Man tga turbine boost sensor DIY repair

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master19422 24 Jan 2015

Good afternoon, this is not the first time I have come across that people turn off the boost sensor, and I myself have already traveled 100 thousand without it. maybe someone knows what it affects, and why the motor works better without it, the consumption decreases. what else is happening somewhere with this chain, or joint nodes. after all, at first, the motor worked well with the sensor, and the consumption was pleasant, and then the consumption increased sharply, and the thrust was gone. removing the chip everything becomes normal.

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vi rus 01 Feb 2015

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Vladimir24 01 Feb 2015

it was so. someone suggested to remove the sensor and spray it with liquid to clean the carburetor. helped. has been working for 3 months already.

on which part of the sensor was sprayed specifically, if not a secret?

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master19422 04 Feb 2015

I generally installed a new sensor, and no changes, then it’s not about it, but about the associated nodes

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vi rus 04 Feb 2015

it was so. someone suggested to remove the sensor and spray it with liquid to clean the carburetor. helped. has been working for 3 months already.

on which part of the sensor was sprayed specifically, if not a secret? On the one inside the internal combustion engine. By the way, it also helps on the Volvos.

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Vitamin 25 Mar 2015

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Novel 36 25 Mar 2015

Disconnected the sensor but now the error 03088-06 is on!

The error will burn, do not pay attention to it, it does not bear any consequences. Pay attention to the consumption, I eat less in the city, and on the highway my appetite wakes up

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Vitamin 25 Mar 2015

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Driver76 26 Mar 2015

the turbine stops working on the move, so the engine does not pull. No errors

Then everything disappears and drives normally

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Novel 36 26 Mar 2015

for a start, a car brand is needed, then some kind of drygatel, well, further requests. most likely AGR is riveting on your brain, mess up the forum, everything has been chewed for a long time ..

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Driver76 26 Mar 2015

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Vladimir24 26 Mar 2015

same as EGR 🙂. Exhaust gas recirculation system. (If you have a car with urea, then there is no AGR)

The topic has been discussed more than once.

If this happens after engine braking, then there may be a problem with the engine brake (the damper does not open)

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Vitamin 26 Mar 2015

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Novel 36 26 Mar 2015

And what to do with the inflate sensor? Rinse, buy a new one or so and drive with a mistake. While it was turned off, the flow rate dropped to 37 liters, the turbine pulls better, the turbine runs quieter.

I’m thinking about pulling out the sensor and hanging it outside, and instead of it, put the plug in and there will be no error, and I think the car will go fine, but we need to experiment.

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Vitamin 26 Mar 2015

I’m thinking about pulling out the sensor and hanging it outside, and instead of it, put the plug in and there will be no error, and I think the car will go fine, but I need to experiment ..

The boost sensor measures the pressure and temperature (not always) of the incoming air. When it is turned off, the system goes into an emergency state and uses the ISA (international standard atmosphere) 760 mm Hg / st and +15 degrees, the closer to it, the better the engine works and vice versa. Therefore, in winter and in the heat, you are provided with a large flow when the sensor is turned off.

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Vitamin 27 Mar 2015

The boost sensor measures the pressure and temperature (not always) of the incoming air. When it is turned off, the system goes into an emergency state and uses the ISA (international standard atmosphere) 760 mm Hg / st and +15 degrees, the closer to it, the better the engine works and vice versa. Therefore, in winter and in the heat, you are provided with a large flow when the sensor is turned off.

Well, if it's not off and put a plug, let him measure himself on the street, so to speak?

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Vitamin 27 Mar 2015

I took off the sensor! Visually, everything was normal, the only thing was an oily coating and the chip was a little in oil, washed everything out, blew it out and put it in place. Probably the problem in the sensor is due to the oily coating, it starts giving incorrect data from which, probably, there is a failure in flow!

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evgenich 27 Mar 2015

I took off the sensor! Visually, everything was normal, the only thing was an oily coating and the chip was a little in oil, washed everything out, blew it out and put it in place. Probably the problem in the sensor is due to the oily coating, it starts giving incorrect data from which, probably, there is a failure in flow!

For a long time I had the same assumptions that the sensor suffers from oil deposits, and it can be flushed.

