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Topic: Cummins OBD for the Electronic Engines (Read 646 times) previous topic - next topic

Cummins OBD for the Electronic Engines

Recently, I bought a couple of Pro-Link 9000 readers with Detroit Diesel DDEC I, II and III cartridges. The 9000 will also work with Cummins and CATs but as I looked around eBay, the cartridge needed is very expensive with no used cartridges seen.

Enter the Cummins Inline 5 Insite 7.62 Data Link OBD Diagnostic J1939 J1708 By OBDII for just under $300 delivered. It is essentially a breakout box with the supplied CD software to be installed in a Windows computer. While our 9000 has only 4 lines of data available at one time, this will display on the full screen of a PC. Cummins Inline 5 Insite 7 62 Data Link OBD Diagnostic J1939 J1708 by OBDII |

This won't allow you to turn up the horsepower but will do everything the DDEC will including testing the injectors, engine hours, adjust idle speed, total fuel used, cruise control droop, engine history, boost pressure, voltage, fuel mileage overall, on trips and instant MPG, freeze screen, fault codes, etc, etc.

Just plugs into the OBD plug and away you go. Might be a good investment and could pay for itself very quickly. Would want to do some research and contact the China seller for detailed information.

Pierce
Pierce and Gaylie Stewart
'93 U300/36 WTBI
Detroit 6V-92TA Jake
1140 watts on the roof
SBFD (ret)

Re: Cummins OBD for the Electronic Engines

Reply #1 –
Pierce,
From my experience, yes the computer controls for upgrade the ECM is both a wonderful AND scarey tool, while updating with correct parameters is wonderful, but screw it up, you most likely will buy a new ECM. BET YOU KNOW HOW i know that little fact.  Having the Cummins Tool computer has gotten me in trouble once.  Big Learning sperience :o
I have programmed many ECM box's, what happened he battery went dead on my Tough Book, while was programming, that was the end of that ECM.
Some screw ups are not recoverable.
Dave M

Re: Cummins OBD for the Electronic Engines

Reply #2 –
Dave,

You're not alone with major league mistakes. Definitely made lots of my own. Still cheaper than the ultimate mistake; taking it to a shop and paying them to make the screw ups.

I bought mine along with the DDEC II troubleshooting manual to be able to figure out where the problem is if I have one. Since we don't have a Silverleaf display, the Pro-link 9000 will read all the data Silverleaf does as well as injector analysis, read and reset codes, etc. Without spending a lot of cash but a bit of looking on ebay, anyone with a multimeter and the 9000 can figure out what is wrong and what to rule out.

Would be fun to be able to turn up the HP a bit but I notice that everyone is tight lipped about how to do that. Probably a major EPA fine if a shop got caught doing it. Might be just a case of widening the pulse width a bit.

The injector cutout test is a outstanding feature the P-L 9000 has. Here is a quote from another forum about it.

"This morning, during my third and final warm-up/cool-down cycle, I plugged in the DDR to check on everything.  Specifically, I checked injector response, which looked good on all eight cylinders, ranging from 1.07 to 1.17.  I also ran the injector cut-out test on all cylinders at idle as well as 1,000 rpm, and all injectors elicited a response, with pulse width increasing by 0.2 to 0.4 for each cylinder.

For those unfamiliar, what this latter test does is to first report the amount of fuel being provided to the cylinders in the form of "pulse width" (PW), the amount of time the injectors are commanded to inject.  Then it shuts off the injectors one at a time and reports the PW as each injector is off line.  The idea here is that when a cylinder that was contributing real work gets turned off, the DDEC will have to increase the PW to supply more fuel to the rest of the cylinders to carry the load.  If you turn off one injector, and there is no resulting change in PW, that means that that cylinder was not doing any work, which could mean a bad injector (or a number of other problems).

I am interpreting the results, being fairly consistent across all cylinders, as meaning that I still have all eight injector tips, and all the exhaust valves are intact.  I'm not conversant enough with these sorts of tests to rule out any other problems (low compression, marginal injector, etc.), but I am fairly confident at this point that the turbine failure was not due to FOD originating in the engine."

Will make sure the 12V supply stays plugged it while I'm playing. ;D

Pierce
Pierce and Gaylie Stewart
'93 U300/36 WTBI
Detroit 6V-92TA Jake
1140 watts on the roof
SBFD (ret)

Re: Cummins OBD for the Electronic Engines

Reply #3 –
Quote from: Pierce & Gaylie Stewart –
Would be fun to be able to turn up the HP a bit but I notice that everyone is tight lipped about how to do that.
Pierce,
It's my understanding that HP changes are password protected on our engines.  I'll be interested in what you actually find.
John Fitzgerald
1991 U300 (SAI) Side Aisle Island Bed 40'
Detroit 6V92 with Allison Retarder
Meridian (Boise), Idaho

Re: Cummins OBD for the Electronic Engines

Reply #4 –
Quote from: JohnFitz –
Pierce,
It's my understanding that HP changes are password protected on our engines.  I'll be interested in what you actually find.

I have not tried it yet but read the password is 0000 unless the ECM (ECU) has been changed. A call to a DD dealer with the engine number is supposed to let them give you the password if you have a different ECM than came OEM. Have heard the ECM needs to be connected to DD's home computer to download any HP change. Also heard you need a military or fire dept engine number to get more than 350 hp, otherwise it violates EPA laws.  Hackers must have solved this problem long ago.

The 9000 will make a lot of changes without a password but think that EEPROM re-programming requires one.

Here are the menu selections. Our Detroits don't have all the sensors for a couple of the listed functions:
Active  Codes  (Yes/No)
Historical  Codes  (Yes/No)
Engine RPM
ECM Input Voltage
% Engine Load
Throttle  Sensor
Pulsewidth
BOICoolant 
LevelCoolant
TempFuel
PressureFuel 
TempOil 
LevelOil 
PressureOil
Temp
Turbo Boost/Baro
Idle  Speed
PTO Counts
PTO RPM
Spd Sensor Diag
Vehicle Speed
Act Driver 
1% Act Driver
2% Act Driver
3%
Mist  Switches Mist Outputs Mist 
Status #of EEPROM Chgs 48
External Pump PSI 49 Air Inlet Rest.
DIAGNOSTIC  CODES CUSTOM DATA LIST 01 20 40 03 10 11 34
Active Codes Display Standard
Hist Codes Display
Custom Code  Erase Edit 
Custom Code Options Reset 
Custom PROM ID
CONTRAST 
ADJUST INJ. RESPONSE TIMES
CYL. CUTOUT REQUEST
ENGLISH/METRIC
MID MSGS BEING RECVD.
VAR CHAR
Total  Gallons
Engine  Hours
PTO Hours
Instantaneous  MPG
Average  Trip  MPG
Trip Miles
Trip Gallons
REPROGRAM 
EEPROM Reprogram 
EEPROM Change 
Password
SPECIAL  TESTS 35

You can see how handy this is for a prospective buyer with total miles, gallons, fuel mileage, historical codes (with dates, engine hours and how long it lasted) etc. No way to fool it.

Pierce
Pierce and Gaylie Stewart
'93 U300/36 WTBI
Detroit 6V-92TA Jake
1140 watts on the roof
SBFD (ret)
 

Re: Cummins OBD for the Electronic Engines

Reply #5 –
Power plants are set for balance.  A power train is designed at the point that will not stress that balance (transmission, cooling system, driveline, braking, economy, life expectancy, etc.) 
pc

 
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