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Old 10-11-2017, 08:05 AM   #31
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 7,244
Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
I would go back to making sure that the IDM has power.. the *MOST* common thing I see with a bad IDM is that it fails out one bank of injectors.. a comms issue Can be the ECM, but making sure the IDM is truly getting power and ground.. (measure your power and ground on the pins of the IDM harness connector.. dont use the frame for ground, use the connector pins.. just tp be sure.

in your service manual does it talk about doing the harness checks? I can look through mine again to see if there are any, but ultimately a single fault in the harness on power or ground or one of the comms lines will cause issues. also of course a blown fuse for the IDM or one of the 2 ECM fuses will cause a failure.

the diagnostic tool for that is most likely ServiceMaxx J1708 and its free from Navistar, the hardware interface is a Nexiq USBLINK-2 or one of the chinese knockoffs.. Servicemaxx requires an RP1210 compliant interface.

-Christopher
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Old 10-12-2017, 12:42 PM   #32
Mini-Skoolie
 
Join Date: Sep 2008
Location: North Carolina
Posts: 52
Year: 1996
Coachwork: Mid-bus
Chassis: international
Engine: t444e
Rated Cap: 49?
Had a guy come this morning with a diagnostic computer, but it wouldn't stay connected long enough to do much. This coincides with the scan gauge not reading codes and acting a bit schizophrenic... WTF?!?!

On top of this, the starter has **** the bed from so much cranking so needs replacing. Any thoughts on gear reduction vs the regular 50 + lb starters?

This is becoming a hellish nightmare.
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Old 10-12-2017, 12:50 PM   #33
Mini-Skoolie
 
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Rated Cap: 49?
also, how many volts should we be seeing at the injector harness? I know its much higher then 12, just unsure how much higher...
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Old 10-12-2017, 12:56 PM   #34
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
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Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
if the scan tool keeps disconnecting.. make sure you have good voltage at the ECM and not a partial open.. and that your batteries are FULLY charged... the 444E needs good voltage at the ECM.. you may want to re-seat the connectors on it too.. I would use the OEM starter.. I thought i read somewhere the 444E requires a certain RPM before it will attempt to start.. if one out of your 2 batteries are no good it can cause your ECM to do wacko things.... (and your starter too)..
-Christopher
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Old 10-12-2017, 03:56 PM   #35
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Both batteries and the starter tested out fine! Hahaha?!?!

Going to clean every ground, connection, etc i can find bt battery and starter
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Old 10-12-2017, 04:00 PM   #36
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Quote:
Originally Posted by Bungeekord View Post
Both batteries and the starter tested out fine! Hahaha?!?!

Going to clean every ground, connection, etc i can find bt battery and starter
I think he (Christopher) wants you to check the computer's grounds, as well. If it turns over ok, then starter has ground. All the other weirdness can be attributed to low voltage at the brain unit.
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Old 10-19-2017, 01:32 PM   #37
Mini-Skoolie
 
Join Date: Sep 2008
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Engine: t444e
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Bus started and ran on Saturday. Were not quite sure what the issue was. I had disconnected and reconnected a plug under the driver side motor mount, that might have been the culprit.
Also as we were diagnosing the idm it seemed the idm relay wasnt getting ground? Jumped a ground to it but it didnt seem to b clicking off. Then on a whim just tried to crank it over... it started right up!
So, not totally sure what the hell happened but were back on the road! Made it to Port Townsend, will be doing a much needed oil change here and look into why the trans is shifting strangley now (needs much higher rpm to shift into 4th gear then before...).
The turbo is making some noise also, worse at start up, quiets down after it runs a while but theres definitely some type of leak, weve been smelling exhaust in the cab on and off for a while now. Pulled the air intake and can see some play in the turbo.
Scan gauge is showing that past 2000 rpms it is building boost, but the bus is definitely driving differently, taking linger to build up speed, and shifting a bit differently. Could this all be related to a failing or leaking turbo?

Where should i look for a turbo? Are remans ok or stick to oem?

Constant work this thing, not to mention the $$$. But its soo good to be back on the road!
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Old 10-19-2017, 02:25 PM   #38
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Join Date: May 2009
Location: Columbus Ohio
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Year: 1991
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Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
do you have an exhaust backpressure valve? those are active when the engine is cold and impedes exhaist flow / boost.. its deisgned to help the engine warm up in colder weather.. if that is either activating liek its supposed to due to colder weather or is malfunctioning it can cause some of the symptoms you describe..

bad grounds are a plague when it comes to engine electronics.. that why its always best to test for power / ground to each module first and at its own connectors if possible. anything under the hood is subject to weather / water infiltration...
-Christopher
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Old 10-19-2017, 03:43 PM   #39
Mini-Skoolie
 
Join Date: Sep 2008
Location: North Carolina
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Year: 1996
Coachwork: Mid-bus
Chassis: international
Engine: t444e
Rated Cap: 49?
Yes have ebp sensor. Removed tube because it was clogged, it broke when i removed it. The leg from Spokane to Pt Townsend we just had a plug on the exhaust port, sensor was running open. Ordered new pipe, should be here tomorrow. Hopingvthat fixes the shifting issue...
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Old 10-19-2017, 04:51 PM   #40
Bus Geek
 
Join Date: May 2009
Location: Columbus Ohio
Posts: 7,244
Year: 1991
Coachwork: Carpenter
Chassis: International S3800
Engine: DT360
Rated Cap: 7 Row Handicap
does your allison 545 have an electronic modulator on it? when you are at a high engine load the solenoid should activate and make that modulator click. if the shift points are really low even under full throttle then that modulator is not activating..

if the shift points are always too high then that modulator may be sticking on..

when the AT545 failed in my redbyrd, the modulator had been bad for ??? it had never activated my downshifts when I stomped it.. and my valve body started having issues.. I didnt get my downshifts to first when I stopped at a light till sometimes 30 seconds or more sitting stopped.. I replaced the modulator and then had my kickdowns but the damage of constant low pressure was done.. if you arent getting slips in your shifts, you have a good chance of solving valve issues by flushing and changing internal and external filters..
-Christopher
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