LARRY BRUDZYNSKI

Once upon a time we had a coolant that was supposed to be good for the enviroment and the animals... It had the Bittering agent in it and was a quick ad campaign. Correct me if I'm wrong but I think it was called "Sierra"... It was supposed to be good for everything but didn't last... I wonder why??? Not the greatest formulation and couldn't compete with the big dog's??? That's my guess.

Was that your stop at Jim's??? He looks really mad

OKAY Jim...How many of your toy's-vehicles are not the same as factory produced???? I'm not trying to make anyone feel bad along the way... I do have a few my self... Actually I'm considering building another SBC 400... The last one would probably make the tree huggers puke Over but just over 550hp on premium Gas... I want to build another but put about 600hp on the dyno and drop it in a smaller chevy backed by a powerglide. I'm not a tree hugger but have the same interests and feelings about the kids to come as we all do... I still like to play but I am still responsible about it... If it smokes it's broke...

Have you checked the body for pinched wires or anything else that the outfitter could have done? It sounds like you have all of the bases covered but could it be a ground or something else on the body harness or body??? Maybe the ignition circuit, anything spliced into???

I refer to my post in parts... From Cummins do as I say not as I do...If there is a warranty claim...REJECTED...You didn't do as instructed with approved procedures...MY TAKE ON THIS...BULL%^$#...!!!! I believe we all have been around long enough and worked with all of these different materials to know what's right and what's wrong... I could see this being a training tool to a 16 year old kid, but come on... If the surface is wrong out of the factory and cause leaks then they should be thanking us for finding the cause and the fix... They should pay for a little extra effort to get these trucks back on the road...

+1 Show us proof, or a mule, or something definite...

Quote: IH sells a plug for it that probably comes with instructions to boot you have to wonder what the logic was here. With all of the Warranty B/S that has went back and forth between IH and Ford with all of the finger pointing, I believe Ford was just trying to cover their ass. Not to mention it's one less part that Ford has to repackage, I don't think Ford realized it would be a problem down the road.

Most and I mean Most of the engine, trans, and axle parts are industry parts. There are the certain parts that are truck specific when building the rigs of which most of the engines come built to the water pump anything further than that is the truck oe's spec. I am having a hell of a good time right now. It turns out that the companies that had produced the cooling systems on these trucks have sold out to Borg Warmer of which has decided to discontinue production of the service parts. Superior has been around for over 30 years and has seen all of the companies go thru modification and seen most of the parts go out. Right know we are enjoying being the only shop in the country and maybe the world to be able to adjust and come up with conversion kits to keep these old beasts on the road. I have all of the major manufacturers refering their customers to me. Horton,Bendix,Borg Warner and Kysor have a large gap in product. We figure it out and come up with solutions for the companies and end users out there. We have the best machinist right down the street from me. I have more ability to do what others don't. If your on the heavy truck side and have heard of Kitmasters or Ross equipment, you more than likely have seen our product with their name on it. Here's one more if anyone out there is playing with the VW's, Parts Place in Pontiac we do all of their fuel injection product. Sorry to get a little carried away...I just want to let all you guy's know that there are other avenues out there for parts not just the fly by night parts guys on Ebay or other. If you come across hard to find parts keep looking... I wanted to show some of you the fact that the Autocars that are out there have parts available elsewhere and not for the price they want... They may not think they are screwing over the end user but are... And we wonder why things are so expensive in this country... It's the companies that think they are the only supplier out there...There are other avenue's... Thanks guy's

Nah Jim, I've got thicker skin than that. I didn't think I portrayed you as a tree hugger, If I did then I am sorry. I was pointing out(or thought I was) that Buddy was a tree killer.(in jest).I myself have just sold a Superchip Cortex to one of the members here just yesterday. We went back and forth and I wanted to make sure it wasn't going to be used in the wrong fashion it was intended. As a matter of fact he is quite a responsible individual. If only more customers were more like that.

Plugging, Leaking, What coolant and are they using DCA?

Oh oh, Buddy's a tree killer, watch out here comes Jim

I just happened to need a special fan clutch that comes from Borg Warner across the big pond, It has a pretty long lead time to get. I ran the number backwards and came across the Autocar #. The local Volvo Dealer used to be Autocar as well and got me the info. For the pricing from Cummins you would think that I was working on a damn Cadillac.

