Turbo acting odd
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From: Wilmington, NC
Turbo acting odd
2004 Excursion 6.0. Completely bulletproofed, no tunes, less than 140,000 miles. There are a couple of things going on -- don't know if they are related somehow.
The first thing I should mention is about 2 months ago I went to change the fuel filter (frame) and realized that the drain plug was stripped. Needing my truck I bought a replacement on Amazon for $275.00 and over-nighted it for $9.00 more. The original pump was very disgusting inside with what looked like a quarter size "thing" about 1/4" thick that looked like rust -- broke apart very easily when I touched it. Still not exactly what that was. Truck ran noticeably better until I made a 4 hour each way road trip.
Pulled my utility trailer about 500 miles round trip. Single axle, low sides, but with the top of a utility body in it. Lots of wind resistance but trailer and load probably less than 2,500 pounds. About half way back (running the AC) I encountered some "country hills" (just outside of Charlotte) the truck started feeling like I was dragging a 10,000 pound trailer. The engine light came on and I guess it went into limp mode. It was a lousy ride for the next 2 hours. Got home, scanned it and found a bad MAP sensor. Replaced it, (negative cables off) and it started running OK -- not nearly as good as before that whole thing happened.
The behavior of the turbo has gradually changed over the past 5 months (well before the limp incident). In the morning leaving for work, I would drive about 2 truck lengths before I heard the turbo start to whistle. Mine is really loud. But the time I drive before it starts to whistle has gotten increasingly longer. Now I drive to the corner (about 100 yards) turn right and then it is another 2 or 3 truck lengths before the whistle kicks in. In the mean time, there is very low power. The upper RPM's are very strong but pulling out into traffic is a little dicey even when the whistle has begun.
I am going to change my filters again and see if that helps get things back on track. But does anyone have any ideas about how to fix the increasing time before I have turbo?
Thanks,
Doug
The first thing I should mention is about 2 months ago I went to change the fuel filter (frame) and realized that the drain plug was stripped. Needing my truck I bought a replacement on Amazon for $275.00 and over-nighted it for $9.00 more. The original pump was very disgusting inside with what looked like a quarter size "thing" about 1/4" thick that looked like rust -- broke apart very easily when I touched it. Still not exactly what that was. Truck ran noticeably better until I made a 4 hour each way road trip.
Pulled my utility trailer about 500 miles round trip. Single axle, low sides, but with the top of a utility body in it. Lots of wind resistance but trailer and load probably less than 2,500 pounds. About half way back (running the AC) I encountered some "country hills" (just outside of Charlotte) the truck started feeling like I was dragging a 10,000 pound trailer. The engine light came on and I guess it went into limp mode. It was a lousy ride for the next 2 hours. Got home, scanned it and found a bad MAP sensor. Replaced it, (negative cables off) and it started running OK -- not nearly as good as before that whole thing happened.
The behavior of the turbo has gradually changed over the past 5 months (well before the limp incident). In the morning leaving for work, I would drive about 2 truck lengths before I heard the turbo start to whistle. Mine is really loud. But the time I drive before it starts to whistle has gotten increasingly longer. Now I drive to the corner (about 100 yards) turn right and then it is another 2 or 3 truck lengths before the whistle kicks in. In the mean time, there is very low power. The upper RPM's are very strong but pulling out into traffic is a little dicey even when the whistle has begun.
I am going to change my filters again and see if that helps get things back on track. But does anyone have any ideas about how to fix the increasing time before I have turbo?
Thanks,
Doug
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From: Wilmington, NC
I guess I forgot to mention I have what is supposed to be a good code reader/scanner and I have a scan II in the truck. I will explore both of them again to see if anything is helpful there. Thanks for the reminder.
Last edited by doug42190; Jul 26, 2018 at 02:27 PM. Reason: OCD with spelling
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I would also add a fuel pressure sensor and gauge as well. With the new HFCM you are probably OK now, but maybe had issues w/ the old unit. That can damage injectors.
That said, compare EBP, Baro, and MAP at KOEO and post. They should all be close to each other.
Verify that the MAP sensor hose is tightly connected at both ends (sensor and manifold) and has no holes in it (and isn't plugged). Also verify that the EBP sensor tube isn't plugged (run a long weed-whacker line through it).
That said, compare EBP, Baro, and MAP at KOEO and post. They should all be close to each other.
Verify that the MAP sensor hose is tightly connected at both ends (sensor and manifold) and has no holes in it (and isn't plugged). Also verify that the EBP sensor tube isn't plugged (run a long weed-whacker line through it).