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citus Apr 16, 2015

Maybe a strange question, but where does the oil bloom come from?

Before talking about why a turbocharger sensor is needed, it is worth understanding what the very concept of turbocharging is. Automakers are constantly striving to improve the performance of powertrains. Every year, more and more technological innovations appear, but the essence and principle of operation of the motors remains the same.

The term "pressurization" itself characterizes the process of increasing the fresh charge of fuel in the cylinders of an internal combustion engine by artificially pressurizing. This technology is needed to increase the power of the motor. In the most favorable situations, the power can be increased by almost half of the nominal.

The most widespread is the so-called turbocharging, which is provided by a special turbocharger. The mechanical compressor, which was very common earlier, is gradually becoming a thing of the past.

In power units that are not equipped with a turbocharger, air enters naturally from the occurrence of vacuum when the piston is opened. Artificial air injection ensures that a much larger amount of the fuel-air mixture enters the cylinders. This leads to an increase in engine power. However, the turbocharger has its own significant disadvantages. With an increase in the volume of the combustion mixture, the temperature inside the cylinders rises very much. This can lead to detonation.

To prevent this phenomenon, it becomes necessary to install additional elements, such as:

• Turbocharger sensor;
• Intercooler;
• Compression ratio regulator.

Without the above, the coordinated operation of the entire turbocharging system is impossible. If any of these elements fail, an urgent replacement is required.

The boost pressure sensor is installed directly between the turbocharger and the intake manifold. It serves to control the boost pressure and, according to its readings, the electronic control unit draws conclusions about the needs of the power unit in the forced air.

Today the production of these sensors is carried out using two technologies: micromechanical and thick-film. The first is the most perfect and progressive. Most of these devices today are built using this technology. The main elements in this case are a chip made of silicon, a diaphragm, as well as four strain gauges located directly on it. When pressure is applied to this diaphragm, it bends. Due to its mechanical stretching, the strain gages begin to change their resistance. A change in voltage occurs in proportion to it. For greater sensitivity, the thermistors are interconnected using a special bridge circuit. The circuitry of the chip increases the bridge voltage, which at the output is between one and five volts. By analyzing the magnitude of this voltage, the ECM evaluates the pressure in the intake manifold. The higher the voltage, the higher the air pressure.

If the engine is not running, the intake manifold pressure is equal to the atmospheric pressure. At the time of starting the power unit, a vacuum or vacuum is formed in the intake manifold. When the engine is running at open throttle, the intake manifold pressure begins to equalize atmospheric pressure.

Failure of the sensor can lead to the shutdown of the turbocharging. However, for an accurate formulation of the correct diagnosis, it is necessary to conduct a competent diagnosis. It is possible that it is not the sensor that is faulty, but the turbine itself. In this case, it will need to be replaced.

Turbocharging sensor check

Turbocharged powertrains must be equipped with a special sensor that monitors the boost pressure deviations. In order to limit this pressure at the right time, the electronic engine control unit activates a special solenoid valve, which is able to set the vacuum.

Turbine boost pressure deviation control is very similar to EGR deflection control. If the boost pressure goes beyond certain limits for a sufficiently long time, then this may indicate that there is a high probability of malfunction in the turbocharging system. If these deviations are short enough, then the presence of a malfunction is unlikely.

The boost pressure must be controlled in absolutely all turbocharged engines, since this indicator affects the correct filling of the cylinders, as well as the developed power, the amount of torque and the chemical composition of the exhaust gases. Checking the accuracy of the boost pressure sensor readings is performed on an uncooked power unit at the time between turning on the ignition and starting the engine. During the check, the values ​​obtained from the turbo boost pressure sensor and the atmospheric pressure sensor are compared. As a result of comparing these indicators, the so-called differential pressure is obtained, which normally should not exceed a certain limit. If this limit is not exceeded, then the boost pressure sensor can be considered fully operational.

Time zone: UTC + 4 hours [Daylight Saving Time]

I have the same problem on Scania! I can’t figure it out, or rather there’s no time. You delete the error, the car seems to work fine, and then the same error pops up again and the car puffs like a tractor and does not drive.