Mike, I have been checking this out all day and keep coming up with 1 of 2 things possible. Either the Engine harness needs to be replaced or you may have either a bent or loose pin somewhere, we have had customers accidentally bend over a pin on the pass thru on the vcg's. No moisture intrusion anywhere in the connectors?

???? If having a reverse flow system and keeping the exh temps up. Will this mean we will see less egr failures do to soot buildup or coking?

I think this was brought up on Rex's website, but thought this could be interesting reading here. I know it's pretty much common sense, but some people may need the info. General Cleaning Instructions (204-008) -------------------------------------------------------------------------------- Table of Contents Definition of Clean Abrasive Pads and Abrasive Paper Gasket Surfaces Solvent and Acid Cleaning Steam Cleaning Plastic Bead Cleaning Fuel System -------------------------------------------------------------------------------- Definition of Clean TOC Parts must be free of debris that can contaminate any engine system. This does not necessarily mean they have to appear as new. Sanding gasket surfaces until the factory machining marks are disturbed adds no value and is often harmful to forming a seal. It is important to maintain surface finish and flatness tolerances to form a quality sealing surface. Gaskets are designed to fill small voids in the specified surface finish. Sanding gasket surfaces where edge-molded gaskets are used is most often unnecessary. Edge-molded gaskets are those metal carriers with sealing material bonded to the edges of the gasket to seal while the metal portion forms a metal to metal joint for stability. Any of the small amounts of sealing material that can stick to the parts are better removed with a blunt-edged scraper on the spots rather than spending time polishing the whole surface with an air sander or disc. For those gaskets that do not have the edge molding, nearly all have a material that contains release agents to prevent sticking. Certainly this is not to say that some gaskets are not difficult to remove because the gasket has been in place a long time, has been overheated or the purpose of the release agent has been defeated by the application of some sealant. The object however is just to remove the gasket without damaging the surfaces of the mating parts without contaminating the engine (don't let the little bits fall where they can not be removed). Bead blasting piston crowns until the dark stain is removed is unnecessary. All that is required is to remove the carbon build-up above the top ring and in the ring grooves. There is more information on bead blasting and piston cleaning later in this document. Cummins Inc. does not recommend sanding or grinding the carbon ring at the top of cylinder liners until clean metal is visible. The liner will be ruined and any signs of a problem at the top ring reversal point (like a dust-out) will be destroyed. It is necessary to remove the carbon ring to provide for easier removal of the piston assembly. A medium bristle, high quality, steel wire wheel that is rated above the rpm of the power tool being used will be just as quick and there will be less damage. Yes, one must look carefully for broken wires after the piston is removed but the wires are more visible and can be attracted by a magnet. Oil on parts that have been removed from the engine will attract dirt in the air. The dirt will adhere to the oil. If possible, leave the old oil on the part until it is ready to be cleaned, inspected and installed, and then clean it off along with any attracted dirt. If the part is cleaned then left exposed it can have to be cleaned again before installation. Make sure parts are lubricated with clean oil before installation. They do not need to be oiled all over but do need oil between moving parts (or a good lube system priming process conducted before cranking the engine). Bead blasting parts to remove exterior paint is also usually unnecessary. The part will most likely be painted again so all that needs happen is remove any loose paint. Abrasive Pads and Abrasive Paper TOC The keyword here is "abrasive". There is no part of an engine designed to withstand abrasion. That is they are all supposed to lock together or slide across each other. Abrasives and dirt particles will degrade both functions. WARNING Abrasive material must be kept out of or removed from oil passages and parts wear points. Abrasive material in oil passages can cause bearing and bushing failures that can progress to major component damage beyond reuse. This is particularly true of main and rod bearings. Cummins Inc. does not recommend the use of emery cloth or sand paper on any part of an assembled engine or component including but not limited to removing the carbon ridge from cylinder liners or to clean block decks or counterbores. Great care must be taken when using abrasive products to clean engine parts, particularly on partially assembled engines. Abrasive cleaning products come in many forms and sizes. All of them contain aluminum oxide particles, silicon carbide, or sand or some