What makes them think the pcm is bad?

Whats your truck doing first?

 

WELCOME!!!!!!!!

:welcome:

 

No WTS light, cranks over with tac movement, fuse #22 and all others ok, no codes, PCM not grounding IDM relay and GPR. Sent PCM to Blue Streak Electronics they confirmed it not operational " Your micro chip is blown which therefore has deemed the whole unit defective. It is likely that you will need to replace the whole unit as it was damaged beyond repair." I assuming they are referring to the processor.

 

Pcm doesn't just fail like that unless it was damaged....

 

I wouldn't think so either. The truck was sitting in a storage yard for about 2 months and was started about every couple of weeks. After a huge rain storm and I mean huge. I'm from the NW and I've seen a lot of rain but I have never seen it rain that hard that fast. Well maybe once in SE Asia. Anyway, after everything dried up usually about 24 hours here in the desert, I tried to start the truck and it was a no go. But, that's kind of beside the point at this time. My post was if anybody knew of a good mechanic here in Vegas because I willing to spend the money to switch over. I travel to the Baja every winter to fish and I can just imagine the headache if this had happened down there.

Thanks again

 

It would be against federal law to convert your truck from the Calif. emission to a 48 state one so I doubt that you will find anyone that will do it. Also when you checked the fuses did you pull them out and check them with a ohm meter or did you just look at them? People have been fooled by them before.

 

Thanks for the reply. Yes, the fuses were ohm'ed twice. The problem is the PCM which is not repairable according to a reliable re-builder. At this point I wouldn't mind spending $500 or $600 or even $700 on a rebuilt PCM. The problem is they are almost impossible to find. Part dealers have waiting lists for them and often it takes months to locate the part. In the mean time my truck and camper sit in a storage yard unusable. I am from the Pacific North West and there is no emission testing of any size diesel there. Earlier I mentioned Baja Mexico, I'm thinking if it had broken down there it probably would be fixed by now. Which by the way gives me another idea.

Thanks again.

 

Have you checked with RockAuto for a rebuilt PCM?

 

Thanks for the reply. Yes, they are the parts house that gave me the best quote. They took my money and told me to send the PCM to Blue Streak Electronics in Florida. They refunded my money after BSE told them it can't be rebuilt and said sorry.
Thanks again

 

If all else fails check on Ebay. This guy has a couple for sale and if the code doesn't match yours you can have it flashed to the correct code. Kinda of the roundabout way of doing it but beggers can't be choosy.

 

The 97 Cali PCMs (DPC-312) are extremely hard to find (I hope I don't find myself in the same boat!). I've got a co-worker that has the same symptoms and has been searching the country for about a month now. He had sent it for repair to a service through RockAuto, but the place said it couldn't be repaired. I wouldn't worry about Federal emmissions law if you choose to convert it to single-shots since no inspector will probably be able to tell the difference.

We've looked into possibly seeing if the 97 split-shot programming could be put on a more common DPC-202 along with redoing the connector pinout to match the DPC-202. Jody at DP-Tuner said the 97 files are larger so it probably can't be done. We don't know if there are any tuners out there that could modify the single-shot PCM injector timing for split-shots (or if there are other issues that would prevent it from working).

We thought about maybe using a 99 SD PCM, but you have the different tranny inputs for the 4R100 (input/output shaft ssensors) and some other differences to deal with there.

He did send his unit out to "Auto Module Source" who said they were able to replace the processor, but he hasn't received it back yet. I'll update that situation as I get info. Cheers!

 

My buddy's 1996 production California truck has AB split shot injectors, pulsation damper AND a DPC-202 PCM with a MIF calibration. The valve cover sticker says its a California engine. PHP's PCM reference says the MIF calibration is from MIF-0 to MIF-7. this calibration is for 1996 F-250/350 and van California automatics. The 1996 EVTM shows only one diesel PCM pinout (no difference between California and Federal) so getting a federal engine harness may be all it takes and using a DPC-202 with the proper calibration. The 1996 does not indicate it has the glow plug current shunt and my buddy's truck does not have the shunt.

The 1997 Federal and California pinouts are way different. With only a quick glance, it appears that the 1996 and 1997 Federal PCMs are the same.

I wanted to check out a MME-7 DPC-312 PCM and stuck it into my buddy's truck to test it. There was a no start so we started checking and found the MIF-7 calibration DPC-202 in the truck.

