Leak in EGR system - how to seal?

Quote:

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Originally Posted by mtthsk

When driving home from work today I got the reduced engine power warning light.
At that time I didn‘t have the engine above 2500rpm at all.
It was a flat road and the engine at ~1500 rpm. So, thats at a new state it happens..
When arriving home I read the errors and got:
Attachment 188713
These are all errors I got before, but havent had them occur at that low revs.

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I got logged fault codes P006A-00, P1247-00, P00BD-07 and P0235-94 which was the top intercooler hose at 3 years and 77,000km.
It was not an obvious crack or tear. Hose replaced and errors never returned. 3L 2014 TDV6

My thread for more details (see first few posts) here > Restricted Performance Event

Probably worth replacing as it's easy and relatively cheap.

Cheers,
Scott

Quote:

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Originally Posted by LRD414

I got logged fault codes P006A-00, P1247-00, P00BD-07 and P0235-94 which was the top intercooler hose at 3 years and 77,000km.
It was not an obvious crack or tear. Hose replaced and errors never returned. 3L 2014 TDV6

My thread for more details (see first few posts) here > Restricted Performance Event

Probably worth replacing as it's easy and relatively cheap.

Cheers,
Scott

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Hi Scott,

thanks for your reply. I just ordered the top intercooler hose. You're right, it's relatively cheap and very easy to replace, so might be worth trying. Maybe the smoke testing doesn't put enough pressure in the system to show a tear.

Last weekend I drove ~600 km to another city and back. I noticed that the restricted performance does not necessarily relate solely to the second turbo kicking in at 2500 rpms. It's more load-related than solely that. When driving on the autobahn and overtaking at ~130 km/h the fault regularly showed up, when staying below 120 km/h and not on an uphill section the fault would not occur.

Before the drive back home I inspected the throttle body butterfly valve again, as it was sticking a bit. I noticed again that there was a little bit of space on the left hand-side and no space on the right-hand side of the valve, meaning it has shifted a bit and would therefore stick when fully closed. I managed to gently push the valve back to its original position, so the valve does not stick anymore. I kind of had high hopes in this fix, as I have seen this problem quite a few times on Youtube, but unfortunately it had no effect.

Thanks again for your help @ all.

The one thing I could not check, is the secondary turbo actuator rod. Can someone guide me where to gain access to that part, trying to free it with a coat hangar or similar? Most posts only tell how to do it on the 2.7L, but not on the 3.0L MY14.


Cheers,
Matt

Quote:

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Originally Posted by mtthsk

…
The one thing I could not check, is the secondary turbo actuator rod. Can someone guide me where to gain access to that part, trying to free it with a coat hangar or similar? Most posts only tell how to do it on the 2.7L, but not on the 3.0L MY14.

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Post 5 in my linked thread has a link to another thread which details access to the secondary turbo actuator. And post 7 in my thread has a photo of what you’ll find on a MY14 when using a mirror

I'm guessing you are using a gap tool to get the faults and the charts?

I know nothing about the gap but I'm guessing you can also record a downloadable log?

If so, could you post one here?

Both MAF sensors, MAP sensor and IAT as well as boost and AAP would be required.

If anything has multiple sensor like the MAF does, they will also be required.

Quote:

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Originally Posted by LRD414

Post 5 in my linked thread has a link to another thread which details access to the secondary turbo actuator. And post 7 in my thread has a photo of what you’ll find on a MY14 when using a mirror

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Hi Scott,
thanks for taking the time.
I believe the linked thread is talking about the Compressor Shut-Off Valve (CSOV), isn‘t it? The one that is easily accessible behind the wheel. I removed and cleaned that one already.
The one I am thinking of checking is the Turbine Shut-Off Valve (TSOV), that, i believe, sits right at the secondary turbo and is therefore hard to reach, hence the question.

But I am not sure if, in case of a TSOV failure, other fault codes should be showing up.

Cheers,
Matt

Quote:

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Originally Posted by shack

I'm guessing you are using a gap tool to get the faults and the charts?

I know nothing about the gap but I'm guessing you can also record a downloadable log?

If so, could you post one here?

Both MAF sensors, MAP sensor and IAT as well as boost and AAP would be required.

If anything has multiple sensor like the MAF does, they will also be required.