other similar hard material. These particles are harder than most of the parts in the engine. Since they are harder, if they are pressed against softer material they will either damage the material or become embedded in it. These materials fall off the holding media as the product is used. If the products are used with power equipment the particles are thrown about the engine. If the particles fall between two moving parts, damage to the moving parts is likely. If particles that are smaller than the clearance between the parts while they are at rest (engine stopped), but larger than the running clearance then damage will occur when the parts move relative to each other (engine started). While the engine is running and there is oil pressure, particles that are smaller than the bearing clearance are likely to pass between the parts without damage and be trapped in the oil filter. However, particles larger than the bearing clearance will remove material from one part and can become embedded in one of the parts. Once embedded in one part it will abrade the other part until contact is no longer being made between the two parts. If the damage sufficiently degrades the oil film, the two parts will come into contact resulting in early wear-out or failure from lack of effective lubrication. Abrasive particles can fly about during cleaning it is very important to block these particles from entering the engine as much as possible. This is particularly true of lubricating oil ports and oil drilling holes, especially those located downstream of the lubricating oil filters. Plug the holes instead of trying to blow the abrasive particles and debris with compressed air because the debris is often simply blown further into the oil drilling. All old gasket material must be removed from the parts gasket surfaces. However, it is not necessary to clean and polish the gasket surface until the machining marks are erased. Excessive sanding or buffing can damage the gasket surface. Many newer gaskets are of the edge molded type (a steel carrier with a sealing member bonded to the steel). What little sealing material that can adhere is best removed with a blunt-edged scraper or putty knife. Cleaning gasket surfaces where an edge-molded gasket is used with abrasive pads or paper is usually a waste of time. WARNING Excessive sanding or grinding the carbon ring from the top of the cylinder liners can damage the liner beyond reuse. The surface finish will be damaged and abrasive particles can be forced into the liner material which can cause early cylinder wear-out or piston ring failures. Tape off or plug all openings to any component interior before using abrasive pads or wire brushes. If really necessary because of time to use a power tool with abrasive pads, tape the oil drillings closed or use plug and clean as much of the surface as possible with the tool but clean around the oil hole/opening by hand so as to prevent contamination of the drilling. Then remove the tape or plug and clean the remaining area carefully and without the tool. DO NOT use compressed air to blow the debris out of oil drilling on an assembled engine! More likely than not, the debris can be blown further into the drilling. Using compressed air is fine if both ends of the drilling are open but that is rarely the case when dealing with an assembled engine. Gasket Surfaces TOC The object of cleaning gasket surfaces is to remove any gasket material, not refinish the gasket surface of the part. Cummins Inc. does not recommend any specific brand of liquid gasket remover. If a liquid gasket remover is used, check the directions to make sure the material being cleaned will not be harmed. Air powered gasket scrapers can save time but care must be taken to not damage the surface. The angled part of the scraper must be against the gasket surface to prevent the blade from digging into the surface. Using air powered gasket scrapers on parts made of soft materials takes skill and care to prevent damage. Do not scrape or brush across the gasket surface if at all possible. Solvent and Acid Cleaning TOC Several solvent and acid-type cleaners can be used to clean the disassembled engine parts (other than pistons. See Below). Experience has shown that the best results can be obtained using a cleaner that can be heated to 90° to 95° Celsius (180° to 200° Fahrenheit). Kerosene emulsion based cleaners have different temperature specifications, see below. A cleaning tank that provides a constant mixing and filtering of the cleaning solution will give the best results. Cummins Inc. does not recommend any specific cleaners. Always follow the cleaner manufacturer's instructions. Remove all the gasket material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before putting the parts in a cleaning tank. Be careful not to damage any gasket surfaces. When possible, steam clean the parts before putting them in the cleaning tank. WARNING When using solvents, acids, or alkaline materials for cleaning, follow the manufacturers recommendations for use. Wear goggles and protective clothing to reduce the possibility of personal injury. Experience has shown that kerosene