JD 6068 error code says call service dealer

We were heading out for a few days after Xmas and before leaving the entrance channel to Port of Brisbane the port engine gave an alarm, requiring engine shutdown. We continued over to the Sandhills anchorage on one engine OK.

The error code is SPN 629 FMI 19 - ECU not receiving message from pump. Manual says call service dealer, which I will do when they re-open their office after the Xmas-New Year holiday break. Is there anything an owner/user can do in the meantime?

I did unplug the loom to the ECU and also to the injector pump and reconnect them, but there does not seem to be any change. I am guessing that there is a failure of the injector pump sensor, and that I will just need to wait for the dealer to re-open. We will return to the marina this afternoon on one engine. I will definitely need slack tide to enter my berth, but it should be manageable with only light winds forecast.

Can't help with the error code, but would it be possible/advisable to start the other engine just for docking?

I was thinking of doing that but am a little concerned about damaging it. After removing and reconnecting the loom it idled fine, went up to 1500 rpm out of gear and was still ok. So back to idle while I raised anchor. But before I could move off it started to falter, so even if I start it near my berth I may not be able to use it for long enough to get any benefit.

If it faltered then it is likely not a sensor problem but a real problem (unless the sensor data was used to dial back the engine to avoid possible damage). I think you are handling it properly by not using it until the true nature of the problem can be diagnosed. No sense turning a simple problem into a bigger one by pushing the engine.

Ken

Yes, exactly. I thought I'd ask here and on boatdiesel just in case someone knew of a simple reset-type fix. Unlikely as the manual says call the service dept.

It seems to me that something electronic at the injector pump has failed and will need to be replaced.

I put in a call to a friend in the bush that works on JDs he said he loves the JD engine and absolutely hated the electrics that hang off the JDs .He suggest there's nothing wrong just a ECU fault that can be cleared and any one with a JD should look into having the ECU re flashed so all those pesty fault codes are eliminated and the ECU reflash can also be reset so all those pesty sensors are turned off in the ECU program . he said he will send a link about re flashing when hes near a puter

See attached pages from the Deere 6068 service manual

twistedtree said:

See attached pages from the Deere 6068 service manual

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A real good case for a 1971 Perkins HT6-354

Fuel pump eprom communication error. If it is a vp44 pump as the manual from twisted tree suggests then it is likely the pump. Cummins used that pump on 5.9 truck engines and the pumps where problematic. The steps you have taken with the harness are about as far as you can go by yourself. All the next steps involve a laptop.

boatpoker said:

A real good case for a 1971 Perkins HT6-354

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And the venerable Ford 2715E Lehman.
Brian, I hope your issue is soon found and solved, and a safe docking.

Thanks to everyone for info above. The pump (or some electronics in it) is no doubt the problem. The dealer is open again on 3 Jan so I'lll keep you posted on the outcome.

Although I can relate to the mechanical injector engines I could not buy them at the time of my re-power. Indeed I ordered the Tier II engines about 3 weeks before Tier III was mandatory for new sales. Overall I think they are reliable - but a pump failure at 850 hours is not nice.

I am home now, and did manage to dock without hitting anything! It was a little problematic as the strong easterly winds had backed up the river a bit and the slack tide was more than 35 minutes after the supposed slack water time. And there was a bit of wind as well. I did have multiple attempts and bailouts before getting the stern close enough to throw lines to some neighbours on the dock. The two difficulties I had were trying to make a 90° turn in a 30m wide fairway (boat is almost 17m) and controlling where the stern was going. I could not start the port engine at all and the propwash on one rudder wasn't that effective as kicking the stern either way. Coupled with a bow thruster that is a bit small and it was an 'interesting' 30 minutes!

But you got it done and got some practice in handling the boat one engined. Good going.

Hate electronic engines!!!! OK in a car but useless on a boat imo.

Recently got dragged into helping a buddy with similarish fault codes.

In our case it was the ecm. Needed a replacement unit.

That fixed it but what do you do if out on the water when it fails??

A risk we can do without, again imo

Since no one else has mentioned it.. if you are confident it is a fault code on the fuel side... likely no harm in running it at light loads.

I think there are other fault codes as well now. I managed to start it a couple of times after the initial problem, but run time became shorter each time. Rough idle, varying rpm and obviously 'not right' so switched off.

Insequent said:

I think there are other fault codes as well now. I managed to start it a couple of times after the initial problem, but run time became shorter each time. Rough idle, varying rpm and obviously 'not right' so switched off.

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I will be waiting for you to post what problem is since I also have two JD 6068. So far in 4+ years they have run faultlessly. The only problem was on delivery a mechanic installed the thermostats backward. Evidently that is not hard to do if you are not familiar with this JD engine the units go in ass backward compared to most other engines.

