Awesome, I will be patiently waiting for those results! The codes are definitely pointing to an ICP issue, so I'm interested to see what happens here...

 

Okay, so we did a drive and recorded the data. Unfortunately the data wouldnt load on playback because the file was too large, was like 350 frames and was almost 30 minutes. The check engine light did come on once and when it did the icp actual was higher than the desired but I cannot tell you what exactly the numbers were. We did upload another video to you tube. it is titled 2007 king ranch wot scan data. This is of a series of wots in park at the shop. we are going to try again to upload the drive cycle data tomorrow if the scan tool will perform the playback. I will tell you that the truck is galloping quite a bit when off the throttle and driving down the road and it surges alot when on the throttle. This is whether the light is illluminated or not. We also ran down the road with a fuel pressure gauge and wot under load was no less than 58psi. We have removed the small allen head plug next to the fuel pressure regulator in the fuel filter housing under the hood and attached a fuel pressure gauge there. We have removed the fuel preeure gauge now, as it is obviously okay and not the problem. Thanks for all the help so far!!!

 

Try unplugging the ICP sensor and repeating your testing. See what codes come up when you leave it unplugged.

I'm seeing others complaining with the same code and some suggest a high pressure oil leak, but that doesn't make sense to me, since your ICP is too HIGH, not too low, and your ICP desired and actual look ok... though we don't really know what the numbers were at WOT yet...

 

I would think if the ICP is too high then the problem would be a stuck closed IPR but it shows its operating????

 

We unplugged the icp sensor last night and started the truck it started and reved up but still acted strange!

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I don't know the numbers but I recall they weren't even clove to being the same at wop

 

They weren't close at WOT? Which was higher? Was desired a lot higher than actual? Or vice versa?

The only cases I've seen where actual ICP is higher is on some 58V FICM's, since they're programmed to increase pressure with the higher voltages.

The data we've can see (not including your WOT runs) shows everything is a-ok. However the codes and your comment on your WOT readings and the way the truck runs points me towards a high pressure oil leak.

A simple mechanical test might be in order. I would like to know the numbers of ICP at WOT though.

Might have to just put air to the HPO system and look for leaks.

 

We were running the ford pinpoint AO test for code p2284 this morning and one step is checked for oil aeration. They want you to rev the engine at 3,000 rpm for 3 minutes and than check to see if the icp is over 1800 psi. We revved the engine for the required 3 minutes, let it idle and then brought it to 3000 again. The icp was at about 1540 psi and the desired was abotu the same. Without moving my foot from the accelerator, the enigne revved to 4000 rpm, the icp went to 4700 psi and the icp desired stayed at 1500 psi and the code triggered. I don't know if this is helpful information, but we are having a hard time believing that there is really something wrong with the hpop system and sooner believe that this is an electrical issue. We have made it to the step in the pinpoint tests where we need to back probe the icp sensor and run a KOER test to check for voltage change when the computer command the icp high and low. We will try to do that today. There are only a couple of steps remaining in the pinpoit testing and they are both leaning toward pcm depending on the results of the tests. We will be doing some wot tesing with a different scanner that updates in real time tonight also.

 

Wow. I'm not sure I've ever really seen this issue before. I'm going to do some research today and see what I can find on this. Please keep us updated with the results from the rest of the pinpoint test, I'm very interested to see how this works out. Sounds like high pressure oil system is working just fine, more like an electronics issue at this point. ICP desired is too low, but the actual ICP is correct (and where it should be), so the PCM is seeing it as too high of an ICP. Odd. I'll see what else I can dig up, this has me puzzled.

 

So we did the last step on pinpoint ao test. It was to backprobe the icp sensor and run a koer test. When the computer foces the ipr to 2465 psi the icp sensor should read over 3 volts then the computer will force the ipr to 725 psi and the icp sensor should read around 1 volt, If this happens then they want you to do something with the pcm if it does not happen as specified, got to the hard start/no start test and carry out the monitor the icp test, We had 2.8 volts and not over 3 volts so we need to go to the hard start/no start and did not do that today. We did however get hooked to the ford ids scanner and the dat that we have been getting on the evo is the same. When you wot the icp pressure goes way higher than the icp desired. I really have been leaning to a possile ipr problem because it just appears on the data that the pcm can't always control it. So we used the ford ids and took manual control of the ipr and force the duty cycle higher and higher and it reacted immediately and did exactly what we wanted it to do, so this blows my ipr theory out of the water. I am now wondering if the feedback that we are receiving from the icp sensor is not always accurate and this is when the code sets. I am going to try to run the icp monitor test that the pinpoint test led to, tomorrow. I am getting totally frustated with this thing. We also used the ford ids to check the latest calibration on the pcm and the ficm and they were all okay. we did a complete fresh install of the calibrations that were installed in both modules in the event that there was a logic issue. we cleared the codes and 3 miles down the road, same issue.

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Do you suppose there could be a restriction on the drain side of the regulator in the hpop system. This thing is keeping me awake at night....LOL

 

No, because your actual ICP seems 100% correct... it's just that desired ICP that's throwing it off, and I'm not sure what actually is requesting ICP and why there is a disconnect between what the truck wants and what it's actually doing. Typically with ICP issues the desired goes up and actual lags behind, thus a HPO leak, however you have just the opposite. I'm still digging into this, I didn't forget about you, I've asked some gurus for their opinion's as well, waiting to hear back.

We'll get her figured out.

Let us know what you find with your testing today as well.