Only a 1451 code which is the dpf. I left
my scan tool in my wife's truck so I can't check codes since I got it started.

 

Since I pulled the plunger out of the fca the fuel pressure at the rail is now up to 17,000-20,000kpa at idle. I believe this is only around 2,500-3,000psi. I think it is my cp3 going bad.

 

So, I got a new fca from cummins this morning and put it in and the truck won't start!!!!! Any ideas?

 

not right off the top of my head. any codes?

 

here is a case i found on chrysler. might help. you have a PM


Case Number K55150452
Vehicle Issue No Start. Actual Fuel (Rail) Pressure Is Low. May have fuel system related codes such as P0148, P1011, P1012 or P0251, or No Codes.;The Actual Fuel Pressure (AFP) reading on the StarSCAN is: erratic (varies more than 1000 psi), or the AFP reading may be low while cranking (less than 3000 psi). Make sure the batteries are properly charged and a battery charger is being used to maintain the battery voltage during testing. Minimum cranking speed should be above 180 rpm. Reference Service Information, Injector Return - No Start Diagnostics. Fuel supply flow volume and quality is good. Greater than 570 mL (19 oz) in 10 seconds. The high pressure pump output volume is greater than 70 mL (cranking the engine for three 10 second cycles). There is no fuel flowing from the Pressure Limiting Valve while cranking the engine. While cranking the engine for two 15 second cycles (30 seconds total), return fuel flow from the high pressure pump is less than 500 mL. While cranking the engine for two 15 second cycles (30 seconds total), return fuel flow from the injectors should be less than 20 mL.

System or Component No Start,Engine Cranks;Customer Concern (No DTCs);Group 14 - Fuel System,Group 18 - Vehicle Performance / Driveability;Yes - Continuously;Fuel Pressure Low
Recommendation Using tool #9864, cap off each port of the high pressure manifold (rail) and try to start the engine. If the engine starts, remove and inspect the High Pressure Connector Tube and the injector from the capped off cylinder. Inspect for any loose or damaged connections. If necessary, replace the effected parts. If the total injector return is greater than 70 mL while cranking the engine (two 15 second cycles), it may be necessary to replace all six injectors.

 

some gee wizz info but might help trace it down.

DESCRIPTION
WARNING: High-pressure fuel lines deliver diesel fuel under extreme pressure from the injection pump to the fuel injectors. This may be as high as 180,000 kpa (26,107 psi). Use extreme caution when inspecting for high-pressure fuel leaks. Inspect for high-pressure fuel leaks with a sheet of cardboard. High fuel injection pressure can cause personal injury if contact is made with the skin.


The fuel system used on the Cummins engine is an electronically controlled, Bosch HPCR (High-Pressure Common Rail) system. The HPCR system consists of five main components:

Electric Fuel Transfer (lift) Pump Located in the Fuel Tank
Fuel Pump/Gear Pump (attached to fuel injection pump)
High-Pressure Fuel Injection Pump
Fuel Injection Rail
Fuel Injectors
Also to be considered as part of the overall fuel system are:

Accelerator Pedal
Air Cleaner Housing/Element
Check Valve Banjo Fitting at Rear of Cylinder Head
Fuel Connector Tubes
Fuel Drain Manifold (passage)
Fuel Drain Valve (at filter)
Fuel Filter/Water Separator
Fuel Heater
Fuel Heater Relay
Fuel Transfer Pump Relay
Fuel Level (gauge) Sending Unit
Fuel Pressure Limiting Valve
Fuel Tank
Fuel Tank Module (containing a fuel gauge sending unit, separate fuel filter located at bottom of tank module, and fuel transfer pump)
Fuel Tank Filler/Vent Tube Assembly
Fuel Tank Filler Tube Cap
Fuel Tubes/Lines/Hoses
High-Pressure Fuel Injector Lines
In-Tank Fuel Filter (at bottom of fuel tank module)
Low-Pressure Fuel Supply Lines
Low-Pressure Fuel Return Lines
Overflow Valve
Quick-Connect Fuel Line Fittings
Accelerator Pedal Position Sensor (APPS) Located in Cab
Water Draining (maintenance)
Water-In-Fuel (WIF) Sensor
Screened Banjo Bolt (22)
The fuel injection pump supplies high pressure to the fuel rail independent of engine speed. This high pressure fuel is then accumulated in the fuel rail. High pressure fuel is constantly supplied to the injectors by the fuel rail. The Engine Control Module (ECM) controls the fueling and timing of the engine by actuating the injectors.

Fuel enters the system from the electric fuel transfer (lift) pump, which is located inside of the fuel tank and attached to the fuel tank module (the fuel transfer pump is no longer attached to the engine). Fuel is forced through the fuel filter element and then enters the Fuel Pump/Gear Pump, which is attached to the rear of the fuel injection pump. The Fuel Pump/Gear Pump is a low-pressure pump and produce pressures ranging from 551.5 kpa (80 psi) to 1241 kpa (180) psi. Fuel then enters the fuel injection pump. Low pressure fuel is then supplied to the FCA (Fuel Control Actuator).

The FCA is an electronically controlled solenoid valve. The ECM controls the amount of fuel that enters the high-pressure pumping chambers by opening and closing the FCA based on a demanded fuel pressure. The FPS (Fuel Pressure Sensor) on the fuel rail monitors the actual fuel pressure and provides it as an input to the ECM. When the actuator is opened, the maximum amount of fuel is being supplied to the fuel injection pump. Any fuel that does not enter the injection pump is directed to the overflow valve. The overflow valve regulates how much excess fuel is used for lubrication of the pump and how much is returned to the tank through the drain manifold.

Fuel entering the injection pump is pressurized to between 200-1800 bar (2900-26107 psi) by three radial pumping chambers. The pressurized fuel is then supplied to the fuel rail.