Turbo issue

Sounds like treating the symptom and not the actual issue.

 

While I don't disagree, if I had to choose this or a cab removal to replace the turbos, I'll take this.

 

I know what that means, and if you look at the letter of the law, the dealer changing affixing a vin plate is an actual crime under the code section without prior approval from the DMV. The "Manufacturer" is technically the only one that can affix a new vin. I don't care what the dealer does or doesn't do with the vin, and it was clarified that apparently it was the wrong vin plate and a plate was affixed to match all the other vins on the vehicle to include the hidden VIN.

 

So now everyone is paying top dollar for 98% of the the engineered performance out of the truck, how will that affect max tow and other things while working the truck. I'm gonna want a discount if thats the solution....lol

 

Cab removal isn’t required

 

Safe bet that the 2% change wouldn't make any difference in power or towing. Again, I'm just speaking hypothetically and what I think of when it comes to a software fix if a mechanical issue is an actual problem.

True but my point is if a firmware update can fix it I'll take that over a mechanical repair that requires a lot of time, effort, or teardown.

 

theres no reason to remove the cab.

 

Make the software way more lenient on wastegate errors.

 

Maybe there are two separate issues with the turbos. One software and one hardware. Some trucks have the software issue, some the hardware. Maybe some have both. Models can have more than one issue at a time, especially first year redesigns.

 

Uhhhh dude, 98% open for the wastegate is dumping exhaust gas flow through the wastegate into the exhaust around the turbine. Wastegate open = making less or no boost. Now I can’t tell you the difference in turbine speed at 100% open vs 98% open, and I admit it’s not ideal because it’s not operating as designed; but effectively either size opening is more than enough to avoid over speeding the turbine or causing excessive boost.

Now if the wastegate were unable to open at all or were unable to fully close and seat, you have a major problem. Not opening will result in over speeding the turbine/impeller at high load. Since most modern computer controlled turbos use wastegates on the exhaust side to control boost instead of blow off valves on the charge air side, you can easily damage the engine or turbo or both. In such a situation over boost at full throttle is a very real problem, and could result in detonation/knock bad enough to melt or destroy one or more pistons if the ECU doesn’t go into limp mode. There is also the not so nice problem of boosted intake air hitting a closed throttle if you suddenly let off the gas, this can create extra resistance at the impeller and damage your turbo. A functioning wastegate mitigates these issues by opening and diverting exhaust gas to slow down the turbine/impeller to stop building boost. The engine will have a bypass valve to dump compressed air back into the turbo before compressor the inlet since it is a MAF metered engine. Still having a stuck closed wastegate will not be a good thing.

Not fully seating will rob you of peak torque because the turbo will either not make full boost or will take longer to hit full boost.

 

This would be like taking your truck to the dealer because your rear window gets stuck when it’s rolled all the way down. The service manager comes back and says, “We realigned your window on its track to prevent it from being rolled down all the way. There will still be a bit of window sticking up when the track is bottomed out, but it no longer gets stuck, so the issue is fixed!”

Now imagine that rear window is inside your turbo…

You’re right—who knows? If it’s not a mechanical issue, I think that would a huge relief for everyone.

 

A Toyota tech had reported the mechanical wastegate bind. He had used Techstream to test the wastegate and it wouldn't move. He then applied 12V directly to the wastegate actuator and got it to move. The ECM uses duty circle to move the wastegate actuator to the desired position. Applying 12V to the actuator from the battery is 100% duty cycle and fully open. It seems that the commanded duty cycle percentage isn't enough to overcome the resistance in the wastegate (bind).

 

Good luck hearing from him again. @Jaxyaks continues to accuse that guy’s employer of a criminal act. Many on this thread appear to want focus the conversation on any matter so long as it is unrelated to the turbo issue…

 

There’s a turbo issue ?

 

...lol....your wrong but thats ok...

 

Here is the quote.

 

Any idea if the electronic actuator a solenoid or a motor? The teach refers to it as a motor.

Would you have any concern that if 1 Amp was normal and it would not move, but something between that 3 Amps was enough to overcome the binding.
Curious if that would be concern for premature wear of the actuator or not. Maybe not and even so, pretty simple part if it could be replaced by itself.

 

Since your back maybe you would like to help out on the thread "Ask the Mechanic"? I'm actually suppose to be retired.

 

I alll comes down to duty cycle. Basically the switch on and off time to control the operation of an actuator. Duty cycle is used on many actuators to control it's operation by a module. A good example would be a fuel pump.

 

Maybe by applying power directly the higher duty cycle and higher amps enough to force it beyond the binding whereas normally the computer would sense a fault and stop the attempt.

 

I would hope that is not the solution... pushing more power than the part was designed for is not a formula for durability. They need to fix the physical electro-mechanical issue.

 

What exactly do you mean by more power? The wastegate is variably actuated using duty cycle to keep it in a desired position. If the actuator doesn't achieve the position it is suppose to because of a mechanical bind then a code would be set.

 

SMH. The shit you people argue about.

 

If I understand his quote correctly, Computer normally commands 1 Amp to the actuator when commanding the duty cycle movement, but that was not enough amps due to some part of the assembly mechanical binding. He hooked the battery directly to the actuator bypassing computer control at 3 Amps and that was enough to overcome the binding. So somewhere between the spec 1 Amps and 3 Amps direct from the battery appears to be enough to force the actuator to overcome the mechanical binding. As others have brought up we are curious what the implications are in terms of commanding more amps being a solution vs. additional wear on the actuator vs. whatever else that might entail.

 

Agreed.

I didn’t see this post originally. So at this point at least, no one is actually entertaining leaving a mechanically faulty part in there with a software fix. Whew!!

 

He also said that after hitting the actuator with 3 amps he could still hear the actuator binding and scraping when controlled by the computer. “Essentially I forced the motor to work 100% to move the wastegate, now after clearing the codes it no longer sets the wastegate stuck code right away but I can hear the bank 1 wastegate scraping and squeaking when being controlled by the computer, meaning I esentially freed it up, but obviously it still needs to be replaced before it can be sold.” So that’s obviously not a solution, simply a proof of the problem.

 

Thanks for the correction. I didn''t see the amp spec. It will certainly be interesting if they could push more amps through existing circuit that's spec'd to 1amp.

 

https://youtu.be/Hokfep27Ayk

 

I'm not sure why he keeps referring to the driver's side turbo as the issue when the passenger side is being changed. Lots of fluff and then he pirates Dave's video from Automotive Press.