Menu
transit diesel pump ecu.
Wednesday 12th June 2013
I have a 70k 01 transit that's in very good condition. It died and wouldn't start back up. mechanic has told me it needs a new or recon fuel pump. A new one is over £1200 just for the pump not labour. So i am looking at recon but they are still £650 plus labour.I can get a new ecu at £160ISH. But I've been told that it needs programing to the pump its self the remapping to the key, I can't believe that i have to get 4 companies involved in getting my transit back on the road.
I have been told 1 mechanic to remove and replace. 2 supply the new ecu.3 remap the ecu to the pump.4 auto electrician to remap to key when its all been put back together.
Is this correct.
I thought i could put a new ecu on the pump then an auto electrician to map to to my van.
I can/t believe i might have to scrap a near perfect van for the price of a diesel pump.
Please any help would be good.thankyou.
I have been told 1 mechanic to remove and replace. 2 supply the new ecu.3 remap the ecu to the pump.4 auto electrician to remap to key when its all been put back together.
Is this correct.
I thought i could put a new ecu on the pump then an auto electrician to map to to my van.
I can/t believe i might have to scrap a near perfect van for the price of a diesel pump.
Please any help would be good.thankyou.
Bosch CP1 Common Rail Diesel Fuel Pump Repair Manual. Covers: Bosch CP1 Common Rail Diesel Fuel Pump testing, dismantling and repair Pages: 27 Format: PDF files (zipped) Compatibility: Windows/Mac computers File size: 7mb Note: Instant digital download only – no printed copy or CD-ROM media. Includes step-by-step instructions with photos.
Wednesday 12th June 2013
2001 means your van is likely to be on timed access programming for the pump. If it is the pump that needs replacing only, then a lot of aftermarket diagnostic tools can do this. I am not sure why you want to change the PCM (ECU)? Normally you just fit a new pump, preferably a reconditioned one, then connect the diagnostic tool, switch on the ignition, access the program in the menu, and a 10 minute counter starts running down. After 10 mins follow the screen prompts, basically switch off then on again and wait another 10 mins.
A simple diagnostic tool such as the Sykes Pickavant ACR can do this so someone near you must have one.
You need a battery charger connected or booster pack to maintain battery voltage of 12.6v.
It will be a real pain to get started unless you can pull the fuel through from the tank using a vacuum pump or primer ball.
If the van is in good condition I would get a reconditioned pump from a known supplier.
If your van is the later type (change over around 2002) then it is different. Basically to fit a secondhand pump with ECU will require Ford's tool called IDS and a minimum of 2 keys. Many specialists have the Ford tool so you dont have to go to a dealer.
This is the procedure which i have copied and pasted as it tells you all you need to know:
If its a brand new pump with new or re manufactured ECU unit on it, then it will code itself to the van when fitted. If it isn't all new, then you'll have to get someone to do it for you using Ford IDS software. To self code, you MUST follow the process exactly, as you only get one shot at doing it, if it fails or gets interrupted halfway through the pump will be locked and you'll then have to get it re done by someone with ford IDS software.
To do it correctly, you must make sure your battery is nicely charged, and after fitting pump and plugging it in, you MUST NOT turn on the ignition until you are ready to do the learn process.
Once ready to do it, Turn ignition on to position 2 so all dash lights come on but DO NOT turn it to crank or try and start the van. The imobiliser light should come on and go out after 2-3 seconds as normal. If it flashes the pump is locked and it will not code. If all is ok, Leave ignition on for AT LEAST 90 seconds without touching anything else..a bit longer would be good but no less than that (DO NOT look at coding process on other sites that say 10-30 seconds is enough..it will not work), this allows the pump to shake hands with the vans ECU and correctly transfer all the information from one to the other. After that turn ignition OFF completely, wait 10 seconds then turn on and make sure immobiliser lights then goes out as normal. That is it, it should now allow starting, provided fuel system is all bled correctly.
As for the first process, you must bleed it through or it will never start.
A simple diagnostic tool such as the Sykes Pickavant ACR can do this so someone near you must have one.
You need a battery charger connected or booster pack to maintain battery voltage of 12.6v.
It will be a real pain to get started unless you can pull the fuel through from the tank using a vacuum pump or primer ball.
If the van is in good condition I would get a reconditioned pump from a known supplier.
If your van is the later type (change over around 2002) then it is different. Basically to fit a secondhand pump with ECU will require Ford's tool called IDS and a minimum of 2 keys. Many specialists have the Ford tool so you dont have to go to a dealer.
This is the procedure which i have copied and pasted as it tells you all you need to know:
If its a brand new pump with new or re manufactured ECU unit on it, then it will code itself to the van when fitted. If it isn't all new, then you'll have to get someone to do it for you using Ford IDS software. To self code, you MUST follow the process exactly, as you only get one shot at doing it, if it fails or gets interrupted halfway through the pump will be locked and you'll then have to get it re done by someone with ford IDS software.
