Just did that too. No change. I am going to try the cleaning on the MAP sensor and see if that works.

Thanks for all the suggestions,

Jeff

 

I hate to say this but sounds like ECM is your last option. Here is wiring diag if you want to check that first.

 

The engine doesn't need much boost to rev up with no load but needs boost under load. The VP won't feed the fuel unless the ECM knows there is boost and tells the VP. The MAP reads the boost and tells the ECM. MAP sensor in my opinion or boost leak. Just my $.015 Canadian.

 

I would also check, clean or replace the MAP Sensor as well as check the wiring and plug connections for corrosion. When I had corrosion in my MAP Sensor plug the truck was in limp mode practically. Sure the truck will rev out in neutral and park, the engine doesn't build boost in those ranges. Once in gear it would accelerate slow as heck. However I had a MAP sensor voltage too low code. But it sounds like this could be the problem, hopefully.

I would also remove and clean your IAT Sensor.

 

It really seems like aMAP sensor to me too.

 

Rather than just keeping on replacing parts, why don't you call your local Cummins shop, have the tech hook up his laptop with Cummins INSITE and tell you what the problem is? It'sEdit a lot cheaper than using the shotgun approach and replacing everything in site that you THINK it might be. Having someone with the proper training and tools to tell you what the problem is would've only cost 1/10th of what you already spent on the injection pump that didn't fix the problem.
--
Chris Olson

 

Actually, the voltage calibration on the APPS is measured at pin #23 on the PCM in a Dodge truck application with the Cummins ISB. If you look at the back of the APPS (requires removing it from the engine) there's a tag on it that will say what the calibration voltage is for the APPS to agree with the Idle Validation Switch. That base calibration voltage should agree with what you get at pin #23 on the PCM (NOT the ECM - remember the Dodge truck application with the ISB is different than, say, a Freightliner FL-80 because Dodge puts their own software in the electronics).

I've tried recalibrating APPS sensors with only limited success, despite the warning on the sensor bracket that says to replace it only as an assembly and don't adjust it. I've cut APPS sensors apart to see why the ones that I wasn't successful in recalibrating failed. There's two copper strips on a printed circuit that have two wiper brushes attached to the throttle arm. When the APPS starts giving problems the copper strips on the printed circuit wear thru from vibration and get dirty, causing an erratic throttle signal to the ECM and/or no signal from the IVS.

When testing an APPS remember that a Cummins ISB or CELECT/CELECT+ engine require both Idle Active and Throttle Active outputs from the integrated IVS. If either of the outputs from the Idle Validation Switches don't agree with the throttle signal the ECM will dead pedal it.

I'm not exactly sure what you tested with your method, but I don't think much of anything.
--
Chris Olson

 

Thanks Chris but I live out in the sticks, no Cummins guys for 100s of miles. I would have loved to only spent 1/10th of what I have already paid.

Are you trying to make me look like a dork?

 

I followed the directions given by Timbo. Thanks for the vote of confidence.

 

If I was trying to make you look like a dork I'd come right out and say, "You're a dork", OK? I don't beat around the bush.

I was offering the obvious solution - you might live out in the sticks but you seem to be able to get injection pumps and whatnot out there. But you can't find a Cummins tech? I'd suggest you start looking for a certified Cummins tech, load the truck on a trailer and haul it to him if you have to. You're guessing, and even the most experienced Cummins technicians don't guess with electronically controlled diesels. Even if we think we KNOW what the problem is we hook up the laptop with Cummins INSITE and the Inline 5 data link to verify it before bolting parts on.

And that's my point - you're making stabs in the dark on your diagnosis because you don't have the proper tools and training to service the engine you're working on. I can appreciate that you may be a "do-it-yourselfer", but that can get pretty expensive on electronically controlled diesels.
--
Chris Olson

 

OK, well here's the problem with Timbo's directions - just because you got a throttle signal don't mean the APPS is good. If you had Cummins INSITE hooked up to it you'd be able to read the throttle signal in real time while monitoring the Idle Validation Switch, and INSITE would show you why the ECM has the engine dead-pedaled.

I highly suspect the APPS from what you've described, but I would no way in hell give that the yay or nay without proper diagnosis with either Cummins INSITE or a DTR III. A new APPS will set you back $400 and you just don't want to bolt one of those on in the hopes it will fix it either.
--
Chris Olson

 

Excuse me, I'm typing too Edit fast here, and meant DRB III, which is Chrysler's diagnostic tool. You said the ECM is NOT throwing any DTC's. 99% of the time the APPS will throw a 121 or 122 with a 1693 in the PCM, if it has an issue. When you're in no-code territory with a de-rated or dead-pedaled engine generic OBD scanners will NOT work, and you need either the Cummins or Chrysler tool to properly diagnose the issue.
--
Chris Olson

 

Well the VP44 was shipped to my door via UPS. I don't think a good technician would like to come to my house that way.

No, I guess I can't find a Cummins Tech, however you are totally right, I should find someone who knows exactly what they are doing. I thought I found that person, but after a bunch of money, that did not work either.

Do private shops have the INSITE program, or are they only available at Cummins athorized repair facilities?

 

Before spending an awful lot of money on a guy with a lap top I would just take out the MAP sensor and inspect and clean it. Also inspect the connector and at the same time look for any signs of a boost leak. Total cost... ZERO. To me if you can put your foot on the go pedal in neutral and the engine revs up, that's not "dead pedal" as the APPS IS reading accelerator pedal position exactly as it's supposed to do.

 

Any repair shop, or individual, can get Cummins INSITE regardless of whether or not the shop is an authorized Cummins service center. The software comes as a "package deal" - you get the software, Cummins Inline 5 Data Link adapter and and a three-day training session at your authorized Cummins distributor to learn how to use it. The price is usually around $1,700 for the initial outlay.

The software is then continued on a subscription basis, which runs $500 a year, and includes all updates for the software and CPL re-calibrations on electronic Cummins engines, as well as continued training information on new engines or features in INSITE.

It doesn't sound cheap but it really is if you're a professional diesel technician or a fleet operator, considering that the cost of the Chrysler DRBIII tool is around $6,500.

So, if you can find a private shop that does lots of Cummins work (ISB, ISC, L10, M11, N14, ISX, etc.), more than likely they'll have at least one copy of INSITE. More info on the INSITE software is available on Cummins' website at https://insite.cummins.com/insite/faqs/index.html
--
Chris Olson