Dodge Wait to Start / Grid Heater Light Coming On and Audible Chime 10 Times

Do have a 3rd or 4th generation Dodge Ram pickup and your grid heater light comes on when driving then the dash starts chiming? Did you try to pull a code and find there isn't any DTC's or it has some strange looking code like P1222/P1223, P122F/6806 or some variation of the two? If you look any of those up in Mopar Tech Authority you will likely get no results. Mitchell and AllData are the same. You may find something on the internet but who really knows if they know what they are talking about.

Talk about no information!

Here is the skinny.

Mopar had a TSB to reprogram the ECM for various concerns that did fix a lot of problems. Also, if you run a Smarty Jr and reprogram back to stock it will install the latest calibration available that includes the "New" P1222 and P1223 codes.

What this means

Typically, with these codes you have an excessive fuel return flow problem. Don't go out and buy injectors just yet! The key is to see what's happening when the truck sets the fault. The computer runs the excessive return flow test at a zero fueling event. Usually decelerating down a hill, off throttle cresting a hill etc.

If at all possible, get a scan tool and monitor fuel injection pressure and fuel injection pressure desired. Different scan tools will likely call them different names, but they should be similar.

Here's the important part. Duplicate the concern and watch the two data pids.

If your scan tool lets you de-select pids we recommend slimming it down to the bare minimum pids to increase the capture rate of your scan tool. That way if there is a quick glitch in fuel pressure, you have a better chance of seeing it. 

If your fuel pressure does not match and the actual is much lower than the desired, you have high fuel return flow.

This can be caused by any of the following

1. Weak High-Pressure Relief (Popoff Valve)
2. Lazy Regulator
3. Worn Fuel Injectors
4. Weak Injection Pump
5. Fuel Contamination

I'm sure there is more and feel free to chime in if I've missed something, we'll add it and make an article out of this.

From this point you can either start changing parts or continue on with some diagnostics.

(Spread the love and buy our parts!) Norcal Diesel Performance Parts

Additional Diagnostics

• Test the High-Pressure Relief - This is fairly simple with an advanced scan tool. Just command the regulator up to achieve max fuel pressure. This should be somewhere around 27,500 psi. The relief valve is a calibrated mechanical spring that opens to return fuel back to the fuel filter, thus limiting max fuel pressure. You should be able to see when the valve opens with the scan tool by monitoring the actual fuel pressure and looking for the drop. Using the graph mode is helpful with this test. A lot of times customers install a "delete" on this valve. We do not recommend it unless you are racing in a professional setting. It can cause more problems than help along with wear out your FCA faster trying to correct fuel pressure all by itself.
• Test the Fuel Control Actuator - Also called Suction Control Valve, Injection Pressure Regulator or Fuel Metering Valve - This is a similar test to the HPR test. All you do is command the actuator up and see if it can achieve max fuel pressure. Unplugging the actuator also works for max pressure. If so, usually it's okay but in some instances, you could have a lazy FCA where the actuator works but is slow. We've seen the code set before because the self test is faster than the actuator will correct itself. They are probably one of the cheapest parts so throwing one on is a cheap "educated" guess. *** Parts Available here *** 5.9L FCA Valve 03-07  6.7L FCA Valve 07.5-18
• Test the Fuel Injectors - There are a lot of how-to's and Youtube tutorials on this subject so we're gonna keep this short. You test return flow by installing special tool (usually a modified Banjo fitting) into the fuel return hoses from the back of the head where it connects to the the injection pump or fuel filter. The test is done at operating temperature and you measure the fuel volume returned into a graduated measuring cup over a specified time period. Rule of thumb is no more than 180ml per minute. If you are getting this symptom and the injectors are at fault your test results will be dramatically more than 180 ml / min. If you want to pinpoint the failure cylinder you can remove the hard line for any cylinder and cap the end on the rail and re-run the test. If one injector is at fault you should see a dramatic reduction in fuel return. Here is the test from Mitchell on an 06 5.9L.
• Weak Injection Pump - This is more than likely not an issue for this code however we had to include it. If you had a weak injection pump you would either have a lack of power, low boost, low high-pressure fuel pressure under load or stalling concern as well as a check engine light. To test a CP3 pump you would first want to verify base fuel pressure is correct. Normally you have somewhere around 8-20 psi of base fuel pressure depending on the model year. Verify base fuel pressure under a loaded condition to ensure proper volume to the CP3. If you have a base fuel pressure concern, we recommend installing an Airdog or Fass system. Both systems work well in providing a clean fuel source to the injection pump by removing air, water and filtering to a 2-micron level. Once verified go drive the vehicle under hard load and ensure max pressure is consistently achieved and does not drop off. A weak pump will likely be okay when cold but loose pressure when warmed up and not hold full 27k psi when commanded.
• Checking for Fuel Contamination - This one is easy but very important. Most of you have seen the roadside "Green" fuel or biofuel. DON'T BUY IT!! Even if your truck says you can run it. Just stick with ol' trusty No.2 Diesel. A lot of the time the fuel quality and BTU rating is inconsistent with alternative fuels. Newer trucks are especially vulnerable to this because they monitor pressures, temperatures and imbalances much more quickly than the older trucks, if they even did at all. We have fixed A LOT of trucks by putting in some good fuel and changing filters.
• BTW, RUN A FUEL ADDITIVE! Not to get off subject here. Most states dramatically reduced the sulfur content from the fuel around 2006 and slapped a "Ultra Low Sulfur Diesel" sticker on the pump. With the high failure rate of CP4 pump and injectors in newer trucks maintaining your fuel system has never been more important. Fuel filters and fuel additive are cheap compared to a fuel system. We recommend XDP Fuel Additive found HERE. Low Sulfur Diesel = <500 parts per million, Ultra Low Sulfur <15 PPM. There went your lubrication.

We sincerely hope this article helped your learn about and repair your vehicle. We try to share with other what we've learned, banged out head about and prevent future headaches for others. If you need additional help feel free to give us a call at 888-290-3820. If you need parts, we can help with that too!