD) data bus. Message Failure - If the cluster fails to receive a percent tank full message, it will hold the gauge needle at the last indication until a new message is received, or until the ignition switch is turned to the Off position, whichever occurs first. // (CCD) data ID 37 Fuel Level Sensor. // Tested on 2000 Dodge Durango PCM, 20 ohms - full <-> 240 ohms - empty // Fuel ID 37~[HEX-25] (ID-DATA-CRC) // DATA range 1 ~ 253 + Error handling, P0461, P0462 and P0463 are all related to the fuel level sending unit. // If DATA equals 255: Error open-circuit, P0463 Fuel Level Sensor Circuit High Input // If DATA equals 254: Range/performance, P0461 Fuel level sensor circuit range/performance. // When is the code P0461 detected? // The output signal of the fuel level sensor does not change within the specified range even though the vehicle has been driven a long distance. // If DATA equals 0: Error short-circuit, P0462 Fuel Level Sensor Circuit Low Input. // P0463 Fuel Level Sensor Circuit High Input // @ 1Kohms to ∞ infinite resistance Ohms, (DATA equals 255) = Error open-circuit // DEC: 37 255 36 // HEX: 25 FF 24 // P0461 Fuel level sensor circuit range/performance // DEC: 37 254 35 // HEX: 25 FE 23 // P0462 Fuel Level Sensor Circuit Low Input // @ 10 to 0 Ohms (DATA equals 0), Error short-circuit // DEC: 37 0 37 // HEX: 25 0 25 // @ 240 Ohm empty. // DEC: 37 1 38 // HEX: 25 1 26 // @ 220 Ohm nearly empty. // DEC: 37 8 45 // HEX: 25 8 2D // @ 180 ohm, before the low fuel light. // DEC: 37 54 91 // HEX: 25 36 5B // @ 179 Ohm, Fuel Reserve Light on (Data 53 to 1) // DEC: 37 53 90 // HEX: 25 35 5A // @ 20 ohm full // DEC: 37 253 34 // HEX: 25 FD 22

I'm sure i can make a device to emulate the abs controller and disable the lights.

Sure thing you guys need a DIY sub-menu ):

CCD bus protocol is the same in all Chrysler vehicles from 1988 to about 2002. Chrysler Collision Detection, CCD, was one of the first widely used vehicle-wide multiplexing protocols used in the US. Introduced in 1988 on the Dodge Dynasty and Chrysler New Yorker, CCD was originally used for transmission controller to engine controller communications and data sharing. Soon thereafter, body control functions were added to the CCD bus. Usually the data is send in either 3 bytes, 4 bytes, 5 bytes or 6 bytes pockets. The first byte is the ID byte, then follows the data bytes and the last one is the (CRC) cyclic redundancy check byte. The checksum byte is calulated by summing all the ID and Data Bytes. 256 is then subtracted from that sum. The subtraction will end once the checksum falls within 0-255 decimal range. 6 byte msg.example=(ID 12, DATA 112 107 129 69, CRC 173) ID 12,DATA:Voltage, Oil, Coolant, Battery, CRC Checksum The catch is the meaning of some ID and the remaining data various from module to module on each vehicle.

Well guys i'm just a bit too busy today, but I am going to point you to the jeep forums i was hanging out for a while for a good read about the ccd bus. http://thespeedfreaks.net/showthread.php?12585-CCDuino-A-ZJ-Databus-Project

Perhaps he has the (KELSEY-HAYES EBC 2) 2 wheel drive ABS system. I believe all wheel drive ABS system was optional in 99 year model of the truck. Now this is all wheel drive ABS system: Kelsey-Hayes EBC 325 Antilock Brake System (ABS) The EBC 325 system is a three channel, three sensor, four wheel antilock brake system. Now this is slightly off topic but I was reverse engineering the CCD bus network for the past 6 months trying to develop my own Overhead Console (Message Center Display) which is already capable of reading ABS codes and AirBag codes. The idea is to develop overhead console (Message Center Display) with 3D printed case that is a direct replacement for the Dodge RAM OEM (Message Center Display) overhead console. Of course the progress is very slow mainly because of the two kids on board, full-time job, it seems like life is always getting in the way ): Here I got a short YouTube video preview: Dodge RAM 99~02 Prototype overhead console message center display ABS testing. https://youtu.be/yCJrg9OZzWE Now before anyone asks, the instrument cluster and the PCM and ABS is actually from Dodge Durango 2000 scrap yard SUV.

