Keith Browning

Well now I did it! I was updating the ECM on a 2014 F750 with a Cummins ISB 6.L CM2350. The process failed at 2% due to communication loss. Now I can't connect to the ECM to restore it or retry. I have the ECM image but if I can't connect... Anyone ever have this happen and know how to connect and program this thing now? I hate calling Cummins... PITA!

Don't think I have ever run into this before. It's a 2006 E450 ambulance that has a base engine concern. I was attempting to run a relative compression test and the engine started every time I cranked it. If I hold the throttle to the floor the RPM's rise and the engine stays running. If I hold the accelerator to the floor to begin the test then let off (yes you can do that) the engine fires and slowly stalls. It's not due to any fuel leaks or oil and the engine was actually running. All stock and the modules are up to date. I ended up pulling the FICM relay and successfully ran the test but I have no explanation for why this was going on. Really strange!

I wish you a speedy recovery. I can't imagine being out of work for three months. I go nuts after a few days being home. And to think that you were on your way home early to be "safe." What irony!

Is it Propane or CNG (compressed Natural Gas) ? Really does not matter, I am just curious and I am sure you know what you are talking about... We did a test conversion on a F150 and the PCM calibration was a Ford deal which allowed for fuel from the CNG tank or the gas tank. There was not much in the way of added electronics as I recall other than a switching device, a second set of fuel injectors and a pressure sensor. The PCM data should be available on IDS regardless of whether it's a dual system or stand alone propane/CNG. If it's a Roush installation the calibration and some parts will indeed be Ford. So yes, there should be specific DTC's and PID's for this vehicle... don't know where to send you for support documentation but I imagine Roush would be able to help you there. Here is a link to the site. I looked through the service documents and they look really good and complete. http://www.roushcleantech.com/

Great job Zach! Tho Ford BBA website is an great resource isn't it?

To follow up on this - since all of the PID's in the BCM and the PCM were indicating key status and TR sensor status correctly, the starter protection mode was corrected by replacing the PCM as the Hot Line informed. What I wish I had done was continued to contact them to find out what could have triggered that condition and WHY is PCM replacement the only way to correct it? I know Cummins has a similar starter protection strategy in our medium trucks however the ECM simply locks you out for a time and resets leaving a code behind. Must be a Ford thing.

Wow its OHC too.

How did the cylinder walls look? Were any washed to a mirror like shine?

Just diagnosed a 2016 F750 with a 6.7L for a no crank condition. Followed pinpoint tests A in WSM and led to replacing the PCM. I was going to contact the Hot-Line but I was reading through the self help/prior contacts and there was one exactly like mine. They advised the tech to perform some tests then replace the PCM because the condition could only be corrected with a new PCM. Sounds weird. My truck would start if I removed the relay in the BJB and jumped the terminals. The pinpoint tests mostly had me checking PIDs in the PCM and the BCM for ignition status changes, network faults and TR sensor position of course and then the starter PIDs in the PCM. This where I see most of the PIDs in "disabled" mode and the starter protection mode enabled. Otherwise the PIDs were doing what they wee supposed to properly indicating everything correctly... with the exception of the PCM. Also, there were no DTCs. I was just wondering if anyone else had seen this. It's probably a medium duty thing.

Get moving buddy!!!

I too have had problems with interfaces teed into the DLC mostly with ambulances and a bucket truck or too as well. Sometimes you don’t know it’s there until you pull the lower dash trim off and look around.

I have a customer as well with this exact concern. We have yet to verify it so we can’t diagnose it really. But this is interesting. I know the guy wants to bring it in again so I’ll have to look at the batts closer for giggles. It does not make sense but if with the remote start there is less load on the batts that could explain it.

Well WTF was I reading? I must have been flat rate reading the wrong manual!

THat's a pretty good point! Not that it changes anything. I don't think I have even heard of this happening to a Transit...

I personally will never "clean" any sensor ever again particularly with a customers vehicle. By cleaning it you could damage the sensor or just not be able to do it effectively. Just because the hole is accessible the internal areas are not. As I recall they are not overly expensive to begin with but its not my money to begin with. How do I know? I tried it once and made it worse.

Where did you find that information? The PCED still describes it as a three level sensor... hmmm.

The DEF level sensor is still a 3 bar sensor assembly indicating full, half and empty so it stands to reason the the "gauge" would behave this way. By the way the information is in the PCED under the Engine Control Components section.

I could not figure out what was wrong... appaently this was supposed to have a door latch on it. Was the box previously opened?

I am seeing more of this lately. You get a truck in with a low power complaint and maybe a check engine light on or sometimes not. You may or may not have codes to help you diagnose but this can affect the turbocharger and the EGR system. If you find yourself starting to perform pinpoint tests for air management and come up empty, before you beat your head against the wall spend 30 seconds and remove the MAP sensor and look at it. If it is clogged try an new one. Even if it is within the voltage range when checking the pressure sensor input bias - the WSM wants to see Map_A within 5 kPa or 0.73 psi of the BARO reading. Twice now I have seen them within that spec but because they are clogged they cause low end boost concerns, sensor correlation codes and EGR flow codes. .

I would tend to think that after several repair attempts the upper pan is not likely the suspect source. ou are probably right in thinking you need to reseal the front cover. I have yet to see one leaking either but that does not mean it's not. I would have dye tested this one...

I have done body off's on Econolines. As I recall that as long as the body bolts in the back are accessible the process is actually easy. Easier than an F-Series or Excursion. If you are installing a complete drop in reman engine it saves you the time and hassle of having to disassemble the engine to install it. Otherwise I do not pull the oil pans I take the top end apart and remove the valve covers and high pressure oil rails then the engine will slip in. Of course this requires the use of the Rotunda engine lifting bracket on the end of my crane.

He s actually running 107.6 as we speak... 108 us currently the level.

I have a coworker whose IDS has a valid license but after about 3 weeks it shows his license is not valid and needs to be re-entered. I just did for for him again and manually validated it but is still shows N/A for his key on the list in ROtunda. Anyone ever run into this?

I have news for you - unless it's a valve train issue those cylinders are not coming back.

I have never had to but I recently replaced a PCM in a transit for the local utility company that came from the factory speed limited to 75 MPH. The PMI carried over the speed limitation. I did see it checking the configuration but resisted to mess with it. What is the problem? You can't set this?