Modis

Dinkin around with the computers and sensors so far has really put my mind in the right place when it comes to starting a troubleshooting method.  It all makes a lot more sense just knowing that the ECM is simply taking measurements from temp/pressure sensors and controlling various things throughout the truck.  Found out that that is called bi-directional control.  For instance, when I used the Modis on the Dodge to grab the codes for a crank but no start condition, that is called one-directional control.  I messed around with the horn and wiper relays to work on the Dodge with the Modis KOEO.  That's bi-directional control.  When the Modis is receiving information at the same time as it is commanding.

Also, the codes for the Dodge were P0201-P0206 which are 'Cylinder 1 (through 6 respectively) Injector Circuit/Open.  Went into All-Data, and there is a troubleshooting list that ended up being 7 steps long.  The possibilities for this code are: injector harness open, a hihg or low side driver harness open, or a problem with the ECM.  Just the fact that all are throwing a code that all 6 circuits are open tells me that somewhere between the ECM and the injectors there is a cut wire or the harness is unplugged.



I also got a chance to hook up the Modis to the Freightliner in the shop.  Jeff asked us to scan for codes, and I found a couple.  Under Engines: DIC 108, FMI 3-Voltage above normal or shorted high, Active PID (YES), Occurance Count (N/A).  Under Brakes, Power Unit: FMI 5-current below normal or open, Active SID (YES) and FMI11-current below normal or open, Active SID (YES).
From there I took the Modis and hooked it up in series with the CamPositionSensor.  Got some really great digital waves going on.  I dinked with the settings quite a bit.  I picked the 2ch 10v preset.  Then when it comes up there are multiples lines that are just picking up interference... birds.  I turned those off in the lower right corner under ch1-4, leaving only the one channel I was using.  Specifically had display inverted, peak detect, and auto-find.  Auto-find 'scaled' it down and read it under easy to see voltage and time.  I changed it to 20v and 50ms.  Also found that with the peak detect on it just barely highlights the spikes of the graph, so I could easily move the trigger to those high spots and the graph would practically freeze in place but still be reading at the same time.  These pictures show the odd teeth in the cam that run by the sensor.  They are the markers for the ECM to know where TDC is, via the CPS.
Also learned something about the Dodge.  That the FCA is a fuel control actuator that works a solenoid valve electronically.  It is opened by the ECM based on demanded fuel pressure.  It controls the fuel pressure in the HS common rail of the fuel delivery system (23,206 psi).
The dodge also has 2 intake air heater elements, controlled by the ECM, to help heat the air coming into the intake manifold.  They help with engine starting and better driveability when it's cold outside.  Each element pulls 95A at 12V, or 190A total.  Lots of 'juice'.

Worked on my DRZ engine again, cleaning and measuring.  Measured everything that the Suzuki service manual showed, and my final assessment is that I need new valves, camshafts, shims, and guides.  I will be measuring the guides again when I get new valves, since the way the guides are measured all depends on the size of valve installed.  Since my stems were worn down past spec, new valves may keep the guides in spec.




















This is off of the Caterpillar Engines folder from Jeff. Lots of great info.
Day 33 DET 202

Hours last week: 42
Total Hours: 259