The error appears to arise due to problems with the USR. Also there, that is, that is not. A question about the gas recirculation system. It is difficult to believe the turbine mechanics, it will not show without load.

What are you looking at? There should be turbo pressure. 950-1050 MBa at idle is normal.

If you suddenly decide the question, write how did it happen?

Message Sergei 1985 »02 Feb 2013, 15:30

Message Sergei 1985 »06 Feb 2013, 15:27

Message diagnostMAN »07 Feb 2013, 18:41

What are these numbers? and what does it mean “there are no more errors” and which one is? what does it mean “was 250 made 300” what was changed when repairing injectors? checked or repaired the injection pump? what kind of diagnostics did the car test by the dealership?
the presence of black smoke indicates certain malfunctions: 1. the boost or boost sensor is faulty 2. rich mixture, (the ignition is not set correctly, the injectors are faulty, the injection pump is faulty) 3. AGR valve is faulty

Added after 2 minutes 16 seconds:
Yes, I forgot to ask, what kind of fuel do you think is normal for your car?

Message Sergei 1985 »07 Feb 2013, 20:14

1.these figures 1.3-1.4 inflation pressure made diagnostics on the go loaded with mine tech
2. errors in abs, well, for little things, there was a couple of times the error of the first nozzle with the end (-02) but a noticeably high consumption disappeared with this error
3.I took all the nozzles to the master, all 6 lutes, they offered me to restore them, I agreed the pressure on them was 250. But the master said the mana tga should be 300, in short, he put 300-305 pressure on the forces
4.Recently they made diagnostics in the man's service in Pyatigorsk, they said that all the sensors are working, look for a jamb on the mechanical part
5 injection pumps were not touched at all, but they repaired the injection pump and changed the valves with rubber bands, ours crumbled.
6. do we have euro 2 in mine, d2866lf32 engine there is no AGR valve in the same place?

Added after 7 minutes 29 seconds:
we bought a car, we don’t carry a ref overload coupling, the driver of the cat used to work on this car 37 said, at least it’s okay.

Added after 2 hours 55 minutes 2 seconds:
wmah05zzz1m316263 can you completely decipher the wines

Message diagnostMAN »08 Feb 2013, 21:20

1. you still need to diagnose the dealer diagnostics there you can do a pump test.
2.if the nozzles were not changed on the nozzles, then I see no point in repairing
3.Agr on fault really did not find, probably one of the first models of tga (all of the tga euro3 I met)
4.Well, all the same, the fuel pump can fly with ignition when it was removed (although an error on EDC should appear)

Message Sergei 1985 »08 Feb 2013, 21:37

through the fault of all the information that is possible, where and what kind of kit, what would you advise to put new ones about the nozzles, and tell me which number goes,
and the first nozzle can increase the flow rate and add black smoke

Added after 5 minutes 12 seconds:
I forgot to ask in the muffler there is nothing that can get clogged to increase the consumption, just guys say from the parking lot

Welcome to the page of our site. The specialists of our company have accumulated considerable experience in diagnostics and repair of the multifunctional unit of the electronic pneumatic system of the MAN TGA - ECAM truck. The modulator or EKAM unit is designed to prepare air suitable for safe operation of the truck pneumatic system. The unit functions as a moisture separator and dehumidifier. With the help of sensors, it monitors the pressure in the air circuits and, with the help of solenoid valves, maintains it. All processes are controlled by an electronic control unit built into the modulator housing.

There is reason to believe that the air preparation system is out of order. If the truck exhibits the following characteristic features of the malfunction:

• Doesn't pump air
• Pads do not release
• No brakes on the tractor
• No brakes on the trailer
• Low pressure in the circuit
• High pressure in the circuit
• Venting air

To determine the cause of the above malfunctions, it is necessary to carry out diagnostics. Diagnostics will already accurately establish the cause of the equipment breakdown. Some of the possible causes are listed below:

• No power on the ECAM modulator unit
• Broken heating element
• Air pressure regulator malfunction
• Malfunction or open circuit of solenoid valves
• Software failure (faulty RAM; ROM)
• Open or short circuit of the CAN bus line (Kan)
• Clogged and oily air circuits
• Mechanical seizure of valves

We provide the following services for the elimination of malfunctions arising in the electronic blocks of EKAM trucks MAN TGA:

• Repair of the electronic control board
• Repair of electrical wiring connecting the ECAM to the vehicle environment
• Replacing a failed unit
• Electronic unit programming and firmware
• Restoration of the CAN bus to the control unit
• Bulkhead, lubrication and cleaning of mechanical valves and modulator air circuits

In the event of malfunctions in the operation of the MAN TGA air preparation unit, the indication lamps on the dashboard light up in red or yellow, and on the display the corresponding fault codes indicated below.

