7.3L Power Stroke Engine and DrivetrainDiscussion of the 7.3L Power Stroke diesel engine and drivetrain in the 1999-Up Super Duty trucks and Excursions. No gas engine discussion allowed except on transmissions and drivetrain that pertain to all models. Please confine discussion of topics in this forum to those items that are specific to the 7.3L Power Stroke engine.
where do i start.. im on vacation with the family, all is goin great and bam the X starts running rough , no power goin up hills on the interstate, engine shakes like it gonna fall out...i limp it to the inlaws house in TENN.. stealer says bad fuel pump ( what A WASTE of $90)... it finally dies on the way back to the inlaws, i do a roadside pump change and it still runs like crap and dies... now it shoots white/blue smoke and a strong raw fuel smell out the tail pipe...please anyone tell me whats the hecks wrong... the stealer pulled the following codes to determine that fuel pump was bad... p0231, p1211,p0605.. im 500 miles from home and gotta be at work monday afternoon, my only option is to rent a car get home turn around to come get it with my trusty D-max and trailer... sorry for writing a book and the b*^&%ing but its been a long 2 days... thanks as usual for all the help..
The 605 and 1211 are from your Hypertech chip.
The 231 is for the Relay, I don't know why they said the fuel pump was bad for sure....
Also, if they only charged you 90 dollars they did NOT put a fuel pump in. (FORDS price on a FP is over 300.)
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Jim T.*48* SLAPS Co-Founder, 30.8 yrs RETIRED UAW 6/01/06, Now a full time Technician in the MOANG 12/10/07 My pics! and my New'03 Dually pics!, Charcoal Grey, Black and Grey interior, Black leather seats, Van Turbo/ATS ported housing/WW, Quad "A" pillar pod with Carbon Fiber series AUTO METER Gauges, FUMOTO Valve. BTS BUBBA" /TS 6pos chip, AC Stage 1 sticks, 4" Turbo back straight pipe/stainless 5" tip 131st B/W MoAirNatlGuard B-2 BOMBERS at WHITMAN AFB, Suffering from *PMS,, "Powerstroke mod syndrome"
they charged me the $90( bs fee) for the problem diagnosis... i put the pump in when it finally died on the hwy ( they wanted over $800 to install a new one ... parts and labor).. are you thinkin the relay is bad??
The P1211 may NOT be from the Hypertech, but actually telling you there's a problem with the HPOP, ICP sensor, or IPR. P1211 indicates an inability for the PCM to achieve target oil pressure in the HPO system. IPR problem or leaking injector o-rings may be suspect.
What concerns me is that it went all of a sudden. It almost sounds like an injector o-ring or something like that with the smoke you're describing. Or worse, a cracked/broken nozzle.
Does the engine *sound* bad, or does it just smoke? Any knocking or anything like that?
Oh yeah... does the Hypertech have any diagnostic capability to monitor ICP or anything like that?
If you need, I'm up for a bit and you're welcome to give me a shout and I can toss a few ideas at you.
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Last edited by ASEMechanic : 08-15-2009 at 11:32 PM.
Something else you can check is the Under Valve Cover Harness (UVCH) connections and harness. These are known to come unplugged and it will cause one side of the motor to go dead. It may die or run really rough. You will need to check the connections with an OHM meter at the valve cover
You can disconnect the outside plug and ohm the wires for resistance to determine which side needs to come off. The valve cover gasket is re-usable.
The 9-pin plug is wired as follows:
G G I I C I I G G
G=Glow Plug +
I = Injector +
C= Injector Common
The injectors fire with a 115VDC signal from the IDM. Do Not pierce the wires to test.
Test between "I" and "C" to test the injectors, should be less than 5.0 Ohms.
To check glow plugs Test between "G" and battery ground. Should be between 0.6 and 2.0 Ohms
and maybe pull the valve cover to inspect the wires if you get bad readings. With what you are describing could be the issue. If a single injector went bad you would also have issues like this but I would think it would stay running more. If you have a severe high pressure oil leak it could also be causing the issues you listed, especially the blue smoke out the pipe.
The UVCH is also a good possibility, but wouldn't necessarily cause smoke, would it?
