I like that name more than the actual channel name.

@@AdeptApe And just my luck, on this vid you didn't do the usual intro!

Thank you.

Peoria mothership?

@@AdeptApe Yep, went through the Peoria thinkbig years ago and ended up in the mothership instead of the dealer.

What do u need to know been wanting to start a chanel for cummins of course not as intense as this guy he is a beast I would love to have a guy like him at the shop I work at

does the chinese copy works?

Yo does it work ? I was plan buy it

That was alot of unicorn shit! Wtf!

Contamination control necessary during service to enhance engine life

COLORADO!!!

Not that I work with this software at all, but my best guess is one is stored (event?) and then there are codes that are currently being used (normal?). I know in cars, codes are stored until they are cleared, even if they somehow get fixed, they just get shown as past codes instead of current.

In ET diagnostic codes “typically” indicate an electrical issue like an open or short circuit in a component (sensor, solenoid etc), wiring or ECM itself. The common ones will be -3, -4, -5 & -6 that indicate voltage or current is above or below normal. Event codes “typically” indicate an mechanical issue like a pressure, temp or speed too high, too low etc. Essentially the ECM is getting a signal back from the sensor that is valid but not what it wants or expects to see given current operating conditions. Think high coolant temp or low boost pressure but I have seen sensors fail and not go full open or short so you see an event code but the electrical component (sensor) is the cause. An active diagnostic code or event code is something that is currently happening. A logged diagnostic code or event code is something that was active in the past and stored as sort of a clue to prior issues. In ET we can see how many times a code or event was active in the logged screen as well as the first and last time it was active.

@@chevypower33 Thank you very much

What’s makes insite awful? I’ve used just about every oem software and Insite is one of the easiest to use

@@dieseltech7_358 It seems like it always needs to be updated, crashes constantly, won't update ECM's properly, it's just a gigantic pain in the ass compared to the prolink!

I’ve never had it crash on me and the ecm update has gotten better. They had a big problem for a while little but seems to be worked out now.

You can

I offer this course both on site n online

I think the CT13 is actually a Navistar MaxxForce 13. Not NAV’s best engine. I’m not sure who’s software is running the CT 13. If it is Navistar software I wonder if cat T even works with it?

Did you ever got this worked out ?

That makes no sense. You have last time a parameter was changed. Don't need a password unless customer has one. And you have a system parameter change that will require a Cat password. Most rerates require a transmission and clutch change. Unless your staying at the current peak torque value. Which if you are, your not gaining anything at 1200 RPM's. It boils down to the interlock code. When you flash the ECM to a different rating and or LOW NOX file from a non low NOX, the interlock code is changed. It will say not programmed. The engine will start up and run but the throttle will not work. It will require a level III password, to marry the ECM to the current file. A low NOX password will ask you if it's a rebuild or not and will go at no charge, if the same HP. If your changing HP up or down will require level III password and going up is a fee. Some HP changes only certain people are authorized to get them, due to the legality. Case in point if you have a MXS/NXS 550 or below and you wish to go to a 600 and up. Some engines like a MBN no rerating outside of a engine family. If you have a 475 low torque for example you cannot legally rerate it to the high torque family. You cannot get passwords from Cat. With the older engines most of the time will require a iron change to increase HP. The 5EK's was the worst. As the newer engines came out, required less and now most of the time a flash only. I get a lot of used ECM customers and have to change engine serial number, flashing ECM, interlock code, FLS/FTS changes, then you get into customer parameters and such. If you have a Cat, you need a jump drive and get what's called a ECM replacement file just in case your ECM fails. You have a copy of how it's programmed. You need a clean copy, as if it has a bug in it. If you load from file you will carry the bug into that ECM.

Yes you can but you need factory password or just give ECM to your local dealer to help you out.

Well, I haven't touched a Cat truck in a couple years, but there are the NOX sensors on the inlet and outlet of the SCR canister under the passenger side step. I don't remember there being an actual O2 sensor anywhere on the engine.

@@AdeptApe Well here is my deal, I took my truck to Caterpillar dealer where it sat for almost 2 weeks. Why... because they share the computer to diagnose the check engine light between 4 dealers here in Arkansas. It would probably be another week and a half before they got the computer. So I picked it up and took it to the loves shop, where they told me it was the 02 sensor. Thou they couldn't specify which one was bad. I'm going to change them out one at a time to see what change happens in doing so. Found the Nox sensors at kenworth dealer.

No we just tap the pop up screen, enter our job number and it generates the codes, we can change fts, fls, totals. When we do complete rebuild I zero the hours.

What he said, although I don't zero the hours on a rebuild as they use the starting hours of a rebuild as warranty tracking.

@@AdeptApe so is it possible to zero the engine hours with cat et

@@chevy36ful how do you get the job number and what does FLS and FTS stand for? How are people making custom files out there and getting passwords even though they don't work at dealerships?

@@jorgem838 hacked Cat ET programs. Same people who do emission delete files on trucks

Well I mostly do engine work and mostly on truck engines. I don't have any experience or familiarity with that machine. I do understand datalinks and electrical pretty good though.

Good question, the first 2 did really good, but the last 2 did really poorly. I think I'm going to make 1 more on fuel systems and probably an electric course. We will see what happens.

@@AdeptApe That was probably the best series you've done so far. I really enjoyed it and understood how they work much better as a result.

@Adept Ape hi, I’m having issues with my cat 320d 6.4 acert engine. The code is low fuel pressure on rail. The machine is still working perfect if you keep the engine speed dial on 8 or under. If you select 9 or 10 the engine enter on safe mode and loose power after a couple of minutes. Now It is doing on 8 too and I’m working the machine on 7 but it’s very slow. I have replaced: Fuel return valve (fuel rail) Low pressure pump 2 Inyectors (they had little return) Flush all fuel lines and filter base. Any idea if what could be happen? A lot of people say may be the high pressure pump but it is the only thing I didn’t change. I think the pump is very expensive for keep guessing the issue. All this parts where diagnosed and replaced by a cat technician

Interface Cat Comm 3 wires is the same for Perkins EST?

@@matosdiesel2653 the software is the same. The actual connection plug may be different. But they use the same protocol.

Yes, but why would you? If your engine is legal you could void any warranty on new parts installed. Level III passwords, could be a charge from Cat if it's legal. If not you will have to get a illegal password calculator program.

Yes, you can change no password required.

Where did you get it from?

Hey did you end up buying it? I was plan buying the China ET for 1300 with the dell laptop or the lonova laptop.

Did you ever get to buy cat et license?