I dont know much about the PCI bus...is it configured in a star pattern? ie, does everything work together or is there a central "server"? From what you've said the PCM (or instrument cluster more likely) is this central server...this is what was confusing me because GM class 2 operates in a "star" configuration; meaning all the moduals are in one intertwined "web", and if one module drops out, the other remaining devices detect this and simply "close up" the web to exclude the missing device and everything continues to work normally. THis doesnt seem to be the case with the PCI bus.

Im not sure what voltage the PCI bus floats at, but I dont think you can just apply that voltage to the line and make it think everything is ok. Every so often (once a second maybe?), there are state-of-health messages broadcast to all of the modules on the data network. Because this SOH signal is a data message, its going to make the voltage change. If the ECM doesnt see this SOH signal for x cycles or whatever, its probably going to either keep throwing the same code or throw a Uxxxx code (loss of data communications). If you just let them all float (no terminators, not grounded, no nothing), do you still get the code thats saying its horted to ground? What you are saying makes sense tho and I think you're exactly right...nothing hooked up makes the ECM interperate it as 0 volts...

I could be completley wrong tho! I suppose its worth a shot. Usually the data link controller chips in the modules are protected against shorts and overvoltage (up to 24volts IIRC), so the worst that could most likely happen would be i would throw another Uxxxx code

 

I love this post! I too am considering a similiar swap myself. I've got a 6.5 In my 95 SUBURBAN. The 6.5 has seen better days, and I am afraid she is done(block rot, previous owner never changed the coolant until he traded it in with 150K on the clock). I LOVE my SUB, but I can't justify a new 6.5 for $6K to keep her going. A CUMMINS swap seems to be my best alternative.

I may be able to help you with your J1850 code though. I used to work for DODGE up until I was disabled in 2001, and spent some time in school regarding PCI BUS technology. Basically your problem is that you have no 5 volt reference present(in 01 5 volts was the PCI standard). But even if you put 5 volts to it, you will still have no communications and almost definately will still get a code. Your short to ground code is simply 0 volts being present. The ECM sees 0 volts and assume the bus is shorted, even though it isn't shorted.

A generic OBD2 code scanner won't read ECM codes even with that hooked up. A generic scanner will look for the PCM's output to get the codes from. The newer trucks may show codes, but I know for a fact that a 2nd GEN 24V cannot be read by a generic scanner(tried it). You have to have a scanner that can access the ECM's protocol specifically in order to access it. OBD2 only states that a generic scanner must be able to read PCM codes over a universal PCI bus. But since you essentially have no PCM that can communicate with it, you essentially don't have one.

As for your check engine light, you can probably go to a CUMMINS dealer and find out if there medium duty trucks use a stand-alone controller for the generic communications and possibly a check engine light driver. There is probably a generic module that can read the J1939 data to turn on the check engine light for medium duty applications where there is no PCM.

You could try hooking your PCI bus up to the vehicles PCI bus, but I have no idea how the FORD's BUS system will take to a foreign module being present. All you would have to do is make a jumper from pin 5 of your new connector, to the PCI bus pin in your old connector(most likely pin #5 in it as well). I have no idea what this will do though unfortunately. You may be able to have a custom flash put in the PCM to allow the ECM totalk to it, but I don't know what program to use with FORD'S. GM can use EFI LIVE to hack the ECM.

Hopefully some of my info helped, and keep us posted on her. I'm starting to get a major itch to go nuts and slap a CUMMINS common rail in my SUB.

 

Ford uses J1850 PWM. Not compatible with the PCI bus I dont beleive...

 

I have no experience with FORDS BUS system, only DODGE's. I know the factory PCI bus is driven via a BCM in a DODGE product. It uses the vehicles ground system for communications so that 1 wire can communicate with the whole vehicle. Each module has a preset resistor that it uses to short the BUS with. That's how it communicates. Each module shorts the BUS a pre-set amount, that is each modules signature. Each one has it's own voltage, and then it varies the pulse width and frequency to send messages. I went to school on this back when DODGE came out with the power sliding doors in the mini-vans. The top end ones had 13 control modules that all talked over the 1 wire PCI bus. You could watch it over an oscilliscope, but a DVOM couldn't keep up with it. If you really wanted to **** it off, you could short out pin 5 in the datalink port and watch everything go dead. This was one of the tests they demonstrated to us in class.

The only viable option I see to get rid of the PCI code is to get a work truck PCM from a dodge manual trans equipped truck. This could also solve your check engine light driver as well. But I'm not up on 02+ technology, so I don't know if this would supply your 5 volt reference or not.

 

Might even be better just to get a cummins ECM from a medium duty application. (non-dodge)

that would solve a lot of issues, as well as give you a dedicated MIL-request wire.....

lots of good info fermanator...like I said the only stuff Im really up on is the GM data busses...Id love to learn more about the dodge's...thanks for the info

ben

 

That's the exact vehicle we had before this Excursion. It was a 95 as well, it had 193,000 miles on it before we sold it. Used oil, hard to start, no power, etc. etc. I was going to put a cummins in it, but couldn't see going thru all the work and still having a 12 year old vehicle that was worn out...