If any of the above codes is present in your situation, you can find more details here:

Also, more detailed information about the malfunction can be obtained after carrying out computer diagnostics.

Further from practice, one of such cases of diagnosis and repair. At the same time, 2 MAN vehicles are pulled up to the base at once. First born in 1987. Turning lamps and wipers do not work and close. Determine - the relay of turns and wipers does not withstand the load. We send the driver for a new relay. The second MAN TGA of the 2003 transitional model complains about the readings of the air pressure gauges of the primary and secondary circuits. The arrows point to the presence of air in the system. We diagnose with electronics and hands. The hero of the occasion is the old ECAM air preparation unit. Stands like a wing from a BOEING. We offer the owner 2 options for solving his problem - to find and buy the newest one for a lot - a lot of money, or make engineering solutions to change the principle of the components of the ECAM block. He agrees to the 2nd option, and with this he leaves, getting ready to buy everything necessary for this.

The first team leaves for yesterday's AKTROS, we need to finish the work and start the car. The MR block turned out to be in order, so it is already easier for us. With daylight hours, we find the main reason for not starting the engine. Someone, once, somewhere very strongly "artisan", when replacing the turbine gasket, considered it unnecessary to pull the clamp to the body of the electrical harness and it safely fell on a bump on the exhaust pipe, where the "annealing" of the wiring of the engine harness took place along with immobilizer. The reason is clear, we are repairing and the engine will start. The owner of the car is madly happy. At retirement age, he should not know what a car breakdown in our life is, however - if you like to ride - love to carry sledges, therefore we retire in a favorable mood.

By lunchtime, news came from the engineers of our company that they managed to restore the ECU of the IVECO STRALIS engine, which was idle under our repair. Tomorrow we are going to storm the car and wait for a positive result after the engine has started. The money for all this work is not small, but labor has been invested in order. We wait.

The third brigade goes to the amazing Russian-made equipment, among the common people - "golden hands" The machine designed for removing snow on the streets and highways does not want to go. The first glance at a car is disheartening and sad. People working on this technique apparently always and forever try to make changes in the wiring (as it seems to them) for the better. Hence all the troubles. In Russia, there are always and everywhere people who think that they know everything and are able to, and there, God forbid, what happens - it will carry over, it's okay, the main thing is to have time to complete the shift and hand over the tractor to the replacement as soon as possible. Smiled. "Snot" and the transfer turned out to be a sea and a small lake. Nevertheless, we figure it out - and after a short time the tractor starts up again. The driver is surprised - the tractor has never worked so well when changing. We hide our smiles modestly in the chipped beard. And really nice.

Turbocharger Man (Man) is a unit with a freely rotating turbine, the speed of which can exceed 80,000 rpm. At maximum speed, the linear speed of the sliding bearing sliding surface can exceed 30 m / s (100 ft / s), and the energy stored in the rotating assemblies can be equal to the power of the Man engine itself. These design features require almost perfect balancing of the Man turbine and the alignment of all rotating parts, as well as careful adherence to the rules of operation and maintenance of the Man turbine. In addition to failures of the Man turbocharger itself, most of its failures are usually associated with improper operation of the Man turbine, for example, blocking the intake air in the Man air filter.

In the event of a Man turbocharger failure, only the failed assembly or part is usually examined.However, in addition to this, it is also necessary to timely obtain information on the state of the Man turbine lubrication systems, air intake and exhaust gases before the Man turbocompressor fails, since these units directly affect its durability of the Man turbine and more often than others lead to its failure of the Man turbine. ... All Man turbine pressure data, leaks, interference, foreign material, high temperatures, loose connections in the Man engine timing system, or recent Man turbine repairs should be recorded.

