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P0216 DTC

MrMarty51

MrMarty51

Well-Known Member
Messages
20,160
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47,371
Location
Miles City, Montana
Started out to church this morning.
Fired the beast and transmission seemed to shift just a little out of kilter.
Made it to the interstate and then noticed that the SES lamp was ignited.
Truck was running fine, OP, FP, temps on both gauges hanging about the 195 post.
Voltage right on the 14 mark where it always stays when driving.
Got to the first interchange about eight miles out and pulled off.
Opened the ALTEL app on the phone, could not get it to connect to get the codes read.
Said scr ew it and continued on towards Rosebud.
Made it another 12 miles or so and right at the next interchange, enjun dies.
Fuel pressure post FFM right on 9 PSI.
Coast iff onto the off ramp, get stopped, turn off the ignition, set for about ten or twenty seconts, flip the switch, truck fires right up.
Pull around to head back to town and decide to switch from the Stanadyne pump driver to the Dorman.
Fire up and drive the 20 miles home.
Pull into Oriellys and borrow their code reader.
Something about injection pump advance not properly functioning.
Clear the code, another 20 or so mile drive and no more codes.
Pull into the CENEX Zip trip and fuel up with their Road Master blend of fuel.
Drive out of the CENEX, onto the street and within a block SES lamp trips again.
Get the ALTEL fired up and it tells me no codes set.
I do a clear code function and the lamp is now extinguished.
I’m thinking about installing that spare injection pump.
What a pain.
I barely got that intake manifold bolted to the heads and here we go again, except for even deeper.
When and where does this sh it end ?
 
MrMarty51 said:
What You guys think, change out the IP with this remanned unit ?
Click to expand...
I wouldn't yet.

I'm not sure what the status/ history is of the IP you're running or the remanned unit.

Who remanned the IP?

What's the status of your current IP?

If anything, I might take the current IP to a good 6.5 shop to have it checked out.

Or maybe both.

I know you're short on time. Getting ready for the trip and all.
 
jrsavoie said:
I wouldn't yet.

I'm not sure what the status/ history is of the IP you're running or the remanned unit.

Who remanned the IP?

What's the status of your current IP?

If anything, I might take the current IP to a good 6.5 shop to have it checked out.

Or maybe both.

I know you're short on time. Getting ready for the trip and all.
Click to expand...
Yeah, IDK the IP thats on the truck.
Odometer is on over 270,000 miles.
It has been dependable up to this point in time.
I dont know enough about the injection pumps to do too much to this one.
The spare unit is one that I loaned out to BIG T so he could determine if His reman pumps were bad.
He said this spare pump of Mine performed as it should and sent it back, determining that his reman pumps were not so good.
The spare pump I have is a reman and came from SS Diesel Suppply from quite a few years ago.
I dont know that I really want to trust it but at this moment I dont really have a choice, unless I would order in a Flight Systems reman from QuadStar tuning and run with that. $875.00, then the $225.00 core charge that would hang on the balance for a while.
They also have a couple of brand new Stanadyen pumps $2,650.00.
Might be worth it to go with the new unit and say, so much for getting this card paid off. 🤷
 
Last edited:
I decided that the reason the code set was there was an injection pump incident that caused the SES lamp to ignite.
This is the second time, possibly third, that this same incident has happened since I have owned the truck, about six to eight years.
Last time it happened there has been not one problem with the PCM when it tripped that code. Enjun did not die. Read and erased the code and good to go.
This is about the third time that the SES lamp has ignited, hook the reader to it and there is no codes present, I do the erase codes, when no codes is present, that satisfies the lamp and it goes out. Enjun has not stalled during those lamp sessions, erase and go.
I also believe that at this time of trial and tribulation that that Stanadyne pump driver decided to crap out. While the truck was coasting along, it fired a couple of times and jerked along like it was wanting to run but could not muster the knowledge to do so.
Remember that last Stanadyne pump driver I had mounted to the bumper heat sink, driving along and the engine would die, turn off the switch, twist the switch back to start position, the truck would fire just fine and run me to work. Go along a day or two, maybe a week then repeat the sequence.
I’ll contact Leroy diesel and get another remote driver kit coming, make room for another heat sink and driver, have three extension harnesses, then, send this new Stanadyne driver back, in hopes of getting an exchange, when/if the new driver arrives then switch the harness back to the Stanadyne driver and if it fails hope it is within the two hear warranty period like this one did.

