Rick's Free Auto Repair Advice » Ford 7.3 Diesel Engine

P1316, P1282, P1211 on Ford Powerstroke Diesel

Rick — Mon, 30 Nov 2009 00:07:28 +0000

Owners report trouble codes P1316, P1282, P1211 on Ford Powerstroke Diesel along with skipping or misfire symptoms. Install a scan tool to read the “duty cycle” specs for the Injection Pressure Regulator (IPR) and the Injection Control Pressure (ICP) sensor. The high pressure oil pump is capable of putting out more than 3,000psi. But the IPR regulates the amount of pressure with a solenoid that is pulsed open and closed by the PCM. The PCM reads the oil pressure from the ICP and commands the IPR on and off. The IPR can regulate 3,000psi with only a 12% duty cycle. So you should check both the ICP and IPR readings on the scan tool. If the psi reading on the ICP goes up while the IPR duty cycle goes down (12% or lower), that indicates a faulty or sticking IPR. The reason is that the PCM can no longer shut down the duty cycle enough to properly regulate the oil pressure. The IPR has a reasonably high failure rate.

For a complete description on how the system works, click on Ford Powerstroke 7.3L Diesel. High pressure pump system description, operation, and troubleshooting

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P1211, P1212 Ford Powerstroke Diesel

Rick — Sun, 29 Nov 2009 23:54:23 +0000

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.

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Instrument Cluster and Gauges Dead

Rick — Sun, 29 Nov 2009 22:54:21 +0000

Owners of Ford F-series trucks may experience a total failure of the instrument cluster gauges. This is usually caused by an open condition in the ground wire from the cluster. To diagnose the problem, remove the cluster and check the 20-pin connector that is connected to the rear of the cluster. Using a digital multimeter, connect the meter’s red probe to terminal 20 (red/yellow wire) to confirm the presence of battery voltage (key on, engine off) (black wire to ground). All the warning lights should come on when you turn the key to ON.

Next, move the red probe to terminal 13 (pink/orange). It should read less than 0.1 volt. If it reads higher, the cluster has lost its ground connection. This condition is usually caused by a poor ground located in the driver’s side kick panel. Clean this ground connection and recheck terminal 13. If it still reads high, check for damage in the wiring harness where it wraps around the emergency brake assembly. Often the harness can get cut by the brake mechanism. Repair the harness and re-route it to prevent future damage.

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Idles ok, but no acceleration

Rick — Sun, 29 Nov 2009 22:41:59 +0000

Owners of Ford 7.3L diesel Direct Injected Turbo (DIT) or PowerStroke engines may have a situation where the engine starts and idles fine but will not accelerate. Ford installed “drive-by-wire” technology in these vehicles. So the accelerator pedal no longer is connected to the engine by a cable. Instead it acts like a throttle position sensor. Ford refers to this sensor as an Accelerator Position Sensors (AP). To act as a redundant sensor, Ford also adds an Idle Validation Switch (IVS).

The IVS receives battery voltage on the red/yellow wire. The switch is OPEN when your foot is off the gas and the engine is idling. To check the operation of this switch, connect your digital voltmeter to the red/yellow wire. It should read battery voltage with your foot off the pedal and switch to less than 0.5 volts as you press down on the pedal.

The AP sensor gets a 5 volt reference signal from the PCM on the brown/white wire. The yellow/white is the ground wire. As you depress the accelerator, the AP changes the voltage going to the PCM on the gray/white wire. It should vary from 0.9 – 4.5 volts (4.5 at full throttle). You must test both switches at the same time to determine correct operation. Connect two meters or a dual trace scope to both sensors. As you depress the pedal, watch the voltage on the AP sensor gray/white wire. When it reads approximately 1.3 volts, the IVS switch should close and you should see battery voltage on the red/light green wire.

If the voltages on the two switches do not synchronize, the PCM will conclude there’s a problem and the vehicle will not accelerate. It will only idle. Replace the accelerator pedal to correct the condition.

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Transmission flush

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Window issues, power window motor, replace window regulator, glass adhesive

Cranks but no start on Ford 7.3L diesel, no “Wait to Start” light

Rick — Sun, 29 Nov 2009 17:41:24 +0000

If you run into a situation with your Ford 7.3L diesel where it cranks but will not start and you find you have no communication with your scan tool, chances are good that you have a shorted fuel line heater. The other symptoms of a failed heater are:

1. Blown 30A fuse
2. No “Wait to Start” light when first starting engine
3. Check Engine light.

To test the fuel line heater, first disconnect it. You’ll find the connector at the fuel filter assembly. Look for a two-wire connector with a red/light green wire. Disconnect the connector to the heater, replace the burned out fuse, then start the vehicle. If you can drive if for several cycles and the fuse does not blow, you’ve found the problem. Replace the fuel line heater.

