I believe the tach on the instrument cluster is also driven by the J-1587 data link, but I am not completely sure on that.įinally, if the governor has been damaged so that water can seep into the governor panel, it will cause the same problems that you are seeing. It could be something not related to the engine and governor that also shares the J1587 data link. If you have a laptop with DDDL diagnostic program, you can watch the data on the ECM and see if you see something fishy. There could be excessive noise in the data link that will disrupt the signal. Poor alternator grounds can generate noise that can corrupt the signals to the ECM. Since the problem appears when the motor is running and clears up with the motor not running, grounds would be suspect. I know it sounds like overkill, but I have fixed many governors of differnent brands just by ensuring that the govenor is grounded properly. The best place for this is directly to the ground post on the battery and the ground wires touching each other on the same post. A rule of thumb is that the governor and the engine ECM must share a common ground. Too many vendors were guilty of grounding pressure governors to the pump panel or pump module structure. I would check the ground for the Fire Commander first. By 2001, most manufacturers were not using this due to all the problems experienced in the early 1990's.
While the issues with an isolated battery, as stated in previous posts, can cause the problem you have, I doubt the truck has an isolated battery for the DDEC. Has anyone had issues loosing settings? can anything be changed on the commander? What about an incorrect setting on the commander, or in the engine computer? I don't know how it could have changed in the engine computer, but there are things that have to be set to make the commander work. I would think a communication issue would cause an engine light, or a diagnostic code.
IIRC, it was traced back to a communication problem between the engine, the transmission, and the commander.I fixed the Smeal Pump thing. Out of curiosity I started playing around with it one day, got the same thing- truck shut off but in pump, commander started working. Kept returning it to us with the "we can't find anything wrong" look on their faces. Had a Fire Commander, and we experienced similar problems.
#Detroit diesel electronic fire commander 23519655 series#
IIRC, it was traced back to a communication problem between the engine, the transmission, and the commander.Īt my former career department, we operated a 2003 Pierce Pumper-Tanker with a 60 Series DD, one of the first generations of the Allison World Series automatics, and a Waterous pump. If the truck is in pump and not running, The commander will switch modes, which says to me the signal is getting to the DDEC and Returning, but once the engine is running, the signal that allows it to switch to pressure is lost and once again I cannot switch modes and it sets its self back to RPM.At my former career department, we operated a 2003 Pierce Pumper-Tanker with a 60 Series DD, one of the first generations of the Allison World Series automatics, and a Waterous pump. Check that- Smeal does not make pumps, they are a body manufacturer. This is on a 2001 Spartan chassis with smeal Pump. The problem I am having is it will not go into pressure mode. I am working on a Detroit Diesel Fire commander. Could this be related? The Tach on the fire commander reads correct all the time. If the truck is in pump and not running, The commander will switch modes, which says to me the signal is getting to the DDEC and Returning, but once the engine is running, the signal that allows it to switch to pressure is lost and once again I cannot switch modes and it sets its self back to RPM.Īlso, the Tach in the instrument cluster sometimes works, and sometimes doesn’t. I have tested the I/Os, pressure transducer, and wire harness, and I have all the signals that I need to allow it to go into pressure except the signal returning from the DDEC III ECU after the mode button is pressed. The old fire commander that it replaced also had problems switching modes, but the INC and DEC buttons were the only buttons that worked, so we figured the mode button had gone bad. This unit was replaced about 6 months ago and has had problems from day one. This is on a 2001 Spartan chassis with Smeal Body.
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