DIY electronic turbine actuator repair

In detail: do-it-yourself repair of an electronic turbine actuator from a real master for the site my.housecope.com.

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.

Video (click to play).

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.

Now let's talk about frequent malfunctions in which the replacement of the turbine actuator is inevitable or the repair of this element is required. To begin with, there are several reasons for the failure of the specified part. First of all, electronic components break down, electric motor malfunctions are possible, and the teeth of the valve drive gears also break.

In some cases, the problem is eliminated after diagnostics in specialized turbine repair services. Experts check the controller's performance and perform a number of tests. A frequent malfunction that can be eliminated by repairing the turbine actuator without replacing is a failed cuff (turbine actuator membrane).

In the half of the last case, significant mileage and natural wear of parts leads to breakage, as a result of which the said cuff is often damaged.To eliminate it, it is necessary to remove the turbine actuator, after which the old membrane is removed from the housing. Next, the surfaces should be degreased, after which the new cuff is glued with glue to the body with two caps and additionally undergoes a circular rolling process. Then the turbine actuator is adjusted.

The need to adjust the wastegate is indicated by the appearance of a recognizable bounce at the place where the turbocharger is installed at the moment when the engine is turned off. Also, vibrations and rattling appear during gas changes, at the time of gas release. Such bounce appears as a result of the fact that the actuator stem begins to wobble, the rattling sound itself is created by the "gate" of the regulator. Insufficient air boost will also indicate problems with the actuator if no problems were found with the tightness at the intake and other elements of the turbocharging system.I would also like to add that many drivers resort to manipulating the wastegate not only because of malfunctions, but also in order to increase performance and increase boost pressure, that is, they implement a kind of tuning of the system.

In order to increase the pressure, there are several options available. The easiest is to replace the regulator spring. The more elastic the spring has, the more pressure the turbine will deliver until the valve is triggered.

Another option is to tighten or loosen the end of the regulator, which directly affects the opening and closing of the damper. If the end is relaxed, then the valve rod is lengthened, tightening will shorten. The shorter the pull, the tighter the shutter will close. Accordingly, the opening will require a greater pressure and time interval. This allows the turbine to reach high revs, and this happens quite quickly.

The third option for boosting boost is the boost controller. This mechanism is a solenoid that can replace real pressure data. Such a device is placed in front of an actuator, the main task is to reduce the pressure indicator, on which the wastegate operation depends. The boost controller actually bypasses part of the air, which prevents the actuator from evaluating the actual pressure.

To set up and adjust the wastegate, you need to get to the adjusting nut. This can be done after removing the turbine. Also, on some vehicles, access can be obtained without removing the turbocharger. It is enough to get to the bypass installation site. Tightening the specified nut allows the stem to be shortened, as a result of which the "wicket" will be closed more. To perform this work, it is advisable to remove the catalyst in advance. This will allow you to determine by eye the degree of closure of the actuator. To adjust, you must have a wrench for an adjusting nut (a 10 wrench is suitable) and pliers. The whole process consists of the following actions:

at the very beginning, the bracket is removed from the stem, then the nut is loosened with a key;
then use pliers to tighten the wastegate adjusting screw. This should be done counterclockwise;
tightening occurs until the wicket is completely closed;

The completion of the adjustment process can be considered the tightening of the nut with a wrench of 10, as well as the installation of the bracket in place. As a result, after this adjustment, the actuator should have the maximum closing degree. After that, you can start the engine and check the operation of the device in different operating modes of the internal combustion engine. There should be no extraneous sounds from the wastegate on gas valves and when the engine is turned off, the boost pressure also predictably reaches the desired values.

How to adjust the turbine actuator?

1. How does the turbine protector work?

2. Causes of breakdown and replacement of the turbine actuator

3. How to set up a turbine actuator?

In order to increase the power of an automobile engine, some drivers resort to installing a turbine (or, as it is also called, a "turbocharger"). In this regard, high-pressure turbines are considered the most efficient, the design of which differs from conventional devices by the presence of a valve that eliminates excess pressure at high speeds. This valve can have different names: "actuator", "wastegate" or "vacuum regulator", but they all denote a part responsible for protecting the turbine from overloading during its operation at high speeds.

However, like all parts, the actuator sometimes fails and has to be replaced. Standard parts are adjusted by the manufacturer, but replacement parts have to be adjusted independently. Many experts advise entrusting the issue of setting up the wastegate to experienced craftsmen who have all the necessary equipment for this, but, in extreme cases, you can try to do it yourself; and how to do this, you will learn from this article. But first, let's figure out the principle of operation and the most common failures of the actuator.

So, we have already found out that the turbine actuator is a special regulator that protects the device from overloads and is a valve that is installed in the exhaust manifold directly in front of the turbine itself.