emulsion based cleaners perform the best to clean pistons. These cleaners should not be heated to temperature in excess of 77°C (170°F). The solution begins to break down at temperatures in excess of 82°C (180°F) and will be less effective. Do not use solutions composed mainly of chlorinated hydrocarbons with cresols, phenols and/or cresylic components. They often do not do a good job of removing deposits from the ring groove and are costly to dispose of properly. Solutions with a pH above approximately 9.5 will cause aluminum to turn black; therefore do not use high alkaline solutions. Chemicals with a pH above 7.0 are considered alkaline and those below 7.0 are acidic. As you move further away from the neutral 7.0, the chemicals become highly alkaline or highly acidic. Remove all the gasket material, o-rings, and the deposits of sludge, carbon, etc., with a wire brush or scraper before putting the parts in a cleaning tank. Be careful to not damage any gasket surfaces. When possible use hot high pressure water or steam clean the parts before putting them in the cleaning tank. Removing the heaviest dirt before placing in the tank will allow the cleaner to work more effectively and the cleaning agent will last longer. Rinse all the parts in hot water after cleaning. Dry completely with compressed air. Blow the rinse water from all the capscrew holes and the oil drillings. If the parts are not to be used immediately after cleaning, dip them in a suitable rust proofing compound. The rust proofing compound must be removed from the parts before assembly or installation on the engine. Steam Cleaning TOC Steam cleaning can be used to remove all types of dirt that can contaminate the cleaning tank. It is a good method for cleaning the oil drillings and coolant passages WARNING When using a steam cleaner, wear safety glasses or a face shield, as well as protective clothing. Hot steam can cause serious personal injury. Do not steam clean the following components: Electrical Components Wiring Harnesses Injectors Fuel Pump Belts and Hoses Bearings (ball or taper roller) Electronic Control Module (ECM) ECM Connectors Dosing Control Unit NOx Sensor. Plastic Bead Cleaning TOC Cummins Inc. does not recommend the use of glass bead blast or walnut shell media on any engine part. Cummins Inc. recommends using only plastic bead media, Part Number 3822735 or equivalent on any engine part. Never use sand as a blast media to clean engine parts. Glass and walnut shell media when not used to the media manufacturer's recommendations can cause excess dust and can embed in engine parts that can result in premature failure of components through abrasive wear. Plastic bead cleaning can be used on many engine components to remove carbon deposits. The cleaning process is controlled by the use of plastic beads, the operating pressure and cleaning time. CAUTION Do not use bead blasting cleaning methods on aluminum pistons skirts or the pin bores in any piston, piston skirt or piston crown. Small particles of the media will embed in the aluminum or other soft metal and result in premature wear of the cylinder liner, piston rings, pins and pin bores. Valves, turbocharger shafts, etc., can also be damaged. Follow the cleaning directions listed in the procedures. CAUTION Do not contaminate wash tanks and tank type solvent cleaners with the foreign material and plastic beads. Remove the foreign material and plastic beads with compressed air, hot high pressure water or steam before placing them in tanks or cleaners. The foreign material and plastic beads can contaminate the tank and any other engine parts cleaned in the tank. Contaminated parts may cause failures from abrasive wear. Plastic bead blasting media, Part Number 3822735, can be used to clean all piston ring grooves. Do not sure any bead blasting media on piston pin bores or aluminum skirts. Follow the equipment manufacturer's cleaning instructions. Make sure to adjust the air pressure in the blasting machine to the bead manufacturer's recommendations. Turning up the pressure can move material on the part and cause the plastic bead media to wear out more quickly. The following guidelines can be used to adapt to manufacturer's instructions: Bead size: U.S. size Number 16 — 20 for piston cleaning with plastic bead media, Part Number 3822735 Operating Pressure — 270 kPa (40 psi) for piston cleaning. Pressure should not cause beads to break. Steam clean or wash the parts with solvent to remove all of the foreign material and plastic beads after cleaning. Rinse with hot water. Dry with compressed air. CAUTION The bead blasting operation must not disturb the metal surface. If the metal surface is disturbed the engine can be damaged due to increased parts clearance or inadequate surface finish on parts that move against other parts. When cleaning pistons, it is not necessary to remove all the dark stain from the piston. All that is necessary is to remove the carbon on the rim and in the ring grooves. This is best done by directing the blast across the part as opposed to straight at the part. If the machining marks are disturbed by the blasting process, then the pressure is too high