08 f350, dpf delete, egr block off plates, sb intake, mini maxx

been deleted for 2 years and haven't have any major problems

recently got a p132b code. Pulled over and verified actuator arm cycling and is free with key off
cleared code and ran perfect

Now it's hit or miss if it acts uo
i can usually tell if it'll run poorly because it sounds like it's doing a regen: kind of a lower tone, almost like it has a bigger cam in it or something, and has a smell of exhaust outside the cab

If I clear the code, more often than not, it runs "ok"
i may be paranoid, but I feel like when the turbo is going, it seems sluggish but I also never really paid attention to it until now

cleaned map sensor, checked hoses, longest I've gone without a code was about a week....in tx. So In that week we had 20degree with rain to 70 degree and humid

today it acted up in 67 degree clear weather, so I don't think it's cold or moisture related

attaching videos on comments

 

https://youtu.be/8ReIYRfTAk8

truck acting up

https://youtu.be/8ReIYRfTAk8
stopped and cleared code, got back on the road

 

Got this off another thread.

p132b..........simple!
<TABLE width="95%"><TBODY><TR><TD>2003 PCED On Board Diagnostics 6.0L Diesel
</TD><TD align=right>SECTION 5: Pinpoint Tests
</TD></TR><TR><TD></TD><TD align=right>Procedure revision date: 06/15/2009
</TD></TR></TBODY></TABLE>
<HR><TABLE cellSpacing=0 width="95%"><TBODY><TR><TD>KA: Turbo Charger System Performance
</TD><TD width="25%" align=right> KA: Introduction </TD></TR></TBODY></TABLE>
<HR>
KA1 PRELIMINARY DIAGNOSIS
Note: Diagnose all other DTCs before diagnosing P132B.
Note: For DTC P132B, allow the engine to idle for 5 minutes with engine oil temperature (EOT) greater than 81°C (178°F). Clear the DTCs. Repeat the self-test. If DTC P132B is retrieved again, continue diagnosis of P132B.
Key off.
Perform a visual inspection.
Connect the scan tool.
Key on, engine off (KOEO).
Retrieve and record any continuous and on-demand DTCs.
Clear DTCs.
Run the engine until the engine temperature stabilizes.
Carry out the KOER self-test.
Verify EGR operation.
Are any DTCs present?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">For DTC P132B, P2262 or P2263, GO to KA2 .

For all other DTCs, REFER to Section 4 Diagnostic Trouble Code (DTC) Descriptions. </TD><TD width="50%">GO to KA2 . </TD></TR></TBODY></TABLE>
KA2 CHECK THE MANIFOLD ABSOLUTE PRESSURE (MAP) AND BAROMETRIC PRESSURE (BARO) SIGNAL ACCURACY
Note: Route the pressure gauge hose to the passenger compartment so it is not crimped and does not come in contact with any hot surface.
Note: Diagnose any EOT sensor DTCs before continuing with this step.
Inspect the MAP sensor hose and manifolds for damage, leaks, restrictions, and correct routing.
Disconnect the MAP sensor pressure hose from the sensor.
Install the pressure test adapter kit 014-00761 0-30 psi gauge between the MAP sensor and the pressure hose.
Access the PCM and monitor the MGP and EOT PIDs.
Allow the EOT to reach 70°C (158°F) and road test the vehicle.
Does the MGP PID match the actual gauge pressure?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">GO to KA3 . </TD><TD width="50%">GO to Pinpoint Test E . </TD></TR></TBODY></TABLE>
KA3 CHECK FOR INPUT SENSOR BIAS
Note: Both MAP and BARO sensors should indicate atmospheric pressure at key ON, engine OFF.
Access the MAF PID
Access the BARO and MAP PIDs for comparison. Refer to Section 6 for normal operating values.
Are the BARO and MAP PIDs within specifications and is the MAP and BARO PID values within 10 kPa (1.5 psi) of each other?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">GO to KA4 . </TD><TD width="50%">REFER to the appropriate pinpoint test to continue sensor diagnostics. </TD></TR></TBODY></TABLE>
KA4 CHECK THE TURBOCHARGER OPERATION BOOST
Note: Additional DTCs may set during the use of output control (OSC). Clear all the PCM and transmission control module (TCM) DTCs after the diagnostics are completed. Repeat the self-test to verify all DTCs are cleared.
Key ON, engine running.
Access the PCM and monitor the MGP, EGR DC, RPM and VGTDC PIDs.
Access the PCM and control the EGRDC, RPM, and VGTDC PIDs.
Increase the commanded engine speed to 1,200 RPM using output state control. The calibration may limit the actual RPM between 1,150 and 1,200 RPM.
Decrease the EGR duty cycle (EGR DC) to 0%.
Decrease the VGT duty cycle (VGTDC) to 0%.
Record the MGP PID value.
Increase the VGT duty cycle to 85%.
Record the MGP PID value.
Decrease the VGT duty cycle to 0%.
Record the MGP PID value.
Is the MGP PID below 3 kPa (0.44 psi) at 0% VGT duty cycle and above 6 kPa (.87 psi) at 85% VGT duty cycle?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">GO to KA5 . </TD><TD width="50%">GO to KA6 . </TD></TR></TBODY></TABLE>
KA5 CHECK THE TURBOCHARGER OPERATION BACK PRESSURE
Key ON, engine running.
Using the gauge bar, access the exhaust pressure sensor port.
Access the PCM and monitor the, EGR DC, RPM and VGTDC PIDs.
Access the PCM and control the EGR DC, RPM, and VGTDC PIDs.
Increase the commanded engine speed to 1,200 RPM using output state control. The calibration may limit the actual RPM between 1,150 and 1,200 RPM.
Decrease the EGR duty cycle (EGR DC) to 0%.
Decrease the VGT duty cycle (VGTDC) to 0%.
Record the exhaust pressure from the gauge bar.
Increase the VGT duty cycle to 85%.
Record the exhaust pressure from the gauge bar.
Decrease the VGT duty cycle to 0%.
Record the exhaust pressure from the gauge bar.
Is the exhaust pressure gauge reading below 5 kPa (0.73 psi) at 0% VGT duty cycle and above 50 kPa (7.3 psi) at 85% VGT duty cycle?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">GO to KA7 . </TD><TD width="50%">GO to KA6 . </TD></TR></TBODY></TABLE>
KA6 CHECK THE CHARGE AIR COOLER, AIR INTAKE AND EXHAUST SYSTEMS FOR LEAKS
Key in OFF position.
Disconnect the exhaust pressure (EP) sensor from the tube.
Connect the Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent to the EP sensor tube.
Fill the exhaust system with smoke until smoke is present at the exhaust pipe.
Plug the exhaust pipe.
Pressurize the exhaust system with 20 psi regulated air.
Disconnect the hose from the MAP sensor.
Inspect the MAP sensor hose and manifolds for damage, leaks, restrictions, and correct routing.
Connect the Rotunda Smoke Machine, Fuel Evaporative Emission System Tester 218-00001 (522) or equivalent to the MAP hose.
Fill the air intake system with smoke.
Plug the air filter box.
Pressurize the air intake system with 20 psi regulated air.
Check the air intake and exhaust systems for leaks.
Are any leaks present?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">REPAIR the leaks. REFER to Section 4, Performance Diagnostic Procedures if a driveability concern exists.

