2003 no Turbo boost
Thread Starter
|
Cargo Master
Joined: Oct 2018
Posts: 2,813
Likes: 1,919
From: unfortunately Germany
2003 no Turbo boost
Good evening Gentlemen,
2003 F350 144K has no turbo boost (and no turbo wistle idling and driving). No Turbo boost DTCs. Baro + MAP 14-15psi KOEO and under load, no turbo boost. The MAP sensor hose nipple on the intake manifold is ok. I need to replace the pigtail on the turbo actuator, but as far as I know the polarity doesn't matter, it was just the individual wires plugged into the actuator without a connector.
How can I test the turbo actuator and MAP sensor?
Thank you.
2003 F350 144K has no turbo boost (and no turbo wistle idling and driving). No Turbo boost DTCs. Baro + MAP 14-15psi KOEO and under load, no turbo boost. The MAP sensor hose nipple on the intake manifold is ok. I need to replace the pigtail on the turbo actuator, but as far as I know the polarity doesn't matter, it was just the individual wires plugged into the actuator without a connector.
How can I test the turbo actuator and MAP sensor?
Thank you.
Fleet Owner
Joined: Nov 2003
Posts: 27,929
Likes: 3,651
6.0L POWER STROKE VGT SOLENOID REPLACEMENT & DIAGNOSTICS PROCEDURES
The VGT solenoid ultimately controls the position of the vanes in the variable geometry turbine housing. Excessive turbocharger lag and overall poor turbocharger performance are typically signs that the VGT system is not functioning properly. A failed solenoid defaults to the open position, making it difficult to build boost. However, it is just as likely (and more common) for the unison ring and vanes in the variable geometry turbine housing to become caked with exhaust grime and fail to move to the commanded position.
Applicable Model Years: 2003 - 2007 6.0L Power Stroke
Garrett GT3782VA VGT solenoid: Garrett 792593-0001
High Temperature Nickel Anti-seize: Motorcraft XL-2
To test a VGT solenoid, measure the resistance across the VGT solenoid coil with a digital multimeter (remove the connector to expose two male pins). The resistance across the solenoid coil should be between 3.42 & 4.18 Ω when engine oil temperature (EOT) is at 73° F. If the resistance reading is out of spec, the solenoid needs to be replaced. Keep in mind that it is much more common to experience stuck/sticking VGT components than it is a faulty VGT solenoid, both of which will hinder turbocharger performance and possibly throw turbocharger related DTCs.
I think these attachments will help
The VGT solenoid ultimately controls the position of the vanes in the variable geometry turbine housing. Excessive turbocharger lag and overall poor turbocharger performance are typically signs that the VGT system is not functioning properly. A failed solenoid defaults to the open position, making it difficult to build boost. However, it is just as likely (and more common) for the unison ring and vanes in the variable geometry turbine housing to become caked with exhaust grime and fail to move to the commanded position.
Applicable Model Years: 2003 - 2007 6.0L Power Stroke
Garrett GT3782VA VGT solenoid: Garrett 792593-0001
High Temperature Nickel Anti-seize: Motorcraft XL-2
To test a VGT solenoid, measure the resistance across the VGT solenoid coil with a digital multimeter (remove the connector to expose two male pins). The resistance across the solenoid coil should be between 3.42 & 4.18 Ω when engine oil temperature (EOT) is at 73° F. If the resistance reading is out of spec, the solenoid needs to be replaced. Keep in mind that it is much more common to experience stuck/sticking VGT components than it is a faulty VGT solenoid, both of which will hinder turbocharger performance and possibly throw turbocharger related DTCs.
