[shrubby]

I have a 2016 SS with a magnuson SC at stock PSI. Running headers with no cats. Well the car suffered from the bad torque converter issue but could not get the dealership to deal with it due to the SC, so I got one from Circle D after chatting with them.

Had it installed and everything seemed fine until last night. I was at WOT and all of a sudden it cut out and went into 'reduced engine power' or something and I had to limp home. I read the codes (that I can see) and saw this:

0x7E8: P228C (SES, Current, Permanant)

And grabbed the one freeze frame I could access (below). The car never had this issue before the replacement but to be honest it hadn't been at WOT for that long before. It was a good 10 seconds prior, then off for 4 or so seconds then back WOT. Was probably only going 110 - 115. Is there anything that can be done short of upgrading the fuel system. The car was making about 590 on the dyno so not too aggressive to what I've seen others running...

DTC: P228C
Fuel System Status: 04 04
Calculated Engine Load: 100 %
Engine Coolant Temp: 85 °C
Short Term Fuel Trim Bank 1: 0 %
Long Term Fuel Trim Bank 1: -2.34375 %
Short Term Fuel Trim Bank 2: 0 %
Long Term Fuel Trim Bank 2: -0.78125 %
Fuel Pressure: 330.000344216759 kPa
Intake Manifold Absolute Pressure: 159 kPa
Engine RPM: 5314 rpm
Vehicle Speed: 175 km/h
Timing Advance: -6 °
Intake Air Temp: 29 °C
Mass Air Flow: 427 g/s
Throttle Position: 83.921568627451 %
O2 Voltage B1S1: 902.5 mV
O2 Voltage B1S2: 1279.98046875 mV
O2 Voltage B2S1: 917.5 mV
O2 Voltage B2S2: 1279.98046875 mV
Run Time Since Engine Start: 3330 s
Fuel Rail Pressure: 12 MPa
Commanded EVAP Purge: 0 %
Fuel Level Input: 34.1176470588235 %
Warmups Since MIL Clear: 25
Distance Since MIL Clear: 742 km
EVAP System Vapor Pressure: 16347 kPa
Barometric Pressure: 100 kPa
Catalyst Temp B1S1: 940 °C
Catalyst Temp B2S1: 878 °C
Control Module Voltage: 13 V
Absolute Load: 131.372549019608 %
Commanded EQ Ratio: 0
Relative Throttle Position: 73.7254901960784 %
Ambient Air Temp: 7 °C
Absolute Throttle Position B: 83.921568627451 %
Accelerator Position D: 77.2549019607843 %
Accelerator Position E: 38.4313725490196 %
Commanded Throttle Actuator: 100 %
Fuel Type: 01
60: 01 08 00 00

[JANNETTYRACING]

Originally Posted by shrubby

I have a 2016 SS with a magnuson SC at stock PSI. Running headers with no cats. Well the car suffered from the bad torque converter issue but could not get the dealership to deal with it due to the SC, so I got one from Circle D after chatting with them.

Had it installed and everything seemed fine until last night. I was at WOT and all of a sudden it cut out and went into 'reduced engine power' or something and I had to limp home. I read the codes (that I can see) and saw this:

0x7E8: P228C (SES, Current, Permanant)

And grabbed the one freeze frame I could access (below). The car never had this issue before the replacement but to be honest it hadn't been at WOT for that long before. It was a good 10 seconds prior, then off for 4 or so seconds then back WOT. Was probably only going 110 - 115. Is there anything that can be done short of upgrading the fuel system. The car was making about 590 on the dyno so not too aggressive to what I've seen others running...

