IInjector driver codes

[Rawze]

(05-22-2024 )JRTRK Wrote:  

(05-22-2024 )tree98 Wrote:  Will it pass a rail pressure leakdown test? The one in insite not just turning the engine off and watching the pressure.

It's possible your new ECM is garbage. Is it a genuine Cummins part or some rebuilt garbage can from God knows where?

Just curious about this head gasket. Did you just replace the head gasket and that's it ? This wasn't a full inframe?

What is the actual code/codes it was showing?

Yes it passes the one in insite where it bumps the psi up to roughly 30k. This is a de mandated Cummins. We got a blank EMC right from peterbilt. The exact parameters were taken out of the old ecm and put into the new one. The codes are 0324 and 0325

Was this a rare exception where someone else's very recent bad inframe process had gone wrong???... because otherwise, someone at the repair shop needs to learn a bit more about these red beasts.

Fuel issues aside, the posts so far imply a very serious mistake/mis-jugement.

Issue #1: Replacing only the had gasket (to repair blown head gasket) without doing a full inframe. This is a mistake and complete waste of time and moneys.

Like said: The only rare exception to a head gasket failure, whwere the head gasket itself is the only culprit, would be perhaps that someone recently inframed it, and did not the install head or the head gasket properly, and it went out again shortly after. This was not mentioned in the first post, so I can only base my reply on the latter for now ...

What should have happened, as soon as it was determined the head gasket had failed, was a complete inframe. This regardless of liner height measurements. This, plus doing 100% of all the stuffs mentioned here in this post...
http://rawze.com/forums/showthread.php?t...6#pid70606
, no shortcuts, and no cheeping out.

> So unfortunately for both the repair shop, and the truck owner, this was pretty big mistake #1, ... as all someone did otherwise, was waste a whole lot of time and the truck owners $$$moneys, only for it to have to come all apart again for yet another blown head gasket all over again in a few weeks, or maybe few months at most.

An ISX with any kind of run time on it (more than a month or 3 after an inframe) will NEVER BLOW A HEAD GASKET UNLESS A LINER WAS IN FACT DANGING AROUND IN THE BLOCK!. - IT JUST DOES NOT HAPPEN!.

I.E. > A HEAD GASKET FAILURE IS ALWAYS A SYMPTOM (of bigger problems) ... AND NEVER A CAUSE!.

Quote: Accusing the head gasket alone, as the only point of failure, is like your neighbor accusing their water bill of being exceptionally high this month, demanding a replacement bill, ... saying that it has to be the water bill itself that is wrong ... all while starring out their front window and admiring the new lake that popped up out of nowhere 3 weeks ago in the front yard.

This means that (most likely) THE REPAIR SHOP made this bad call for one reason or another. Measuring liner height has nothing to do with this at all, though it can be used to help identify the larger issue. Replacing only the head gasket (or even the head and the gasket) after a head gasket failure is absolutely a mistake with regards to red engines.

That was mistake #1.

=========

Mistake #2 is not having that delete programming reviewed ASAP, right away, to ensure it was not a heavy contributor towards the (dancing liner(s)) + failed head gasket.

The trucking industry is absolutely plagued with bad delete programming that kills these engines with exactly those types of failures, all while most truck owners would swear noting seems wrong. it is in fact, that more than 90% of all de-mandate programs that I review each year, have exactly the conditions in them to cause liner failures (=head gasket), turbo problems, and all kinds of other progressive damage.

==============
So at this point ...

#1 To-Do ... fuel problems aside, if only the head gasket (or head+gasket) was replaced ... SOMEONE NEEDS TELL THAT TRUCK OWNER THAT THEIR ENGINE WAS NOT PROPERLY REPAIRED!. It will in fact fail again in short order, and everything done towards the head gasket replacement was noting but wasted moneys and pipe dream wishes. Here is the scenario that the engine is now caught up in...

Quote:...

* Engine starts burning coolant sooner than its expected lifespan (usually at, or past the 500,000 miles, but far short of 1+million).
* Shop replaces head gasket and says you need head gasket only, because they check liner height with head off it and can't find a dropped liner. --- OR --- Replaces head, claiming it was injector cup, maybe cracked head.etc.

* $10,000 later, the thing is back together, everyone happy (so they think ...).
...

the rest of this post is found here: http://rawze.com/forums/showthread.php?t...5#pid41315


- It sucks finding this out after the fact, but personally, a responsible shop owner, after learning this lesson the hard way, ... the proper thing to do, is let the truck owner the truth. To offer to negate whatever bill they have built up so far towards the head gasket replacement, and to apply it towards TEARING IT DOWN AGAIN AND REPAIRING THE ENGINE PROPERLY THIS TIME AROUND. THIS BEFORE IT FAILS AGAIN, ... FULLY INFRAMING IT + raise liners, etc. LIKE WAS SUPPOSED TO HAPPEN the first time that it came apart + doing all the extra stuffs mentioned in the following link here 100% properly and fully (with all OEM parts only), ... no shortcuts!...
ref: http://rawze.com/forums/showthread.php?t...6#pid70606

BECAUSE OTHERWISE, WHEN IT BLOWS OUT THAT HEAD GASKET AGAIN IN SHORT ORDER, someone needs to be praying like all mother h#ell that it does not bend a connecting rod, snap the crank, or worse, possibly hydra-locks and windows the entire block as it goes out!. -- I.E.> the engine is DOOMED FOR ANOTHER FAILURE IN ITS VERY NEAR FUTURE, AND THE PERSON WHO OWNS IT SHOULD ABSOLUTELY BE MADE AWARE OF THIS .. a repair shops mis-diagnosis or not,.. so that proper actions can be taken!!!!!!.

- If the truck owner ops out of this and drives it like this any ways, against the corrected advice of the repair shop, ... then any immediate or future failure is 100% on the truck owner, .... negating the shops offer to finish the job that was started ... and then it would no longer be the repair shops fault at that point.

#2 To-Do ... Copy the program out of the ecm and e-mail it to me for a proper review of what someone did in there. At least ensure that you are not fighting an unknown beast that might have very well caused these expensive$$$ initial failures to begin with.
copying program: http://rawze.com/forums/showthread.php?t...5#pid72945