Code P1211. Bone stock. - Ford Powerstroke Diesel Forum
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Old 07-29-2013, 01:23 PM
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Code P1211. Bone stock.

Hello Im new to this forum, and i have been researching a problem that i am having. I have not had much luck finding the correct solution. Long story short i was pulling a trailer in new Mexico and my check engine light came on and it was p1211. I continued to drive to California and dropped my trailer. While traveling the light would come and go. I lost a little bit of power in the top end and the truck is also hesitant/hard to start. Even with no load. I continued my trip and went from California to las Vegas. Their i replaced my IPR sensor and had my oil changed. Same code and same symptoms. So i drove on back to indiana and have been trying to trouble shoot this thing here at home. I have done the injector o rings and valve covers and injector wires since returning home. I have also switched the icp sensor out with my other truck and no difference. I used 15w40 rotella 4 my oil change. Im now up 4 anymore ideas. Oh and Im bone stock. Never had a tuner. No tuner or anything. Any ideas anyone? P1211 is my only code. Thank you. Oh and its a 1999 Ford F350 4x4 with the 7.3

Last edited by Jakeob88; 07-29-2013 at 01:37 PM.
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Old 08-01-2013, 05:15 PM
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Faulty HPOP?
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Old 08-02-2013, 02:33 PM
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Im not really sure yet. I replaced IPR, injector o rings, uvch and gaskets, changed the fuel pump and cleaned the tank etc. No change. I guess the next thing ill change is the hpop. On my snapon solus i get a IPR reading at 65% sometimes and the light comes and goes still. Im still kinda lost lol i drove it to Mississippi and am on my way home. I still have a loss in power. Mpg isn't horrible tho? Any advice anyone?
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Old 08-16-2013, 07:04 PM
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I am interested too. Same thing. Under load SES/MIL/check engine light comes on then goes off. No load nothing.
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Old 08-20-2013, 10:58 AM
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try looking under the post i just put up... having the same issue maybe we can compare notes...
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Old 08-20-2013, 11:05 AM
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Here's a good Overview for 1211 problems;



P1211, P1212 Ford Powerstroke Diesel


Ford Diesels use oil pressure to drive the high pressure fuel injection system. The engine oil pump not only pumps oil to lubricate engine components, but also pumps oil into a reservoir to be used by the high pressure oil pump.

The high pressure oil pump pulls oil from the reservoir and raises the pressure to the point where it can pop open the injectors. The high pressure pump also increases the pressure of the diesel fuel so it can inject into the cylinders and vaporize quickly.

The oil pressure generated by the high pressure oil pump is regulated by an electric solenoid that is pulsed by the PCM. As this Injection Pressure Regulator (IPR) solenoid is powered and de-powered, a small shaft moves back and forth, allowing spurts of oil to flow into the high pressure oil lines The IPR can regulate pressures in excess of 3,000psi. The high pressure oil moves from the pump to the cylinder head through braided steel lines.

The PCM fires the diesel fuel injectors by energizing a solenoid coil in the injector. Unlike gas fuel injectors where the solenoid lifts a pintle off a seat to allow pressurized fuel to flow into the cylinder, the solenoid in Ford diesel fuel injectors allows high pressure oil to flow. Think of this like a doctor’s syringe. The pressurized oil pushes on the plunger of the syringe to “inject” the fuel through the injector and into the cylinder. Since the minimum psi required to open the injectors is 400psi, the PCM monitors the actual pressure of the oil going to the injector with an Injection Control Pressure (ICP) sensor. Using data from the ICP sensor, the PCM can adjust the pulse rate to the IPR.

Since the IPR operates off of a pulsed voltage, the amount of ON time versus OFF time is referred to as “duty cycle.” The high pressure pump can easily achieve pressures in excess of 3,000psi. But it’s up to the IPR to regulate the amount of pressure going to the injectors. The IPR can regulate a 3,000 psi reading with no more than a 12% duty cycle. Yet, the PCM is capable of providing up to a 60% duty cycle to the IPR. However, once it reaches 50%, the PCM sets a trouble code P1211 or P1212 for “ICP above/below normal.

If you receive this code, your first step is to check the oil level in the crankcase. Since the entire high pressure system depends on having enough oil in the reservoir, a drop in oil level of 3 or more quarts can bring the system to a quick stop. Unlike a gasoline engine where the oil pressure sending unit is located in the engine block in an oil gallery, the oil pressure sending unit on a Ford Diesel is located in the top of the high pressure oil reservoir. In other words, Ford wants to make sure the high pressure oil reservoir is getting good oil pressure. If the oil “idiot” light does not go out the high pressure oil reservoir isn’t getting enough pressure. The high pressure pump cannot produce high pressure if it’s not getting enough oil from the engine oil pump. If the oil level checks out and the oil pressure light goes out, move on to the rest of the checks.