In most cases, defects in the air intake and exhaust systems in the Man engine are the cause of a Man turbocharger failure. For example, if the intake air is severely blocked, the following can occur:

1. Excessive end load can cause accelerated wear of the thrust bearing in the Man turbine.

2. In addition, in this case, the speed of the turbocharger Man can increase significantly.

Excessively high exhaust gas temperatures can disrupt the operation of the MAN turbine lubrication system and destroy the metal structure in the Man engine. Foreign materials can enter the Man turbocharger through the air intake and exhaust systems of the Man turbine. Consequently, when analyzing the causes of failure of the turbocharger Man (Man), it is necessary to fix the main parameters of these systems of the Man turbine.

The condition of the Man turbine lubrication system also plays an important role in ensuring the trouble-free operation of the Man turbocharger, as it has three main functions: friction reduction, cooling and cleaning. Interruptions in the oil supply for just a few seconds can be disastrous. It is extremely important that during the operation of the Man turbine, a sufficient amount of oil passes through its lubrication system, which is capable of ensuring the operability of the fully unloaded suspension and stabilization system, as well as the removal of excess heat in the Man turbine. There are many reasons why the oil flow through a turbo compressor can be disturbed or blocked. The oil can contain large abrasive particles that can break the oil film and cause mechanical damage to the rotating parts of the Man turbine. Thus, in addition to a sufficient quantity of oil in the lubrication system, it is necessary to maintain its high quality. Before checking a failed Man turbocharger, it is necessary to determine the following main parameters of the Man turbine lubrication system, characterizing the quantity and quality of oil:

1. The type and viscosity of the oil used in the engine Man.

2. Engine oil level on dipstick Man.

3. Determination of the condition of the oil filter in the Man engine, as well as checking the paper filter element for the Man engine.

4. Scheduled oil sampling S • O • S. in the engine man

5. Information from the operator of the Man machine about deviations from the normal pressure readings in the lubrication system or other problems of the Man engine, preceding the failure of the Man turbine.

The turbine boost gauge on the dashboard does not display any boost at times. The thrust is not lost, there is no smoke, but the feeling of incorrect operation of the turbine

So see if there is a siphon at the outlet and inlet from the cylinder head to the turbine.

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tightening torque of main and connecting rod bearings

Turbocharging today is one of the most common methods that allows you to significantly increase the power of a gasoline or diesel engine without increasing the displacement of the power unit. Installing a turbocharger is also a more efficient solution than mechanical superchargers.

The basis of turbocharging is the supply of air to the cylinders of the internal combustion engine under pressure. The more air can be supplied to the engine, the more fuel is burned. Civilian versions of turbo engines do not have too much boost, which is enough to achieve the required performance. It is quite obvious that in order to achieve maximum performance, turbines are installed on the engines, which are capable of providing high pressure. In this article we will talk about why you need an actuator on a turbine, what is the principle of operation of a turbine actuator, as well as how the turbine actuator is checked and this element is adjusted.

An actuator, also known as a wastegate or a vacuum regulator, is a valve for relieving excess air pressure at high engine speeds. The purpose of this solution is to provide a kind of protection for the turbocharger and engine. The specified regulator for protection against excessive loads is located in the exhaust manifold (in fact, on the turbine itself), the installation site is in the area in front of the turbine.

The wastegate works according to the following principle: if the engine speed is high, as a result of which the exhaust gas pressure and the charge air pressure increase, then the valve opens. Its opening redirects some of the exhaust gases bypassing the turbine wheel.

This is the case when the exhaust gas spins the turbine wheel to too high a speed, as a result of which the actuator triggers the bypass valve, that is, the exhaust gases pass by the turbine wheel. It turns out that the wastegate simply prevents the turbo from spinning to its maximum due to too much exhaust flow at high engine speeds.

We add that the turbo engines from the factory are initially fine-tuned. When tuning an internal combustion engine or installing a turbocharger on an atmospheric engine, the actuator must be tuned separately. Tuning and adjusting the turbine actuator is an important point, since the serviceability of the engine and turbocharger depends on the normal operation of the system. It is advisable to configure the Westgate using special equipment, but you can also do it yourself, which we will discuss below.