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From: Wilmington, NC
Thank you bismic. I will check those readings and points of concern this weekend and post back. Fuel pressure sensor and gauge -- I am not familiar with these -- I will Google that and see what it brings up. I suppose I should also check to see if the previous owner did the Blue Spring while I am at it.
If I did damage the injectors, how would I know it? Is there a specific procedure?
Thank you,
Doug
If I did damage the injectors, how would I know it? Is there a specific procedure?
Thank you,
Doug
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From: Wilmington, NC
Key On Engine Off: MAP 14.8; ICP .23; IPR 14.7; EBP does not show a reading at all. The EBP is there but no reading. I understand that is normal for the late 6.0 for 2004 (after September 29th 2003). I don't have the BARO set on my Scan Gauge II but I will try to look it up.
From my Bosch 1600 (I think) scanner/code reader I got the following:
HG 30.1
P0480 Fan control (I have the old style fan/clutch from Bulletproof Diesel)
P0528 Fan Speed (same as above)
P0603 Internal Control Module -- Keep alive memory
P1000 ??? Forgot to write it down
P132B Turbocharger/Supercharger Boost Control "A" Performance
Does any of this mean anything?
From my Bosch 1600 (I think) scanner/code reader I got the following:
HG 30.1
P0480 Fan control (I have the old style fan/clutch from Bulletproof Diesel)
P0528 Fan Speed (same as above)
P0603 Internal Control Module -- Keep alive memory
P1000 ??? Forgot to write it down
P132B Turbocharger/Supercharger Boost Control "A" Performance
Does any of this mean anything?
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From: Wilmington, NC
I just read that if you have an EGR delete and no tunes, it will present this code. That describes my truck -- EGR delete, no tunes.
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Hotshot
Joined: Dec 2003
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From: Stuttgart, Ar
Key On Engine Off: MAP 14.8; ICP .23; IPR 14.7; EBP does not show a reading at all. The EBP is there but no reading. I understand that is normal for the late 6.0 for 2004 (after September 29th 2003). I don't have the BARO set on my Scan Gauge II but I will try to look it up.
From my Bosch 1600 (I think) scanner/code reader I got the following:
HG 30.1
P0480 Fan control (I have the old style fan/clutch from Bulletproof Diesel)
P0528 Fan Speed (same as above)
P0603 Internal Control Module -- Keep alive memory
P1000 ??? Forgot to write it down
P132B Turbocharger/Supercharger Boost Control "A" Performance
Does any of this mean anything?
From my Bosch 1600 (I think) scanner/code reader I got the following:
HG 30.1
P0480 Fan control (I have the old style fan/clutch from Bulletproof Diesel)
P0528 Fan Speed (same as above)
P0603 Internal Control Module -- Keep alive memory
P1000 ??? Forgot to write it down
P132B Turbocharger/Supercharger Boost Control "A" Performance
Does any of this mean anything?
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I think you both are absolutely correct. Once I thought about what you said I suddenly remembered the DOM was near my birthday -- September 16th. I don't have it with me but I will run home at lunchtime and be certain. I do not have the ICP in the passenger valve cover if that is what you are asking. I am confused about the EBP -- some say it is inferred, others say it is not. Can you clear that up for me?
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Since the ICP sensor is NOT on the passenger valve cover, then you have an EARLY 04 engine, or even an 03 engine since the Excursions seem to have been used as the vehicle to receive the over-inventory of old parts.
The pre Sept 29, 2003 engines came from the factory w/ a PCM flash that used the EBP sensor. Later (in 2006), Ford came up with a recall called the 06E17 action. It is where the Inferred EBP strategy was introduced. You had to take the vehicle in to have the PCM flashed for the strategy to be loaded. It ONLY applied to the PRE Sept 29, 2003 engines (03 and early 04).
I will save you the internet search time ..................
2003/04 Computer Programming Recall 06E17:
Truck built before 9-29-03 are being recalled to have the computer reprogrammed. The reason for this recall is to correct fuel injection timing during cold operation, EGR valve control, lack of power, check engine light illumination (P02263 or P0299), hard starting and rough running concerns related to Exhaust Back Pressure sensor corrosion. Other symptoms not listed in this recall, but which could occur, would be excessive smoke, turbo control and surging at idle or cruise. The new update eliminates the EBP sensor input to the computer. The exhaust back pressure will now be inferred/calculated using other sensor signals. Trucks should be reprogrammed using versions 41.8 or 42.1 or higher.