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Hi shack,
exactly, I am using the GAP IID Tool. I can also export the log files, so sharing them here is not a problem. I will record a new log with the mentioned values:
MAF and MAP values are clear. Does IAT means Intake Air Temperature? What boost value exactly are you looking for? And AAP stands for Ambient Air Pressure?

Thanks for helping out!

Matt

Quote:

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Originally Posted by mtthsk

Hi Scott,

thanks for your reply. I just ordered the top intercooler hose. You're right, it's relatively cheap and very easy to replace, so might be worth trying. Maybe the smoke testing doesn't put enough pressure in the system to show a tear.

Last weekend I drove ~600 km to another city and back. I noticed that the restricted performance does not necessarily relate solely to the second turbo kicking in at 2500 rpms. It's more load-related than solely that. When driving on the autobahn and overtaking at ~130 km/h the fault regularly showed up, when staying below 120 km/h and not on an uphill section the fault would not occur.

Before the drive back home I inspected the throttle body butterfly valve again, as it was sticking a bit. I noticed again that there was a little bit of space on the left hand-side and no space on the right-hand side of the valve, meaning it has shifted a bit and would therefore stick when fully closed. I managed to gently push the valve back to its original position, so the valve does not stick anymore. I kind of had high hopes in this fix, as I have seen this problem quite a few times on Youtube, but unfortunately it had no effect.

Thanks again for your help @ all.

The one thing I could not check, is the secondary turbo actuator rod. Can someone guide me where to gain access to that part, trying to free it with a coat hangar or similar? Most posts only tell how to do it on the 2.7L, but not on the 3.0L MY14.


Cheers,
Matt

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when my turbo arm was sticking I got a garden pressure sprayer with a metre long wand, i ,mixed 1/2 2 stroke oil half kerosene and soaked the area
that was on my tdv6, it solved the boost problem
guten tag

Quote:

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Originally Posted by mtthsk

Hi shack,
exactly, I am using the GAP IID Tool. I can also export the log files, so sharing them here is not a problem. I will record a new log with the mentioned values:
MAF and MAP values are clear. Does IAT means Intake Air Temperature? What boost value exactly are you looking for? And AAP stands for Ambient Air Pressure?

Thanks for helping out!

Matt

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Correct on all fronts.

Don't worry about boost.

Cheers

Hi there,

today I managed to log the requested live values on my drive home from work. I exported them as a .csv-file, but I am not sure how to display them as a graph in Excel. The IIDTool also allows for export in PDF, where all the graphs are displayed together and also seperately. As it shows the total drive time, zooming in is required. (I attached both, csv & pdf file)

A few explanations:
- The whole log duration is about 300 seconds. I stopped the log while driving after the fault occured.
- I started to try to provoke the error "naturally", by just putting my foot down, starting at ~227s of the log. This did not trigger the fault. As I was gaining speed quickly, I had to slow down again.
- I then triggered the fault by using the command shift, manually shifting down three times to increase rpms. This starts at ~259s of the log.
- The fault appeared at ~272,5s of the log.

As it is quite hard to use the scale in the PDF, I prepared screenshots of the (I believe) relevant 3s where the fault occured:

Attachment 188842
(full resolution picture here: iCloud Photos - Apple iCloud )

On the first screenshot, I marked the gear shifts and the position that I got the reduced performance ("Fault" in the picture). The values below the graphs show the values at the time of the vertical line (272.25s, 273.25s, 274.25s).
I find it interesting that normally the MAF values from bank 1 and 2 appear to be resulting in the "Mass air flow"-Value. In the third graph of the picture the Mass air flow-value however is lower than the bank 2(&1)-value. But then again, I don't know where the Mass air flow value comes from. Maybe it is the (wrongly?) calculated value that results from bank 1 and bank 2 readings + MAP reading (so an expected value)?

Maybe someone else can see more in these graphs than I can.

The triggered fault(s) are P006A-00 and P0105-16 again. The latter however has already been logged when I drove to work this morning (no reduced performance then). The P006A-00 was logged exactly when the fault occured.
Attachment 188845

Also the top intercooler hose arrived today, so I will test swapping that one out tomorrow.
I ordered some vacuum hoses as well, I plan to check them more thoroughly on the weekend.

Thanks again @all for your help and time. It is really much appreciated!

Cheers,
Matt

Can you log map,maf and boost pressure? I think you'll see a strong correlation there.