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PassLock or Passkey

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Window issues, power window motor, replace window regulator, glass adhesive

P0340 on Ford 7.3L diesel, Crank but no start, bucking

Rick — Sun, 29 Nov 2009 17:33:14 +0000

Shops are reporting a high failure rate on the camshaft position sensor that generates and OBDII diagnostic trouble P0340. You can test the sensor using an automotive scope. But you cannot test it with a digital multimeter. That’s because the sensor puts out a digital square wave. Since this is such a high failure rate item, if you get a code P0340, your best option is to simply replace the sensor.

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Hover your mouse over the REPAIR ARTICLES tab at the top of the page. The click on DIAGNOSTICS to search by SYMPTOM, TROUBLE CODE, or read TECH TIPS on how to diagnose a problem

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Oxygen sensors, How they work, How to change, How to test

PassLock or Passkey

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Serpentine belt diagrams

Window issues, power window motor, replace window regulator, glass adhesive

Ford 7.3L Diesel Glow Plug Operation

Rick — Sun, 29 Nov 2009 17:10:29 +0000

If you own a Ford Diesel and you’re having problems, first read up on how the glow plug system works. There are two versions of the system. The first system is used in all 49 U.S. states EXCEPT California. Due to stricter emissions laws, the California system is different.

Wait to Start

When you first turn the key, the PCM turns on the Wait to Start light and provides power to the glow plugs. The light stays on for only 3-5 seconds. But the PCM continues to provide power to the glow plugs for as long as 180 seconds to pre-heat the combustion chamber—even though the “wait” light is off.

Hard Starting Diagnostics

If you suspect a problem with the glow plug system, start here:

1.Make sure the battery has a full charge

2.At the glow plug connector (GPC) on the right side valve cover, check for battery voltage on the large black/yellow wire. If that’s present, check for battery voltage at the smaller red wire (key on).

3.If you see voltage at those two wires, cycle the key off and on while you check the other small wire pink/orange. It should have less than 0.5 volts. This is the wire that grounds the coil in the glow plug relay. Also listen for the relay to click when you cycle the key off and on.

4.If you don’t hear a relay sound or the voltage is higher than 0.5 volts, try checking for output voltage at the relay on the two large brown wires—one to each engine bank. (California models may have 1 brown and 1 yellow wire). If you see no voltage, then the relay is bad and not providing battery power to the glow plugs.

5.Finally, perform a voltage drop test to check for excessive resistance inside the relay. Place one lead of your multimeter on the positive battery terminal and the other lead on the output side of the relay. Cycle the key on and off. The reading should be less than 0.5 volts. Anything higher means excessive resistance and you should replace the relay or check the wiring for corrosion.

Testing the Glow Plug

You’ll need a high amp clamp on inductive meter for this test. Do NOT hook up an ordinary multimeter in amp mode. It will blow the internal fuse of the meters in microseconds. Always check the relay when it’s cold. That’s when they malfunction.

1.Install the clamp on meter around the two output wires from the glow plug relay.

2.Turn the key ON and look for an initial reading of 160 amps or more. Glow plugs draw approximately 17-26 amps each (20 amp draw is recommended minimum).

3.If you don’t see at least 160 amps, move the clamp meter to test each glow plug feed wire at the valve cover gasket connector. (1994-97 vehicles test the brown wires in terminals 1 and 5 of each of the four connectors) (1999 and newer test terminals 1 and 2, and 10 and 11 of the two 11-cavity connectors—wires my be yellow) Cycle the key on and off and check for a 20 amp draw at each glow plug. Replace any plug that doesn’t read 20 amps.

CAUTION: Allow some cooling time in-between each test.

California System differences

The California system operates in a similar fashion but uses a module to switch power to the glow plugs instead of a relay. The output from the module is different than for the 49-state version. It has one output wire for each cylinder. The purpose of the module is that it reports current draw back to the PCM so it can monitor the performance of each glow plug. If it see too low a current draw, it sets a trouble codes P0671 – P0678.

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Hover your mouse over the REPAIR ARTICLES tab at the top of the page. The click on DIAGNOSTICS to search by SYMPTOM, TROUBLE CODE, or read TECH TIPS on how to diagnose a problem

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If you’ve had your car scanned and know the trouble code go to TROUBLE CODES

Here are some quick links to speed up your research

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ABS issues, how to bleed ABS brakes

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