Thread: Electrical faults after D4 3.0 body R&R

The lack of power steering seems to have resolved itself, mostly anyway. No assist still on 1st start this morning but then there was. I suspect a sticky valve plunger due to dirt ingress causing minimum displacement but hoping that the contamination is now caught in the filter in the bottom of the reservoir.

A new issue has occured. It appears that the turbine control valve on the replacement engine, the one on the exhaust side of the secondary turbo, has to be calibrated, which means that the ECM has to learn the closed position which varies from valve to valve. Restricted performance occurs shortly after engine start but not if the throttle is pressed soon enough to cause the valve to open, but RP then occurs as soon as the throttle is released. Live values shows the valve position at approximately the commanded position when the engine is above idle but there is a discrepancy at idle which triggers 2 DTC indicating that the valve is stuck.
The IIDtool doesn't appear to provide turbine control calibration function. A question for Gap.

PS No valve calibration for my 4.4 TDV8 either, not that it needs it atm.

Originally Posted by Graeme

The lack of power steering seems to have resolved itself, mostly anyway. No assist still on 1st start this morning but then there was. I suspect a sticky valve plunger due to dirt ingress but hoping that the contamination is now caught in the filter in the bottom of the reservoir.

A new issue has occured. It appears that the turbine control valve on the replacement engine, the one on the exhaust side of the secondary turbo, has to be calibrated, which means that the ECM has to learn the closed position which varies from valve to valve. Restricted performance occurs shortly after engine start but not if the throttle is pressed soon enough to cause the valve to open, but RP then occurs as soon as the throttle is released. Live values shows the valve position at approximately the commanded position when the engine is above idle but there is a discrepancy at idle which triggers 2 DTC indicating that the valve is stuck.
The IIDtool doesn't appear to provide turbine control calibration function. A question for Gap.

Mate, what a ball-ache. You’re venturing into areas few go. Godspeed!

Shouldn't the stepper motor "self learn" position zero?

Do they cycle through on each start?

I'm not aware what the 3L turbos are, but most VNT's have a set screw to set the "vane closed" position, I would have thought the stepper would learn this on a cycle through, it can't adjust the stop/closed position itself.

Again, I don't know much about it at all, but that seems logical.


Edit: Been searching online for an answer to this with no success, I hope you get it all sorted out soon, I imagine it's getting frustrating!

I think you've done a great job with what you've done, especially the new bearing type, I'm really interested to see how it goes, hopefully well !!

It's the exhaust shut-off valve on the back of the secondary (fixed) turbo. The valve operates by vacuum controlled by a solenoid at the front of the engine. The valve's position is monitored but the closed reading doesn't match this ECM's recorded closed reading.
My son has sent a question to Gap.

Originally Posted by Graeme

It's the exhaust shut-off valve on the back of the secondary (fixed) turbo. The valve operates by vacuum controlled by a solenoid at the front of the engine. The valve's position is monitored but the closed reading doesn't match this ECM's recorded closed reading.
My son has sent a question to Gap.

My bad, I misunderstood..

Lots of learning all round...

Gap have requested the DTCs.

It transpires that Gap recently added the 3.0 D4 ECM turbine calibration to the G3 tool but won't add it to the G2, advising instead to sell the G2 and buy a G3. That's not going to happen.

Anyone in the Wagga area with a G3 to see if it will do the calibration without being registered to the D4?

My G2 reads and clears at least some faults on my MY21.5 L405 but needs a G4 to make CCF changes. A G4 with a modified cable will work with the D4 but might not do the turbine calibration without being registered to the D4, but at over $1100 for a G4 I'm not about to rush out and buy one anyway.

Originally Posted by Graeme

It transpires that Gap recently added the 3.0 D4 ECM turbine calibration to the G3 tool but won't add it to the G2, advising instead to sell the G2 and buy a G3. That's not going to happen.

Anyone in the Wagga area with a G3 to see if it will do the calibration without being registered to the D4?

My G2 reads and clears at least some faults on my MY21.5 L405 but needs a G4 to make CCF changes. A G4 with a modified cable will work with the D4 but might not do the turbine calibration without being registered to the D4, but at over $1100 for a G4 I'm not about to rush out and buy one anyway.

If you find someone with a G3, it's "only" $165 to unlock one extra VIN, I'd be positive it won't work without doing that.