or the blast is being held on one spot too long. The blast operation must not disturb the metal surface. Walnut shell bead blast material is sometimes used to clean ferrous metals (iron and steel). Walnut shell blasting produces a great amount of dust particularly when the pressure if the air pressure on the blasting machine is increased above media manufacturer's recommendation. Cummins Inc. recommends not using walnut shell media to clean engine parts due to the risk media embedment and subsequent contamination of the engine. Cummins Inc. now recommends glass bead media NOT used to clean any engine parts. Glass media is too easily embedded into the material particularly in soft materials and when air pressures greater than media manufacturer's recommend are used. The glass is an abrasive so when it is in a moving part, that part is abrading all the parts in contact with it. When higher pressures are used the media is broken and forms a dust of a very small size that floats easily in the air. This dust is very hard to control in the shop, particularly if only compressed air (and not hot water) is used to blow the media after it is removed from the blasting cabinet (blowing the part off inside the cabinet may remove large accumulations but never removes all the media). Bead blasting is best used on stubborn dirt/carbon build-up that has not been removed by first steam/higher pressure washing then washing in a heated wash tank. This is particularly true of pistons. Steam and soak the pistons first then use the plastic bead method to safely remove the carbon remaining in the grooves (instead of running the risk of damaging the surface finish of the groove with a wire wheel or end of a broken piston ring. Make sure the parts are dry and oil free before bead blasting to prevent clogging the return on the blasting machine. Always direct the bead blaster nozzle "across" rather than directly at the part. This allows the bead to get under the unwanted material. Keep the nozzle moving rather than hold on one place. Keeping the nozzle directed at one-place too long causes the metal to heat up and be moved around. Remember that the spray is not just hitting the dirt or carbon. If the machining marks on the piston groove or rim have been disturbed then there has not been enough movement of the nozzle and/or the air pressure is too high. Never bead blast valve stems. Tape or use a sleeve to protect the stems during bead blasting. Direct the nozzle across the seat surface and radius rather than straight at them. The object is to remove any carbon build up and continuing to blast to remove the stain is a waste of time. Fuel System TOC When servicing any fuel system components, which can be exposed to potential contaminants, prior to disassembly, clean the fittings, mounting hardware, and the area around the component to be removed. If the surrounding areas are not cleaned, dirt or contaminants can be introduced into the fuel system. The internal drillings of some injectors are extremely small and susceptible to plugging from contamination. Some fuel injection systems can operate at very high pressures. High pressure fuel can convert simple particles of dirt and rust into a highly abrasive contaminant that can damage the high pressure pumping components and fuel injectors. Electrical contact cleaner can be used if steam cleaning tools are not available. Use electrical contact cleaner rather than compressed air, to wash dirt and debris away from fuel system fittings. Diesel fuel on exposed fuel system parts attracts airborne contaminants. Choose lint free towels for fuel system work. Cap and plug fuel lines, fittings, and ports whenever the fuel system is opened. Rust, dirt, and paint can enter the fuel system whenever a fuel line or other component is loosened or removed from the engine. In many instances, a good practice is to loosen a line or fitting to break the rust and paint loose, and then clean off the loosened material. When removing fuel lines or fittings from a new or newly-painted engine, make sure to remove loose paint flakes/chips that can be created when a wrench contacts painted line nuts or fittings, or when quick disconnect fittings are removed. Fuel filters are rated in microns. The word micron is the abbreviation for a micrometer, or one millionth of a meter. The micron rating is the size of the smallest particles that will be captured by the filter media. As a reference, a human hair is 0.003 mm [3/1000 in] in diameter. One micron measures 0.00004 mm [4/100,000 in]. The contaminants being filtered out are smaller than can be seen with the human eye, a magnifying glass, or a low powered microscope. The tools used for fuel system troubleshooting and repair are to be cleaned regularly to avoid contamination. Like fuel system parts, tools that are coated with oil or fuel attract airborne contaminants. Remember the following points regarding your fuel system tools: Fuel system tools are to be kept as clean as possible. Clean and dry the tools before returning them to the tool box. If possible, store fuel system tools in sealed containers. Make sure fuel system tools are clean before use.