The principle of operation of such a regulator is as follows: when the revolutions of the power unit, and, accordingly, the pressure of the exhaust gases, together with the revolutions of the turbine wheel, increase, the bypass valve opens, through which the gases pass by the turbine wheel. If we consider the process in more detail, then, moving through the hot part of the turbocharger, the exhaust gases activate the movement of the impeller and the shaft itself, on which the impeller of the cold part of the turbine device is still located. It is this part that creates pressure in the intake manifold, which ensures the supply of air to the combustion chamber. When the turbine wheel reaches high rpm and the exhaust pressure increases, an actuator comes into play, opening the bypass valve and allowing the exhaust gas to escape past the turbine wheel.

Having reached high revs, the turbocharger is simply not able to accelerate at full speed on its own, and the described device helps it in this. When you press the gas pedal on the turbine, a wastegate opens, through which exhaust gases escape, allowing a large amount of air to enter the valves.

Among the most common failures of actuators are damage to its electronic components, malfunctions of the electric motor and breakdown of the teeth of the drive gears. If you have the right spare parts, it will not be difficult to eliminate the problem that has arisen, especially in specialized workshops. To determine exactly what is being dealt with, a turbocharger test is performed, and the procedure requires special testers to be used to check the status of the controller. Of course, all the necessary equipment may not be available at home, but this does not prevent many car owners from undertaking repairs without it.

In some cases, during the long-term operation of the vehicle, it may be necessary not only to repair, but also to completely replace the failed actuator. As a rule, the reason for such a need is a breakdown of the cuff and valve stem seals, and the consequence is the removal of the old wastegate and the installation of a new device.

The installation procedure begins with removing the old cuff from the body, after which both surfaces are degreased, and, due to the glue-sealant, the new cuff is glued to the body with two caps. To provide vacuum and additional lubrication after Litol has solidified, a gap is filled between the caps.The membrane is set on glue and rolled in a circle, and at the end of the process, the actuator is adjusted.

An external manifestation of the need to adjust the actuator is the characteristic rattling in the turbine area when the engine is turned off and in situations of overgassing at the discharge. The appearance of rattling is most often due to the free movement of the stem and comes from the gate of the regulator. Also, the need for adjustment will be indicated by insufficient boost, of course, provided that all other components are in good condition and the intake is completely sealed.

It should be noted that the procedure for self-adjusting the actuator is always carried out at your own peril and risk, and the responsibility for the result always rests with the car owner himself. Several methods can be used to increase the boost pressure. The simplest is to replace the spring of the device, since a more elastic part can increase the pressure, while a softer one, on the contrary, will reduce it.

The second method is to tighten or relax the end of the wastegate, which regulates the opening / closing level of the damper. Relaxing the end will lengthen the bypass valve pull, while tightening it will shorten it. A shorter pull will cause the damper to close tightly, which will take more pressure and time to open. Due to this, it is possible to achieve a quick unwinding of the impeller.

And another option for action that helps to increase boost is the installation of a solenoid (boost controller), a mechanism that changes the actual pressure indicator. It is installed upstream of the actuator and relieves pressure on the wastegate. The boost controller releases some of the air, thus tricking the actuator.

Note! You can only crawl to the desired regulating nut by removing the turbocharger or from under the car, reaching out to the bypass area. By tightening the nut, you shorten the stem and the wicket will close. To accomplish this task, you will need a certain toolkit, or rather, a key for 10 and pliers with long "noses". It is recommended to carry out the procedure after preliminary removal of the catalyst, which will provide an opportunity for additional visual control of the degree of closing of the actuator.

That is, first you need to remove the bracket from the stem, then unscrew the nut by 10 (it is quite possible that it will dangle), after which, using pliers, tighten the adjusting nut (although the part does not look very much like a nut) counterclockwise until, until the gate is completely closed (just tap it with your finger to check it, it should not vibrate). After completing these steps, tighten the nut by another 3-4 threads (each turn is about 0.315 bar on the actuator diaphragm), and after making the adjustment, it is necessary to lock the nut by 10 and install the bracket back. In a resting position, the actuator should be closed to the maximum.

Installing a turbocharger on a car is one of the most effective engine tuning options. With the correct selection, installation and adjustment, this unit seriously increases the motor power (up to one and a half times). Among the various design options, the most common are high-pressure devices equipped, unlike other models, with a bypass valve. It serves to ensure the stable operation of the power unit at high pressure and high revs. It should be noted that diesel engines do not have separate emergency pressure relief systems: all regulation processes are carried out using the turbine geometry and the volume of the fuel-air mixture supplied to the cylinders. How the device is operated on gasoline engines and how the turbine actuator is independently adjusted is described below.

Nuance: in the slang of car owners, the actuator has a couple more names - a vacuum regulator, as well as a wastegate. These terms refer to a single component that protects the turbocharger from overload.

