Have 2 codes and a wrench light, P0299 and P0522.

[ohioseabee]

Have 2 codes and a wrench light, P0299 and P0522. Did oil change, changed oil pressure switch, changed blow off valve, smoke test - no leaks. Just can’t wrap my head around this. FORScan is only showing those two codes and nothing else. Has anybody had these yet? Are they both showed up at the same time so I have a feeling they’re related.

Sponsored

 

[seasprite]

Curious if its the wires going to fan clutch.
Known issue, the hose that supports the wires going to the fan clutch can deteriorate and cause issues like you describe.

 

[seasprite]

Check this link

https://www.ranger5g.com/forum/threads/tube-on-fan-clutch-sensor-wire-problem.20549/

 

[ohioseabee]

Curious if its the wires going to fan clutch.
Known issue, the hose that supports the wires going to the fan clutch can deteriorate and cause issues like you describe.

Those are fine, fixed them a year ago and checked them today when I was looking at everything else.

 

[RangerBill]

Have 2 codes and a wrench light, P0299 and P0522. Did oil change, changed oil pressure switch, changed blow off valve, smoke test - no leaks. Just can’t wrap my head around this. FORScan is only showing those two codes and nothing else. Has anybody had these yet? Are they both showed up at the same time so I have a feeling they’re related.

The engine oil pressure sensor and the wastegate vacuum sensor share a common signal return to the PCM. Maybe a wiring problem with this connection (green-white) wire to each. Waste gate issues are listed as a cause of P0299. See diagram below.

 

[airline tech]

The Posted Diagram is incorrect - Our Ranger has (Electric Wastegate)

I think the P0299 code is a follower code due to the P0522 Low Oil Press code.
So, either you have a true Oil Press Issue or the VREF Circuit is being pulled down and sending invalid data to the PCM.
You mentioned (oil change) but did not state (Oil Filter) - Clogged Oil Filter = Low Pressure

Notes:
The VREF Circuit for the Oil Press Sensor (5-Volt)
PCM-MAPT-DPFE-Fuel Rail Press-Eng Oil Press

The Signal Return for the Oil Press
MAPT-Fuel Rail Press-Eng Oil Press - Wastegate Act

So, the signal return circuit ties in the Wastegate Actuator, The Wastegate Actuator ties in the By-Pass valve (Reading and Indicating) P0299 (Underboost)
This is why I am thing the P0299 is just a secondary code that will clear when the oil press issue is resolved.

So, using the diagram above:
We need to check the VREF Circuit
This is a lengthy checkout, but I am going to try to simplify it as I think the issue is on this part of the circuit.
So, we need to start here first to verify we have a VREF
Oil Press - Connector (KOEO) Key On Eng Off
Pin #2 to Pin #3- Should be reading around 5-Volts

And we should check for Short to Ground before we proceed:
Pin #3 to Grd - Should be reading greater than 10k (Kilo) Ohms, as this is reading the resistance of the intact circuit, if less than this = Short to Ground
So when using the below (steps) you should see 5-Volts come back and this resistance come back into spec - when it does by your actions (Indicates the problem area of the circuit)

If not near 5-Volts (4.5 or above)
Then 1 at a time disconnect - Fuel Rail Press Sensor, MAPT Sensor DPFE Sensor
With all disconnected - and still not reading correct voltage, shake the harness
Did 5-Volts return?

If No- Disconnect the Wastegate Actuator Connector.
Did 5-Volts return?

I have a hunch that the Wastegate Actuator is pulling down the circuit.

You can with a Bi-Directional scan tool, set it up to command the Waste Gate and By-Pass valve operation.

You can also try this test while viewing the Wastegate Percentage PID

Key On:
Press Accel to Floor - Wastegate Pos = 90-100%
Release Accel - Wastegate Pos 0-10%
This percentage spec is from the manual, Note I think I remember that these were reversed
The main thing is - you want to see actuator travel 0-100 percent using the accel pedal

As I said, this can potentially be a lengthy T-Shoot process, but we need to find out if we have VREF first and this is a start.

