It could be many of those DTCs, other than the ones you know the cause of, are old and not applicable - you could try clearing them with FORScan and see which ones come back.

Focusing on the P1211, it's true ICP is not keeping up, but what's surprising is that it is not keeping up as soon as IPR% begins to climb above 36-37%. That's a bit early for ICP to struggle. The TS6 tune you are running might be asking more FUELPW than the HPOP can support at this point. It could at one time though, right? This CEL is just coming up recently? It's a young truck at just over 100K to have a weak HPOP or Injector issues.



I'd like to see idle ICP and IPR%. Also recommend another heavy tow with FUELPW and MFDES added to the PIDS selected in FORScan. This might show a need to select a lower HP tow tune for the load, or at least see if PW called for is excessive.

You could repeat the heavy tow with ICP sensor unplugged. I don't see the ICP misbehaving in this data, but it's an easy test to do to eliminate that cause.

If the results are the same, I'd say rebuild or replace the IPR next.

How is the oil condition and level?

 

Thanks for the input guys.

Mark, I read through your thread, I'm curious to see how things work out for you as well.

Jeff, thanks for graphing the data. I need to get a newer computer so I can use your charting tool. I will make some changes to what I'm monitoring in Forscan and clear all the codes. I've only had this P1211 code come up since the TS6 has been installed (which I only use on the lowest power setting), and only after pulling a long hill. It won't come up even if I'm pulling a very steep hill for a short time. So I assume that my HPOP is fine with stock tuning, but not with the tow tune. I will try to do some tests to confirm that I don't get the code in stock tune.

A little history:

This truck had the fuel tank delamination problem before I got it so some of the injectors had been replaced because they got full of junk from the tank. I decided to replace all of them after I got it with new Alliants. So the injectors were replaced 1/27/18 at 83927.4 miles. The ICP sensor was replaced 12/9/16 at 78100.0 miles. Truck is currently at 106xxx.

The oil is Rotella T6 5W-40 currently a little over 3000 miles, so due for a change. A previous time that the P1211 came up was on much fresher oil.

Here's another wrench in the works:

 

I think you are ok on the PERDEL readings - those are normal for the grey CPS, from what I've seen. Good to know your injectors are newer, and alliant brand, so the O-rings on them should be good quality as well.

 

Here's a few logs from this morning. Nothing on a hill long enough to produce the P1211.

I do have a bit of shake at idle, and I've been suspicious that it's an IDM or UVCH issue. Buzz tests always sound good.

 

I'm surprised the junk from the tank got past the fuel filter - I would not think it would get to the injectors - just clog the tank screens and fuel bowl filter, eventually starving the truck. Very curious. Well new injectors now.

This most recent data looks normal to me: cold start idle, warm idle, and that short heavy tow. You'd have to get on it a bit more to see the same issue with ICP that we saw earlier, so we can see what PW is doing.

Nothing here is really saying do or change anything. Honestly I think I'd just drive it. Let the CEL come on - it will go out again. Watch for any other codes to come back, including any for the UVCH or IDM. That P1670 is an IDM/PCM communication issue. Can just be connections though.

.

 

I think you are right. I was probably not downshifting soon enough, and the TS6 tune asks for more fuel than the stock tune. I will just continue to drive it and not worry about it. Although my curiosity makes me wonder how much better it would perform if it could maintain the ICP that it's asking for

Thanks for the help.

P.S. another short hill yesterday, at about 31k GCW

 

This data looks normal again, and very helpful to see how ICP and FUELPW interact with this mild tow tune.



On the left, at the lower RPM of 1795, and an mass fuel desired of 62%, commanded IPR% is 41, but due to a large pulse width of 3.7ms, ICP is lower at 2390 psi, yet more than adequate to get the job done.

As you let up on the pedal a bit, and pulse width drops to 3.29ms, and ICP climbs over 2600. Looks like normal behavior for a stock HPOP and a mild tune.

On the right, you have downshifted with the RPM increasing to 2316. I picked a spot where the fuel pulse width and mass fuel desired were similar to the previous graph (pulse width 3.2ms, MFDES 56%) to see how ICP was doing at this higher RPM. The gear-driven HPOP is spinning faster, and able to deliver an ICP of 2723 psi, up from 2649, and eventually peaks at over 2800psi.

 

Thanks for the data analysis Jeff! You have a much more thorough understanding of this system than I do

I appreciate the input and will continue to overwork this poor old truck until I can afford a Mack