After two days of running on a generator, our power is back on. I've hauled 7 loads of limbs out of the yard and have about 8 to go. Last night we got 3" of snow...

 

I've considered the EXCURSION route, and haven't ruled that one out yet. But I still like the SUBURBAN better than an EXCURSION for my needs. A friend bought a 03 with a 7.3L in it, and after riding in it some I wasn't the keenest on it. Plus my SUBURBAN just fit's in my garage, an EXCURSION won't make it height wise. I really like the way my SUBURBAN drives with the IFS compared to the SFA of the EXCURSION as well. If it wasn't for the garage issue, I probably would have already bought one though. I don't like doing my maintence and such outside. A 12 valve will fit right into my SUBURBAN though, JK AUTO just did one to his SUBURBAN with an intercooler. Looks pretty slick, but I personally would prefer a common rail for the quietness of the engine.

 

im glad you got the truck running before all the weather hit. im wearing shorts still down here. we had a nasty cold snap that went well into the 50s...yuck

brett

 

Looks great! I am pondering buying a Ford and swapping in the CR from my totaled 03, provided I can get buy back on it for a good price once the insurance is all settled. Based on what you had to go through, now I'm scared LOL! I just wish Ford would have came with Cummins anyway......

 

I havent been on here all that much anymore but just wanted to say it looked good back from page 7 of your install.

 

I haven't driven it much yet. Waiting on my relatives garage to open up so I can finish the dual battery tray and get the second battery in. Still need to retorque the head studs as well. Only other issue is the tach. Just waiting on a warm spot to work on it. I'll post more pics when I get that done...

Thanks!

 

5.9Excursion, Congrats to you for your application of brilliance and patience and also to the others that are contributing. Man what a team! Weird conincidence: I'm also a former 1995 6.5 GMC 4x4 Suburban owner- loved the truck (especially the cushy ride- better than a brand new 1995 Caddy my mom had just gotten- and that was HER opinion), hated the mileage and the fuel injection pump problems, needed something much tougher, so I sold it and bought a 2000 Excursion, brand new. 8 years later it now has 117,000 miles on it- but after a defective Cunningham connecting rod snapped off in my $28,000 hand-build 7.3 last spring (with 10k miles on the engine, and no, Cunningham won't even speak to me), I bought a December 2005 Cummins HPCR (low hour dyno test engine in Freightliner config), a freshly remanufactured 2000 Allison 1000, a second CP3 and ATS intake and exhaust maniflolds.

I had the head ported & cam ground at Piers and will be reassembling with head studs and probably compound turbos. The engine is an ISBe with an SAE #3 housing and a rear gear case. I sure hope it will fit... I've got a 325 hp dodge ECM (CM849B 02/01/2006) and a GMC TCM (29537441 06-10-2002) to run the tranny, but I'm not sure that either of them will be compatible without a lot of problems. The engine has a Freightliner harness on it.

I'm hoping that you all will be this kind and generous with our time and wisdom with me when it comes time do my wiring. Meanwhile, if anyone can pm or e-mail me with advise and/or pin out diagrams for this setup I would greatly appreciate it.

I'll shut up now because I don't want to interrupt this thread other than to say that I'm really impressed and excited after reading it!

 

5.9 Excursion my hats off to you on your repower,cleanest I've seen .As an employee of the Kentucky Truck Plant I wished Ford had awaken from there slumber and done it your way and we'd still be building them.I have an 05 CR and 48re thats been sitting in the shop for a year as I new the electronics would be tough,but after finding this thread I'd have to say it's the motherload of hard learned information and with pictures and wire colors.You guys deserve a medal.
You have breathed new life into my project as I see a first rate example that it can be done RIGHT.I may have to pick your brains to get there but if the good Lord above willing it will become a Cummins powerd Ford soon.I think I read somewherein the 14 pages this morning till 3am that you used Autoworld mounts,I have the Dodge alternator on the engine should I convert to the Ford or can it be made to work?I need to get the head studs,billet input shaft,torque converter ordered real soon,any suggestions or short cuts you'd care to share before the check book goes in the read?Hopefully my 6.0 and Torque shift will sell for a good price to help fund my Cummins addiction.Did you have to have both drive shafts modified?To many questions in my head got to give this thread breathing room,don't want to strangle it on the first post .

 

Ramman-
On another site (powerstrokenation) Bean said he's working on mounts for attaching Ford accessories to the Cummins engines. You might want to give him a shout.
http://www.beansdieselperformance.com/
clam

 

Thanks for the heads up,I've meet Bean a few times,watched him do the cooler racing at TS performance open house,and tug of war on black top ,he's a nice guy and He had his CR F350 there.I'll give him a call.