[nadaplug1]

...or any other diesel for that matter?
I've read a lot on this board about the CPS being a weak link
to an otherwise excellent engine platform.
I was wondering how the competitors handle the same issue.
I know the geometry on how and why the CPS (in some form) must be
there, but makes me wonder how there couldn't be a better mousetrap
if a $100 part could stop a 60 ton Kenworth in the middle of Nowhere, USA.
DCN

 

[Hoss350]

Or something like it. I think that machines that actually have "pumps" have a different setup than an HEUI system like on our PSD's. However, the basic fact of the matter is that any electronic diesel needs something to tell it that the engine is running. I would guess that the "CPS" on the Duramax and the Dodge (and any other non-HEUI unit injector type engine) would be on or part of the pump, so it would be a pump position sensor instead of cam-position sensor, but it is the same idea.

Now Caterpillar, for instance, has HEUI on a lot of their engines, and i have not heard of CPS failures on their rigs, and i am all but sure that they have true CPS's. i am also unaware that International is having the same issues with the CPS that Ford is (on virtually the same engine), even though they are supposedly the same part. So, I have come to the conclusion that it is a flaw in the wiring system of the Fords that is causing the issue (over volt/amp/etc) frying the part. maybe I am wrong about International's experience, but i certainly have not found it to be a common thing like with the PSD.

 

[toyboxrv]

The 94 and up 6.5 GM diesel has a CPS on it for allowing computer controlled timing changes for load and rpm. Mine has 210k on the original, so it's possible they can last a long time. I'm sure if it ever quits it will no doubt be near the middle of nowhere. /ubbthreads/images/graemlins/grin.gif

 

[tallfarmboy]

Caterpillar HEUI motors actually have 2 CPS type devices...They work together and when one fails, there is a CEL and the 2nd one continues with no down time. The CAT tech pulls the codes, replaces the faulty CPS and wa-la...problem solved..
Pretty good idea though having a backup system. If our trucks only had backup CPS capabilities, we'd be set...

Tallfarmboy

 

[Dr.Evil]

Like many I carry a spare, from My local NAVISTAR dealer.... but the OEM CPS started acting up around 48,000-50,000 miles.... Got a free warranty replacement around 50,000 miles. That one acted up BAD one night going home from work at around 215,000 miles. I replaced it the next morning and picked It's replacement up same day. It hasn't sputter Once in the last 70,000 miles. I figure I'm set for the life of the truck.

 

[4sweets]

[ QUOTE ]
but makes me wonder how there couldn't be a better mousetrap
if a $100 part could stop a 60 ton Kenworth in the middle of Nowhere, USA.
DCN

[/ QUOTE ]

Yes a $100 dollar and sometimes even cheaper part has left our Cummins N-14 motors and now even worse that horrid ISX motor sitting on the side of the road. I know some have had CPS issues but mine has almost 260K on it and I carry nodda spare. The CPS is a hall effect sensor and are actually good quality as far as sensors go. Allthough manufacturer outsourcing could play into it as well. A few years back we had isssue's with Cummins and EPS(engine position sensors) problems. Well thay changed manufactures' then went back to the previous and all problems went away again. So the mousetrap may not be that bad but the outsourced manufactuer could be.

Matt

 

[4sweets]

[ QUOTE ]
i am also unaware that International is having the same issues with the CPS that Ford is (on virtually the same engine), even though they are supposedly the same part. So, I have come to the conclusion that it is a flaw in the wiring system of the Fords that is causing the issue (over volt/amp/etc) frying the part. maybe I am wrong about International's experience, but i certainly have not found it to be a common thing like with the PSD.

[/ QUOTE ]

It may or may not be as much of a problem on the DT444E, but I have had to replace the one on our 444E on our small refer refueler. So I would reserve the Ford wiring thought based on my experiance. /ubbthreads/images/graemlins/grin.gif

Matt

 

[BigDaddyT]

[ QUOTE ]
However, the basic fact of the matter is that any electronic diesel needs something to tell it that the engine is running. I would guess that the "CPS" on the Duramax and the Dodge (and any other non-HEUI unit injector type engine) would be on or part of the pump, so it would be a pump position sensor instead of cam-position sensor, but it is the same idea.


[/ QUOTE ]

I had a 98.5 cummins that had a cps go bad. I would expect the common rail to use the same design.

 

[TheHammer69]

[ QUOTE ]
...or any other diesel for that matter?
I've read a lot on this board about the CPS being a weak link
to an otherwise excellent engine platform.
I was wondering how the competitors handle the same issue.
I know the geometry on how and why the CPS (in some form) must be
there, but makes me wonder how there couldn't be a better mousetrap
if a $100 part could stop a 60 ton Kenworth in the middle of Nowhere, USA.
DCN

[/ QUOTE ]

There is a sensor on my Cummins N14 in my 18 wheeler called an Engine position sensor which effectively does the same as the CPS. I have had to replace it twice but it did not leave me stranded. The local head Cummins shop mechanic told me it basically has two sensors built in to the tip for double protection. When one fails, it throws a check engine light with the Engine Position Sensor code and you know that you need to replace it before the other part of the sensor fails and strands you.

Hammer