The vacuum regulator is installed in front of the turbine in the engine exhaust manifold. How does a turbine actuator work? The principle is simple: as the crankshaft speed rises, the exhaust gas pressure increases, and the actuator's task is to pass them past the turbine itself. This happens when the valve is opened. At the same time, more air gets inside, which makes it possible to accelerate the supercharger to the maximum. Simply put, the wastegate uses the principle of a conventional pump in its operation, converting the energy of the push into the movement of the stem. But there are other systems as well.

The most widespread are devices of the Bypass type, which are offered in two versions:

Closed-cycle turbine actuator. Here, excess pressure enters the heated sector of the device through the bypass channel. This technology reduces the inertial losses arising when the turbine wheel increases its speed. When excess pressure builds up, the diaphragm begins to bend. As a result, the force of the return spring is overcome, the device opens and all the "excess" enters the bypass channel.
Blow-Off. Here, too, the "pump principle" applies. The difference lies in the fact that the surplus is released into the atmosphere: the process is accompanied by a characteristic sound.

Indeed: it would seem that I installed a new part on the engine and use it! But here such a moment will not pass: in the absence of proper adjustment in the area where the turbocharger is located, trembling (rattling) of the device will be observed (it is especially strongly felt when the engine is over-gassed and stopped). Another consequence of incorrect adjustment (or lack thereof) is low boost.

Nuances: the last problem may appear in the absence of tightness in the intake system. On some car models, a malfunction is signaled by the on-board computer, which writes, for example, "weak boost".

The device is configured in two ways, each of which can increase the efficiency of the turbocharger.

The simplest method is to replace the spring: the stiffer it is, the greater the effect on the diaphragm and vice versa. It all depends on what is required: to lower the force of the effect of gases on the vacuum regulator or to lower it.

The next way is to adjust the thread at its end. Loosening will lengthen the thrust of the wastegate, while tightening will, on the contrary, reduce the length of the part. In the latter case, the flap is pressed more tightly and more force is required to open it. The result of this action is a faster unwinding of the impeller of the turbine wheel.

It is also called boost control. Installing this device increases the blowing force. The solenoid is mounted in front of the vacuum regulator. The solenoid simply releases some of the air, "making it easier" for the valve to function.

To perform this operation, it is recommended to dismantle the turbocharger from the engine (on some car models, you can get to the adjusting nut without removing the unit). This will give an opportunity to see how the "gate" closes. If the stem is made shorter, then it will press harder and vice versa. Adjustment process (you need pliers and a 10 wrench):

remove the bracket from the stem and loosen the nut;
tighten (you need to turn to the left) the adjustment screw with pliers;
while looking at the "gate", which should close all the way;
lightly tap the flap with a wrench: if bounce is heard, continue tightening until it disappears (here it should be borne in mind that 1 full turn of the screw corresponds approximately to an increase in pressure on the membrane of 0.3 bar);
tighten the nut and replace the bracket.

After this adjustment, the vacuum regulator will close completely.To check the correctness of the settings, start the motor and test it in different modes with overdrive. There should be no extraneous sounds (including when the engine is turned off).

Its full repair is possible only in a specialized technical center, where you can most accurately diagnose the device. Causes of breakdown of the vacuum regulator:

termination of the functioning of the electronic unit responsible for opening / closing the valve;
breakage of the drive gear;
failure of the electric motor, which ensures the proper operation of the leaves.

If it turns out that the repair of the vacuum regulator will be quite expensive, then it is advisable to replace the turbine actuator with a new part. The process is carried out as follows:

Remove the old cuff.
Clean and degrease with acetone its seat and new part.
Install a new cuff using sealant adhesive.
There are caps on the body and there must be a gap between them for additional lubrication.
Glue the membrane with the same product and roll it in a circle.

The complexity of repairing the most modern models of actuators lies in the presence of a complex electronic filling, the breakdown of which leads to the failure of the servo drive. Here you cannot do without professional equipment. This could be a Turboclinic tester, for example. It allows diagnostics and adjustment of electronic components of such systems as Toyota, Garret, MHI, IHI.

Using simple rules, you can seriously extend the life of both individual elements of the turbocharger (including the vacuum regulator) and the entire device as a whole. Further, the operational features are considered at different modes of engine operation:Adherence to these guidelines will help to waste the turbocharger's life and avoid premature adjustments or costly repairs.If the turbocharger of your car engine becomes very noisy or consumes oil, do not rush to replace it - first try to repair the turbine yourself.The malfunctions of the turbines of a diesel engine and a gasoline engine are no different from each other. Below are some of them:

Worn shaft journal journals and sleeve bearings.

