- Inspect all hoses for cracks or loose clamps.
- Inspect the oil supply line to the turbo. Look for any leaks that could slow the oil flow to the bearing.
- Inspect the wastegate for proper movement. Make sure it closes all the way by detaching the control arm and manually moving it from open to closed.
- Remove the turbo and inspect the bearing seal for leaks. Oil inside the turbo on either side indicates a bearing failure. Spin the turbo by hand. It should spin easily.
- Check the exhaust side of the turbo for coking which prevents the vanes from functioning properly. In some cases the turbo can be cleaned.
- Attempt to move the turbo shaft fore and aft. No end play should be present. Look at the sides of the turbo and see if the vanes have been striking the casing.
- Replace the turbo if any of the above defects are present.
- On a diesel, visually inspect the injector pressure control sensor. Pull the electrical connector off the sensor. If any oil is present replace the sensor.
- Install the scan tool. Turn the key on and make a note of the IPC voltage. It should be approximately 0.28 volts. Start the engine. Now the voltage should have raised 1 volt to 1.38 at an idle. The voltage should rise with an increase in RPM.
- Check the EGR pressure sensor line for corrosion or contamination causing a blockage. Check the electrical connector.
- With the engine running check the intake boost pressure sensor for an even signal on the scan tool. Inspect the electrical connector for looseness or bent pins.
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Experience dictates that an inspection of the turbocharger will turn up the problem the majority of the time. Turbochargers have had many upgrades, such as ceramic bearings and improved materials to increase their longevity, however they are still the most problematic of engine components.
The combination of high temperatures and ridiculously high RPM are a recipe for a shorter life span the most engine components.
Over the years I have found that broken hoses or loose hose clamps causing major boost leaks cause this code to set.
- The turbocharger may have failed
- The boost pressure sensor may have failed
- Wastegate failure
- Plugged catalytic converter
- Faulty Injection Pressure Control (IPC)
- Faulty Exhaust Back Pressure Sensor
What does that mean?
This is a generic diagnostic powertrain trouble code, which means it covers all makes/models, 1996-newer. However, specific troubleshooting steps will vary depending on the vehicle.
This code refers to a problem with either the fuel delivery system or a malfunctioning turbocharger boost system. Both systems have a direct effect on the performance of the each other.
Fault code P2263 is set when the difference in exhaust pressure (be it less or greater than the predetermined threshold) is recognized by the Powertrain Control module (PCM).
The OBD trouble code P2263 is generic in nature and encompasses all vehicles so equipped. This is not to say that all vehicles exhibiting this code will have the same diagnostic and repair procedure.
This code is common to gasoline and diesel engines alike. Diagnosis on a diesel is more complicated inasmuch as there are more possible components leading to the failure. Normal gas engines tend to lean strictly toward the turbocharger and its components.
Check the technical service bulletins on your particular model. Ongoing problems of this nature will be addressed in these bulletins along with the manufacturer’s recommended repair procedure.
Do to the number of possibilities and degree of complexity, a scanner and service manual are needed for proper diagnosis on a diesel.
To aid your mindset when diagnosing a diesel engine-keep in mind that diesels are ‘dirty’ in that they produce a great deal of ‘soot’ which clogs passages in the exhaust flow. Their fuel injection system operates at extremely high pressure which has the potential to create its own problems.
A diesel has two oil pumps, a low-pressure for the internal components, and a high-pressure(3700 PSI) to pressurize the fuel injectors. The fuel pressure itself runs in the neighborhood of 26,000 PSI to overcome the compression pressures.