And the conclusion:
I will continue running this pump and see what happens.
Continue running the Dorman black box Pump Driver, get the Stanadyne grey box exchanged then run with that driver and see if it fails.
If there is any other failures, or, SES lamp in incidences then I will post them in here, to this thread.
It just threw me into panic mode when the SES lamp ignited, then the enjun died in about 20 miles, made me think it was a pump problem, but most likely a PMD problem.
 
Last edited:
MrMarty51 said:
Yeah, IDK the IP thats on the truck.
Odometer is on over 270,000 miles.
It has been dependable up to this point in time.
I dont know enough about the injection pumps to do too much to this one.
The spare unit is one that I loaned out to BIG T so he could determine if His reman pumps were bad.
He said this spare pump of Mine performed as it should and sent it back, determining that his reman pumps were not so good.
The spare pump I have is a reman and came from SS Diesel Suppply from quite a few years ago.
I dont know that I really want to trust it but at this moment I dont really have a choice, unless I would order in a Flight Systems reman from QuadStar tuning and run with that. $875.00, then the $225.00 core charge that would hang on the balance for a while.
They also have a couple of brand new Stanadyen pumps $2,650.00.
Might be worth it to go with the new unit and say, so much for getting this card paid off. 🤷
Click to expand...
With the IP on the truck, having that many.miles on.it, I would swap for your spare and run it.
 
jrsavoie said:
With the IP on the truck, having that many.miles on.it, I would swap for your spare and run it.
Click to expand...
Wise words of advise.
I’m just a bit weary of who rebuilt that spare pump.
That SS Diesel Supply did not have the best of reputation.
I wont have a lot of time to test run that spare pump, so, probably pack along the original pump and the extra couple of wrenches and tools to change out a IP and if this reman pump fails then dismantle and stick the original back on. 🤷
I do have AAA and if the truck stalls along the way then that service could load the truck and get it to a safe location.
 
MrMarty51 said:
Started out to church this morning.
Fired the beast and transmission seemed to shift just a little out of kilter.
Made it to the interstate and then noticed that the SES lamp was ignited.
Truck was running fine, OP, FP, temps on both gauges hanging about the 195 post.
Voltage right on the 14 mark where it always stays when driving.
Got to the first interchange about eight miles out and pulled off.
Opened the ALTEL app on the phone, could not get it to connect to get the codes read.
Said scr ew it and continued on towards Rosebud.
Made it another 12 miles or so and right at the next interchange, enjun dies.
Fuel pressure post FFM right on 9 PSI.
Coast iff onto the off ramp, get stopped, turn off the ignition, set for about ten or twenty seconts, flip the switch, truck fires right up.
Pull around to head back to town and decide to switch from the Stanadyne pump driver to the Dorman.
Fire up and drive the 20 miles home.
Pull into Oriellys and borrow their code reader.
Something about injection pump advance not properly functioning.
Clear the code, another 20 or so mile drive and no more codes.
Pull into the CENEX Zip trip and fuel up with their Road Master blend of fuel.
Drive out of the CENEX, onto the street and within a block SES lamp trips again.
Get the ALTEL fired up and it tells me no codes set.
I do a clear code function and the lamp is now extinguished.
I’m thinking about installing that spare injection pump.
What a pain.
I barely got that intake manifold bolted to the heads and here we go again, except for even deeper.
When and where does this sh it end ?
Click to expand...
The powertrain control module (PCM) will log this code if it determines that the timing of the diesel-powered vehicle's high-pressure injection pump fails to meet specifications. Common causes of the P0216 code are failed high-pressure injection pump, transfer pump issues, and a clogged fuel filter.
 