ASE mechanic,
Quote:
The P1211 may NOT be from the Hypertech, but actually telling you there's a problem with the HPOP, ICP sensor, or IPR. P1211 indicates an inability for the PCM to achieve target oil pressure in the HPO system. IPR problem or leaking injector o-rings may be suspect.
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.
__________________
Jim T.*48* SLAPS Co-Founder, 30.8 yrs RETIRED UAW 6/01/06, Now a full time Technician in the MOANG 12/10/07 My pics! and my New'03 Dually pics!, Charcoal Grey, Black and Grey interior, Black leather seats, Van Turbo/ATS ported housing/WW, Quad "A" pillar pod with Carbon Fiber series AUTO METER Gauges, FUMOTO Valve. BTS BUBBA" /TS 6pos chip, AC Stage 1 sticks, 4" Turbo back straight pipe/stainless 5" tip 131st B/W MoAirNatlGuard B-2 BOMBERS at WHITMAN AFB, Suffering from *PMS,, "Powerstroke mod syndrome"
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.
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.
Seems like it would be more than one cylinder causing the issues described. I suppose though anything can happen and will, especially when out of town on a trip! The smoke is what has me thinking of other issues, Possible a CPS going bad, but with no code? I have heard of it. I think you should use your programmer to retrieve codes, clear them and see if you get the same ones again. We know you will get the KAM codes but you shouldn't get the 1211 unless you are on the throttle a bit. I would think if it is running that rough something should be thrown.
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2002 F-350 CCLB 4X4, HD4R100 , 4" Diamond Eye exhaust, Powerslot rotors, DP Tuner-F6, Autoenginuity, EEC-IV Breakout Box, KCM S.S. HPX Line, S&B Filters intake, Autometer gauge pod, Inovations canopy, Banks Big Head wastegate actuator, 6.0L Trans Cooler, Zoo-dad, Dieselsite Coolant Filter, DVD and always looking to do more....
I've only had one experience with a bad UVC so take this with the preverbial grain of salt: we had similar rough running symptoms but it also threw an injector code for the bad wire...
Diagnosing the UVC would be a cheap trouble-shoot though.
Have you tried removing the chip and see how it runs. I do not use a performance chip, but from what I have read in the forums, the first place to start is removing the chip. They do go bad from time to time.
__________________ David
1999 F350 Super Duty Dually. Completely stock.
There are 10 types of people in this world; those that understand binary and those that don't.
ase.. yes the engine has louder than normal "diesel" rattle, i just marked it up to fuel starvation?? i had to get the wife and kids home so i rented a little tic-tac ( reminds me of the clown cars at the circus) to get back and im gonna go get it this weekend, we are both off from work so itll be a long weekend but at least i can get it home and into my shop to tinker with as i have time and not trust somebody 500 miles away and have no recourse when i get home...
my sis-in-law just called to tell me that a friend who is a retired ford mechanic ( not diesel ) hooked his machine ( dont know what kind ) up to the X and it now says that the fuel pressure regulator is bad ( not the fuel pump like ford originally said ) ?????? are the scan machines that ford has gas/diesel specific, or does it matter ???
my sis-in-law just called to tell me that a friend who is a retired ford mechanic ( not diesel ) hooked his machine ( dont know what kind ) up to the X and it now says that the fuel pressure regulator is bad ( not the fuel pump like ford originally said ) ?????? are the scan machines that ford has gas/diesel specific, or does it matter ???
I know for a fact that the PCM on a powerstroke doesn't monitor fuel pressure, so it can't tell you that the fuel pressure regulator is bad.
What it does monitor is the voltage to the fuel pump, which tells you if the fuel pump doesn't have power when it should.
In the friend's defense, Ford occaisionally calls the IPR (Injection Pressure Regulator) a fuel pressure regulator, but it does that indirectly.
I'm thinking with ASEmechanic that it's related to the HP oil system, although I've read from someone who's pretty knowledgeable here that a lack of fuel can set a P1211 due to fuel starvation. What happens is that there's no resistance (lack of fuel in the injectors) and the HP oil pressure drops off too fast for the HPOP to keep up.
Check your fuel pump relay (or verify that the fuel pump is getting voltage or running when you turn the key on).
Also check that IPR solenoid as well as what others have suggested.
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makes my day! 
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.
) ?????? are the scan machines that ford has gas/diesel specific, or does it matter ???
), AIS, 
Linear Mode
