Hi All. To give a bit of history, 06 f350 6.0. Completed a ton of work after a P2290.
The original problem was loss of power when warm, stall but starts.
Then I proceded to change:
-stand pipes
-dummies
-stc fitting and o rings under hpop
-irp o rings and screen (old screen was clean)
-All 8 injector seals

Test drove foe 50 miles and every thing seemed GREAT. Peddle down icp went to 3600 psi, eot and coolant temps good, smooth running lots of power.

Yesterday started a 1000 mile road trip.

50 miles into road trip the air pipe to intercooler blew off, freaked me out, re installed and on my way. I figure that was the one glitch... NOT!!

125 miles into trip engine light and a P2290, , ICP would not go above 1800, IRP would hit 84.7 with ease, loss of power but still drivable.

another 30 miles down the road it got worse, less power, icp not going past 950, and just about stalling at a couple construction stops.. IRP almost always at 84.7

Realise I am in the middle of no where and since I am still running and motor temps are ok I decided to just keep going rather then turning around. If it dies .. Well ill just get it towed.

I had a full tank of fuel so I just kept driving.

Stopped at the 600 mile mark to get fuel and food. 15 min stop. Started up and a way we go, OK running a bit better, ICP going back up to about 1800 and IRP not going up to 84.7 as easy.

Stopped at 800 mile mark. 15 min stop. Started up and took off like a jack rabbit. ICP going up to 3500 when foot into it, irp only hitting 84.7 when rpms up and peddle down.

Ran great for the rest of the trip.

WTF.... Think I'll name her Christine..

 

I will try to clear the code and take it for a drive this morning

 

Could be as simple as a bad ICP pigtail. Wouldn't be a bad idea to get some voltages on the ICP.

 

A P2290 means that your ICP is under ICP desired for "x" amount of time, and I can see that with what you describe. I'm thinking bad ICP sensor (or pigtail) or IPR valve issues since your HPOP is putting out 3500+. It's just difficult without being able to watch it. You could also have collected some trash on the new IPR screen....

 

I have recently purchased a AE. What could I look at to determine the problem?

 

A graph of ICP, ICP desired, ICPv and IPR. You should be able to graph and log all 4 at the same time. At some point you'll see ICP desired above the ICP actual for an "extended" period and the P2290 will set. I don't remember the exact time that it takes to set the code, but it's not long. Certain tunes will also set the code if the ICP desired is above what the HPOP is capable of and you'll have nothing mechanically wrong with the truck.

 

Ill give it a try. I have cleared my code and took the truck for a short drive. No Issues.

??? Would it be fair to assume, given the issues I had yesterday, that it will be a electrical / sensor issue rather then a oil leak.

I just don't see if it was a oil leak or bypass causing the preasure to go down, how it could stop leaking in the middle of a long road trip.

Is there a hydraulic schematic of the HPO system??

I think I need to understand, Exactly how this system works, communicates etc.

 

Starting at page 27 here: Powerstroke 6.0L Technical Intro Manual. AFA how it communicates it's PCM programmed and a little bit complex.

Yes, I think your problem is electrical, at least that's where I'd start.

 

Ill be doin some reading tonight will get back and let u no how I made out Thanks for the help

 

A bad ICP connector would be a good possibility. If it's not that, then I would suspect a bad IPR valve. Those, or a wiring issue, are about the only things that will cause an intermittent loss of high pressure oil.

 

Ok, Been doing some reading. I do have a very good understanding of hydraulic systems. This seems to be a simple system, but wthout knowing exactly what the PCM is thinking, determining if the ICP is faulty or the IPR is faulty becomes a bit confusing.

• The ICP sensor is a three (3) wire

variable capacitance sensor.

• The PCM supplies a 5 volt

reference signal which the ICP

sensor uses to produce a linear

analog voltage that indicates

pressure.

• The primary function of the ICP

sensor is to provide a feedback

signal to the PCM indicating ICP.

• The PCM monitors ICP as the

engine is operating to modulate the

IPR. This is a closed loop function

which means the PCM continuously


monitors and adjusts for ideal ICP

determined by conditions such as

load, speed, and temperature.

• The PCM monitors the ICP signal to

determine if the performance of the

hydraulic system is satisfactory.

• During engine operation, if the PCM

recognizes that the ICP signal is

lower or higher than the value the

IPR is trying to achieve the PCM

will set a Diagnostic Trouble Code

(DTC) and illuminate the amber

malfunction indicator lamp on the

dash.

• The ICP signal from the PCM is one

of the signals the FICM uses to

command the correct injection

timing.


The IPR (Injector Pressure Regulator) is a

duty cycle controlled valve that the PCM

uses to control ICP (Injection Control

Pressure).

• The IPR is a valve that blocks the path to

drain for oil coming out from high pressure

pump. As duty cycle signal increases at the

IPR the restriction to drain increases, thus

increasing ICP.

• When the valve is disconnected it is in its

open or drain state and the engine should

not start.

• The IPR valve also contains the pressure

relief valve for the high pressure oil system.


Ok The ICP sends the PCM the actual preasure in the system.
The PCM sends a command to the IRP to open and close to maintain a desired preasure by dumping oil to resivoir.
The IRP also sends a signal to PCM with its actual position, Right??

This is the % value that displays on my scanguage, Right??

The IRP value, 84.7% means 84.7% closed since the valve is normally open position.

I assume that since the valve is normally OPEN ( at 0%) and the max closed value being 84.7%, that the valve cannot completely close ?? Right??

Say for example, the system has a oil leak (bad dummy plug) a greater volume of oil will be required to maintain proper operating preasure, Thus the PCM should send a signal to the IRP to close ( a higher % value) reducing the oil dumping to resivoir,, compensating for the leak and still achieving proper preasure to run. A bad leak would result in the IRP closed to its max (84.7%) and allowing minimal oil back to resivoir and still not maintaining preasure. Result would be crank, no start

I have changed all HPO system seals except for oil rail seals and believe that I do Not have a leak, And since most of the time im able to build system preasure to 3500.

Then shut truck off for a min or drive for a mile or two then all of a sudden IRP reads 84.7 and it stalls at a traffic light. Starts up right away and back to normal.

I believe the ICP is sending the correct signal to PCM as I am monitoring it constantly, and the behavior of the motor seems to follow the ICP.

I think the problem is between the PCM and the IRP. The IRP is giving feedback to the PCM as to its Position,
But the correct signal (Voltage) the PCM is sending the IRP seems to be screwed up.

Does any of this make sense, or am I barking up the wrong tree??

 

Your correct with therory

But the IPR has No Position sensor what you see there is only a Comanded Value and Not actual Position and the ICP sensor verifys Flow

 

The PCM has a desired ICP value it's looking for under a particular set of conditions (load, speed, etc) The PCM opens and closes the IPR valve to satisfy the demand for ICP that it's looking for. If the desired ICP value is not reached in a set time the P2290 code is set.

 

this...... ftw

 

After doing a lot of reading, I am convinced that the issue is the IRP or IRP pigtail.

The PCM is obviously sending a signal to IRP to close to adjust to reach desired PSI.

I believe that the IRP is NOT responding to the commands, RE. Staying open.

The only question, is it a pigtail / wire issue or is it a sticking IRP.

One must be able to diagnos this...

Is the pigtail to the IRP a OEM item ??