No just kidding...Have you put back the IDM? I think you need to have a break, cup of coffee and a smoke and start from scratch. It sounds like you missed something....Are the codes constantly coming up active or intermittent?

Just off hand if anyone else has needed Autocar parts and need a dealer. Autocar has made the Cummins Distributor's dealers. Be prepared to pay dearly for the parts. A fan clutch I normally carry and pay about $770.00 USD from Borg Warner is costing me $1475.00 from Cummins.

Was there a code before replacing the filter, or did it start after? FAULT CODE 428 Water-In-Fuel Sensor Circuit - Voltage Above Normal or Shorted to High Source Printable Version Overview CODE REASON EFFECT Fault Code : 428 PID: P097 SPN: 97 FMI: 3/3 LAMP: Amber SRT: Water-in-Fuel Sensor Circuit - Voltage Above Normal or Shorted to High Source. High voltage detected at the water-in-fuel circuit. None on performance. No water-in-fuel warning available. Water-In-Fuel Sensor Circuit SMALL | MEDIUM | LARGE Circuit Description The water-in-fuel sensor is attached to the suction-side fuel filter. The water-in-fuel sensor sends a signal to the Electronic Control Module (ECM) when a set volume of water has accumulated in the fuel filter. The water-in-fuel circuit contains two wires: a return and a signal wire. Component Location The water-in-fuel sensor is integrated into the bottom of the Original Equipment Manufacturer (OEM) supplied fuel filter. Refer to the OEM troubleshooting and repair manual for location. Shop Talk Beginning with Engine Serial Number (ESN)14039654, the temperature sensor return circuit was separated from the pressure sensor return circuit. For ESNs prior to this and with engine wiring harness Part Number 3682854, refer to the Common Pressure/Temperature Sensor Return Circuit above. For this ESN and greater or for any other engine wiring harness part number, refer to the Separate Pressure/Temperature Sensor Return Circuit above. The water-in-fuel sensor shares return wires in the engine harness with other sensors. An open return can cause multiple fault code s to be active. Before troubleshooting Fault Code 428 , check for multiple fault code s. Possible causes for this fault code include: Open return or signal circuit in the harness, connectors, sensor, or ECM. Signal wire shorted to sensor supply or battery voltage. Cautions and Warnings -------------------------------------------------------------------------------- CAUTION To reduce the possibility of damaging a new ECM, all other active fault code s must be investigated prior to replacing the ECM. CAUTION To reduce the possibility of pin and harness damage, use the following test lead when taking a measurement: Part Number 3822758 - male Deutsch/AMP/Metri-Pack test lead Part Number 3822917 - female Deutsch/AMP/Metri-Pack test lead Part Number 3823993 - 16 AWG male Deutsch test lead Part Number 3823994 - 16 AWG female Deutsch test lead. Troubleshooting Steps STEPS SPECIFICATIONS STEP 1. Check the fault code s. STEP 1A. Check for an inactive fault code . Fault Code 428 inactive? STEP 2. Check the water-in-fuel sensor and circuit. STEP 2A. Inspect the water-in-fuel sensor and connector pins. Dirty or damaged pins? STEP 2B. Check the sensor resistance. Greater than 100k ohms? STEP 2C. Check the fault code s and verify sensor condition. Fault Code 428 active? STEP 3. Check the ECM and engine harness. STEP 3A. Inspect the ECM and engine harness connector pins. Dirty or damaged pins? STEP 3B. Check the ECM response. Fault Code 429 active and Fault Code 428 inactive? STEP 3C. Check for an open circuit in the engine harness. Less than 10 ohms? STEP 3C-1. Check for an open circuit in the engine harness. STEP 3D. Check for a pin-to-pin short circuit in the engine harness. Greater than 100k ohms? STEP 3E. Check for an inactive fault code . Fault Code 428 inactive? STEP 4. Clear the fault code s: STEP 4A. Disable the fault code . Fault Code 428 inactive? STEP 4B. Clear the inactive fault code s. All fault code s cleared? -------------------------------------------------------------------------------- Guided Step 1 - Check the fault code s. -------------------------------------------------------------------------------- Guided Step 1A - Check for an inactive fault code . Conditions Turn keyswitch ON. Connect INSITE™ electronic service tool. Action Use INSITE™ to read the fault code s. Fault Code 428 inactive? Fault Code 428 inactive? YES NO No Repair No Repair Inactive or Intermittent Fault Code , Procedure 019-362 Go to 2A -------------------------------------------------------------------------------- Guided Step 2 - Check the water-in-fuel sensor and circuit. -------------------------------------------------------------------------------- Guided Step 2A - Inspect the water-in-fuel sensor