I got this straight from Dodge RAM 2001 service manual, ELECTRONIC CONTROL MODULES 8E - 1. Three versions of the Central Timer Module (CTM) are available on this vehicle, a base version (Fig. 1), a high-line version (Fig. 2), and a premium version. - Vehicle Theft Alarm - The high-line/premium CTM provides control of the optional Vehicle Theft Alarm features, including support for the central locking/unlocking mode. The high-line/premium CTM provides the following messages to other electronic modules over the CCD data bus: - Engine Enable (PCM) <----------------------------- - Radio Seek Up (Radio) - Radio Seek Down (Radio) - Radio Volume Up (Radio) - Radio Volume Down (Radio) - Preset Scan (Radio)

I wonder if this would work better (10-bit) Digital Potentiometer AD5131 from Analog Devices. Data Sheet. http://blog.reigndesign.com/blog/controlling-a-10-bit-digital-potentiometer-via-spi-with-arduino/

Which specifically Digital To Analog converter you have in mind what's the resolution in bits and how are you going to communicate with it I2C or SPI?

I wonder if NV 4500 bushing is the same as NV 5600 bushing? I've got the special tool to remove the bushing from NV 4500 transmission on 2x4wd. Perhaps we could meet somewhere close and I could give you the tool I live in East Stroudsburg PA but I do work in New Jersey.

YES. Enhanced interface comes with its own hardware interface specifically designed for Chrysler SCI and CCD BUS based controllers. (example) 2000 Dodge R2500 3.9 Liter BR Enhanced Powertrain Airbag Control Module Anti-Lock Brake System - 2 Wheel Drive Anti-Lock Brake System - 4 Wheel Drive Central Timer Module Transmission Control Module 5.2 Liter BR Enhanced Powertrain Airbag Control Module Anti-Lock Brake System - 2 Wheel Drive Anti-Lock Brake System - 4 Wheel Drive Central Timer Module Transmission Control Module 5.9 Liter BR Enhanced Powertrain Airbag Control Module Anti-Lock Brake System - 2 Wheel Drive Anti-Lock Brake System - 4 Wheel Drive Central Timer Module Transmission Control Module 8.0 Liter BR Enhanced Powertrain Airbag Control Module Anti-Lock Brake System - 2 Wheel Drive Anti-Lock Brake System - 4 Wheel Drive Central Timer Module Transmission Control Module 2000 Dodge Cummins 5.9 Liter Diesel BR Enhanced Powertrain Airbag Control Module Anti-Lock Brake System - 2 Wheel Drive Anti-Lock Brake System - 4 Wheel Drive Central Timer Module Transmission Control Module Complete list of coverage: Chrysler-specific vehicle coverage https://www.autoenginuity.com/images/vehicle_samples/Chrysler/Chrysler-Vehicle-Support.html#year_1996

If you are ford owner you're in luck (Bundle sale) Total Ford ScanTool Bundle #SP03 - Includes: USB ScanTool (ST06) Enhanced Ford Expansion $399.95 Domestic ScanTool Bundle #SP05 - Includes: ProLine Interface (ST06) Enhanced Ford Expansion Enhanced GM (+CAN D) Expansion Enhanced Chrysler Expansion $799.95

Best way: Checked for an Ohm resistance reading at the ABS connector [pin 1 and pin 8, see pic.] Rear sensors should be around 1600-2300 ohms. PC-based ScanTool (needs pc with windows MS xp and up) $249.95 #ST06 - USB (ST06 ProLine VCI) + Enhanced PC Chrysler and Dodge-family (Full) Expansion $229.95

Excellent scan tool for the money with OEM-specific coverage. AutoEnginuity also has live graphing and lots of other capabilities I never tried.

As promised picture show time. Since my truck has no ABS issue i disconnected the right front wheel abs sensor. Now the ABS brake light is on. Pic. 3 Pic. 4 Pic. 5 Pic. 6 Pressed current. Pic. 7 Pic. 8 Pic. 9 Here i connected the abs sensor back and run the code clearing. Pic. 10 Pic. 11

There is a MOSFET chip that goes bad on this control unit in which the Gate burns out and is left in an short condition state, thus allowing power to continously go to the ABS pump.

I know that mopar1973man i've seen you on cummins forums. I'm not saying it's going to be cheap but at least it will bring you in the 500$ ball park. Guess I'll just have to take some pictures tomorrow.