 

Great info Dave! I've got a couple of Word documents that have all the pin function differences between 97 Federal and Cali (one shows all pins and the other is only the differences). If one could get a 96 harness and a DPC-202 as you mention, that may be a good option if someone can reflash it to MIF7. Another item to check would be to see if there are any differences at the firewall feedthough between a 96 and 97. Cheers!

 

Any update on this? Just for information and an update on one of my posts above, a friend of mine just went through this on his Cali 97. He sent his PCM out to http://automodulesource.com/ (Nelson is the man to talk to there) and they were able to repair it (replaced the processor and reflashed, $595, not cheap, but ...). His truck is up and running. Cheers!

 

Patrick, Just got word back from Auto Module that not only is the processor bad but "the whole board is fried". I guess that happens when the PCM housing fills up with water. This puts me in a position where a repining of a 1997 PCM socket to accept a 1996 DCP 202 is a very affordable option. The reason I didn't do that before was the expense of the single shot injectors. I'm a bit confused from the reply's to my original thread about what's needed to accomplish the switch over. I am reading from those replies that split shot injectors will work with the 1996 Fed switch over. Is that correct? Also, is your most recent list of the pin changes the correct procedure to accomplish this task? Thanks again

 

Thanks you guys for the great advice. I was away from my computer for awhile and couldn't check the replies. I wonder how automodulesource.com replaced the processor since DCP 312 circuit boards are 3 layers thick and the processor is soldered to the middle layer. I bet they cut out the old processor leaving the old pins intact and soldered the new processor to them. Thanks Patrick, I'll give them a call.

 

Its so easy to just swap the pins and run a 48 state PCM from a OBS..add sindle shots and you will be a happy camper.

 

Have you done this before? The same pin swap should work to use a 96 california pcm as well? I am looking at doing this to my 97.
-Kyle

 

It should work for a 96 Cali PCM as well since the 96 don't change anything for the PCM pinout for the federal or Cali. I've been working on this, but have not verified it. Here's what I have regarding the re-pinning of the 97 Cali connector to the 96 version:

Move Pin 11 (315, P/O) to Pin 1 hole
Move Pin 6 (237, O/Y) to Pin 27 hole
Move Pin 54 (480, P/Y) to Pin 28 hole
Move Pin 21 (795, DG) to Pin 49 hole
Move Pin 19 (648, W/PK) to Pin 50 hole
Move Pin 20 (924, BR/O) to Pin 53 hole
Move Pin 12 (911, W/LG) to Pin 79 hole
Move Pin 63 (356, DB/LG) to Pin 84 hole
Remove Pin 4 (323, LB/Y for Power Takeoff Feed)
Move Pin 5 (977, P/W) to Pin 4 hole
Move Pin 10 (308, R/O) to Pin 5 hole
Remove Pin 34 (466, PK/O for GPR Monitor)
Move Pin 88 (358, LG/BK) to Pin 34 hole
Remove Pin 70 (464, BK/PK)
Move Pin 80 (814, W/BK) to Pin 70 hole
Move old Pin 70 (464, BK/PK) to Pin 80 hole
Remove Pin 8 (339, GY for GPR Monitor)
Remove Pin 9 (1054, GY/BK for GPR Monitor)
Remove Pin 24 (570, BK/W for TPS). This needs to tie into Pin 91 (359, GY/R) due to the differences between the 96 and 97. 96 ties this in the the common signal sensor signal return line, where 97 separates it out from the common.

That all being said, I have not verified this to be totally correct yet (still "researching" it). The wires to the connector for Power Take-off Feed, and GP Monitoring would not be needed anymore so those pins should probably get some heat-shrink. Hope that helps! If someone has verified it, please let me know! Cheers!

 

My post above is strictly for re-pinning the 97 Cali PCM connector (DPC-312) to the 96 PCM connector (DPC-202). It should (needs checking) also work for going from DPC-311 to DPC-203 for the manual trucks. I would have to go back and check to see if there are any differeces from 97 Cali to 97 Federal (DPC-315, I think?). Cheers!

