Print 2004 Ford Pickup 6.0L Eng F250 Super Duty P2284 REQUESTED INFORMATION Pinpoint Test Ao: Injector Control Pressure Too High Introduction Signal Function The injector control pressure is determined by the injection pressure regulator (IPR). The IPR is a variable position valve that controls injection control pressure. The powertrain control module (PCM) uses many input variables to determine the desired control pressure. Battery voltage is supplied to the IPR when the ignition is in the ON position. Valve position is controlled by switching the output signal circuit to ground. The ON/OFF time is modulated from 0% to 65% dependent upon the desired control pressure. Injection Control Pressure (Icp) Sensor Bias The ICP sensor bias varies between sensors. The amount of voltage the sensor deviates from a calculated reference value (sensor bias) may cause an injection control pressure calculation error. Detection/Management An open or shorted to ground control circuit can be detected by an on demand output circuit check performed during the KOEO test. When the starter is engaged and the engine fails to start, the IPR command will increase toward its maximum until the engine starts. The normal range for the IPR at idle is between 16-24%. An above 24% range indicates high effort to achieve idle. A below 16% indicates low effort to achieve idle. The PCM is capable of detecting whether desired injection control pressure is equal to the measured injection control pressure while the engine is running. If the measured injection control pressure does not reasonably compare to the desired injection control pressure the PCM ignores the measured ICP sensor signal and attempts to control the engine with the desired value. (If the problem was in the sensor circuit, this strategy causes little performance deterioration. If the problem is in the control circuit, engine performance will probably still be unsatisfactory). An injection control pressure step test, in which the PCM commands and then measures calibrated pressures, is performed during the KOER test. CAUTION: The PCM harness connectors must be properly seated and the connector latch properly attached to eliminate possible driveability concerns or a no start condition. Installing the PCM connectors on an angle may cause an improper connection, misdiagnosis and damaged components. Install the connector until the lever pivots and seats itself. Apply light pressure to get the connector into position on the PCM and then fully seat the connector. NOTE: Visually inspect the harness connectors for corrosion, damage, proper mating and correct pin tension. NOTE: When the PCM is disconnected additional DTCs will be set. Clear all DTCs after restoring the vehicle. Note The engine will not operate with an IPR circuit that is not functioning. Fig 1: Identifying PCM Body Harness Connector Terminals Courtesy of FORD MOTOR CO. Fig 2: Identifying Actuator Connector Terminals Courtesy of FORD MOTOR CO. Dtc Descriptions • P2284 = Injector Control Pressure Sensor Circuit Range/Performance • P2288 = Injector Control Pressure Too High Test Procedure 1. AO1 PRELIMINARY DIAGNOSIS FOR (DTC) P2284 OR P2288 ◦ Perform the KOEO, KOER and Continuous on-demand self tests. ◦ Retrieve and record all DTCs. 2. IS DTC P2284 OR P2288 PRESENT? 3. Yes 4. No 5. For KOEO and Continuous DTC P2284 or P2288, Go to AO2.For KOER DTC P2284 or P2288, Go to AO9. 6. UNABLE to duplicate condition. REFER to SYMPTOM CHARTS 6.0L DIESEL if a driveability concern exists. 7. AO2 DIAGNOSTIC TROUBLE CODE (DTC) P2284 OR P2288 ◦ Possible causes: ▪ incorrect oil or viscosity ▪ poor oil quality ▪ gelled fuel/no fuel ▪ low fuel pressure ▪ biased ICP sensor ▪ IPR valve ▪ high-pressure oil system leak ▪ high-pressure oil pump ▪ PCM ◦ Verify correct oil quality/viscosity and correct fuel grade are being used for the temperature conditions. 