Well guys,
Just got the truck back from the stealership. Diaged. Said code pulled was P2291. Low ICP pressure. Between 134 and 155. Alredy replaced ICP and CPS sensors. Truck still don't wana start. Bad ICP do ya think? Or, bad IPR? Dealer recommended replace IPR and HPOP to fix. $1500.00 WTF?? What say YOU? Truck is 2002 F250 PSD w/ 175,000 miles. 6637 filter and muffler delete. No other mods. Never driven hard. Truck has been driven to Clali, Texas, Oklahoma several times w/ no probs. Now it don't wanna start. Cranks good though...

 

haha, Stealership... i work for a BMW stealership and buddy... are you RIGHT! Im sure the labor on that is like 75% of the price... not to mention the parts are marked wayy up just cause they say FORD on them. Im not sure where the sensors are... but do them yourself, and get them from Advanced Auto or NAPA or something... much cheaper than Ford. Im sure they are fairly easy and the money you save will make it basically worth it to replace both just to see if that is the fix!

 

I don't know why dealerships ALWAYS want to replace the HPOP. Seriously, I see at least one post a week about this. The IPR is a much much more common failure part.

 

Beast,

Read this:
http://cw-diesel.com/LuxSite/IPRInfo.htm

Pop

 

Hey thanks guys. I gonna have it towed home today and take a look at what I gotta do bout replacing that IPR myself.

Anyone familiar with this code? "Said code pulled was P2291. Low ICP pressure. Between 134 and 155."

I don't suppose any yall live in the Phoenix/Metro areas? I could always use a little guidance under the hood...

 

You can try the rebuild method. I did it and it worked for about a week. Still wound up replacing it. I think they are about $185 at the dealer. As far as aftermarket parts, when it comes to sensors, stick with OEM. Might cost a bit more, but well worth it. Have had many folks here tell of aftermarket sensors failing in short time. You can look at the new ICP under the plugin, sometimes if they fail, you will see oil coming through the sensor. Also check the little gold nut on the back of the IPR and make sure it is on and tight. If the pressure relay is not working, then the sensor will show faults. That code is not common, but does point toward the IPR and ICP. When my IPR went out, I could still start my truck by holding the pedal to the floor while cranking, Didn't make sense at first since it's only a wire connecting the pedal and the rest, but have been told since that it was command the HPOP to raise pressure. ?????
Might be worth a try.

 

Are you sure you have the code right? I've been looking through my DVD Service Manual & can't find that code. Have you unplugged the ICP to see if it makes a difference?

Let me know if you want me to get you info on trouble shooting instructions from the manual on the ICP.

Hope I'm not wasting my time trying to help a squid out of water.

 

I have a pdf with way more DTC codes than is in the manual (least the dvd version I have). P2291 does indeed show as "Injector Ctrl Pressure Too Low - Engine Cranking". Here is a link to a pdf with more DTC's than Carter has liver pills!

 

That might be a handy piece of information. Does your file refer you to any correction steps or simply tell you what the codes mean? I guess you could always try and cross reference symptoms to a code with similar issues, or would that be a waste of time?

Why don't they just come out with one master code that says "take it to a ford dealer so we can overcharge you"?

 

Here you go...we typed over each other

Yeah on the "take it to a ford dealer code..." lmao

 

AAHHRRR.. OK ya land lovers,
Just got home..

I have alredy purchased and installed new CPS and ICP sensors. No luck. Still won't start. The dealer is saying HPOP and IPR but, when I asked em if they tested the IPR separate to see if it was bad they said no.

So with a new ICP sensor and a bad IPR, I'm wondering if I will get that code and their computer will show low ICP pressure. The ICP could be good but if the IPR in the HPOP is bad then it would not have proper pressure and throw that code right?

Or am I way off here?

BTW nlemerise your link didn't go through for me... Sorry

 

Look here. http://guzzle.rbmicro.com/dtc.html

Just a list of trouble codes, no trouble shooting help..... But thats what we're for.

 

If IPR goes above 14%, ICP pressure should easily go above 3.4 MPa (500 psi) provided that the oil reservoir is full, the IPR valve is not stuck open, the high pressure pump is building pressure and there is not an injection control pressure leak between the high pressure pump and all of the injectors.
Possible Causes:
• Injection control pressure system leak
• Oil reservoir level low
• IPR failure
• Faulty high pressure pump
• Injector O-ring leaking
Injection Control Pressure Leak Test
Removing the ICP sensor and inspecting the level in the oil rail will determine if oil is being supplied to the rail. Removing the inspection plug in the top of the reservoir will help determine if the reservoir is full. A reservoir that drains back after the engine has not been operated for a long period of time can cause a hard start condition. If reservoir empties after filling, verify it is being supplied oil from the low pressure oiling system.
Right Cylinder Head Check
Remove the high pressure hose from the right cylinder head using Quick Disconnect Tool 303-625, and cover the fitting on the cylinder head with the appropriate cap from the Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH. Install the plug from the Oil High Pressure Leakage Test Adapter Set 303-S626 into the high pressure hose to block it off. Crank the engine and monitor the ICP PID. If the ICP Adapter Cable D94T-50-A is connected to the ICP sensor, connect a digital multimeter between signal return and ICP signal wires on the adapter cable. Crank the engine and monitor the signal. The digital multimeter should read 1 to 4 volts.
CAUTION: The engine may start!
If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the right cylinder head. Inspect the fuel to see if oil is in the fuel. If no oil is present in the fuel, remove the valve cover, crank the engine and inspect the injector body and injector bore area for leakage.
CAUTION: Oil is under high pressure!
Left Cylinder Head Check
Remove the cap and plug, then reinstall the high pressure hose to the right cylinder head. Remove the high pressure hose from the left cylinder head using Quick Disconnect Tool 303-625, and cover the fitting on the cylinder head with the appropriate cap from the Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH. Install the ICP adapter from the Oil High Pressure Leakage Test Adapter Set 303-S626 into the high pressure hose. Remove the ICP sensor and install the sensor in the end of the ICP adapter. Connect the ICP/EBP Adapter Cable D94T-50-A to the ICP sensor. Connect a digital multimeter between the signal return and ICP signal wires of the adapter cable. Crank the engine and monitor the signal. The digital multimeter should read 1 to 4 volts.
CAUTION: The engine may start!
If the engine starts or if injection control pressure is now within specification, the injection control pressure leak has been isolated to the left cylinder head.


IPR and High-Pressure Pump Test
If injection control pressure is still low after ruling out both cylinder heads as the source of injection control pressure leakage, perform the following steps to isolate the cause. Leave the ICP sensor and ICP adapter connected to the left high-pressure hose. Remove the high-pressure hose from the right cylinder head and cover the fitting on the cylinder head with the appropriate cap from the Fuel/Oil/Turbo Protector Cap Set T94T-9395-AH. Install the plug from the Oil High Pressure Leakage Test Adapter Set 303-S626 into the high-pressure hose to block it off. With the high-pressure pump effectively deadheaded, crank the engine and monitor the signal. If injection control pressure is not within specification, replace the Injection Pressure Regulator (IPR) with a known good IPR and retest. If a low pressure condition still exists, the problem is most likely with the high-pressure pump or the high-pressure pump drive gear.

 

If your ICP is that low Then The IPR is stuck open.

 

I apologize for the bad link (I left a space at the end of the url)...try this:

DTC List