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Alternator or actuator issue? Or both?

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2.6K views 5 replies 3 participants last post by  RattleTrapMatt  
#1 ·
I’ve got an 07 5.9 G56 . A year ago my alternator took a dump and I replaced it with a autozone special as it was the only one available anywhere around. Fast forward to recently I’ve been noticing high voltage on my volt meter. 15 volts high, confirmed at the batteries with a Fluke 88. Also had high return on my injectors so replaced with industrial injection factory reman injectors. Followed their procedures online and the truck ran great. Drive it home from work 40+ miles and had it good and hot. Went out the next morning to drive it into work and it started beautifully, I mean like nicer than it has since I got the truck. (It was also 17 degrees out) The grid heater came on for the first cycle while running and it pulled the rpm’s a touch then started to run bad and tried to stall the truck. Came back to life on its own and was fine until the next cycle so I revved it up to like 1300 or so and it seemed better the next time it ran the heater. I let off the throttle (only went down to 1000 due to the temp) and the next time it ran the heater it killed the truck. Started it back up and and tried to take off and it stumbled really bad and barely made it out of the drive way. I figured it wouldn’t make it to work so I backed it up and that’s when I noticed the huge cloud of white/grey smoke come over the top of the truck. (It was 5am and dark, I THINK it was white/grey smoke) parked the truck. Came home and pulled the batteries out and took them to work to use our midtronics battery tester. Both tested good, one needed a recharge, one was 150 cca low and the other was only 100 below advertised. I charged both and tested again with the same results. I replaced them with new and fixed my terminals as best I could. The terminals are really crap though. Went to run the truck again and it was cold out and acted a fool again. Really seemed to be due to the draw from the grid heater to me. But I was worried it was fuel related with just putting injectors in so I monitored rail pressure, measured and commanded and everybody looked happy. Next time I went out it did it again so I removed the wire going from the passenger battery to the solenoid for the grid heater, tested and it tested fine but I wanted to see if it made a difference so I left it off. The next time I started it, it blipped the rpms again but only once then the ruck ran good for the next several times I drove it, all while the volt meter was reading 15V. Went to drive tonight and it started good, put the clutch in to grab a gear and it stumbled and shut down again. Started it a few times with the same result. Tried upping the rpm’s and it wouldn’t die but as soon as I went to take off it did again. I eventually set P0606 (and it has the fault for the grid heater due to un hooking it but I don’t remember the number) watched my fuel pressure when started and I saw my fuel pressure actuator blip to 20k+ psi for a second with no in put from the throttle then watched it stumble while commanded was climbing, it caught its self and blipped up to like 20k or so again then the pressures were even and stable again until the next time and the truck died. I may have several issues here I’m not totally sure.

Sorry for the lengthy post but I can’t afford to just throw money at this thing. Any and all help is appreciated!
 
#2 ·
Trucks ECM controls voltage charge typically 14-15.3.
Nothing wrong with 15 volts as long as both batteries read same voltage.
Good fuel filter?
Good fuel supply from lift pump?
Can try check FCA should ohm out at less then 5 ohms , clean with WD 40.
What is idle rail pressure ?
what is demanded rail vs actual when issue happens?
Reman injectors are known to have issues, can try and retorque connector tubes, 40ft/lb
If that does not help, perform proper return test.
Genos garage has info tools here '03-'07, 5.9L Dodge Diesel HPCR Fuel Pump Return Flow Test Kit (genosgarage.com)
 
#3 ·
Trucks ECM controls voltage charge typically 14-15.3.
Nothing wrong with 15 volts as long as both batteries read same voltage.
Good fuel filter?
Good fuel supply from lift pump?
Can try check FCA should ohm out at less then 5 ohms , clean with WD 40.
What is idle rail pressure ?
what is demanded rail vs actual when issue happens?
Reman injectors are known to have issues, can try and retorque connector tubes, 40ft/lb
If that does not help, perform proper return test.
Genos garage has info tools here '03-'07, 5.9L Dodge Diesel HPCR Fuel Pump Return Flow Test Kit (genosgarage.com)
Both batteries read the same. Fresh fuel filter when the injectors went in. Commanded and measured rail pressure at idle is about 7000 +/- 500 PSI or so. When the truck tries to stall the measured goes down incrementally and the requested comes up. When I watched it try to die, the measured made it down to about 1600 and the measured was up to about 10k by the time it caught it’s self and the measured spiked to about 20k then came back down to around 7000. Measured bounces around but it’s always pretty close. Took the truck on a road test and compared the two and they were right inline with each other, this was before last night though.
 
#5 ·
2006 and UP models work with AlfaOBD app with a PC laptop or Android phone. You can run diagnosis, log start up/running conditions and much more. To run this app you need an OBD2 Bluetooth device. I use this one. Amazon.com

With this device, run a fuel contribution test. It will indicate which cylinders are out of balance. Also it will tune off individual injectors to help diagnose issues or turn off an injector if it fails and limp home.

Truck Smoking, Cylinder Contribution Tests and ATF/2SO...

GL
 
#6 ·
2006 and UP models work with AlfaOBD app with a PC laptop or Android phone. You can run diagnosis, log start up/running conditions and much more. To run this app you need an OBD2 Bluetooth device. I use this one. Amazon.com

With this device, run a fuel contribution test. It will indicate which cylinders are out of balance. Also it will tune off individual injectors to help diagnose issues or turn off an injector if it fails and limp home.

Truck Smoking, Cylinder Contribution Tests and ATF/2SO...

GL
I have a Snap-On Apollo scan tool and have the ability to cut out the injectors and other functional tests. All of the injectors are contributing about the same (mid 90’s) and in the injectors all make a solid difference when shut off one at a time.