I think these attachments will help
Trending Topics
Thread Starter
|
Cargo Master
Joined: Oct 2018
Posts: 2,813
Likes: 1,919
From: unfortunately Germany
FTE Stories
Ford Trucks for Ford Truck Enthusiasts
Top 6 Best Deals Available on New Fords & Lincolns Right Now
Brett Foote
This Hennessey Takes the Expedition Tremor's Off-Roading Capability to the Next Level
Verdad Gallardo
Top 10 Fords at 2026 Carlisle Ford Nationals
Joe Kucinski
3 Best / 3 Worst Parts of Modern Ford Ownership
Brett Foote
10 Amazing Upgrades That Solve Common Ford Truck Owner Headaches
Pouria Savadkouei
Every 2026 Ford Engine Explained
Brett Foote
10 Ugly Ford Trucks That We Still Kinda Love
Joe Kucinski
10 Things Every Truck Owner NEEDS (2026 Edition)
Michael S. Palmer
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Verdad Gallardo
Thread Starter
|
Cargo Master
Joined: Oct 2018
Posts: 2,813
Likes: 1,919
From: unfortunately Germany
6.0L POWER STROKE VGT SOLENOID REPLACEMENT & DIAGNOSTICS PROCEDURES
The VGT solenoid ultimately controls the position of the vanes in the variable geometry turbine housing. Excessive turbocharger lag and overall poor turbocharger performance are typically signs that the VGT system is not functioning properly. A failed solenoid defaults to the open position, making it difficult to build boost. However, it is just as likely (and more common) for the unison ring and vanes in the variable geometry turbine housing to become caked with exhaust grime and fail to move to the commanded position.
Applicable Model Years: 2003 - 2007 6.0L Power Stroke
Garrett GT3782VA VGT solenoid: Garrett 792593-0001
High Temperature Nickel Anti-seize: Motorcraft XL-2
To test a VGT solenoid, measure the resistance across the VGT solenoid coil with a digital multimeter (remove the connector to expose two male pins). The resistance across the solenoid coil should be between 3.42 & 4.18 Ω when engine oil temperature (EOT) is at 73° F. If the resistance reading is out of spec, the solenoid needs to be replaced. Keep in mind that it is much more common to experience stuck/sticking VGT components than it is a faulty VGT solenoid, both of which will hinder turbocharger performance and possibly throw turbocharger related DTCs.
I think these attachments will help
The VGT solenoid ultimately controls the position of the vanes in the variable geometry turbine housing. Excessive turbocharger lag and overall poor turbocharger performance are typically signs that the VGT system is not functioning properly. A failed solenoid defaults to the open position, making it difficult to build boost. However, it is just as likely (and more common) for the unison ring and vanes in the variable geometry turbine housing to become caked with exhaust grime and fail to move to the commanded position.
Applicable Model Years: 2003 - 2007 6.0L Power Stroke
Garrett GT3782VA VGT solenoid: Garrett 792593-0001
High Temperature Nickel Anti-seize: Motorcraft XL-2
To test a VGT solenoid, measure the resistance across the VGT solenoid coil with a digital multimeter (remove the connector to expose two male pins). The resistance across the solenoid coil should be between 3.42 & 4.18 Ω when engine oil temperature (EOT) is at 73° F. If the resistance reading is out of spec, the solenoid needs to be replaced. Keep in mind that it is much more common to experience stuck/sticking VGT components than it is a faulty VGT solenoid, both of which will hinder turbocharger performance and possibly throw turbocharger related DTCs.
I think these attachments will help
I have measured the resistance at the turbo actuator. 4 Ohms are displayed, which should pass.
I have checked these 3 sensors KOEO:
MAPsensor shows 14,4 psi
Baro shows 14,6 psi
EBP shows 0 psi, unfortunately also with new sensor.
I applied 30psi air pressure to the MAP sensor, it responds (please apologize for the poor focus):
EBP sensor unfortunately does not respond :
Thread Starter
|
Cargo Master
Joined: Oct 2018
Posts: 2,813
Likes: 1,919
From: unfortunately Germany
the EBP sensor values should, to my knowledge, be the same as MAP and BARO at KOEO.
I still have a P0113 code (IAT).
Can this fault have to do with my problem?
I still have a P0113 code (IAT).
Can this fault have to do with my problem?
Fleet Owner
Joined: Nov 2003
Posts: 27,929
Likes: 3,651
They seem to be a bit off, but probably not bad.
As far as EBP goes, I should have noticed it was an '03. The '03 PCM doesn't use the EBP ..... assuming it received (almost all of them did get it) the flash update in 2006.
As far as EBP goes, I should have noticed it was an '03. The '03 PCM doesn't use the EBP ..... assuming it received (almost all of them did get it) the flash update in 2006.