CLEAR the DTCs. REPEAT the self-test. </TD><TD width="50%">GO to KA8 . </TD></TR></TBODY></TABLE>
KA7 CHECK THE VGT ACTUATOR STABILITY
Note: This test may cause a misfire or rough idle condition.
Apply the parking brake.
Place the transmission in PARK or NEUTRAL.
Turn the A/C and defroster OFF.
Key ON, engine running.
Clear the PCM DTCs.
Access the PCM and monitor the IPR, MGP, EGR DC and VGTDC PIDs.
Access the PCM and control the EGR DC PID.
Decrease the EGR duty cycle (EGR DC) to 0%.
Allow the IPR to stabilize.
Slowly press the accelerator pedal and hold for 5 seconds at each of the following RPMs:
1,500 RPM
1,800 RPM
2,000 RPM
2,200 RPM
2,500 RPM
2,800 RPM
Do the VGTDC and MGP PIDs remain steady at all of the RPMs?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">The turbocharger system is operating correctly. REFER to Section 4, Performance Diagnostic Procedures.

CLEAR the DTCs. REPEAT the self-test. </TD><TD width="50%">GO to AK7 . </TD></TR></TBODY></TABLE>
KA8 CHECK THE OPERATION OF THE VGT ACTUATOR
NOTICE: The VGT actuator valve is sensitive to contamination. All work areas must be clean before starting this procedure. Do not allow contamination to enter the valve ports, cam follower, or turbocharger housing. Handle the VGT actuator by the solenoid body only. Do not attempt to clean or wipe oil off the valve at this time. Do not let the valve come in contact with materials that could contaminate the valve mechanism.
Key in OFF position.
VGT Actuator connector disconnected.
Remove the VGT actuator from the turbocharger assembly.
VGT Actuator connector connected.
Key ON, engine OFF.
Access the PCM and control the VGTDC PID.
Apply light pressure to the cam follower (tip of the actuator), while commanding the VGT duty cycle and check for the internal valve movement.
Increase the VGT duty cycle to greater than 70%.
Is any internal valve cam follower movement present when the VGT duty cycle is increased?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">GO to KA9 . </TD><TD width="50%">GO to AK2 . </TD></TR></TBODY></TABLE>
KA9 CHECK THE VGT VANE OPERATION
Key in OFF position.
Install the VGT actuator in the turbocharger assembly.
Remove the pipe plug from the top of the VGT actuator housing, located near the oil supply tube.
Apply an index mark on the internal valve cam follower (tip of the actuator).
Key ON, engine running.
Access the PCM and control the VGTDC PID.
Increase the VGT duty cycle from 20% to 85%.
Check the internal valve cam follower for movement at each step while increasing the duty cycle.
Is any internal valve cam follower movement present in each step when the VGT duty cycle is increased?
<TABLE border=1 cellSpacing=0 cellPadding=3 width="92%"><TBODY><TR><TH width="50%">Yes </TH><TH width="50%">No </TH></TR><TR><TD width="50%">The turbocharger system is operating correctly. REFER to Section 4, Performance Diagnostic Procedures.

CLEAR the DTCs. REPEAT the self-test. </TD><TD width="50%">CARRY OUT the Turbocharger Reconditioning General Procedure. REFER to the Workshop Manual Section 303-04D Fuel Charging and Controls — Turbocharger. </TD></TR></TBODY></TABLE>

 

Check this link out. I found it in another thread. It is very informative on P132B problems.
http://www.flatratetech.com/downloads/diesel_8.pdf

 

Thanks all
so far I've got it figured out to a bad ebp sensor/tube
even when acting up, I was getting 2psi on ebp at idle until it threw enough code, don't remember what it was anymore, but ebp was 0 until about 10mph
beeb about 4 days now and all is good. Able to build 40psi boost when needed