W211 inlet port shut off motor or turbo actuator.

[boxer 01]

Good evening all, whilst on my way to work this morning my car would not rev over 2000 revs but no eml, but coming home as soon as I started the car the eml light came on but car was driving as it should. When I got home I plugged in my foxwell and it showed 2 faults, the inlet port shut off motor and the turbo actuator which is classed as a boost pressure regulator. I cleared the faults and then went for drive and no eml and car driving normally. A couple of months ago I had a violent shuddering issue and the exhaust back pressure sensor was replaced and the car has been fine since. I was wondering what the problem could be now, if it's a sticking shut off motor or the turbo actuator. If anyone has come across this issue on the w211 e320cdi 2007 plate I would be interested in their input.

 

[Wighty]

Good evening all, whilst on my way to work this morning my car would not rev over 2000 revs but no eml, but coming home as soon as I started the car the eml light came on but car was driving as it should. When I got home I plugged in my foxwell and it showed 2 faults, the inlet port shut off motor and the turbo actuator which is classed as a boost pressure regulator. I cleared the faults and then went for drive and no eml and car driving normally. A couple of months ago I had a violent shuddering issue and the exhaust back pressure sensor was replaced and the car has been fine since. I was wondering what the problem could be now, if it's a sticking shut off motor or the turbo actuator. If anyone has come across this issue on the w211 e320cdi 2007 plate I would be interested in their input.

If it was me , as you have already replaced the ebps .
I would remove and spray clean (electrical spray) the inside of the actuator and put a tiny amount of high temp grease on the worm gear. Also check the 9 small wires that are on the outside of the electrical board thingy inside , the wires can develop a small crack/break .

Put a 4k ohm resistor into he middle to electrical slots in the supply plug to the inlet port motor which is behind the fuel filter and under the batwing .

All these share the same engine bay fuse (along with the egr as well ??? )
You remove and spray clean the egr as well .

 

[boxer 01]

I've already had the actuator apart and cleaned and greased up, it looked like new inside. The egr was done last year when I did the cooler seals and the swirl flap linkages were also renewed along with inlet manifold decoke.
This morning coming to work I got the reduced power scenario but no eml. This is the only fault code I got.

 

[bembo449]

turbo actuator is a common fault for sure

 

[boxer 01]

I was just wondering why it threw up an inlet port shut off motor fault yesterday, maybe because car went into limp mode.

 

[boxer 01]

Fitted a secondhand actuator today (which I already had on my spare parts shelf along with the inlet port shut off motor resistors and a few used but functioning Glow plugs )and went for a long drive no codes and car seems more responsive, happy with the result. Thanks. I did notice some oil in turbo inlet, which I have been trying to stop without success, I fitted a vaico pcv plus the aluminium housing that it fits into a few months ago but I'm still getting oil, I think some oil will always be present but how much is acceptable. I'm actually thinking of buying a genuine pcv but they are not cheap and I'm not sure if this will stop the oil passing back.

 

[Doug1234]

Over the course of around 4 years of owning my 642 engined Jeep I have changed the pcv valve around 3 times over the course of about 74,000 miles and replaced the seal in the aluminium housing on the rear of the cylinder head just the one time around 27,000 miles ago.
I have found that a new pcv valve will let a drop or two of oil through , this is because it takes about a second for the valve to shut under engine inlet vacuum so some oil will always get through.

You can check the valve by putting a thumb over the opening that fits into the cylinder head and sucking on the other end and you will feel valve shut and if it’s diaphragms getting tired it will let some air through.

Biggest difference I have found was the engine oil used, Jeep recommend 5w40 for my 2006 Jeep ( no dpf fitted / never came with one ) due to towing heavy loads apparently the 5w30 Mercedes recommend is not up to the job and was only used by Mercedes to satisfy emission tests … the thinner grade in my experience does get past the pcv valve easier. I have also mentioned a few times on this forum that I change my engine oil every 5,000 miles and it’s completely thin and trashed so I would expect any longer oil change intervals will not help as the oil will thin out even more.

 

[boxer 01]

Well I've got the original problem back again. This time just the boost pressure regulator fault, I did get this fault a few weeks ago but after replacing the turbo actuator with a second hand unit that I already had, it fixed the problem. I think the second hand unit was on its way out too. I have driven with a live data feed and the actuator works ok then just sticks at 27% and goes into limp mode. The second picture is driving normally with no limp mode.

 

[boxer 01]

As I have my original I am thinking of sending it off for repair. Any recommendations would be welcome. I just hope it is the actuator, I actually stopped at the side of the road when in limp mode and actuator arm was not moving when engine was revved. I can't think of anything else that could cause this and when car is turned off and on fault disappears for a while. I would be happy to hear members views on the way forward.

 

[Uncle Benz]

Only other possibility is partial seizure of the arm or vane ring inside the turbo. Very occasionally bits of the inside of the exhaust manifold come adrift and can get stuck in the vane ring

 

[mioba]

Midland turbo will test, repair or replace the actuator.
They are pants on the w251 and I changed mine. They said the merc ones are crap by design and thier own are uprated - well they wouldnsay that.

