Fault Codes

[rockgoc]

Mystery Fault Code

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G'day all in the forum. I'm new to this and need some input as to what could be causing fault codes in my 2000 7.3 lt F350 Lariat. So far, it has been one Ford repair shop and they have "fixed it" by "destressing wires from the accelerator pedal to the computer" but the same fault code keeps coming back. It reads P0221 throttle pos sensor B circ ring per and P0122 throttle pos sensor A circ low in and P1211 ICP not controllable.
The truck registers an engine service light and loses all power. It has been converted to right hand drive for driving on Australian roads. I am at a lose end as to what to do about it as the Ford place it is at now, is starting to try and get out of fixing it by saying "It's an imported model and we don't think we can do anything with it."
Any ideas?
Cheers, from Jan O

[RedneckGirl]

P0221 - Throttle Position (TP2) Sensor Circuit Range/Performance

The ETC TP2 sensor was flagged as fault status by the PCM indicating an out of range in either the closed or wide open throttle modes.

Binding throttle linkage

Damaged throttle body

TP circuit open to PCM

Damaged TP sensor
SIG RTN circuit open to the TP sensor

Self-test operator error (foot resting on the accelerator pedal during test)

The fault exhibits a symptom of limited power. A TP2 PID (TP V PID) reading greater than 96.42% (4.65 volts) in key ON engine OFF, continuous memory or key ON engine running indicates a hard fault.

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P0122: ATTEMPT TO GENERATE THE OPPOSITE THROTTLE POSITION ANGLE (VOLTAGE) PID READING

Diagnostic Trouble Code (DTC) P0122 indicates the TP sensor signal is less than the Self-Test minimum value of 3.43% (0.17 volts).

NOTE:
Throttle Position Sensor A (TP-A) is the same as Throttle Position (TP) Sensor.

NOTE:
An intermittent fault can cause a Continuous Memory DTC P0122. If a Continuous Memory DTC P0122 is still present after DH11 through DH14, go to «DH20».

Possible causes:

-- Damaged TP sensor.

-- TP not seated properly (tightened down).

-- Open TP SIG or VREF harness.

-- TP SIG harness short to SIG RTN or PWR GND.

-- Damaged PCM.

l Key off.

l Disconnect TP sensor. Inspect for damaged or pushed out pins, corrosion and loose wires. Service as necessary.

l Leave TP sensor disconnected.

l Jumper VREF circuit to TP circuit at the TP sensor vehicle harness connector.

l Key on, engine off.

l NOTE:
If any Scan Tool communication concern exists, remove jumper and go to «DH14».

Access TP PID (TP V PID) with the Scan Tool.

l Is the TP PID (TP V PID) greater than 92.27% (4.60 volts)?

Yes
TP SIG shorted to SIG RTN in TP sensor, or TP SIG or VREF open in TP sensor. REPLACE TP sensor. REMOVE jumper. RECONNECT all components. RERUN «Quick Test».

No
VREF or TP SIG open in harness or PCM, or TP SIG shorted to SIG RTN (or PWR GND) in harness or PCM. REMOVE jumper. GO to «DH12».



I would check your wiring going to the TPS for damage / corrosion. It could be the TPS or wiring going to the TPS.

The throttle position (TP) sensor is used by the powertrain control module (PCM) to determine the throttle plate angle for various engine management systems. The TP sensor is a potentiometer type sensor with 3 circuits:

A 5-volt reference circuit
A low reference circuit
A TP sensor signal circuit
The PCM provides the TP sensor with 5 volts on the 5-volt reference circuit and a ground on the low reference circuit. Rotation of the TP sensor rotor from the closed throttle position to the wide open throttle (WOT) position provides the PCM with a signal voltage from less than 1 volt to more than 4 volts through the TP sensor signal circuit. If the PCM detects an excessively low signal voltage, DTC P0122 sets.

P0122: ATTEMPT TO GENERATE THE OPPOSITE THROTTLE POSITION ANGLE (VOLTAGE) PID READING

Diagnostic Trouble Code (DTC) P0122 indicates the TP sensor signal is less than the Self-Test minimum value of 3.43% (0.17 volts).

NOTE:
Throttle Position Sensor A (TP-A) is the same as Throttle Position (TP) Sensor.

NOTE:
An intermittent fault can cause a Continuous Memory DTC P0122. If a Continuous Memory DTC P0122 is still present after DH11 through DH14, go to «DH20».

Possible causes:

-- Damaged TP sensor.

-- TP not seated properly (tightened down).

-- Open TP SIG or VREF harness.

-- TP SIG harness short to SIG RTN or PWR GND.

-- Damaged PCM.

l Key off.

l Disconnect TP sensor. Inspect for damaged or pushed out pins, corrosion and loose wires. Service as necessary.

l Leave TP sensor disconnected.

l Jumper VREF circuit to TP circuit at the TP sensor vehicle harness connector.

l Key on, engine off.

l NOTE:
If any Scan Tool communication concern exists, remove jumper and go to «DH14».

Access TP PID (TP V PID) with the Scan Tool.

l Is the TP PID (TP V PID) greater than 92.27% (4.60 volts)?

Yes
TP SIG shorted to SIG RTN in TP sensor, or TP SIG or VREF open in TP sensor. REPLACE TP sensor. REMOVE jumper. RECONNECT all components. RERUN «Quick Test».

No
VREF or TP SIG open in harness or PCM, or TP SIG shorted to SIG RTN (or PWR GND) in harness or PCM. REMOVE jumper. GO to «DH12».

I would check your wiring going to the TPS for damage / corrosion. It could be the TPS or wiring going to the TPS.

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What I could find on P1211

"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 what I've read this code is thrown when the ICP signal detects the high pressure oil pressure above or below expected value. Unfortunately, it could be due to a lot of things. Low could be a leak in the system which would usually result in a hard or no start hot; High could be a stuck IPR valve (the valve that controlls the pressure). It is virtually impossible to diagnose this issue without the proper equipment. Save yourself some time, and possible engine damage; take it somewhere where they have the proper tools and diesel experience and have it checked out.

[Dirk]

Holy ford service cd, Batman.

[NCHornet]

I have one of those DVD's somewhere too!!! lol!!!
If everything checks out with the wiring I would replace the TPS, they are less than $100 and it comes with the complete pedal assembly. This was a very common problem with the 99-03 Superduties and if this shop was worth a Flip they would have known this!! Unless they don't use a TPS on the down under trucks?
The 1211 code is totally normal for a chipped truck. Basically your injectors are calling for more Oil Pressure than what the stock pump can provide. Nothing is really wrong and the only cure is Big Oil which also means Big $$$

NCH

[RedneckGirl]

Hey service CDs are great-especially when were free! I've gotten a lot of use out of mine helping other people

Argh. Why did Ford have to make it such a PITA to get the cluster out?!

[Dirk]

I have 15-20 cd's.... somewhere.

[rockgoc]

Yeah sorry guys, should have told you that we did replace the accelerator pedal when we 1st had the trouble come up......cost about $500AU and we thought this had cured the problem....but nooooo. So, reading all that you have found using the cds, me thinks that maybe the wiring should be replaced completely, and not "destressed" which is what the shop admitted they did instead of replacing like I asked them to.
Whaddya think? Jan O