Causes: low pressure, poor quality or heavily contaminated oil. A symptom of this malfunction is the noisy operation of the turbine at any speed.

Mechanical damage to the impellers. It occurs when there is a large uneven development in the mating of the shaft with the bearings, leading to the runout of the impellers against the housing. Or if foreign objects fall on the impeller blades.

Burned oil clogging the bearing lubrication passages. This is possible when the diesel engine is turned off immediately after stopping the machine. Since if, after stopping the car, you do not let the engine run for several minutes at idle, overheating of the bearing housing is inevitable. And in the case when the turbine is liquid-cooled - with a decrease in the thermal conductivity of the channels of this system due to the deposition of scale or antifreeze sealant on their surface.

Oil entering the engine intake manifold from the turbocharger. The reason is the increased gaps between the surfaces of the shaft journals and the bearings, together with a clogged oil drain line. This is indicated by the appearance of blue smoke at high engine speeds. When the engine speed is lowered, the exhaust becomes almost colorless.

Faulty actuator. Most often this is a jamming of the bypass valve in one of the extreme positions. The symptom is insufficient compressor boost or exceeding the permissible impeller speed.

Leaks in the joint between the compressor volute and the intake manifold. The reason may be a violation of the geometry of the turbocharger housing or the failure of the gasket. This malfunction manifests itself as a whistle of compressed air escaping through the defect.

Cool the engine down and drain the antifreeze.

Disconnect the oil lines and cooling pipes from the unit body.

Unscrew the snail flange fasteners. To avoid damaging the edges of bolts or nuts, use only box and socket wrenches for this.

Removing the compressor volute flange from the intake manifold is generally straightforward. The flange of the turbine volute usually adheres firmly to the exhaust system. To disconnect this joint, use WD-40, and if that does not help, then use a wooden mallet.

An engine turbocharger cartridge is a unit consisting of a bearing housing, bushings and a shaft with impellers installed in them. Coming on the market, it does not require balancing the shaft with impellers or other preparatory operations and, after removing the preservative grease, is completely ready for installation. Image - DIY repair of an electronic turbine actuator

Complete disassembly of the engine turbocharger is usually not required to eliminate an actuator defect. If the malfunction is more complicated - jamming of the actuator valve, then its elimination will require a complete disassembly of the unit. To repair the turbocharger yourself, do the following:

Wash the housing and inspect the assembly to determine the problem.

Mark the position of the turbine volute in relation to the compressor volute with risks.

Remove both volutes from the bearing housing.

Disassemble the "cartridge". To do this, unscrew the impeller mountings and remove them. Please note that the thread for fixing on the ends of the shaft is always left-handed. Fitting of the impeller hubs on the shaft is tapered. Therefore, it is often necessary to use a universal puller for removal.

Correct a slight violation of the geometry of the blades by bending. After that, as well as after replacing the impellers, the shaft with the impellers must be balanced.

If the geometry of the bearing journals of the shaft is violated, grind them on a cylindrical grinder if the wear has not exceeded the maximum permissible values. If the maximum allowable wear is exceeded, replace the shaft.

Change the bushings in the bearing housing. Make sure that the oil supply holes in the housing and bushings are aligned.

Work the inner surface of the liners with a reamer. Its size should be larger than the diameter of the bearing journals of the shaft by 0.04 mm.

Blow out and flush out the cavity of the bearing housing.

Lubricate the bearing journals with oil and reassemble the cartridge.

Attach the snails.

If, when installing the turbo, you find that the old gaskets have become unusable, you can make them yourself. Metal asbestos must be used to seal the connection through which the exhaust gases pass. For the rest, paronite or press panel gaskets are suitable. During installation, the latter should be lightly lubricated with ordinary silicone sealant.

Remanufacturing a turbo cartridge requires access to equipment and tools not found in a conventional garage. If you do not have one, you will have to pay for the services of specialists who will perform the necessary operations. Therefore, it is most beneficial to repair the engine turbocharger yourself. If you want a guaranteed good result, it is best to replace the cartridge with a new one.

Image - DIY electronic turbine actuator repair

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A turbocharger actuator is a special regulator required to protect the turbine from overloading. Like all other parts, it cannot last forever, and therefore sometimes requires repair. A high-quality servo repair is carried out in a specific sequence:

Servo drive performance check;
Disassembly and troubleshooting;
Servo assembly;
Control test.

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We provide an installment plan for 6 months without interest on the installation, dismantling and repair of the turbine.

You can sign up for a free turbine diagnostics at a time convenient for you from 9:00 to 19:00 daily. You can attend the diagnosis.

We use original spare parts and only verified brands, so we give a 1-year warranty with no mileage limitation.

Having come to us, you can no longer worry about anything, our masters will make diagnostics, dismantling, repair and installation of the turbine right on the spot, and you can control every stage of the work.