Primary boost troubleshooting, whats next?
#26
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
ok I think I will just replace the wastegate and turbo precontrol solenoid back to the first one and see what happens. If I still have the same problem then ill change out the turbo control actuator and see what happens from there.
thanks twinsinside for your help
thanks twinsinside for your help
#28
Mr. Links
iTrader: (1)
The results;
I test drove the car today and got a little over .74bar for the primary turbo but once I hit around 4000RPM to 4500RPM the car does a big jerk and pulls hard and because I didnt know what was with the big jerk I let off the gas and looked at the PFC and it said I hit 1.02bar(14.50psi)!!
I dont know if that was a boost spike or what but now I need major help because I dont want to blow my turbos!
I test drove the car today and got a little over .74bar for the primary turbo but once I hit around 4000RPM to 4500RPM the car does a big jerk and pulls hard and because I didnt know what was with the big jerk I let off the gas and looked at the PFC and it said I hit 1.02bar(14.50psi)!!
I dont know if that was a boost spike or what but now I need major help because I dont want to blow my turbos!
#29
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
I don't get why the PFC didn't control it from going that high...
#31
Rotary Enthusiast
iTrader: (34)
Join Date: Apr 2009
Location: japan
Posts: 771
Likes: 0
Received 0 Likes
on
0 Posts
Most likely, either the actuator is physically not opening up the wastegate or the arm connected to the actuator that physically opens the wastegate has a problem or needs adjusted. The length of the arm is adjustable, but I don't know how much of a problem that could cause, I've never had to mess with mine.
#32
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
Well I found out that the hose connected to the primary turbo coming from the turbo precontrol actuator was popped off because I didnt zip tie it back after testing it again. So I plugged it back in, zip tied it and went for a test drive. The primary turbo was getting its full boost, thats good. But then when it came to between 4000rpm and 4500rpm the car lost all its boost. So I slowed down and started driving in second and I was only getting .05bar of primary boost, which is almost nothing, and a ssshhh air sound coming from the passenger side. I then continued on to 4000rpm and the air sound went away and I started gaining full boost (.73bar) for my secondary turbo after 4500rpm.
So now my primary turbo has no boost but my secondary turbo does....
Back to where I started...
So now my primary turbo has no boost but my secondary turbo does....
Back to where I started...
#34
Rotary Enthusiast
iTrader: (34)
Join Date: Apr 2009
Location: japan
Posts: 771
Likes: 0
Received 0 Likes
on
0 Posts
I'm not sure I understand what you're saying.
2nd to last post says the primary turbo was getting full boost, last post says you're not getting any boost from the primary turbo.
What PSI are you hitting when you do a pull on the primary? When it drops into transition what PSI are you at? Are you saying that when the secondary comes on you lose all boost at 4-4.5k rpm? So is this a 10 - ? - 0 boost pattern you have?
Troubleshooting should involve making sure the primary is working, then you can work on the secondary. It's possible you have more than one problem too, that's always fun
2nd to last post says the primary turbo was getting full boost, last post says you're not getting any boost from the primary turbo.
What PSI are you hitting when you do a pull on the primary? When it drops into transition what PSI are you at? Are you saying that when the secondary comes on you lose all boost at 4-4.5k rpm? So is this a 10 - ? - 0 boost pattern you have?
Troubleshooting should involve making sure the primary is working, then you can work on the secondary. It's possible you have more than one problem too, that's always fun
#35
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
I'm not sure I understand what you're saying.
2nd to last post says the primary turbo was getting full boost, last post says you're not getting any boost from the primary turbo.
What PSI are you hitting when you do a pull on the primary? When it drops into transition what PSI are you at? Are you saying that when the secondary comes on you lose all boost at 4-4.5k rpm? So is this a 10 - ? - 0 boost pattern you have?
Troubleshooting should involve making sure the primary is working, then you can work on the secondary. It's possible you have more than one problem too, that's always fun
2nd to last post says the primary turbo was getting full boost, last post says you're not getting any boost from the primary turbo.