and connector pins. Conditions Turn keyswitch OFF. Disconnect the water-in-fuel sensor from the sensor extension harness. Action Corroded pins Bent or broken pins Pushed back or expanded pins Moisture in or on the connector Missing or damaged connector seals Dirt or debris in or on the connector pins. Connector shell shroud broken Damaged connector locking tab Damaged wire or engine harness insulation. For general inspection techniques, refer to Component Connector and Pin Inspection, Procedure 019-361. Dirty or damaged pins? Dirty or damaged pins? YES NO A defective connection has been detected in the sensor or harness connector. Clean the connector and pins. Repair the damaged harness, connector, or pins if possible. Refer to Procedure 019-043. No Repair Go to 4A Go to 2B -------------------------------------------------------------------------------- Guided Step 2B - Check the sensor resistance. Conditions Turn keyswitch OFF. Disconnect the water-in-fuel sensor from the sensor extension harness. Action Measure the resistance between the water-in-fuel SIGNAL pin and the water-in-fuel RETURN pin at the water-in-fuel sensor connector. Refer to the wiring diagram for connector pin identification. For general resistance measurement techniques, refer to Resistance Measurements Using a Multimeter and Wiring Diagram, Procedure 019-360. Greater than 100k ohms? Greater than 100k ohms? YES NO Replace the water-in-fuel sensor. Refer to Procedure 019-127. No Repair Go to 4A Go to 2C -------------------------------------------------------------------------------- Guided Step 2C - Check the fault code s and verify sensor condition. Conditions Turn keyswitch OFF. Connect the water-in-fuel sensor to the sensor extension harness. Turn keyswitch ON. Connect INSITE™ electronic service tool. Action Use INSITE™ to read the fault code s. Fault Code 428 active? Fault Code 428 active? YES NO No Repair None. The removal and installation of the connector corrected the failure. Go to 3A Go to 4A -------------------------------------------------------------------------------- Guided Step 3 - Check the ECM and engine harness. -------------------------------------------------------------------------------- Guided Step 3A - Inspect the ECM and engine harness connector pins. Conditions Turn keyswitch OFF. Disconnect the engine harness from the ECM. Action Corroded pins Bent or broken pins Pushed back or expanded pins Moisture in or on the connector Missing or damaged connector seals Dirt or debris in or on the connector pins Connector shell shroud broken Damaged connector locking tab Damaged wire or engine harness insulation. For general inspection techniques, refer to Component Connector and Pin Inspection, Procedure 019-361. Dirty or damaged pins? Dirty or damaged pins? YES NO A defective connection has been detected in the ECM connector or engine harness connector. Clean the connector and pins. Repair the damaged harness, connector, or pins if possible. Refer to Procedure 019-043. No Repair Go to 4A Go to 3B -------------------------------------------------------------------------------- Guided Step 3B - Check the ECM response. Conditions Turn keyswitch OFF. Disconnect the engine harness from the ECM. Turn keyswitch ON. Connect INSITE™ electronic service tool. Action Check for the appropriate circuit response after 30 seconds. Use INSITE™ to read the fault code s. Refer to the wiring diagram for connector pin identification. SMALL | MEDIUM | LARGE Fault Code 429 active and Fault Code 428 inactive? Fault Code 429 active and Fault Code 428 inactive? YES NO No Repair Call for pre-authorization. Replace the ECM. Refer to Procedure 019-031. Go to 3C Go to 4A -------------------------------------------------------------------------------- Guided Step 3C - Check for an open circuit in the engine harness. Conditions Turn keyswitch OFF. Disconnect the engine harness from the ECM. Disconnect the water-in-fuel sensor from the sensor extension harness. Action Measure the resistance between the engine harness ECM connector water-in-fuel sensor RETURN pin and the extension harness water-in-fuel sensor connector RETURN pin. Refer to the wiring diagram for connector pin identification. For general resistance measurement techniques, refer to the Resistance Measurements Using a Multimeter and Wiring Diagram, Procedure 019-360. SMALL | MEDIUM | LARGE Less than 10 ohms? Less than 10 ohms? YES NO No Repair An open return circuit has been detected in the engine harness or sensor extension harness. Repair or replace the engine harness or sensor extension harness. Refer to Procedure 019-043. Go to 3C-1 Go to 4A -------------------------------------------------------------------------------- Guided Step 3C-1 - Check for an open circuit in the engine harness. Conditions Turn keyswitch