Foretravel Owners' Forum

Condensed version and update: I have a 2003 ISL 400 Cummins in my motorhome. Yesterday, on our way back home, the check engine light came on, but we were able to make it home. It threw the codes twice, at 13:29 and 14:09. The check engine light and buzzing continued. I never shut off the engine and kept driving the remaining 220 miles home. All other indicators, such as oil pressure, were green and good.
After I got home, I shut off the engine and restarted it twice; it started with no problem, no more fault codes appeared, but the dash check engine light remained on, and the buzzer continued.
Engine Diag ID = 18 FMI = 11 N = 1 Description = Injection Valve Fault.
I understand that it can be due to Injector Wiring Issues, a Faulty Injector, an ECM (Engine Control Module) Problem, Fuel Quality, Injector Driver Circuit issues, or Fuel Pressure Issues.
So now I want to get rid of the check engine light, see if it clears and comes back, change the fuel filters, and put some good fuel additives in the diesel tank (currently 1/2 full).
I couldn't get rid of the check engine light by doing the Key Cycle, so I just disconnected the battery and am hoping it may go away.
I don't have a diagnostic tool but am looking into getting one.
Now, the check engine light comes on at key-on, before even starting the engine, which makes me think that it may not be bad fuel but some electrical issue.
I am 130 miles from a Cummins shop. I am trying to figure out enough to hope that I can drive it there and not have to get it towed. Since the check engine light came on, we have driven 220 miles, and since then, it fires up and runs fine despite the check engine light and buzzing.
Please let me know what you know.
Thank you,
Al
>>>>>

Wrote Yesterday: Today, on our way back home, the check engine light came on, but we were able to make it home. Against my better judgment, I had purchased diesel from a small-town truck stop on HWY 123 in Stockdale, TX, and I am hoping no more than bad fuel is the problem. At the time, I had my (Roger) SilverLeaf running on my laptop computer, and it showed TPE= SPN, ID= 633 MD= 11 Component= Injector Valve & TPE= SID ID=18 MD=59 Component= Fuel Control Valve. It threw these codes twice, at 13:29 and 14:09. The check engine light and buzzing continued, but no more fault codes appeared. I never shut off the engine and kept driving the remaining 220 miles home. All other indicators, such as oil pressure, were green and good.

After I got home, I shut off the engine and restarted it twice; it started with no problem, no more fault codes, but the dash check engine light remained on, and the buzzer continued. I disconnected the laptop SilverLeaf and connected my original trusted SilverLeaf VMS 200 EL, restarted the engine, and got an Engine Diagram ID = 18 FMI= 11 N=1 Description = Injection Valve Fault. I only found information about "18."

The fault code ID: 18 on a 2003 Cummins ISL 400 engine typically refers to an issue with the injection valve. Here are some common causes of this fault code:

Injector Wiring Issues: Faulty wiring or connections in the injector circuit can lead to this error code. Inspect the wiring harness and connectors for any signs of damage, corrosion, or loose connections.

Faulty Injector: The injector itself might be defective. This could be due to internal damage or wear and tear. Testing the injector can help determine if it's functioning correctly.

ECM (Engine Control Module) Problems: The ECM might not be sending the correct signals to the injector. This could be due to software issues or hardware failure within the ECM.

Fuel Quality: Poor fuel quality or contamination can cause problems with the injection system. Ensure that the fuel is clean and meets the necessary specifications.

Injector Driver Circuit: Issues with the driver circuit that controls the injector can also trigger this fault code. This involves checking the ECM outputs and possibly replacing the driver.

Fuel Pressure Issues: Low or inconsistent fuel pressure can affect injector performance. Check the fuel pressure and the fuel delivery system for any issues.
____

So now I want to get rid of the check engine light, change the fuel filters, and put some good fuel additives in the diesel tank (currently 1/2 full). Has anyone had good luck turning off the check engine light and buzzing without a diagnostic tool, by doing one of these?

If you do not have access to a diagnostic tool, here are some alternative methods you might try, though they are not guaranteed to work and are less reliable:

Disconnect the Battery:
Turn off the ignition and all electrical components.
Disconnect the negative battery cable.
Wait for about 15-30 minutes to allow the ECM to reset.
Reconnect the battery cable and start the engine to see if the fault code has cleared.

Perform a Key Cycle:
Turn the ignition key to the "ON" position (do not start the engine).
Leave it in this position for a few seconds (usually around 5-10 seconds).
Turn the key to the "OFF" position.
Repeat this cycle several times (typically 3-5 times) to attempt to clear the code.

If these methods don't work, what diagnostic tool do you have and use?
Thank you,
Al

I've had a code or two pop up in the past and the 3x key cycle has always cleared them for me, assuming your code is not currently active.