The PCM monitors RPM during cranking. As soon as RPMs reach 150, the PCM activates the IPR to begin regulating oil pressure. At the same time, the PCM starts monitoring the ICP sensor to double check oil pressure buildup. As mentioned earlier, the PCM can command up to a 60% duty cycle for the IPR. But if the PCM is providing maximum duty cycle and the ICP reports either less than 400psi or 2,000-2,500psi, and the engine is not running, it concludes there is a problem (a reading of 2,000-2,500 is a programmed “default” reading the PCM provides on the scan tool when it believes there’s a fault in the ICP). If you see 2,000-2,500psi on the ICP scan tool readout AND the engine isn’t running, you should suspect a bad ICP sensor.

If the engine won’t start, you can conclude there’s a problem in the high pressure system. Either the high pressure pump isn’t working, IPR is faulty, or there’s a large leak somewhere in the system that’s preventing pressure buildup. To eliminate a cylinder head leak from the troubleshooting process, remove the high pressure line from the right side head and cap it with a plug that can hold 3,000psi. Then remove the high pressure line from the left side cylinder head and attach a high pressure (3,000psi or more) gauge to the line. Then crank the engine and watch the pressure gauge. If you get a low reading, the problem is either a faulty high pressure pump or a bad IPR. First you must replace the IPR. If the problem still exists, replace the high pressure pump.

Loss of power, usually after a hard acceleration; Rough idle; Check engine light comes on, DTC P1211:

Intermittent high pressure oil leakage.
This condition usually occurs when the vehicle is cold and the oil is thick. When performing a hard acceleration, the truck suddenly looses power, the check engine light comes on, and once returning to idle the engine runs rough and won't accelerate. Cycling the key may correct the concern, clearing the code from the PCM will correct it temporarily. If you can monitor data stream, at idle the ICP pressure normally is 400-700 PSI and the IPR duty cycle is 9-14%; at cruise, ICP is 700-1200 pSI and IPR is 15-20%; under normal acceleration, ICP is 1200-2000 PSI and IPR is 20-30%; and under WOT accel, the ICP is up to 3600 PSI and the IPR is 35% or higher. When the above symptom occurs, typically the idle ICP reading will be normal, but the IPR duty cycle will be high--over 20% and up to the max 50%. A "blow-by" condition has occured somewhere in the HP oil circuit. If you can get the problem to re-occur with some frequency, the most probable cause is worn or deteriorated injector or IPR o-rings. If the problem is intermittent, it could be a sticking IPR valve. Replace the injector o-rings with the latest-level kits--F8TZ-9229-AA. When replacing the IPR, make sure you get the correct part for the build date/serial number of your engine.

From -> P1211, P1212 Ford Powerstroke Diesel : Rick's Free Auto Repair Advice
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Old 08-22-2013, 11:41 AM
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Just adding my results in this thread so it may help someone in the future. I got the same code on my new to me 01 7.3. I was driving home and the code came up. I got home, shut it off, went inside to grab a few things went outside and it was real hard to start. I got it started but then had no throttle response. It would idle forward and backward, but then would die out on its own. The next morning I changed the IPR valve and its running good as new now. The IPC sensor looks a little worse for wear too, so I will keep an eye on it and probably replace it in the not so distant future.

Thanks,
Chad
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Old 02-23-2014, 04:40 AM
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Jakeob88 & gunnyrappusmc

Quote:
Originally Posted by Jakeob88 View Post
Im not really sure yet. I replaced IPR, injector o rings, uvch and gaskets, changed the fuel pump and cleaned the tank etc. No change. I guess the next thing ill change is the hpop. On my snapon solus i get a IPR reading at 65% sometimes and the light comes and goes still. Im still kinda lost lol i drove it to Mississippi and am on my way home. I still have a loss in power. Mpg isn't horrible tho? Any advice anyone?
GREAT POST RICK! So Jakeob88 & gunnyrappusmc, what was the end fix?

I have same problem, runs great when warming up, but after 20-30 min of hwy type continuos driving, it runs bad, barely runs, have p1211 code. I also have old edge programmer, new icp, hard starts when warm/hot, and ipr 65% & icp only like 1010 when problem happening. Clear code & maybe will run good for minute or so then bad again.

After reading Rick's write-up, it seems like bad o-rings, esp since also hard start when warm.

So Jakeob88 & gunnyrappusmc, what was the end fix?

Thanks much!
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