P1211: Injector Control Pressure Above/Below Desired

Who tuned the chip?

This might give you some clue.

 

Dp-tuner did the chip also did it with the predator sport programer

 

And dud you check with Jody then? Maybe he has some ideas. Reason I ask is that Jody has been doing chips here for many people from what I can see and they have not reported this problem. In fact they have had no issues. With 2 programmers doing it, I think there is an issue somewhere that the programs are bring out to light.

 

Seriously, one of the best days of my truck's life was when the SES light "burned out" from years of illumination. Since then, I have got an A.E. scan tool and pulled the code showing the glow plug relay and replaced the relay.

I'm sure it is useful, but not necessary.

 

thats exactly what im thinking diesel the light is a damn joke if something is really wrong the truck wont run right and then you know it

 

I don't think you can run the turbocharged diesel too lean. Less fuel just means less power. Diesel's rules are quite different from a gasser's rules.

 

Growing in a family of mechanics we called these an IDIOT light. If you pay attention to your gauges and performance caricturistics you will be fine. Most people here have made some improvemints for mileage, HP or both. I have never pulled a code that was beneficial in solving any problems. For instants, Truck won't start. I get codes for over boost, Icp, converter lock. It was the CPS and the dealer couldn't find it either. I removed the bulb. Superdutys will flash the SES for a few minutes at a time but an Excursion has to be cleared every time after you get after the throttle. That gets old fast.

 

I, OTOH have pulled codes that were helpful. Like I said with my MB, you wouldn't have noticed it without the codes. When you get those codes, the usual suspect is the MAF. However, it wasn't pinging or doing anything extraordinary.

 

one thing about these onboard diagnostic computors that people really need to understaned is this THEY WILL LIE TO YOU EVERY CHANCE THEY GET common one I would see when I was still working for chevrolet was O2 sensor out of range rich expecially on the 3.1 V6 and most people replace the O2 sensor.....guess what the code comes right back because there was nothing wrong with it in the first place but the injector that was bad and stuck wide open and dumbing fuel into one or more cylinders on the other had was bad but the ECM couldn't tell that it just knew that hte O2 sensor readings were way out of range and it couldn't bring them back in by leaning the fuel out so viola the O2 sensor must be bad.

 

Well, the computer is a blessing and a curse. It can make things seemingly harder to work on because they can't always tell you exactly what's wrong. I think the days will be coming when it starts to get more like that, but they're not here yet. Like in monster's example. The O2 sensor reading is off. Why? Is the O2 sensor actually bad, or is it something else. Say it's a post cat sensor, and now the cat's melted part of the core and it's not working properly. What caused the cat to melt? It's all got to be traced back to the root source of the problem. Is it a bad injector? Could it be something like a bad MAF that caused the cat to melt? The computer can create a lot more work due to having to diagnose and test so many different parts in an instance like that.

However, the computer is also what has allowed modern engines to make more power while getting better fuel economy. The air & fuel can be more precicely controlled to extract the most out of every drop of fuel. Look at something modern like a Mustang or a Vette. They're pumping out more power than the cars of the 60's, but are easier to drive and have fuel economy that's not in the single digits.

Unfortunately, the computer also makes it harder for guys like us to hot-rod our engines. Just look at what we have to do to the PSD to get more power out of it. We have to use things like chips, MAP like regulator, code foolers, etc... I guess you can look at the computer as a blessing or a curse. Personally, I've grown up with all of my cars being computer controlled, so it's not a big adjustment for me.

 

I know most everybody with some mods done will get faults codes. I have had the theft since I got the truck. I have had codes the PCM was bad or it didn't have a IPC reading or IPR reading. The only thing wrong was the CPS. If the PCM doesn't know the engine is turning, it won't supply fuel and therefore have fuel readings. Try to explain this to a Ford diesel tech. The same guy that told me I needed to have my CCV back into the intake because the turbo needs the oil!!!!!

 

Turbo needs the oil? On the compressor blades? Is this guy really a diesel tech? That's scary that someone with that type of knowledge could be working on a truck.

 

Hey, I'm tell'n ya. My experiance with Ford dealers is less than acceptible. This "tech" made a long list of mods I had done and gave it to the service writer. They made the decision off his report to not honor my warranty claim for an oil leak on the turbo pedistal. This and a poor diagnoses of a CPS failure has started a war with Ford. Its not my fault they put a new PCM in and didn't fix the problem. No way was I going to pay $800.00 for a PCM I didn't need because they couldn't find the most common failure with a PSD. The tech said with all the mods it hid the problem. I told them to look at the CPS. They told me to let the "Proffesionals" do the diagnosing. To make a long story short, the magnuson-moss act was in my favor. They couldn't prove that the mods caused the failures. Ramsmoker 2, Ford motors 0!!!!

 

Seriously, I would rather shoot myself (non lethal) than bring my truck in for someone else to work on it. The last time I was in the shop was to diagnose a bad injector. I knew I had a bad one, but my Auto Enginuity Cyl Contribution Test showed the wrong one. I tried the local diesel shop but the tech's wife was having a baby that day.

Long story shortened is I asked the dealer to perform the "Injector Performance Analyzer Test" only. I specifically asked them not to remove the valve covers. To perform the test, you pull apart the 42 pin connector that goes to the IDM and put the tester in-line of the injector circuits. Of course they pulled the valve cover (probably to look for a UVC harness issue...) and disturbed my Regulated Return line which caused it to leak fuel down the back of the motor. Nice. At least I had a friend with a lathe that fixed the fitting, and Dennis from ITP offered to overnight the correct fitting even though it wasn't his fault at all.

That's what got me started on making my own injector tester or Break-Out-Box.

 

Have you done it yet? I'd like to make one, but have no idea where to start? Plenty willing to learn though.