After this reprogramming, the truck should be test driven, the computer checked for a codes and the codes cleared (even if none are present), the key cycled on for five seconds, then turned off twice, then the engine started and allowed to idle for 5 minutes at operating temperature to allow the computer to relearn the EGR valve closed position value. This is to prevent erronious codes or driveability sysmptoms related to the EGR valve an turbo performance. Broadcast Messages 5452, 5529.
You should notice an increase in turbo cycling closed/whistling at idle and at stops. This is normal, and is to help keep the variable vanes from sticking.
P132B is a code related to the calibration from the recall 06E17 (part of the Inferred EBP strategy). It means that there is a problem with the VGT system. P132B is a fault code that is set if the required boost levels are not achieved during a learn cycle or at specific speed fuel demand points. This code indicates that there are issues with the turbocharger, MAF sensor, MAP sensor/hose, IAT2 sensor, intake leaks, or exhaust leaks, etc. Frequently it is a sticking turbo issue. This code can also throw a P0401 EGR code.
On vehicles buit before Sept 29, 2003 (PCM ignores EBP sensor input and infers the value from the MAP and MAF sensors). On these vehicles, the MAF is used for fuel correction. The PCM will learn MAP and MAF and then learn the VGT action by cycling the VGT duty cycle in steps from 85% to 0%, and then back up, again in steps. It will learn the MAP and MAF action during this process. It takes 6 cycles to learn the VGT. P132b will be set if the PCM determines that there is something wrong with what it learned for MAP and MAF as it relates to VGT duty cycle.
The pre Sept 29, 2003 engines came from the factory w/ a PCM flash that used the EBP sensor. Later (in 2006), Ford came up with a recall called the 06E17 action. It is where the Inferred EBP strategy was introduced. You had to take the vehicle in to have the PCM flashed for the strategy to be loaded. It ONLY applied to the PRE Sept 29, 2003 engines (03 and early 04).
I will save you the internet search time ..................
2003/04 Computer Programming Recall 06E17:
Truck built before 9-29-03 are being recalled to have the computer reprogrammed. The reason for this recall is to correct fuel injection timing during cold operation, EGR valve control, lack of power, check engine light illumination (P02263 or P0299), hard starting and rough running concerns related to Exhaust Back Pressure sensor corrosion. Other symptoms not listed in this recall, but which could occur, would be excessive smoke, turbo control and surging at idle or cruise. The new update eliminates the EBP sensor input to the computer. The exhaust back pressure will now be inferred/calculated using other sensor signals. Trucks should be reprogrammed using versions 41.8 or 42.1 or higher.
After this reprogramming, the truck should be test driven, the computer checked for a codes and the codes cleared (even if none are present), the key cycled on for five seconds, then turned off twice, then the engine started and allowed to idle for 5 minutes at operating temperature to allow the computer to relearn the EGR valve closed position value. This is to prevent erronious codes or driveability sysmptoms related to the EGR valve an turbo performance. Broadcast Messages 5452, 5529.
You should notice an increase in turbo cycling closed/whistling at idle and at stops. This is normal, and is to help keep the variable vanes from sticking.
P132B is a code related to the calibration from the recall 06E17 (part of the Inferred EBP strategy). It means that there is a problem with the VGT system. P132B is a fault code that is set if the required boost levels are not achieved during a learn cycle or at specific speed fuel demand points. This code indicates that there are issues with the turbocharger, MAF sensor, MAP sensor/hose, IAT2 sensor, intake leaks, or exhaust leaks, etc. Frequently it is a sticking turbo issue. This code can also throw a P0401 EGR code.
On vehicles buit before Sept 29, 2003 (PCM ignores EBP sensor input and infers the value from the MAP and MAF sensors). On these vehicles, the MAF is used for fuel correction. The PCM will learn MAP and MAF and then learn the VGT action by cycling the VGT duty cycle in steps from 85% to 0%, and then back up, again in steps. It will learn the MAP and MAF action during this process. It takes 6 cycles to learn the VGT. P132b will be set if the PCM determines that there is something wrong with what it learned for MAP and MAF as it relates to VGT duty cycle.
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I found this on FTE: Inferred EBP Description • 6.0L diesel engines use the EBP sensor for control of the turbocharger and EGR systems • With the implementation of the 03.25MY 06E17 action the Powertrain Control Module (PCM) eliminates the use of the EBP sensor input. – Exhaust Backpressure is now “inferred” through the use of inputs from the MAF, MAP, BARO, and EOT sensors. These sensors now provide a more critical function for turbocharger control.