 

[boxer 01]

I decided to check the turbo vanes today as uncle Benz suggested and the arm was free so whilst the tools were out I refitted my original actuator cleared codes and went for a drive, didn't get very far though because I got exactly the same 2510-1 fault and actuator opening 27% and staying there. So me being me I decided to check inside the one I had removed and found the little wires very fragile and one just snapped off as I moved it. I have a friend who runs a little electronics workshop and he soldered 3 wires in place of the ones we thought were faulty. But on replacement to turbo I am getting exactly same fault and actuator stuck on 27% and car in limp mode. Whilst on active test mode on the foxwell arm moves freely. I really want to send my original off for refurbishment but before I do I was wondering if it just coincidence that both actuators have gone faulty at the same time with the same fault or could any thing else cause this. Or is this 27% open scenario a default position that faulty actuators go to when in limp. By the way I am only getting the 1 fault code 2510-1 which is the boost pressure regulator positioner signal fault. Any help would be appreciated.

 

[mioba]

have you made sure the lever arm is moving freely - s spray of wd40.

Seem odd both fail at the same place.

make sure you avoid a chinese knock off actuator - they should be tossed in the bin.

 

[boxer 01]

have you made sure the lever arm is moving freely - s spray of wd40.

Seem odd both fail at the same place.

make sure you avoid a chinese knock off actuator - they should be tossed in the bin.

On active test arm is moving freely. I'm going to send actuator away for refurbishment.

 

[boxer 01]

My actuator has come back after refurbishment and when fitted I am still getting boost pressure regulator signals fault although it doesn't do it straight away now. I have checked for supply and ground on actuator plug and they are fine but how do I test the signal wire and where does it come from can anyone help. I have replaced the exhaust back pressure sensor a few weeks ago and I'm struggling to think of anything else that can be causing the above issue.

 

[boxer 01]

Thought I'd share, I did originally get an inlet port shut off motor fault, but I haven't seen it since. But I came across this.
please follow tips docs regarding FC 2510-001 with engine OM642

Complaint: - Engine has insufficient output, fault code 2510-001 and/or 2513-001 is stored in CDI control unit (N3/9). -

Engine has insufficient output.

Note:
Fault code 2510-001 and/or 2513-001 is stored in the CDI control unit (N3/9).


Cause

The function of the intake port shutoff (EKAS) motor (M55) may be impaired by oil escaping between the clean air line and the turbocharger. Because of this the fault code 2510-001 is generated in the boost pressure actuator (Y77/1) due to the increased power draw in the EKAS motor (M55).
Note:
The boost pressure actuator (Y77/1) and the EKAS motor (M55) are supplied with voltage from the same source (circuit 87/2).


File
Designation
Oel im Stecker.JPG.jpg
Fault profile "Oil in EKAS connector"

Remedy

Function check of EKAS motor (M55).
NOTE: If only the fault code 2513-001 is stored, the associated diagnostic test routine must be performed.

The EKAS motor (M55) must be replaced if:

• The faults 2510-001 and 2513-001 are logged simultaneously in the fault freeze frame data.
• The fault counter of fault P2510-001 increases when the EKAS motor (M55) is actuated in DAS. Requirement: Only fault 2510-001 is present in the quick test.
• By unplugging the connector from the EKAS motor (M55) the status of fault 2510-001 changes from "current and stored" to "stored".
• EKAS motor (M55) oiled up and/or there is oil or fluid in the base of the connector on the motor, see picture "Oil in connector".

NOTE:

If fault 2510-001 is still present after replacing the EKAS motor (M55), work through GI14.10-P-041464 "Turbocharger damaged by particles from exhaust manifold"!

Note:
The connection between the clean air line and the turbocharger must be sealed. This involves replacing the sealing ring. Refer to EPC for assignment of part numbers.


Symptoms

Symptom
Power generation / Engine management / Indicator lamp / Engine diagnosis / lit
Power generation / Engine management / Engine performance / No/poor output

Control unit/fault code

Control unit
Fault code
Fault code description
CDI 4-Common Rail Diesel Injection, CDI-Common Rail Diesel Injection, CDI4-Common Rail Diesel Injection
2510 (001)
Check component Y77/1 (Boost pressure regulator). Positioner signals fault.
CDI 4-Common Rail Diesel Injection, CDI-Common Rail Diesel Injection, CDI4-Common Rail Diesel Injection
2513 (001)
Check component M55 (Inlet port shutoff motor). Positioner signals fault.
CDI 5-Common Rail Diesel Injection, CDI5-Common Rail Diesel Injection (E (211),GL (164),S (221),M (164))
2592 (001)
Check component Y100 (Left charge pressure positioner). Positioner signals fault. ((DEF@OM629))
CDI 5-Common Rail Diesel Injection, CDI5-Common Rail Diesel Injection (E (211),GL (164),S (221),M (164))
2513 (001)
Check component M55 (Inlet port shutoff motor). Positioner signals fault.
So tomorrow the old 4.7k ohm resistor is going in. Hopefully this might sort it.

 

[boxer 01]

Well thought I would let members with similar problems as I had know my car is running fine now and it turns out that although I was getting an actuator fault it probably wasn't the actuator (although it's now been refurbished with a lifetime warranty)it was the swirl flap motor causing issues. The swirl flap motor shares the same circuit as turbo actuator and due to oil ingress into motor was causing car to go into limp mode. I used a resistor to bypass swirl flap motor and cars running good no more limping home.

 

[mioba]

Good stuff who done the actuator?

 

[boxer 01]

Actuator was done by Essex recon. Although I have a feeling besides normal age related wear and tear it was ok and the culprit was the swirl flap motor all along.

 

[Uncle Benz]

Wighty had you at post #2. I didn’t bother getting involved because he had it covered. I’m sorry it took you so long to get there