To do it correctly, you must make sure your battery is nicely charged, and after fitting pump and plugging it in, you MUST NOT turn on the ignition until you are ready to do the learn process.
Once ready to do it, Turn ignition on to position 2 so all dash lights come on but DO NOT turn it to crank or try and start the van. The imobiliser light should come on and go out after 2-3 seconds as normal. If it flashes the pump is locked and it will not code. If all is ok, Leave ignition on for AT LEAST 90 seconds without touching anything else..a bit longer would be good but no less than that (DO NOT look at coding process on other sites that say 10-30 seconds is enough..it will not work), this allows the pump to shake hands with the vans ECU and correctly transfer all the information from one to the other. After that turn ignition OFF completely, wait 10 seconds then turn on and make sure immobiliser lights then goes out as normal. That is it, it should now allow starting, provided fuel system is all bled correctly.
As for the first process, you must bleed it through or it will never start.
Monday 17th June 2013
Thanks for that . I have found a firm that repairs euc's so its gone off. Just had the call a fault was found on it and it has been repaired. Pick it up tomorrow. Fingers crossed.
Monday 17th June 2013
It was just the price of a new or recon pump . The ucu apparently is always the thing that fails and it half the price. Although an new ecu is only £160 but then you still have to have it mapped. I have talked to a few garages about this and have been fed loads of bs. Prices varied so much from £300 to £1500 .
The van is an old one but is in very good condition think it would be a shame to have to scrap it just for a pump.
The van is an old one but is in very good condition think it would be a shame to have to scrap it just for a pump.
Wednesday 19th June 2013
Have a look here http://fordtransit.org/forum/index.php?sid=91e53b4...
Lots of info, in general a friendly place but as like most forums some idiots. Register, ask some questions and be prepared give as much info about your van as possible. Good luck !
Lots of info, in general a friendly place but as like most forums some idiots. Register, ask some questions and be prepared give as much info about your van as possible. Good luck !
Advertisement
Thursday 21st July 2016
Hiya,
I have a ford transit 2001. Discovered that the fuel pump is failty(leaking diesel) also oil is mixing with water in the radiator. Need help and advice how to go about the repairs. I want to know if a second hand fuel pump can bought to replace. And what could be the problem with the oil in water?
Thank you all in advance.
I have a ford transit 2001. Discovered that the fuel pump is failty(leaking diesel) also oil is mixing with water in the radiator. Need help and advice how to go about the repairs. I want to know if a second hand fuel pump can bought to replace. And what could be the problem with the oil in water?
Thank you all in advance.
Friday 22nd July 2016
Oil cooler has probably failed, hence the mixing of oil and water. Common fault
Gassing Station | Home Mechanics | Top of Page | What's New | My Stuff
This is a digitized version of an article from The Times’s print archive, before the start of online publication in 1996. To preserve these articles as they originally appeared, The Times does not alter, edit or update them.
Occasionally the digitization process introduces transcription errors or other problems. Please send reports of such problems to [email protected].
Continue reading the main story
The types of fuel are classified by the type of use, amount of sulfur emissions and tax category. Clear diesel, having low sulfur and carrying the full tax, is for highway users and is the most expensive. Blue diesel, which is higher in sulfur and tax exempt, is for use in commercial boats, trains or some farm equipment; it is the least expensive. Falling in between is red diesel, which is lower in sulfur than blue, tax free and meant for buses, government vehicles and off-road use.
This is not to be trifled with. Federal agents may thrust dipsticks into almost any storage tank or pump to insure that the diesel in it is chromatically correct. Resisting an inspection can result in a $1,000 fine.
'It's complicated,' David Morehead, a vice president of the Petroleum Marketers Association of America, said of the new hues. 'It's almost like peeling an onion back layers and layers and finding layers you didn't know were there.' Different Colors and Reasons
The shift to colored diesel fuel does not appear to be causing major headaches now, but it has come in two stages and the first transition beginning on Oct. 1 brought shortages of some types and storage problems that had truckers and marketers tearing their hair last fall. Whether the future will bring more headaches remains a matter of some debate.
To be fair, it would be easier had the Internal Revenue Service and the Environmental Protection Agency not elected, more or less simultaneously but for very different reasons, to dye diesel fuel.
And it would be much easier were the fuel not diesel, a distillate burned by everything from trains to bulldozers and taxed at nearly as many rates.
It all began at the environmental agency, where regulators were searching for a way to reduce emissions of sulfur particles by heavy trucks and buses. In 1990, the agency decided to require all diesel-powered highway vehicles to burn a special low-sulfur diesel fuel, and it gave refiners three years to gear up production.
