Threw a P1211 code (ICP not controllable, pressure above desired) cleared that and took off. Truck started running horrible, surging and then died. Popped the hood to check VC plugs-OK, then pulled ICP plug. Still would not start then I discovered that my fuel pressure gauge was on zero. My electric fuel system is activated by the alternator which will fail me sometimes. I flipped my override toggle switch and away I went again. Went for a WOT run, the pickup ran great but threw two more codes. P0344 (camshaft pos sensor circuit intermittent bank 1/1sensor) & P1288 (cylinder temp sensor out of self test range). At the WOT run I didn't set the ICP code that I had above? My scan gauge was showing up to 3,700 lbs. If I was going to throw this code I would think that would be the time. I have never had those other two codes before? I have put in a new ICP about a year ago and just recent a new (rebuilt from dieselsite) IPR. I also have a new one year ago CPS (the one talked about in Travis's thread). About a year ago after the D66 install I was getting the P1211 every once in awhile, that's when I put in the new one. Anybody have a guess as to what is going on here? The title to this should be 3 codes!

 

I'd label them as "random events" and dismiss them unless they return with a high frequency. Biggest driver is the P1288 - legitimate code, but for our engines?

Could also be a degraded connection (search fretting corrosion) causing the intermittent, too. NYOGEL 760 is one possible fix for this event. A good inspection of the connectors may help, too, especially if the ICP pigtail shares a common area with the CPS leads.

 

What was the IPR DC% while the ICP was reading 3700psi?

 

makomark, I hope the two are just ramdom events but the 1211 has been around off and on for a year now, even after I put the new ICP in. I don't get it very often though. I don't know if the ICP and CPS share the same pigtail but I'll check. So, NYOGEL 760 is good for connections, is it like dielectric Grease?

Travis, it was around 40, I think. I was checking EGT's, boost, ICP pressure, etc. I mean my truck is so fast its over with in a blind of an eye, LOL I'll have to check again. I keep thinking IPR but I don't know. I mean if the adrenaline is over kill for my baby beans, I would think the IPR should be holding it back from overwheling the system. If the ICP is telling the PCM what pressures its seeing then in turn the PCM should tell the IPR to hold back a little, right? Isn't 3,700 to much and if it is why isn't the 1211 being set at WOT, its being set just at medium throttle type of driving?

 

The NYOGEL compound was developed for electrical connectors as best as i can tell. It sure wouldn't hurt to clean those connectors and add a dab to each socket, if you have a tube available.

I was thinking maybe if the two sensors have a common reference or ground point (or connector in the harness maze) they could have a 'glitch' induced in both.

Maybe the IPR gets 'stuck' on occasion and that is the root cause. Your understanding decsribed in the last post is consistent with mine..

 

Glenn,,You Can get 1211 from low FP also :

I don't see a 1288 .. CPS was most likely from extended crank at no start ...

 

Here's some more, from International's HPOP Supplement doc:

ICP more than 410 psi above command for at least 7.5 seconds can
set a P1211 code. IPR with low duty cycle (less than 8% @ idle)
and engine running, indicates a restriction in the drain circuit. This
restriction is taking the place of the IPR valve, driving the IPR duty
cycle lower, with higher than expected ICP. The excess restriction
will be in the reservoir, front cover, stuck IPR valve, or debris
above the edge filter. The drain path through the reservoir and
front cover can be visually verified. Typically the pump or IPR
must be replaced to repair this concern. Do not replace both components
at the same time.
This often occurs after the oil pan is resealed where excess sealant
is forced through the lube system (short circuit check valve) and
trapped at the edge filter of the high pressure pump.

 

Rick, Thanks for that, its slowly starting to make sense. Like a dummy when the pickup started acting up I didn't look at the fuel pressure gauge. I had an appointment and was 'on a mission'. After I found out I was early, I went out to the pickup and got my old superchip tuner out to read and reset the codes. I only had the 1211 at that time and I reset it. After the appointment and extended cranking is when I noticed the fuel pressure gauge on zero and flipped the toggle switch. Engine light came back on and when I got home I read the codes again. This time there wasn't a 1211 but I came up with the other two, 1288 & 0344 on the superchip. The info sheet that came with it listed the 1288 but like makomark said, its probably a random event, 'freak' for our engines. After the hard run, no codes.

In that list Rick I don't see anything that would be causing my 1211 except for this time it could be the low fuel pressure. One year ago I installed the D66 and since then I've had ramdom 1211's that I have not been able to figure out. Like I said above, wouldn't 3700 lbs. be a little high and why isn't the 1211 being set then? Also, I can't see any connection between the added turbo and the 1211?

 

I wouldn't trust a "rebuilt IPR."

There really is no way to rebuild them, only to check tolerances and swap in used parts.

Just my .02

The IPR is just such an essential part of our trucks.

I'd check the IPR harness as well with a meter.


Thanks for the info Mark, You got clickies.

 

Have you noticed if you get the code when you are due for an oil Change ? Or extreme engine temp when towing ?

3700 is near the top ..The PCM sets the IPR starting with TPS sig, & adjust the IPR depending on what you want .If the IPR DC% was higher It would set a code if the pump couldn't keep up , at 40 you had quite a bit more to go .. Since 1211 can be higher or lower than expected , it may be normal ...

 

Good info... Glenn has a newer pump so it has the Edge filter in the pump . I do agree with Talyn on the reliability of cleaned IPR's , the small parts inside wear considerably , & tend to react less effectively . When they fail they get stuck ... Open , no start , closed the truck runs with the IPR unplugged...

 

Oh, chances of 3700 PSI at 40% DC is not going to happen.
3700psi is more of a surge.
You sure you had your bi-focals on glenn? =)

 

Rick, No to the oil change interval and no to high temps when towing. It just seems like normal driving is when the 1211 makes an appearance. I would think if I'm all out gutting it out on a mountain grade thats when it would pop in, not the case. I checked today and I saw 46 duty cycle at 3600, I didn't get on it as hard, LOL Maybe I should do what you say in your signature Rick, hit the IPR with a hammer! What is this Edge filter?

Like Tayln said, interesting info Mark, thanks! At idle my duty cycle is about 15, which seems high to me? Fairly new adrenaline and oil pan hasn't been resealed.

Talyn, how do you check the IPR harness with a meter? Any suggestions on where to buy a new IPR? I never asked Bob at Dieselsite if he had a new one. Yes, you are right about the surge, it wasn't a steady 3700. Bounced around between 3300 & 3700. I don't have bifocals yet, but soon! LOL To help me see it is why I moved it onto the steering column like Jose did. Its out of the sun glare and I can SEE it.

After my little run today I used the scan guage to read the codes and I only had one, P0478. I say only, that's pretty funny. Anyway, what would 'Exhaust Pressure Control Valve High Input, have to do with anything and should I be concerned about this one. Seems like I read that doesn't mean much??

 

The Edge filter is a very fine filter , that on the early models was in the IPR , later moved to the Pump .



13 to 15 depending on oil temp is normal. I may read lower with a different scanner too.

Marks post was mainly about an issue with a plugged filter . PCM sees ICP as higher than expected & lowers the IPR DC% to match what is expected . If IPR DC% gets lower than 8 for too long ,PCM sets a code & IIRC, goes into limp mode ...


Its a soft code & won't set the light ...

 

Should I do anything about this 'soft' code? I think I'll get a new IPR.