[AT] Cummins scan tool was OT Buck-Boost convertor for charging auxiliary battery

Sun Sep 29 19:44:51 PDT 2019

In about 2001 I bought a 95 F350 Power stroke diesel.  I had wanted a 
diesel for years..  This one had a flat bed and was a single wheel 
model.  I converted it to duals.  I had owned the "new"diesel about 3 
days when I was driving home in 5:30 pm traffic and the accelerator just 
quit working.  I was able to coast into a low area off the roadside 
about 50 ft from the roadway.  I tried to make the strip mall parking 
lot, but there was a car ahead of me and I did not have any power 
steering.  I figured the accelerator cable had broken.  I raised the 
hood and could not find the cable.  I called my Dad and he pulled me 
home behind his new Chevrolet 1 ton.  He rally enjoyed that!!!   I got 
home an into the shop and found there was not cable.  The heater coil in 
the bottom of the fuel filter had shorted due to algae and water in the 
fuel rotting out the fuel filter housing.  The coil shorted the main 
fuse that also powered the engine control module.   A new filter housing 
and I was back to running..
I also wish we could go back to the simple days of the throttle cables....
Cecil

On 9/29/2019 8:37 PM, Indiana Robinson wrote:
> Remember when every truck (and  many cars) came with a choke like knob 
> (marked throttle or "T") and it operated the accelerator linkage 
> directly?  :-)
> Years ago (I say that a lot now) I watched wrecker operators use the 
> throttle for running the winch. I also saw some use the "stick" 
> method. I owned a wrecker for a few years that didn't have a throttle 
> cable (about a 1970 beefed up 3/4 ton Jeep with a Buick built V-8) but 
> it had a very simple fast idle solenoid that operated from a single 
> wire from a toggle switch on the dash. It had a small knob on it that 
> you could adjust to tweak the speed.
> I like simple stuff.  :-)
> .
> Besides towing cars and transporting cars on a trailer behind it the 
> wrecker was a terrific farm tool. A guy that had managed a local 
> elevator for about 40 years told me that he had seen all manner of 
> rigs bringing in grain but I was the only wrecker towing wagons he had 
> seen. That elevator had a steep loose gravel ramp about 25" long going 
> in and even some smaller tractors had trouble with it but that wrecker 
> in 4 wheel drive would roll right up it. It was also amazing when 
> loading old machinery. I had a little over 200' of cable and if I 
> could get the trailer generally pointed in the right direction I could 
> winch about anything up out of a small ravine (where such things were 
> often shoved).
>
>
> .
>
> On Sun, Sep 29, 2019 at 10:57 AM Phil Auten <pga2 at basicisp.net 
> <mailto:pga2 at basicisp.net>> wrote:
>
>     Aaahh! Good old farmer field expiedency fixes. I love 'em!
>
>     Phil in TX
>
>
>     On 9/29/2019 9:30 AM, Cecil Bearden wrote:
>     > I have a 98 Chevy C8500 w/ 3126B Cat and Allison HT750. It has a
>     > speed control when using the PTO that has been disconnected.  It
>     was a
>     > former Mechanic service truck.  In order to get the high idle
>     switch
>     > connected I have to take the truck to a Cat dealer and they hook up
>     > the computer to the truck and reprogram the computer to work
>     with the
>     > high idle switch.  This is a minimum of $500.. When the computer is
>     > connected to the truck and then connects to Cat there is a $250
>     charge
>     > to connect to the Cat service site that $250 goes to Cat.  The
>     other
>     > charges are to the stealership.   As much as I love Cat equipment,
>     > this is a ridiculous charge.  I use a piece of 1x2 cut to the right
>     > length and wedge it form the accelerator to the seat.
>     >
>     > Cecil
>     >
>     > On 9/29/2019 9:09 AM, James Peck wrote:
>     >> That vocational truck was a Navistar with a Cummins engine. We had
>     >> been told that we could use the cruise control setting to regulate
>     >> PTO speed when stationary. The engine load was going to a
>     shiftable
>     >> transfer box that had pumps bolted to it. The Navistar dealer
>     brought
>     >> over a Cummins rep with a laptop type diagnostic tool.  We
>     ended up
>     >> adding a potentiometer that provided a voltage speed command to
>     the
>     >> engine in place of the fly by wire type accelerator pedal when the
>     >> truck was stationary.
>     >>
>     >> [James Peck] I worked on a 12 volt battery vocational truck
>     that used
>     >> voltage converters to get 24 vdc to run a plc and electrohydraulic
>     >> valves.
>     >>
>     >> I personally would try to determine if the problem is just a
>     poorly
>     >> performing voltage converter. I would avoid modification if the
>     >> problem can be rectified by replacing a poorly performing
>     component.
>     >>
>     >> ]Cecil Bearden] To update the VC problem, after measuring the
>     >> voltages and looking at diagrams again I am beginning to
>     understand
>     >> the system, but I don't understand the reasoning behind it.   In a
>     >> nutshell, the alternator charges the main battery, at the same
>     time
>     >> the VC charges both batteries in series at 24V. Definitely
>     something
>     >> lost in translation in their engineering. All I can think is
>     What the
>     >> H*#L ?!?!?!?
>     >> I have found a 24V alternator of the same size and connections.
>     >>
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> -- 
> -- 
>
> Francis Robinson
> aka "farmer"
> Central Indiana USA
> robinson46176 at gmail.com <mailto:robinson46176 at gmail.com>
>
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