To distinguish the new diesel, the E.P.A. ordered refiners to inject a blue dye into all high-sulfur fuel, leaving the new, low-sulfur fuel clear. Wholesale Prices Jump
By itself, that caused considerable turmoil when the new sulfur rules took effect on Oct. 1. Wholesalers, retailers and even some consumers like farmers had to install new tanks and pumps to accommodate blue fuel. In some parts of the country, clear diesel, the only kind legal to burn on the road, was in such short supply that wholesale prices jumped as much as 30 cents a gallon in California, and up to 14 cents in the Midwest.
'We saw the markets really go crazy through October and November,' said J. Scott Susich, general manager of the Computer Petroleum Corporation of Minneapolis, which keeps an electronic records on fuel prices.
Meanwhile, Congress voted last summer to raise the tax on diesel by 4.3 cents, to 24.4 cents a gallon. The Internal Revenue Service maintained that some people were already cheating on the diesel tax -- usually by selling tax-free fuel intended for buses or government vehicles to buyers as taxable fuel and pocketing the difference -- and that the cheating would mushroom unless something were done.
Newsletter Sign Up
Continue reading the main storyThank you for subscribing.
An error has occurred. Please try again later.
You are already subscribed to this email.
- Opt out or contact us anytime
So Congress ordered petroleum terminals, the big tank farms that are connected by pipelines to oil refineries, to dye all tax-free diesel red. And as of Jan. 1, only red diesel could be sold without collecting the tax of 24.4 cents a gallon.
Today, the nation has a fuel that looks like America: red, clear and blue. Worries About Mistakes
In theory, it is all fairly simple. Of course, ' 'fairly simple' is a relative term,' allowed an I.R.S. spokesman, Don Roberts, who said tax agents are fanning out across the country to ease the transition for fuel dealers and high-volume buyers.
Not the least of dealers' worries is that a supplier will accidentally pump a truckload of red diesel into a clear tank, or vice versa. Federal law bars mixing the hues, but that would only be the beginning: blended fuels must be sold as tax-free, meaning that a pumping mistake could ruin entire tanks on which a dealer owes thousands of dollars in Federal taxes.
Indeed, terminals and dealers must either install new tanks and pumps for dyed fuels, or refrain from selling them. Because underground tanks are costly to install and even costlier to insure, many dealers are dropping some types of diesel.
Farmers may be able to obtain clear diesel for their pickups, but not cheaper red diesel for generators and machinery. Truckers are incensed because many truck stops do not stock blue diesel, a tax-free fuel they can legally use to power the units that refrigerate trailers for meat and produce. Winter Shortages Possible
Spot shortages are another potential problem, especially in winter, when cold snaps may cause demand for red fuel to skyrocket in regions like the Northeast, where diesel is widely used as a home heating oil. In those cases, suppliers will probably sell fuel to homeowners tax-free and apply for refunds themselves.
That is likely to pose a paperwork problem. Wholesalers who sell customers clear fuel at tax-free rates and want a refund must give the I.R.S. a copy of their sales registration certificate, the name, address, telephone number and Federal identification number of anyone who bought the fuel; a listing of how many gallons were purchased; a statement that the fuel was clear and not dyed; a statement that tax was not included in the price, and a statement affirming that the wholesaler has paperwork on file showing that the buyer did not use the fuel for a taxable purpose.
'One of the biggest fears marketers have is this whole refund process,' said Mr. Morehead, of the Petroleum Markets Association. 'If you're talking about thousands of gallons of product that you have to pay tax on, and then hopefully get it back, that's a tremendous cash-flow problem. They're scared.'
But the tax agency says the paperwork will curtail a major cheating problem on diesel taxes, and it has set up a program to speed refunds on certain fuel purchases.
The least imposing problem, but the most confusing for outsiders, is that users of diesel are taxed and exempted in an especially erratic manner, largely because Congress has raised and lowered the levy almost on whim.
Cars and trucks pay the full tax rate, but buses do not. Trains pay the lowest rate. Boats were once wholly exempt, but Congress boosted the tax rate for pleasure boats. Governments are tax-exempt, of course, as are farmers, except when they drive on roads. The American Red Cross can buy diesel tax free, but the Salvation Army cannot.
Through some long-forgotten tinkering, aircraft museums do not have to pay the diesel tax for any vehicles they own. Ditto for nonprofit educational institutions.
The Internal Revenue Service says that the United States is among the last industrialized nations to dye its fuel and that the system has worked well almost everywhere else it has been tried. Even the petroleum marketers and the truckers say they believe the kinks will eventually iron themselves out, and hues of diesel will become as accepted as leaded and unleaded gasoline.
Until that day, for anyone still uncertain about how to buy or sell the new flavors of diesel without running afoul of the law, Mr. Morehead said the Petroleum Marketers Association sells a videotape in which I.R.S. and oil-industry officials explain it all.
The videotape is three hours long.
Correction: January 11, 1994 An article on Sunday about the addition of dyes to diesel fuel reversed the identifying colors for two types. Fuel high in sulfur and sold for uses off the road is blue; fuel low in sulfur and sold largely for tax-exempt highway uses is red.