DTC: P228C
Fuel System Status: 04 04
Calculated Engine Load: 100 %
Engine Coolant Temp: 85 °C
Short Term Fuel Trim Bank 1: 0 %
Long Term Fuel Trim Bank 1: -2.34375 %
Short Term Fuel Trim Bank 2: 0 %
Long Term Fuel Trim Bank 2: -0.78125 %
Fuel Pressure: 330.000344216759 kPa
Intake Manifold Absolute Pressure: 159 kPa
Engine RPM: 5314 rpm
Vehicle Speed: 175 km/h
Timing Advance: -6 °
Intake Air Temp: 29 °C
Mass Air Flow: 427 g/s
Throttle Position: 83.921568627451 %
O2 Voltage B1S1: 902.5 mV
O2 Voltage B1S2: 1279.98046875 mV
O2 Voltage B2S1: 917.5 mV
O2 Voltage B2S2: 1279.98046875 mV
Run Time Since Engine Start: 3330 s
Fuel Rail Pressure: 12 MPa
Commanded EVAP Purge: 0 %
Fuel Level Input: 34.1176470588235 %
Warmups Since MIL Clear: 25
Distance Since MIL Clear: 742 km
EVAP System Vapor Pressure: 16347 kPa
Barometric Pressure: 100 kPa
Catalyst Temp B1S1: 940 °C
Catalyst Temp B2S1: 878 °C
Control Module Voltage: 13 V
Absolute Load: 131.372549019608 %
Commanded EQ Ratio: 0
Relative Throttle Position: 73.7254901960784 %
Ambient Air Temp: 7 °C
Absolute Throttle Position B: 83.921568627451 %
Accelerator Position D: 77.2549019607843 %
Accelerator Position E: 38.4313725490196 %
Commanded Throttle Actuator: 100 %
Fuel Type: 01
60: 01 08 00 00

Your high pressure pump is not keeping up commanded is 15 mpa your getting 12 mpa.

The low side is reaching commanded pressure of 330 kpa

This should help.

The high fuel pressure necessary for direct injection is supplied by the high pressure fuel pump. The pump is mounted on the rear of the engine and is driven by a three-lobe cam on the Bank 2 exhaust camshaft. This pump also regulates the fuel pressure using an actuator in the form of an internal solenoid-controlled valve. In order to keep the engine running efficiently under all operating conditions, the engine control module (ECM) requests pressure ranging from 2 to 15 MPa (290 to 2176 psi), depending on engine speed and load. Output drivers in the ECM provide the pump control circuit with a 12 V pulse-width modulated (PWM) signal, which regulates fuel pressure by closing and opening the control valve at specific times during pump strokes. This effectively regulates the portion of each pump stroke that is delivered to the fuel rail. When the control solenoid is NOT powered, the pump operates at maximum flow rate. In the event of pump control failure, the high pressure system is protected by a relief valve in the pump that prevents the pressure from exceeding 17.5 MPa (2538 psi).

The fuel rail fuel pressure sensor provides the feedback necessary to the ECM to control the pump and the injectors. This sensor is diagnosed separately from the fuel pressure control system.

The ECM monitors the fuel rail fuel pressure sensor and the high pressure fuel pump actuator to determine if the commanded and actual pressures are within a predetermined range during engine cranking and at all times while the engine is running. The ECM also monitors the fuel pump actuator to make sure it is operating within expected limits.

[shrubby]

Thanks Ted. Does this mean the pump/solenoid or sensor is bad? or needs to be upgraded?

[JANNETTYRACING]

Originally Posted by shrubby

Thanks Ted. Does this mean the pump/solenoid or sensor is bad? or needs to be upgraded?

Likely needs to be upgraded.

[shrubby]

Recommendation?

[JANNETTYRACING]

Originally Posted by shrubby

Recommendation?

LT-4 injectors, LT-4 High Pressure pump, New tune.

[laynlo15]

How were your Power Enrich tables. Do you have that off the hp tuners they used. Those rwhp numbers should be ok with the stock pump, others have been in that range without any issues.

[T_Millz]

Guys I have te same 2650 in my 17 SS with the upgades, mines never got to requested fel pressure an wont even idle with the P0228C I thought it was the pump(which was new) an I gotten another new pump an it's the same,an I upgraded to LT4 injectors an pump but it never gets the HVFP but low side always show requested psi, checked pump clearence n everything! but it wont hold any fuel pressure with no leak like the HVFP not working! Car has 26K , worked perfect B4 upgrades.. what wuld not get my high pressure not to work?

[JANNETTYRACING]

Originally Posted by T_Millz

Guys I have te same 2650 in my 17 SS with the upgades, mines never got to requested fel pressure an wont even idle with the P0228C I thought it was the pump(which was new) an I gotten another new pump an it's the same,an I upgraded to LT4 injectors an pump but it never gets the HVFP but low side always show requested psi, checked pump clearence n everything! but it wont hold any fuel pressure with no leak like the HVFP not working! Car has 26K , worked perfect B4 upgrades.. what wuld not get my high pressure not to work?

Your problems can be in the calibration.

What calibration are you running?

Ted.