Boost pressure valve UK OM611
- Thread starter Rorss
- Start date
autostaretx
Erratic Member
If the Sprinter detects that it is not getting the boost it is commanding...
...it simply stops trying to get boost.
The turbo actuator ("boost valve") is not commanded to move.
(until you turn off the engine and re-start it).
The usual OBD error code is P0299 (on a US/Canada T1N Sprinter)
It can also be one of the P1470 codes
--dick
...it simply stops trying to get boost.
The turbo actuator ("boost valve") is not commanded to move.
(until you turn off the engine and re-start it).
The usual OBD error code is P0299 (on a US/Canada T1N Sprinter)
It can also be one of the P1470 codes
--dick
Thanks for that dick
How i tested it.
i put an open Syringe on the end of the boost pipe going in to the Westgate valve and started the engine to see would it pull the syringe in but it didn't .
Would this be a fairley good way of testing it? As i seen it done on youtube
I have no Diagnostics tool but it looks like im going to have to get one .
autostaretx
Erratic Member
What year is your UK Sprinter? What engine?
In the US, the 2000-2003 OM611 engine had a vacuum-operated turbo (there is no wastegate on these turbos)
The "amount" of vacuum (really duration of pulses) is controlled by an electric valve.
For T1N years 2004-2006 with the OM647 engine, the turbo actuator is directly electrically driven. No vacuum involved.
If the only thing your boost valve is connected to is the turbo actuator, then disconnecting that to drive the syringe will tell the ECM that it cannot control the turbo, and it will stop trying.
If you could have a Tee in the hose to allow the valve to control BOTH the syringe and the turbo, then i'd have more confidence in your test.
Scanners which have some better-than-most Sprinter knowledge can ask the ECM to set the valve/turbo to any percentage of operation (5% to 95%). You can watch the turbo's lever move.
If i recall correctly, unplugging the MAF connector should cause the turbo actuator to move
If you plug your syringe into the hose coming from the turbo actuator, can pushing/pulling the syringe move the turbo lever?
(no need to have the engine running)
Here are a couple of "vacuum schematics" ... generic and detailed:
That "detailed" diagram came from this service manual (our 2003 OM611 version)
The odd "tee" as #7 is what drives the flaps in the cabin heater/ventilation system.
--dick
In the US, the 2000-2003 OM611 engine had a vacuum-operated turbo (there is no wastegate on these turbos)
The "amount" of vacuum (really duration of pulses) is controlled by an electric valve.
For T1N years 2004-2006 with the OM647 engine, the turbo actuator is directly electrically driven. No vacuum involved.
If the only thing your boost valve is connected to is the turbo actuator, then disconnecting that to drive the syringe will tell the ECM that it cannot control the turbo, and it will stop trying.
If you could have a Tee in the hose to allow the valve to control BOTH the syringe and the turbo, then i'd have more confidence in your test.
Scanners which have some better-than-most Sprinter knowledge can ask the ECM to set the valve/turbo to any percentage of operation (5% to 95%). You can watch the turbo's lever move.
If i recall correctly, unplugging the MAF connector should cause the turbo actuator to move
If you plug your syringe into the hose coming from the turbo actuator, can pushing/pulling the syringe move the turbo lever?
(no need to have the engine running)
Here are a couple of "vacuum schematics" ... generic and detailed:
That "detailed" diagram came from this service manual (our 2003 OM611 version)
The odd "tee" as #7 is what drives the flaps in the cabin heater/ventilation system.
--dick
autostaretx
Erratic Member
Do they have an oxygen sensor?
If "no", (and lack a MAF), then how do they figure out how much fuel to squirt?
Or is it really as simple as "if they press harder on the pedal, squirt more fuel"???
(stoichiometry be damned)
--dick
p.s. i suppose you could probably get by with just "boost pressure" (MAP), an arm-wave from IAT, RPM and knowledge of cylinder volume.
