What this code means
P0087 may mean the PCM sees fuel pressure that is not being maintained within the expected operating range.
What the vehicle may do
- The vehicle may have an extended crank.
- The engine may hesitate, lack power, or run poorly.
- The concern can be intermittent and may only show up under certain operating conditions.
Possible fault areas
- Low fuel level may be involved.
- Low-pressure fuel supply concerns can be possible.
- A fuel pressure sensor signal issue may be involved.
- High-pressure pump control, wiring, or connector concerns can be possible.
- Fuel injector external leakage or damage may be involved.
- A PCM concern is possible after earlier checks support that direction.
Diagnostic path
Opening context
On this F-150 with the 2.7 EcoBoost, P0087 means the PCM may be seeing that it can’t maintain fuel pressure where it expects it. The truck may crank longer, run poorly, lack power, or act normal until the condition shows up under the right load. Broadly, this can involve low fuel level, low-side fuel supply, a pressure sensor signal issue, high-pressure pump control, wiring, connectors, fuel injector leakage or damage, or a possible PCM concern. The key is not to jump straight to parts. Work the fuel pressure path in order and prove which side of the system is failing.
Start with the basic system checks
Start by checking for codes. If circuit codes or other fuel-system codes are present, check what they mean first before chasing P0087. Save the captured operating data before clearing anything. Also look at the FLI PID. For this path, the fuel level needs to be greater than 15%. If it’s below that, add fuel as needed because a low fuel level can set this code with no other fault present. Once P0087 is the code you’re working, this diagnostic path moves into the low-pressure fuel system checks.
Check low-side pressure with the engine running
With the ignition off, relieve fuel pressure, connect a mechanical fuel pressure gauge, then key on and pressurize the system. Start the engine and watch the mechanical gauge. The low-pressure side needs to be greater than 310 kPa (45 psi). If it is, keep going. If it is not, leave this P0087 path and continue with low-pressure fuel system diagnosis instead of guessing at the high-pressure side.
Compare the FLP PID to the gauge
Next, compare what the PCM thinks low-side pressure is to what the mechanical gauge actually shows. After relieving pressure, disable the fuel pump, key on, and compare the FLP PID to the gauge. Then pressurize the system again, start the engine, let pressure stabilize, cycle the ignition off and back on, and compare them again. The FLP PID needs to be within 153 kPa (22 psi) of the mechanical gauge readings. If it is, continue. If it is not, install a new Fuel Pressure Sensor, clear the PCM DTCs, and repeat the self-test.
Check low-pressure leakdown
Now check whether the low-pressure side holds after being charged. Relieve pressure, connect the mechanical gauge, key on, pressurize the system, and cycle the ignition several times to charge it. Then turn the ignition off and wait 15 minutes. After that wait, low-pressure fuel system pressure should still be greater than 310 kPa (45 psi). If it is, move on. If it is not, stay with low-pressure fuel system diagnosis.
Check the fuel injection pump resistance
With the low-side checks passed, move to the high-pressure pump control circuit. Turn the ignition off and disconnect the Fuel Injection Pump connector. On the 2.7L EcoBoost, measure resistance between C119 Pin 1 and C119 Pin 2 on the component side. The fuel injection pump resistance should be between 0.3 Ω - 3.1 Ω. If it is in range, continue to the circuit checks. If it is not in range, install a new Fuel Injection Pump, clear the PCM DTCs, and repeat the self-test. Do not apply battery voltage across the fuel injection pump circuits; that can damage the fuel volume regulator solenoid.
Check the FVR and FVRRTN circuits for an open
Next, disconnect the PCM connector and check the FVR and FVRRTN circuits for opens. On the 2.7L EcoBoost, measure between C1232E Pin 1 and C119 Pin 1, then between C1232E Pin 22 and C119 Pin 2. Each circuit should be less than 5 Ω. If the circuits pass and the target code is P0087, the path moves to the pump operation check. If either circuit fails, repair the open circuit, clear the PCM DTCs, and repeat the self-test.
If the circuit branch continues, check for shorts
If the diagnostic branch you are on continues into short checks, keep the order straight. First check the FVR and FVRRTN circuits for a short to ground at the Fuel Injection Pump connector side involving C119 Pin 1 and C119 Pin 2; the resistance check is evaluated as greater than 10000 Ω. Next, check whether the FVR and FVRRTN circuits are shorted together by measuring between C119 Pin 1 and C119 Pin 2; that result is also evaluated as greater than 10000 Ω. Then key on and check the FVRRTN circuit at C119 Pin 2 for a short to voltage. If any voltage is present, repair the short circuit, clear the PCM DTCs, and repeat the self-test.
Check pump operation and inspect for injector leaks
For the pump operation check, disconnect the Fuel Injection Pump connector and inspect the connector for pushed-out pins and corrosion. Reconnect it, turn the ignition on, start the engine, wait 15 seconds, and run the PCM self-test. If P0087 is still present, check the direct injection fuel injectors for external fuel leaks or damage and repair as necessary. Then clear the PCM DTCs and repeat the self-test. If P0087 does not return here, the system is operating correctly at this time, and the concern may have been caused by a loose or corroded connector.
Related branch checks after pump operation
A related branch after the pump operation check uses a cold-soak confirmation before going farther. Let the engine cold soak until engine coolant temperature drops below 37.8°C (100°F), start the engine, let it idle for 6 minutes, then run the PCM self-test and check for that related code. If that branch continues, disconnect the PCM connectors and the Fuel Injection Pump connector, inspect for pushed-out pins and corrosion, reconnect everything so it seats correctly, key on, and verify whether the concern is still present. If it still is, the next PCM operation check is to disconnect the PCM connectors, inspect again for pushed-out pins and corrosion, reconnect them securely, reset keep alive memory, and verify the concern. If the concern remains at that point, install a new Powertrain Control Module. If it does not, treat it as a connection concern that is not present right now.
Verify the repair
Keep verification separate from the testing. After the correction is made, clear the PCM DTCs, run the self-test again, and make sure P0087 stays gone. If the path sends you back to an earlier pressure or circuit result, pause, recheck that earlier diagnostic path, and avoid guessing. Bottom line: prove fuel level and low-side pressure first, prove the pressure signal, prove the high-pressure pump control circuit, then inspect for the P0087-specific injector leak or damage condition. For more diagnostic training, visit stepdiagnostics.com.
Final check
For P0087, the diagnostic logic is to prove fuel level and low-side pressure first, compare the pressure signal to a gauge, check leakdown, verify the high-pressure pump control circuit, then inspect
For more guided automotive diagnostics, visit STEP Diagnostics.
