Quote:
Originally Posted by JimTJr
The UVCH is also a good possibility, but wouldn't necessarily cause smoke, would it?
ASE mechanic,
Yes, O rings are possible culprits, but show me any truck with a programmer or chip, that has never gotten the P1211? It shows an inability for the pump to achieve the desired HPOP pressure, BECAUSE all the chips and tuners out there, (AT LEAST THE GENERIC ONES for sure) ask for more ICP than the stock pump can supply most of the time...(Under any hard work or acceleration) So any time you run a chip/programmer, your going to have the P1211 stored. I can go out to my truck and scan it right now with my AE program, I guarantee you it will have P1211......
and go to any other 20 trucks out there, and I bet 18 of them would have it. I GUARANTEE the other two had it at some time too, and it would come back.
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Can you please tell me what's wrong with that statement? That folks accept a P1211 as the normal cost of performance is simply amazing. Maybe folks should be looking for a better tuner.
There are many out that there that can tune and NOT set P1211. And I don't mean setting the trigger point for the P1211 so far out to the point it doesn't trigger the DTC (with so-called "No Codes" programs), I mean actually tuning it right.
That's another discussion though.
In any event... if the P1211 is still coming back and the vehicle is obviously not reaching the output levels that would "normally" set the DTC, then there is a mechanical issue with HPO system. Either the pump, IPR, ICP or some other leak is involved.
Dirt, have you tried unplugging the ICP sensor and seeing if the truck fires and runs? If the sensor is going out, unplugging it puts the PCM in a default mode and uses an arbitrary value for target ICP.
UVCH, as metnioned, is a good possibility as well.
Hope you get this straightened out soon so you can get home.