 

OK, here's what I have for re-pinning a 1997 Cali Auto PCM (DP-312) connector to the 1997 Federal Auto PCM (DPC-315?) connector (should work for the manual-to-manual too):

Move Pin 11 (315, P/O) to the Pin 1 hole
Move Pin 6 (237, O/Y) to the Pin 27 hole
Move Pin 54 (480, P/Y) to the Pin 28 hole
Move Pin 21 (795, DG) to the Pin 49 hole
Move Pin 19 (648, W/PK) to the Pin 50 hole
Move Pin 20 (924, BR/O) to the Pin 53 hole
Move Pin 12 (911, W/LG) to the Pin 79 hole
Move Pin 63 (356, DB/LG) to the Pin 84 hole
Remove Pin 8 (339, GY Glowplug Monitor ... now not needed)
Remove Pin 9 (1054, GY/BK Glowplug Monitor ... now not needed)
Remove Pin 34 (466, PK/O Glowplug Monitor ... now not needed)
Move Pin 88 (358, LG/BK) to the now open Pin 34 hole
Remove Pin 70 (464, BK/PK)
Move Pin 80 (814, W/BK) to the now open Pin 70 hole
Move the previously removed Pin 70 (464, BK/PK) to the now open Pin 80 hole
Remove Pin 4 (323, LB/Y)
Move Pin 5 (977, P/W) to the now open Pin 4 hole
Move Pin 10 (308, R/O) to the now open Pin 5 hole
Move the previously removed Pin 4 (323, LB/Y) to the now open Pin 10 hole

Again, you may want to verify this yourself and let me know if I've got anything wrong here!!!!! Cheers!

 

Hey Patrick, Thanks again for the info on automodulesource.com. I have a question about the DCP 315, I thought that the DCP 315 was for 97 - 99 E350 diesel Econolines and that the pin outs were identical to the Cali emissions DCP312 except pin 14 4x4L was not used on the 315 and pins 17,49,50 and 64 TR1 thru TR4 were the same but different data for the E40D transmission. I'm going by data from a pdf file from motorcraftservice.com. Please correct me if I'm wrong.

 

If only life were that easy, the 1997 Van EVTM shows there are a lot of pins swapped around compared to the 1997 Federal and California. Pins 5,20,24 and maybe 48 are also different using the 97 California PCM pinout numbers. Using the 97 Federal PCM pinouts, 1,5,6,10,11,12,14,19, 20, 24,27,41,45,50, 53,62,70,79,80,84 and 88; spare pins 8 and 9 are the GPR conections on the van.

 

I'm just guessing on which PCM a 1997 49-state uses (hence the ? after). You may be right on the money. The "usual" list of PCM codes folks use doesn't show it (or I flat missed it). The pin changes mentioned above are from comparing the information in the 1997 EVTM (in the case of 97 Cali to 97 Federal) and the 1996 and 1997 EVTMs (in the case of 97 Cali to 96). Cheers!

 

Yes, the auto part shops don't show the DCP numbers just the part number. The current part for the 1997 Fed emissions is F7TZ12P650 and according to Ford is on back order and probably unable to be filled or delivered. Which means if you currently don't have a used Fed PCM on hand you can't get one from Ford. I'm sure there are people on this forum that can supply the correct DCP information. I do know that the DCP 311 is for a 1997 F250 manual transmission because a parts house mistakenly sold me one and I installed it in my Automatic F250. Started right up and sounded great until I put it in gear. I did submit my displeasure with Ford but couldn't get past customer service..lol.

Thanks again,

Mike

 

This table links DCP code to PCM code, to year and application: http://www.thedieselstop.com/faq/9497faq/geninfo/pcmcodes.php3

 

The table that madpogue listed is the "usual" one folks (or at least I do) use. There's only the DPC-311, 312, and 315 listed for 97. Nothing explicitly lists one labeled for 97 Federal Automatic for F-series. Cheers!

 

The Federal pinout for a 1997 is the same as a 1996 which has only one pinout for both Federal and California PCMs except for pin 10 (323 PTO [1997]or spare
[1996]). The 1995 and 1996 both use the DPC-202 and NAW/TEE/TDE codes, could be they were also used in 1997. I remember the postings about which one had the best shifting strategy.

 

PHP's list has the DPC-315/PPB0 and PPB 1 listed for the F-series and vans. Maybe the list is incomplete since there are a lot of federal automatics out there. Maybe the PCM/codes are carryovers from earlier years.

Maybe the federal 97 auto owners out there could post up their PCM codes.

Another thing, the 97 California lists the PTO out on the PCM. I don't think this has anything to do with the transmission Power Take Off. The gasser 97s call this wire number Body Builder Power Take Off so maybe its a PCM switched 12 volt signal of some sort.???

Thanks for completing the pinout conversion, I got lazy and didn't post it.