What PSI are you hitting when you do a pull on the primary? When it drops into transition what PSI are you at? Are you saying that when the secondary comes on you lose all boost at 4-4.5k rpm? So is this a 10 - ? - 0 boost pattern you have?
Troubleshooting should involve making sure the primary is working, then you can work on the secondary. It's possible you have more than one problem too, that's always fun
But no joke I believe I do have more than one problem going on here.
yes when the secondary comes on (if the primary turbo is getting its boost) I lose all boost at 4-4.5k rpm and up.
And yea its like a 11-?-0 pattern after woking on it then its a 0-0-0 after going over 4500rpm then its a 0-8-11 after turning it off then driving it again without working or changing anything on the car...
Its soo weird because after I work on it the primary boost is working fine but when I hit 4-4.5RPM the secondary turbo looses all boost and the primary doesn’t work anymore. Like maybe the ccv opened for the secondary to kick in at 4500RPM but the secondary turbo isn’t working for some reason and so when I start to drive under 4000RPM the ccv is probably staying open or something and that’s why im not getting any more boost in my primary.… I don’t know im just guessing… but the next day after all that, not doing anything to the car, my primary turbo is not boosting but my secondary is…. So weird and frustrating!!!
I think im just going to leave the car alone for now and do major research and major thinking on everything!!
#37
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
Do you think this is my problem??
From 0 to 4,500 RPM with a vacuum applied to Chamber A, the Charge Control Valve stays closed, as Primary boost is always greater than a vacuum. Note, that the vacuum supply is from the Vacuum Chamber, thus leakage of the one-way check valve for the Vacuum Chamber will result in Primary boost applied on both sides of the actuator resulting in this valve opening when it should not, dumping Primary boost through the Charge Relief , Secondary Turbo and out the Charge Relief Valve.
This is under "Primary Turbocharger Leaks, Charge Control Solenoid / Actuator / Valve": http://www.autosportracetech.com/RX-...#VacuumChamber
It sounds like my problem because today after working/testing everything again on the car, I give it another test drive and the car runs 10psi under 4000rpm then when it hits 4500rpm+ it drops down to .7psi. Then when I slow down or stop the car and start driving it again I get .7psi for my primary and 10psi for my secondary, 0-?-10 pattern.
Im trying to explain it the best I can, but its really hard to... maybe I should take a video clip of the whole thing lol.
From 0 to 4,500 RPM with a vacuum applied to Chamber A, the Charge Control Valve stays closed, as Primary boost is always greater than a vacuum. Note, that the vacuum supply is from the Vacuum Chamber, thus leakage of the one-way check valve for the Vacuum Chamber will result in Primary boost applied on both sides of the actuator resulting in this valve opening when it should not, dumping Primary boost through the Charge Relief , Secondary Turbo and out the Charge Relief Valve.
This is under "Primary Turbocharger Leaks, Charge Control Solenoid / Actuator / Valve": http://www.autosportracetech.com/RX-...#VacuumChamber
It sounds like my problem because today after working/testing everything again on the car, I give it another test drive and the car runs 10psi under 4000rpm then when it hits 4500rpm+ it drops down to .7psi. Then when I slow down or stop the car and start driving it again I get .7psi for my primary and 10psi for my secondary, 0-?-10 pattern.
Im trying to explain it the best I can, but its really hard to... maybe I should take a video clip of the whole thing lol.
#38
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
im looking at my "purge control solenoid" under the UIM and its a 2-way valve... shouldnt it be a 3-way valve with a cap on the end of the valve over a nipple??
I never did change the purge control solenoid out from the JDM motor.
I never did change the purge control solenoid out from the JDM motor.
#40
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
#44
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
#46
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
ok so today’s results:
First, what I said on post #38 was wrong, I meant to say "turbo control (vacuum) solenoid" not "purge control solenoid". But I did change out the "turbo control (vacuum) solenoid" that came on the JDM engine because it was only a 2-way valve (which looked just like the purge control solenoid and it was only on by two threads because it wasn’t long enough), with a three way turbo control (vacuum) solenoid, that I had on my old engine. Also, I saw that the JDM engine didn’t have a purge control check valve so I got one from my old engine and put that in as well.