Plus, on the side of caution - I would hook up an actual oil press test gauge to ensure that you in fact only have a (Oil Press INDICATION) issue and not a real pressure issue.

I would also DOUBLECHECK all connections you repaired (ensure) good contacts on the wire harness for the Fan Clutch, that harness ties in the Variable Oil Pump Solenoid which adjusts oil pressure (dependent on load) with this being a repaired area - it cannot be ruled out and can be misleading down the wrong rabbit hole.

 

[RangerBill]

The Posted Diagram is incorrect - Our Ranger has (Electric Wastegate)

I got this from the 2019 shop manual and am surprised that they have the wrong wastegate electrical info. The signal return is still common to the oil pressure sensor on the electric wastegate, so may be something for the OP to check. Thanks for the correction.

What is interesting, is that the printed version of the shop manual shows the wastegate as an electric motor.

 

[ohioseabee]

The Posted Diagram is incorrect - Our Ranger has (Electric Wastegate)

I think the P0299 code is a follower code due to the P0522 Low Oil Press code.
So, either you have a true Oil Press Issue or the VREF Circuit is being pulled down and sending invalid data to the PCM.
You mentioned (oil change) but did not state (Oil Filter) - Clogged Oil Filter = Low Pressure

Notes:
The VREF Circuit for the Oil Press Sensor (5-Volt)
PCM-MAPT-DPFE-Fuel Rail Press-Eng Oil Press

The Signal Return for the Oil Press
MAPT-Fuel Rail Press-Eng Oil Press - Wastegate Act

So, the signal return circuit ties in the Wastegate Actuator, The Wastegate Actuator ties in the By-Pass valve (Reading and Indicating) P0299 (Underboost)
This is why I am thing the P0299 is just a secondary code that will clear when the oil press issue is resolved.

So, using the diagram above:
We need to check the VREF Circuit
This is a lengthy checkout, but I am going to try to simplify it as I think the issue is on this part of the circuit.
So, we need to start here first to verify we have a VREF
Oil Press - Connector (KOEO) Key On Eng Off
Pin #2 to Pin #3- Should be reading around 5-Volts

And we should check for Short to Ground before we proceed:
Pin #3 to Grd - Should be reading greater than 10k (Kilo) Ohms, as this is reading the resistance of the intact circuit, if less than this = Short to Ground
So when using the below (steps) you should see 5-Volts come back and this resistance come back into spec - when it does by your actions (Indicates the problem area of the circuit)

If not near 5-Volts (4.5 or above)
Then 1 at a time disconnect - Fuel Rail Press Sensor, MAPT Sensor DPFE Sensor
With all disconnected - and still not reading correct voltage, shake the harness
Did 5-Volts return?

If No- Disconnect the Wastegate Actuator Connector.
Did 5-Volts return?

I have a hunch that the Wastegate Actuator is pulling down the circuit.

You can with a Bi-Directional scan tool, set it up to command the Waste Gate and By-Pass valve operation.

You can also try this test while viewing the Wastegate Percentage PID

Key On:
Press Accel to Floor - Wastegate Pos = 90-100%
Release Accel - Wastegate Pos 0-10%
This percentage spec is from the manual, Note I think I remember that these were reversed
The main thing is - you want to see actuator travel 0-100 percent using the accel pedal

As I said, this can potentially be a lengthy T-Shoot process, but we need to find out if we have VREF first and this is a start.

Plus, on the side of caution - I would hook up an actual oil press test gauge to ensure that you in fact only have a (Oil Press INDICATION) issue and not a real pressure issue.

I would also DOUBLECHECK all connections you repaired (ensure) good contacts on the wire harness for the Fan Clutch, that harness ties in the Variable Oil Pump Solenoid which adjusts oil pressure (dependent on load) with this being a repaired area - it cannot be ruled out and can be misleading down the wrong rabbit hole.

Thanks man! I’ll check all of this out tonight and post back what I find. I did change the filter when I changed the oil and used a motorcraft filter. ( My f250 6.0 power stroke has taught me many costly lessons of not using OEM parts, lol).

Sponsored