Those types of things are what really confuses me when I read them. I will pull the EBP sensor and check it and the tube for carbon build up -- I still have the question does the EBP sensor really do anything? Not doubting anyone, just trying to get my head around this.
Doug
Those types of things are what really confuses me when I read them. I will pull the EBP sensor and check it and the tube for carbon build up -- I still have the question does the EBP sensor really do anything? Not doubting anyone, just trying to get my head around this.
Doug
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Please read my post above your last one (post #11).
If you have a P132B code, then the 06E17 action (flash) has been applied.
Ford did NOT implement this flash on engines after Sept 29, 2003 (unless a Tech did it by mistake I suppose).
If you have a P132B code, then the 06E17 action (flash) has been applied.
Ford did NOT implement this flash on engines after Sept 29, 2003 (unless a Tech did it by mistake I suppose).
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Senior User
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From: Wilmington, NC
Thanks Mark. You must have posted this while I was finding that article. I had my truck flashed (again) about 6 weeks ago.
So, if the EBP sensor is out of consideration, what should I be looking for? What if a technician did do the wrong flash -- since mine is very close to the September 29, 2003 build date -- what if it was flashed with the post September 29th build date flash?
Thank you for your help.
So, if the EBP sensor is out of consideration, what should I be looking for? What if a technician did do the wrong flash -- since mine is very close to the September 29, 2003 build date -- what if it was flashed with the post September 29th build date flash?
Thank you for your help.
Hotshot
Joined: Dec 2003
Posts: 15,368
Likes: 121
From: Stuttgart, Ar
I can't tell you if the EBP sensor really does anything on the inferred strategy trucks, but I've read that it needs to be there for the PCM to "see". Regardless, do a search for the P132b code in this forum and you'll get a lot of information about what needs to be done to fix it. Check out this post:
<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
<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
<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
<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
<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
<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
<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
<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
<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
<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>
<HR>
******** language=JavaScript src="/renderers/utils/logging_omniture.js">*********> [IMG]http://metrics.ford.com/b/ss/fmcptsprod/1/G.9p2/s01899882546786?[AQB]&ndh=1&t=14/5/2011%2021%3A50%3A43%202%20300&vmt=4A426704&ns=ford &pageName=pced%2Cppt%20ka%3A%20turbo%20charger%20s ystem%20performance%2Cv3d%2C5&g=http%3A//www.fordtechservice.dealerconnection.com/pubs/content/%7EWV3D/%7EMUS%7ELEN/15/V3D5026.HTM&r=http%3A//www.fordtechservice.dealerconnection.com/vdirs/protech/default.asp%3Fpageid%3Dtechserv%26bbcollection%3DB B_DEALERS&ch=Pubs&server=www.fordtechservice.deale rconnection.com%20%28FCXWS445%29&cc=USD&c1=a-loney&c2=W-SVCTEC&c4=Dealer&c5=USA%3AUS%3AEN%2CUS%3AEN&c6=080 54&c7=BB_DEALERS&c8=PCED&c9=2003&c10=On%20Board%20 Diagnostics%206.0L%20Diesel&c13=5%20Pinpoint%20Tes ts&c15=PPT%20KA%3A%20Turbo%20Charger%20System%20Pe rformance&c16=F-250&c17=js%20version%202/25/2010&c18=MODELYEAR&c35=pced%2Cppt%20ka%3A%20turbo% 20charger%20system%20performance%2Cv3d%2C5&pid=pce d%2Cppt%20ka%20intro%3A%20turbo%20charger%20system %20performance%2Cv3d%2C5&pidt=1&oid=http%3A//www.fordtechservice.dealerconnection.com/pubs/content/%7EWV3D/%7EMUS%7ELEN/15/V3D5026.HTM&ot=A&oi=82&s=1024x768&c=32&j=1.3&v=Y&k =Y&bw=739&bh=413&ct=lan&hp=N&[AQE]******** language=JavaScript src="/renderers/utils/include_wsm_yesorno.js">*********>
</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
- 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.
<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
- 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.
<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
- Access the MAF PID
- Access the BARO and MAP PIDs for comparison. Refer to Section 6 for normal operating values.
<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
- 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.
<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.
<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.
<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
- 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
<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
- 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%.
<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.
<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>
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