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Wow thanks for that dick
I have a bit of learning to do I do appreciate all your help
The engine is 2.2 113 cdi 4 cylinder
When i start the engine the lever on the turbo dos not move at all
I think my next step is to
take off the boost valve and test
The solenoid with a multimeter
Thanks
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Just to give you all an update I have located the boost pressure valve underneath the air box I checked for vacuum and there's good vacuum coming to the pressure valve so what I decided to do was take off the bottom pipe to the valve that goes to the filter and block it with my finger and when I did the accurator moved on the turbo so then I proceeded to test the valve itself with a multimeter and got 15 ohms i think this is in range ie ok? my question is does anybody know how to test the wires going to the valve from the ECU thanks for any help in advance
Cheyenne
UK 2004 T1N 313CDi
Scan for codes before going any further then clear all codes.
Now unplug the valve, turn on the ignition (no need to start the engine) and scan for codes again. You should now have an 'Open circuit' code.
P1470-4 Turbo Vacuum Valve diagnosis - OM611 and OM612 only
I recently suffered a loss of power in my 2003 T1N with no CEL (aka MIL) illumination. A scan with my Autel MD802 gave one code: P1470-4 Charge pressure control valve - Cable has Short circuit to Positive This immediately had me thinking that I had a wiring fault. Testing with a mutlimeter...
Cheyenne
UK 2004 T1N 313CDi
You'll need a BENZ CV-14 adaptor, do NOT get a cheap four wire cable!
sprinter-source.com
And then I have an Autel MD802 ALL SYSTEMS which I think has been superseded by the MD808 PRO.
Euro Round Connector Adapt OBDII
14 Pin MB to 16 Pin OBD Cable I didn't find a thread for this. A short compilation. Thanks goes to Cheyenne, dixie265, and future contributors. :thumbup: Yes, BUT all the 'cheap' cables have only four pins populated so can only access the engine ECU. These AliExpress cables have ALL pins...
And then I have an Autel MD802 ALL SYSTEMS which I think has been superseded by the MD808 PRO.
Hi all
Just an update while i wait for my
Autel MD 808pro to arrive.
I have tested the brown and white wire that goes from the ECU to the boost valve for continuity all is good I have also tested the boost valve for ohms and it
Reads 14 ohms now when I tested the brown wire for continuity with an earth it was intermittent.
I have all so checked the white wire for
Volts verry littel 0.3
Has anyone any ideas of what's happening here thanks for any help Rory
Just an update while i wait for my
Autel MD 808pro to arrive.
I have tested the brown and white wire that goes from the ECU to the boost valve for continuity all is good I have also tested the boost valve for ohms and it
Reads 14 ohms now when I tested the brown wire for continuity with an earth it was intermittent.
I have all so checked the white wire for
Volts verry littel 0.3
Has anyone any ideas of what's happening here thanks for any help Rory
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Im having a hard time trying to get an Autel MD808pro here in ireland they say they dont make them any more can any one help were to get one ?
Getting back to the Sprinter I have done a few more tests and found that one of the fuses under the steering wheel was blown number 17 an 15amp engine management control fuse I replaced it and also replaced the boost pressure control valve with a new one the turbo seems to be working okay now the problem is the EDC light is still on I presumed that I need a computer to clear the EDC lights out of limp mode can anyone help am I right in thinking this?
Thanks for any help
Rory
Getting back to the Sprinter I have done a few more tests and found that one of the fuses under the steering wheel was blown number 17 an 15amp engine management control fuse I replaced it and also replaced the boost pressure control valve with a new one the turbo seems to be working okay now the problem is the EDC light is still on I presumed that I need a computer to clear the EDC lights out of limp mode can anyone help am I right in thinking this?
Thanks for any help
Rory
Cheyenne
UK 2004 T1N 313CDi
In this instance the BROWN wire is NOT a ground! One wire is an ECM generated voltage line and the other is a PWM grounded signal to control the duration of time the valve is 'open'.
Y87 is the Boost pressure Control Vacuum Solenoid
Cheyenne
UK 2004 T1N 313CDi
Try calling some of the dealers on the Autel list... https://www.autel.uk/find-a-dealer/
Here is a UK dealer at a sale price https://www.autelstore.co.uk/wholesale/autel-maxidiag-md808-pro-all-system-scanner.html