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I have been diagnosing a P1211 code on my Late 99. 7000 miles on rebuild. 160/30 injectors, larger turbo, dieselsite billet hpop sent and tested came back good. Billet transmission. riffraff frx kit with riffraff banjo bolts both ends. Holds 63 psi WOT and idle. pulled injectors orings are good. screen is clean for hpop. lpop pressure holds 50 at idle just now thought about testing it driving. will do tomorrow. NEW- IPR, ICP, CPS, TPS, MAP, UVCH, all OEM from Riffraff. did it because I'm at a loss. this is data i have pulled over the last 5 weeks. PCM Just got tested at Chattanooga and hydra both good. IDM new good. Let me know what else i can do. also have taken harness apart from pcm to idm to 42 pin didnt find anything. load tested it good. happens in park as soon as i go over 2300 rpm it cuts fuel ipr climbs as soon as it goes under 2000 rpm it come back on. same driving 65. its got me puzzled. Also if I needed to go back through and load test what would be a good setup. I used a double bulb otc test light.
I had an issue with a stumble/ surge around 1700-2100 rpm under certain loading. My fix was the IPR coil. Had to purchase a whole unit but installed the coil from the new one on the IPR on the truck. The old coil tested bad.
**For others checking this out**. In the WOT file at row 1545 is where i see the IPR% command raising and the ICP psi dropping.
This is what I saw when my coil was failing. I can’t say this is your issue. Just wanted to give my thoughts with what I found with my issue.
So today did some more wire chasing on the ICP side. Took the harness apart to the point where the alternator and 42 pin come together in harness.
There is a spot where the gray with red stripe wires come together with some epoxy shrink wrap. volts are within spec but some fluctuation on the meter but very slightly.
I sent in my pcm to get checked with hydra it came back good. still waiting for delivery. But i had one in another truck I swapped in to get readings.
I had an issue with a stumble/ surge around 1700-2100 rpm under certain loading. My fix was the IPR coil. Had to purchase a whole unit but installed the coil from the new one on the IPR on the truck. The old coil tested bad.
**For others checking this out**. In the WOT file at row 1545 is where i see the IPR% command raising and the ICP psi dropping.
This is what I saw when my coil was failing. I can’t say this is your issue. Just wanted to give my thoughts with what I found with my issue.
I put it on the bench with 12v and 120 pounds of air it would close. Now I know it's not 3000 But it does close
PCM is tweaking fuel pulse width desperately to correct for the ICP/HPO fluctuations.
Pull the wire to the ICP. If there is oil in there the ICP sensor needs replacing.
Also could be failing IPR solenoid. Easy enough to pull off the solenoid and test/inspect. When looking there be sure the tin nut holding it is secure. Ohms should be 10.5 or so. Clean it up and post pics of both sides. I've seen a few failures where the sides sucked in/melted.
PCM is tweaking fuel pulse width desperately to correct for the ICP/HPO fluctuations.
Pull the wire to the ICP. If there is oil in there the ICP sensor needs replacing.
Also could be failing IPR solenoid. Easy enough to pull off the solenoid and test/inspect. When looking there be sure the tin nut holding it is secure. Ohms should be 10.5 or so. Clean it up and post pics of both sides. I've seen a few failures where the sides sucked in/melted.
Brand new Ford ipr. I will ohm it out this morning. Icp brand new. Icp Pig tail new. Harness from icp, IPR, opened up and checked. Everything look fine. I have replaced every sensor. Ohm every wire. Everything is with in spec. I will do a cylinder contribution test cold and hot. Maybe something will pop up
Your oil sump could be sucking air. It causes aeration in the oil that plays hell on the injection system. Compressible air mixed with incompressible oil doesn't work so well in hydraulic systems. The pressure inconsistencies has the PCM doing backflips trying to control it.
So I could possibly have a pickup tube issue I did just have it rebuilt 7000 Mi ago
I had a guy suggest I raise the rear end 10 in and see if I have the same problem in park is that the best way to check for a pickup tube issue
Also ohm new coil 12.5 old one is at 10.5 put old coil on.
So I could possibly have a pickup tube issue I did just have it rebuilt 7000 Mi ago
I had a guy suggest I raise the rear end 10 in and see if I have the same problem in park is that the best way to check for a pickup tube issue
Also ohm new coil 12.5 old one is at 10.5 put old coil on.
I'm not sure on the specific height, but the aeration test is in park slowly increased engine rpm all the way to WOT and hold it there for a couple minutes while monitoring ICP and IPR DC%. ICP should never go above 1500# I think, and IPR under 20%. I'm a little fuzzy on the actual numbers so I'll see if I can confirm but the test procedure is the same. If the ICP or IPR spike at all then aeration is likely and a confirmation test is to raise the rear end high enough to slosh the oil into the front cover and retest.
Last night dug in some more after an oil cooler R&R. Furthermore still was getting P1211 code. Noticed tons of aeration in oil coming from injector ports.
I have an oil crossover tube installed on engine. Seen it suggested to remove after doing injectors to help with getting air out. Plugged line code went away.
I believe I have an internal leak on the drivers side injectors. I can drive without coding setting. Went all day Irrigating not once did it pop up. im going to send them off to Rosewood diesel. Had them rebuild one should have sent all in at the same time. Will do that in the future.
Thanks for the help and I will update on if this fixes the issue.
