Wastegate actuator adaption CXEB

[mmi]

Thanks,
appreciate your sharing of the logs.

Looks like there is less than half of the log contains meaningful data.

From 20 to 100 seconds​

Above :
Actual position follows specified nicely. Now especially at 79...83 seconds looks good/normal. Have you done something? Any fault codes now?

From 100 to 180 seconds​

 

[Deansie]

Thanks,
appreciate your sharing of the logs.

Looks like there is less than half of the log contains meaningful data.
View attachment 264059

View attachment 264073

From 20 to 100 seconds​

View attachment 264067


View attachment 264068
Above :
Actual position follows specified nicely. Now especially at 79...83 seconds looks good/normal. Have you done something? Any fault codes now?


View attachment 264069

From 100 to 180 seconds​

View attachment 264070

View attachment 264071

View attachment 264072

Thank you very much!

No, I haven't done anything other then driving it as usual. A bit of a stretch, but i figured as long as there are no fault codes popping up it might just sort it self out with the tooth of time. And to be fair, looking at the charts above it might have worked? Although, looking at the charge pressure specified and calc actual, it still looks a bit wonky?

 

[mmi]

Although, looking at the charge pressure specified and calc actual, it still looks a bit wonky?

Well, one thing is that for some reason the ECU produces only 0.1 bar resolution for the "Pressure after throttle valve, calculated". Thus quite "rough" curves.

Also as there is no actual sensor after throttle valve I would like to propose instead to use the "Charge pressure BEFORE throttle valve, calculated actual value" (a sensor in the manifold). Possibly even better would be to use "Charge air cooler inlet, press sensor 1 bank 1, raw value" - a sensor in clean, fresh airstream - well before exhaust gas recirculation.

 

[Deansie]

Well, one thing is that for some reason the ECU produces only 0.1 bar resolution for the "Pressure after throttle valve, calculated". Thus quite "rough" curves.

Also as there is no actual sensor after throttle valve I would like to propose instead to use the "Charge pressure BEFORE throttle valve, calculated actual value" (a sensor in the manifold). Possibly even better would be to use "Charge air cooler inlet, press sensor 1 bank 1, raw value - a sensor in clean, fresh airstream - well before exhaust gas recirculation.

Alright! Will give this a try tomorrow.

 

[Deansie]

A little update:

The turbo remanufacturer shipped me the wrong actuator and made a whole hassle about it but will ultimately deliver the right piece by the end of this week. Will update asap if it did any difference to the van.

 

[mmi]

Any update @Deansie ?

 

[Deansie]

Any update @Deansie ?

I’ve recieved the right actuator and had it quite a while now. But we learnt that the van runs all right with the faulty one as long as we don’t let the turbo spool up more than just a little when the engine is cold.

Other than that, when at operating temperature it runs as if there never was an issue. I have a free tune waiting for me once I’ve replaced the actuator, but I kinda don’t feel like it’s worth it in case I end up messing something up.

You know, don’t fix what aint broken? I’ve had this thread in my mind all the time and perhaps that’s what ultimately will motivate me to swap it out in order to help someone else with the same issue. We’ll see!

 

[mmi]

Thank you very much for the update. Actually quite interesting that there is such a remarkable difference between cold and hot engine.
And, yes, please keep us up to date.

 

[Deansie]

Thank you very much for the update. Actually quite interesting that there is such a remarkable difference between cold and hot engine.
And, yes, please keep us up to date.

I know, right? If we were to exclude the actuator and asume it’s fully functional (even though wrong voltages are recieved), I have a thesis that the variable geometry on the remanufactured turbo is siezing up at full open when cold and once the temperature is right, the compressorhousing expands giving more room for the VGT to work with. Thus allowing it to use it’s whole intended range with the result of faultcodes never showing up.

As stated, it runs as if there never was any issues when warm. This is not an exaggeration, I have tried numerous times to trigger the faultcode.

Another weird quirk is that when ever the faultcode pops up, it’s often when just turning to 4th gear.

Thoughts on this?

 

[mmi]

What fault codes are triggered when engine is cold? Have you got the freeze frame data for these?

The ECU has a couple of tests to actuate for the turbo - it would be interesting to see how they perform when engine is cold.

Thread '[T6_measured] 01-Engine - Built-in tests for turbocharger'

13 Oct 2024

01-Engine - Basic Settings​

IDE00457-Test of turbocharger​

HOW-TO​

Engine running​

VCDS > Select > Engine > Basic Settings > IDE00457-Test of turbocharger​

Select "Measuring Values" ​

Pick up e.g. the following data items for monitoring:

IDE00021 Engine RPM​

IDE07736 Turbocharg.2 compress.outlet: press.sensor 1 bank 1: raw value (bi-turbo only)​

IDE07738 Charge air cooler inlet: pressure sensor 1 bank 1: raw value​

IDE07783 Turbine actuator 1 bank 1: posit.feedback - Raw voltage​

IDE07784...​

• mmi
• t6_measured turbo vcds
• Replies: 8
• Forum: Engine, Gearbox, Exhaust, Drivetrain

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However, although OBDeleven can run the tests, it doesn't have the capability to simultaneously record data so I'm not sure how useful that would be. Perhaps a video to see if the actuator stucks?