OFF. Disconnect the engine harness from the ECM. Disconnect the water-in-fuel sensor from the sensor extension harness. Action Measure the resistance between the engine harness ECM connector water-in-fuel sensor SIGNAL pin and the extension harness water-in-fuel sensor connector SIGNAL pin. Refer to the wiring diagram for connector pin identification. For general resistance measurement techniques, refer to the Resistance Measurements Using a Multimeter and Wiring Diagram, Procedure 019-360. SMALL | MEDIUM | LARGE Less than 10 ohms? Less than 10 ohms? YES NO No Repair An open signal circuit has been detected in the engine harness or sensor extension harness. Repair or replace the engine harness or sensor extension harness. Refer to Procedure 019-043. Go to 3D Go to 4A -------------------------------------------------------------------------------- Guided Step 3D - Check for a pin-to-pin short circuit in the engine harness. Conditions Turn keyswitch OFF. Disconnect the engine harness from the ECM. Disconnect the water-in-fuel sensor from the sensor extension harness. Action Measure the resistance between the water-in-fuel SIGNAL pin in the engine harness ECM connector and all other pins in the engine harness ECM connector. Refer to the wiring diagram for connector pin identification. For general resistance measurement techniques, refer to the Resistance Measurements Using a Multimeter and Wiring Diagram, Procedure 019-360. SMALL | MEDIUM | LARGE Greater than 100k ohms? Greater than 100k ohms? YES NO No Repair A pin-to-pin short circuit on the signal line has been detected in the engine harness or sensor extension harness. Repair or replace the engine harness or sensor extension harness. Refer to Procedure 019-043. Go to 3E Go to 4A -------------------------------------------------------------------------------- Guided Step 3E - Check for an inactive fault code . Conditions Connect all components. Turn keyswitch ON. Connect INSITE™ electronic service tool. Action Use INSITE™ to read the fault code s. Fault Code 428 inactive? Fault Code 428 inactive? YES NO None. The removal and installation of the connector corrected the failure. Troubleshooting procedures need to be repeated from the beginning. A failure mode should have been detected. Go to 4A Go to 1A -------------------------------------------------------------------------------- Guided Step 4 - Clear the fault code s. -------------------------------------------------------------------------------- Guided Step 4A - Disable the fault code . Conditions Connect all components. Connect INSITE™ electronic service tool. Action Start the engine and let it idle for 1 minute. Use INSITE™ to verify the fault code is inactive. Fault Code 428 inactive? Fault Code 428 inactive? YES NO No Repair Return to troubleshooting steps or contact a local Cummins Authorized Repair Location if all steps have been completed and rechecked. Go to 4B Go to 1A -------------------------------------------------------------------------------- Guided Step 4B - Clear the inactive fault code s. Conditions Connect all components. Turn keyswitch ON. Connect INSITE™ electronic service tool. Action Use INSITE™ to erase the inactive fault code s. All fault code s cleared? All fault code s cleared? YES NO No Repair Troubleshoot any remaining active fault code s. Repair complete Appropriate troubleshooting steps

Keith in the future keep in mind with the STORM fittings. Cummins has them available, they list them with the later B series blocks, they are STORM male to 1/8 pipe female. I'll try to find the numbers for you, I can't seem to find them right know. Keith I found one of the numbers for the Storm Fittings. M10x1/8NPTF Cummins 3932302. I'll keep looking for the others. They have a M12 and M14 but I don't seem to be able to find the numbers. Old Timers is kicking in!!!!

Bruce if you come by on the 23rd I think I have some stuff you might be interested in cutting up.

Keith this part is the Carrier for the cups in the pump. I spoke with my fuel shop manager and we are going to take one apart so I can take some pics of it. Maybe Bruce has one of those great cutaways in his barn.

????? Hey guy's are the injectors in service and by vin the only ones being recalled? What about any the dealers may have had on the shelf in stock?

If it's the same as the Cummins,Detroit,and Cat. They use the plastic rings not only for alignment but also to help protect the lip during install.

What colour Jim? If it's rust getting by, I think you have a fuel tank issue...Have you checked the tank????

But this is the thing that I have looked at for a while....Glycol and Glycerin are compatable....But still need the DCA for the protection of the cavitation that will occur. I haven't seen the results or need for the additive named in the TSB from Cummins.