Now I give it another test run and I got a little over .7bar under 4000RPM then I go over 4500RPM and it shows on my boost gauge that im doing 14psi however, on my PFC it shows that im doing .75bar BUT I don’t feel a thing anyways. What I mean by not "feeling a thing" is that I don’t feel any pull. The car is still accelerating at normal speeds and for some reason the RPM jumps high quick but I don’t feel any pull back like the first turbo under 4000RPM.
So then I did what Mahjik said by blocking off the Charge Relief Valve and give it another test run and I still get the same results.
However, I am still getting primary boost all the time.
First, what I said on post #38 was wrong, I meant to say "turbo control (vacuum) solenoid" not "purge control solenoid". But I did change out the "turbo control (vacuum) solenoid" that came on the JDM engine because it was only a 2-way valve (which looked just like the purge control solenoid and it was only on by two threads because it wasn’t long enough), with a three way turbo control (vacuum) solenoid, that I had on my old engine. Also, I saw that the JDM engine didn’t have a purge control check valve so I got one from my old engine and put that in as well.
Now I give it another test run and I got a little over .7bar under 4000RPM then I go over 4500RPM and it shows on my boost gauge that im doing 14psi however, on my PFC it shows that im doing .75bar BUT I don’t feel a thing anyways. What I mean by not "feeling a thing" is that I don’t feel any pull. The car is still accelerating at normal speeds and for some reason the RPM jumps high quick but I don’t feel any pull back like the first turbo under 4000RPM.
So then I did what Mahjik said by blocking off the Charge Relief Valve and give it another test run and I still get the same results.
However, I am still getting primary boost all the time.
#47
Mr. Links
iTrader: (1)
But I did change out the "turbo control (vacuum) solenoid" that came on the JDM engine because it was only a 2-way valve (which looked just like the purge control solenoid and it was only on by two threads because it wasn’t long enough), with a three way turbo control (vacuum) solenoid, that I had on my old engine.
#48
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
#49
Mr. Links
iTrader: (1)
The one that I replaced is called "turbo control (vacuum)" according to Dgeesaman on post #4 from https://www.rx7club.com/showthread.php?t=802060
http://www.fd3s.net/vacuum_hose_diagram2.jpg
You'll notice there are TWO solenoids for the Turbo Control. Only one of them is a standard 3 port:
The Turbo Control Solenoid / Actuator is one of the more complicated actuators as it requires both vacuum and pressure to operate properly. This actuator is controlled by two solenoids, (both are wired together to the one ECU output) one solenoid applies pressure to one side of the actuator and the other applies vacuum to the other side of the actuator. With pressure on one side and a vacuum on the other side of the actuator, the speed of the actuator is improved. A typical problem is loss of Secondary boost in 1st or 2nd gear at 4,500 RPM, but reliable operation in other gears. This points to one side of the Turbo Control Actuator not getting it's pressure/vacuum, so it will still operate but not quickly enough.
#50
Full Member
Thread Starter
Join Date: Jul 2010
Location: sanger, california
Posts: 130
Likes: 0
Received 0 Likes
on
0 Posts
If you replaced that one with a 3 port (rack solenoid), you caused yourself a problem. Take a look at the vacuum diagram:
http://www.fd3s.net/vacuum_hose_diagram2.jpg
You'll notice there are TWO solenoids for the Turbo Control. Only one of them is a standard 3 port:
http://www.fd3s.net/vacuum_hose_diagram2.jpg
You'll notice there are TWO solenoids for the Turbo Control. Only one of them is a standard 3 port:
So what I did was replace the two port solenoid, that was in the spot of the solenoid valve (turbo control) next to the air control valve, with a solenoid valve (turbo control) that has three ports with a cap on the end of one of the ports.
Again the solenoid valve (turbo control) looks just like the solenoid valve (purge control) but with third port at the end of it that’s capped. Does not look like one of the rack solenoids in the center.