Insequent said:

I am home now, and did manage to dock without hitting anything! It was a little problematic as the strong easterly winds had backed up the river a bit and the slack tide was more than 35 minutes after the supposed slack water time. And there was a bit of wind as well. I did have multiple attempts and bailouts before getting the stern close enough to throw lines to some neighbours on the dock. The two difficulties I had were trying to make a 90° turn in a 30m wide fairway (boat is almost 17m) and controlling where the stern was going. I could not start the port engine at all and the propwash on one rudder wasn't that effective as kicking the stern either way. Coupled with a bow thruster that is a bit small and it was an 'interesting' 30 minutes!

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Not saying you should plan to be without your second engine for any length of time, but...
Amazing how little time it actually takes to get the feel of docking a twin engine boat on only one engine, even in wind and current. he first thing you learn is to make the prop-walk of the good engine your friend, and not to fight the turn by trying to turn against that prop walk.
In some places you have no choice but to fight it, eg if you can't go past your slip and spin around so as to have that prop-walk with you, but those places are rare.
And yes, I have the experience of two summers on one engine, while things were being fixed on the other one. I learned to prefer a Starboard tie when the Starboard engine is down, a port tie when it is the port engine. This gets you a helpful prop-walk once close to success, and no fight.
A thruster could also come in handy in those situations.

I had a similar problem with one of my JD4045s. It would randomly generate a fault code that shut down the engine. It happened a half dozen times. I got good at docking with one engine and thruster, and was afraid to venture too far. The JD mechanic thought first it was the wiring harness connections, which he tightened. It ran for awhile then the problem recurred. Then he thought it was the ECU, which I switched out with the good engine. The bad engine ran for awhile, then the problem recurred. The fault code was related to the injector pump, but could not find a problem there. The engine was not under warranty but we contacted JD and told them of my issues and our futile efforts to find the problem. He said it is either the wiring harness, ECU, or injector pump, all items we checked. In a gesture of goodwill, he authorized the dealer to replace all of them at no cost to me and it has ran perfectly ever since for approximately 600 hours.

Goodwill comping out of warranty repair, bonus points in favor of John Deere

Kudos to John Deere!

The guys from the dealer have just left the boat and its running sweet again. A few days ago I did find a second fault code (1485.12) that translated to 'Pump Power Relay Fault'. And that was the answer. A relay with intermittent failure - wiggling would make it connect or disconnect, so a mechanical failure from one or more of the terminals in the ice cube itself.

On the port engine the relay was mounted to the engine but the connecting wires were hanging down from it at 90°. On the starboard engine the relay is cable tied to the wiring harness. The mechanic thinks the port relay failed because of vibration, so the new relay is cable tied in place, not hard mounted. The mech said it was the first one he had ever replaced, so it would appear that failure is rare. But I am getting a spare anyway.

I'm relieved it was that simple, but wish I had found the second fault code earlier as I did have a Hella relay on board that would have worked fine as a 'get home'. The experience has convinced me that two engines are very good to have. It need not be twins, I would be relaxed about one big one and a wing engine that could drive the boat at 5kn or so.

Excellent outcome.

So will you stock some of these electrical parts as spares now? Stock a spare ECU?

cardude01 said:

So will you stock some of these electrical parts as spares now? Stock a spare ECU?

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ECU would be the last thing I would ever keep as a spare as there are a million other things to go wrong before a ECU give problems

Thankfully, my 2010 JD4045 has no electronics.

Good to hear, Brian. Glad you back up and running fine. Thanks for the update!

markpierce said:

Thankfully, my 2010 JD4045 has no electronics.

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Right, and it's a good thing mechanical devices never fail

twistedtree said:

Right, and it's a good thing mechanical devices never fail

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Agree mechanical devices do fail but chatting to the local marine mechanic its the electrics on the modern diesels that cause 80% /90% of the problems

cardude01 said:

So will you stock some of these electrical parts as spares now? Stock a spare ECU?

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I have about 10 Hella relays as part of the electrical system, rated at 40A. I carry 2 spares for those. The engine Pump Power Relay is also 40A, but no idea whether it has other specs such as temperature. I'm using a Hella one until I get a couple of John Deere relays - one to use and one as a spare. The relay failure was a low probability event but spares are low cost.

But no spare ECU. Or injector pump. AFAIK they are low probability failures. Not concerned about that, I've got two engines! What would I do if going somewhere really remote or crossing an ocean? Maybe talk to the dealer about a reasonable spares inventory based on their statistics on failures. And carry a satellite phone!