8. IS THE OIL AND FUEL QUALITY OK? 9. Yes 11. Go to AO3. 10. No 12. REPAIR the fuel or oil condition. 13. AO3 CHECK FUEL PRESSURE ◦ Measure the fuel pressure at the regulator block. ◦ Measure the fuel pressure at idle and on the road at WOT at full load. Fuel pressure at idle should be 310 kPa (45 psi) minimum and 207-482 kPa (30-70 psi) at WOT full load. 14. IS THE FUEL PRESSURE WITHIN SPECIFICATIONS? 15. Yes 16. No 17. Go to AO4. 18. REPAIR the fuel system concern. 19. AO4 PERFORM THE KOER ON-DEMAND SELF-TEST ◦ Perform the KOER On-Demand Self-Test. 20. IS DTC P2284 OR P2288 PRESENT? 21. Yes 22. No 23. Go to AO6. 24. Go to AO12. 25. AO6 ICP SENSOR CHECK ◦ Key on, engine off. ◦ Access the ICP PID. 26. IS THE ICP PID VOLTAGE BETWEEN 0.18 AND 0.24 VOLTS (EARLY BUILD) OR 0.15 AND 0.35 (LATE BUILD)? 27. Yes 29. Go to AO7. 28. No 30. INSTALL a new ICP sensor. 31. AO7 CHECK FOR OIL AERATION ◦ Accelerate the engine and hold at 3,300 rpm for three minutes. ◦ Access the ICP PID. 32. IS THE INJECTION CONTROL PRESSURE INCREASE GREATER THAN 12.4 MPA (1,800 PSI)? 33. Yes 34. No 35. CHANGE the engine oil. RETEST the system. 36. Go to AO8. 37. AO8 CHECK THE IPR DUTY CYCLE UNDER VEHICLE LOAD ◦ Access the IPR PID. ◦ Operate the vehicle at WOT and a full load condition. 38. DOES THE IPR DUTY CYCLE INCREASE TO 65%? 39. Yes 41. INSTALL a new IPR valve. 40. No 42. Unable to duplicate failure. 39. Yes 40. No 41. INSTALL a new IPR valve. 42. Unable to duplicate failure. 43. AO9 KOER ON-DEMAND DIAGNOSTIC TROUBLE CODE (DTC) P2284, P2288 OR P2290 ◦ DTC P2288 indicates that injection control pressure was above commanded desired pressure during self test mode. ◦ DTC P2284 or P2290 indicate a difference in commanded and actual injection control pressure. ◦ Possible causes: ▪ incorrect oil or viscosity ▪ poor oil quality ▪ gelled fuel/no fuel ▪ low fuel pressure ▪ biased ICP sensor ▪ IPR valve ▪ high-pressure oil system leak ▪ high-pressure oil pump ▪ PCM ◦ Verify correct oil quality/viscosity and correct fuel grade are being used for the temperature conditions. 44. IS THE OIL AND FUEL QUALITY OK? 45. Yes 47. Go to AO10. 46. No 48. REPAIR the fuel or oil condition. 49. AO10 CHECK FUEL PRESSURE ◦ Measure the fuel pressure at the regulator block. ◦ Measure the fuel pressure at idle and on the road at WOT at full load. Fuel pressure at idle should be 310 kPa (45 psi) minimum, and 310-551 kPa (45-80 psi) at WOT full load. 50. IS THE FUEL PRESSURE WITHIN SPECIFICATIONS? 51. Yes 53. Go to AO12. 52. No 54. REPAIR the fuel system concern. 55. AO12 ICP SENSOR CHECK ◦ Key on, engine off. ◦ Access the ICP PID. 56. IS THE ICP PID VOLTAGE BETWEEN 0.18 AND 0.24 VOLTS (EARLY BUILD) OR 0.15 AND 0.35 (LATE BUILD)? 57. Yes 59. 58. No 60. Go to AO13. 61. INSTALL a new ICP sensor. 62. AO13 OIL AERATION CHECK ◦ Accelerate the engine to wide-open throttle and hold for three minutes. 63. IS THE INJECTION CONTROL PRESSURE INCREASE GREATER THAN 12.4 MPA (1,800 PSI)? 64. Yes 65. No 66. CHANGE the engine oil. RETEST the system. 67. Go to AO14. 68. AO14 CHECK THE ICP SENSOR VOLTAGE WHILE PERFORMING SELF TEST NOTE: During KOER On-Demand Self Test, ICP will be commanded high 17 MPa (2465 psi), then low 5 MPa (725 psi) and then the EP will be commanded high and low. ◦ Install the ICP/EBC Adapter Cable D94T-50-A or equivalent between the ICP sensor and the engine harness. ◦ Measure the voltage between the ICP sensor signal circuit, harness side and ground. ◦ Perform the KOER On-Demand self-test. 69. DOES THE VOLTAGE READING INCREASE ABOVE 3 VOLTS AND THEN DECREASE TO APPROXIMATELY 1 VOLT DURING THE ICP PORTION OF THE KOER TEST? 70. Yes 72. If DTC P2284 or P2288 was displayed, INSTALL a new PCM. 71. No 73. Go to DIAGNOSTIC SUBROUTINES - 6.0L DIESEL . Hard/Start/No Start Diagnostic Procedures. PERFORM the Monitor the ICP While Cranking Test.
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