I share with you this defect solved these days so that it may be useful to some colleagues in the future. [...]
\nThe car under acceleration would fault with the following dtc:
\n- P0299 Boost pressure adjustment
\n- P2564 Charge pressure position sensor<\/p>\n
I agree not so much with finding the fault, which is ultimately a simple matter, but with replacing the component that requires adjustment.
\nHaving verified that the correct vacuum of 0.7 to 0.8 bar reaches the pneumatic valve with a recopia sensor that manages the turbine geometry, it is easy to check the valve that manages the geometry with a Mitivac by finding the diaphragm inside perforated.<\/p>\n
Once the new valve has been fitted (available both original and after, we opted for the original) through the diagnosis display the position sensor voltage entry.
\nConnect a Mitivac-type vacuum pump to the pneumatic capsule and create a vacuum to adjust the value to 0.760 volts.
\nWhile adjusting the rod, the vacuum must be kept constant by reading the value of 0.760 volts.
\nPosition the lever fully down, while holding the counter nut in place, turn the retaining nut on the bar and tighten slightly.
\nDischarge depression and always display in diagnosis without depression that the value is between 3.30 and 3.90 volts.
\nOnce the counter nut has been tightened, create a vacuum of 0.75 bar on the vacuum capsule again, to ensure that the lever is positioned in the stop.
\nThe value must change to 0.760 volts.
\nOnce this procedure is complete, select the turbo pressure actuator adjustment from the diagnosis, checking the value, which must fluctuate between 0.65 and 0.85 volts and between 3.30 and 3.90 volts, as the pneumatic valve alternately switches from one end stop to the other during adjustment.<\/p>\n
I would ask if others have different procedures or the one I wrote was incorrect to update the post.<\/p>\n
The car that we have managed in this way is fine.<\/p>\n
| Number plate<\/th>\n | - dy001Vl -<\/td>\n<\/tr>\n |
|---|---|
| Brand<\/th>\n | - VW -<\/td>\n<\/tr>\n |
| Model<\/th>\n | - GOLF VI (5K1) -<\/td>\n<\/tr>\n |
| Year<\/th>\n | – 2009 –<\/td>\n<\/tr>\n |
| Displacement<\/th>\n | – 1968 –<\/td>\n<\/tr>\n |
| Power supply<\/th>\n | - D -<\/td>\n<\/tr>\n |
| kW<\/th>\n | – 81 –<\/td>\n<\/tr>\n |
| Engine Code<\/th>\n | - CLCA CBDC -<\/td>\n<\/tr>\n<\/tbody>\n<\/table>","protected":false},"excerpt":{"rendered":" I share with you this defect solved these days so that it may be useful to some colleagues in the future. [...]<\/p>","protected":false},"author":482,"featured_media":0,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2],"tags":[312],"acf":[],"featured_image_urls":{},"appp_media":null,"views":3545,"_links":{"self":[{"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/posts\/16598"}],"collection":[{"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/users\/482"}],"replies":[{"embeddable":true,"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/comments?post=16598"}],"version-history":[{"count":0,"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/posts\/16598\/revisions"}],"wp:attachment":[{"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/media?parent=16598"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/categories?post=16598"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.checkstar-techblog.it\/en\/wp-json\/wp\/v2\/tags?post=16598"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}} |