Condensed version and update: I have a 2003 ISL 400 Cummins in my motorhome. Yesterday, on our way back home, the check engine light came on, but we were able to make it home. It threw the codes twice, at 13:29 and 14:09. The check engine light and buzzing continued. I never shut off the engine and kept driving the remaining 220 miles home. All other indicators, such as oil pressure, were green and good.
After I got home, I shut off the engine and restarted it twice; it started with no problem, no more fault codes appeared, but the dash check engine light remained on, and the buzzer continued.
Engine Diag ID = 18 FMI = 11 N = 1 Description = Injection Valve Fault.
I understand that it can be due to Injector Wiring Issues, a Faulty Injector, an ECM (Engine Control Module) Problem, Fuel Quality, Injector Driver Circuit issues, or Fuel Pressure Issues.
So now I want to get rid of the check engine light, see if it clears and comes back, change the fuel filters, and put some good fuel additives in the diesel tank (currently 1/2 full).
I couldn't get rid of the check engine light by doing the Key Cycle, so I just disconnected the battery and am hoping it may go away.
I don't have a diagnostic tool but am looking into getting one.
Now, the check engine light comes on at key-on, before even starting the engine, which makes me think that it may not be bad fuel but some electrical issue.
I am 130 miles from a Cummins shop. I am trying to figure out enough to hope that I can drive it there and not have to get it towed. Since the check engine light came on, we have driven 220 miles, and since then, it fires up and runs fine despite the check engine light and buzzing.
Please let me know what you know.
Thank you,
Al

Injector Control Valve Electronic Filter (Transorb) Error

The FMI 11 points to "Other Error" Some googling came up with this.


98-03 Cummins ISC + ISL + 8.3L Transient Suppressor | Buy 3944110 Pure... (https://puredieselpower.com/products/heavy-duty/upgraded-and-replacement-parts-2/98-03-Cummins-ISC-plus-ISL-plus-8.3L-Transient-Suppressor-3944110)

Should looks something like this. I'd verify that is the right part before ordering it.

So far I am hopeful that this was a 1 time occurrence as indicated by the fault code, with that it maybe bad fuel. I am going to schedule service at Cummins. This is my finding so far:
On a 2003 Cummins ISL 400 engine, fault codes are presented using a standardized format that includes an ID, an FMI, and an N. Here's what each component means for fault code ID 18, FMI 11, and N 1:

Fault Code Components
ID 18: This indicates the specific component or subsystem that is experiencing an issue. In this case, ID 18 typically refers to the Injection Valve.

FMI 11: Fault Mode Indicator (FMI) codes describe the type of fault detected. FMI 11 generally means "Failure Mode Identified (Fail High)," which indicates a problem with the electronic control module (ECM) signal to the injector. This can suggest an issue such as an open circuit, failed component, or another significant fault causing the ECM to register a high failure mode.

N 1: This typically indicates the number of occurrences or the specific instance of the fault. N 1 means that this is the first occurrence of this particular fault.

Interpretation of Fault Code ID 18 FMI 11 N 1
ID 18: Injection Valve
FMI 11: Failure Mode Identified (Fail High)
N 1: First occurrence
Possible Causes
Injector Wiring Issues: Faulty wiring or connections in the injector circuit.
Faulty Injector: The injector itself might be defective.
ECM Problems: Issues with the Engine Control Module's signals to the injector.
Fuel Quality: Poor fuel quality or contamination affecting the injection system.
Injector Driver Circuit: Problems with the driver circuit controlling the injector.
Fuel Pressure Issues: Low or inconsistent fuel pressure impacting injector performance.

If you have not already installed a Transient Suppressor (from any Cummins dealer), do so immediately.

This was recommended by Cummins many years ago to prevent failure of expensive electronic components.

How often should the transient suppressor be changed?

Thanks
Mike

Take a look at this video. I am thinking that maybe every 20 years :-)
https://youtu.be/GA1RXtg160o?si=ZG-3ruSCXnvBn0X5

Contacted Cummins on this they indicated that this was a (fix as it fails part), my reply was that when it failed it usually took the expensive electronics it was supposed to protect out too.

It is almost impossible to see if a Transient Suppressor is already on there.
Fatheeler,
From you conversation with Cummins, is it suppose to be on there "OEM" install from day one?

My issue turned out to be the Transient Suppressor. I got it diagnosed and replaced at Cummins in Fort Worth, TX.

During this experience, I've learned that Cummins codes are proprietary, and all aftermarket code readers are less than 95% accurate. In my FT, I have the older Silverleaf and the new laptop. While still good to have, they could send you down the wrong path, such as changing fuel filters when that is not even remotely related to the issue.

One other thing this experience taught me is that it is beneficial to visit Cummins for diagnostics every 12-18 months. It does not cost much, and if an ECU code upgrade is needed, it will get done. In my situation, the last time I visited Cummins was in January 2018. Since then, an update was apparently available, so that got done too. Whatever that code upgrade did, the 140-mile trip back home from Cummins in Fort Worth showed a noticeable difference. Not only could I feel the difference in the way the engine was running and the gears were shifting, but I could also see different numbers on the Silverleaf screen. Particularly, the IMPG "fuel mileage" the ECU was showing on Silverleaf was vastly improved.

My search on the transient suppressor found only ISC and ISL engines use it.

I have the same codes etc as Propman. Ordered transient suppressor. Will let you know if it clears my code. Thanks for this information. Tom

I received my Transient Suppressor today. Installed it (2 butt splices and a bolt) simple install but hard to reach as the wires off the harness are fairly short. It seems to be fixed.

I wonder if putting a waterproof plug inline would be beneficial, and since the transient suppressor  gets hot moving it away from the side of the engine would it affect preformance

I think adding a waterproof plug would make it easier to change in the future.  Having said that the original one lasted 20 years. I doubt it will ever be an issue for me.