Big T said:
The powertrain control module (PCM) will log this code if it determines that the timing of the diesel-powered vehicle's high-pressure injection pump fails to meet specifications. Common causes of the P0216 code are failed high-pressure injection pump, transfer pump issues, and a clogged fuel filter.
Click to expand...
New fuel filters all the way around, after the Jell up ordeal.
When the engine stalled the LP pressure was right on 9 PSI and had been holding that the full 20 miles to Hathaway exit ramp, then all the way back to town and during the post code reset at Oriellys for about a 20 mile run.
Being this is about the third time this code has set, I’m gambling that the IP is getting ready to fail.
 
MrMarty51 said:
Wise words of advise.
I’m just a bit weary of who rebuilt that spare pump.
That SS Diesel Supply did not have the best of reputation.
I wont have a lot of time to test run that spare pump, so, probably pack along the original pump and the extra couple of wrenches and tools to change out a IP and if this reman pump fails then dismantle and stick the original back on. 🤷
I do have AAA and if the truck stalls along the way then that service could load the truck and get it to a safe location.
Click to expand...
If you get near me and have an issue. We also have triple A.

If you would need it towed farther.
I don't know if AAA will let you do back to back town.
If you had to have it towed farther than your tow limit. You could have it towed to a truck stop or something and then use one of our tows to get it closer to where you want it.

One of us would have to be there for the tow.

Near here is Triangle Diesel in Irwin, Illinois.
You might want to contact them, just to ask if they still rebuild 6.5 Diesel IPs.
For just in case. It never hurts to have a plan.

I wouldn't be Too scared of the SS Diesel injection pump. Who knows who the actual rebuilder was.
He was pretty good about just buying whatever and then reselling at a good profit. He wasn't much for standing behind stuff, so warranty wasn't much of an issue.

Back when that IP was rebuilt, parts were available for a reasonable price,so it might be halfway decent.

If it's not feasible to have it looked over before the trip, I'd just run it.
 
Last edited:
Return line fittings.
The fitting on the left is the one that came on the red tag pump, the one I am using.
The fitting on the right was on the original pump.
IMG_3056.jpeg
The fitting that was with the red tag pump is shorter and full flow return.
Now I am in question if I should use the shorter fitting that was with the red tag pump, or, the fitting that has a restriction in it that came on the blue tag pump.
IMG_3057.jpeg
🤷
Only reason I checked them fittings is that the one from the old pump was longer, removed it and discovered it has some restrictor sort of a device within its orfice.
 
Anyhow, pump is bolted down and drive bolts torqued.
Another question.
I have the extended engine harness from Quadstar. Suppose to fit over the intake manifold.
When I installed the new engine, it seemed that the harness lacked a couple or more inches of fitting nicely over the top of the intake manifold.
Was I missing out on something with the harness coming up slightly short ? 🤷
 
Okay. Released the engine harness terminal connectors from the steel holding fixture. Now the harness will reach clear to the radiator, I think.
That harness retainer device has been a real pain to get aligned with the bolt holes every time some work needs to be done under the FFM.
Pump is in the hole and bolts secured. Gear bolts torqued to 20 FT LBS.
Injection pipes is all hooked, left them loose at the injector ends.
Pulled the glow plugs.
They all have the appearance that the cylinders must be fueling evenly. No GP with more soot collection than any other one.
Left to right.
1-3-5-7 2-4-8.
IMG_3058.jpeg
Six is fairly well hid behind the down pipe so I left it alone.
Before hooking wires, going to check torque on exhaust manifold bolts.
See if any of them needs a second round of tight.
 
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