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Discussion Starter · #121 ·
The car will know where the actuator position should be and if it‘s not where is supposed to be the car will through a RP
Yes of course, but that's the point. If it should be open, which obviously it should as the turbo is boosting (and the fault codes upon RP are saying it's open), then why would it throw up RP? I could understand it if they were supposed to be open but were stuck closed, but the fault codes and the fact that the DPF is filling up quickly suggests that they are open, if indeed that is what is actually happening.
 

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Discussion Starter · #122 ·
After reading the first few words I thought this was going to be a tale of marital disharmony and pending divorce.

My take on the problem: there's a leak in the induction pipework causing a fuel/air mismatch . . . sometimes. Also, if there's too much or too little fuel being injected this may be the reason for the DPF being constantly fuel.
That's actually starting to sound more likely. The fault codes could be misleading me into thinking it's the turbo or actuator, but physical checks say it isn't.

I had an issue several years ago where a pipe was split. but it was only a problem under high pressure. At slow speeds it couldn't be detected.
 

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Discussion Starter · #123 ·
Worth keeping a close eye on oil levels with all these regens, especially if there's any suspicion that they may not be functioning/completing properly.

I got the point where I was doing a regen once a week, but I was also aware of a strange idling noise from deep within the engine bay that got progressively louder despite at one point doing an oil change every month and the oil did not look healthy. I got both the local Jag indy garage as well as a very experience motor engineer to listen to it and they both suspected the crank was heading towards its doom. I'd be wary of doing too many forced regens.
Yes, I'm very wary that all these regens are not ideal. I changed the oil and filter last week and noted it was reading around 75% on the dash. That hasn't changed as yet, although both a failed and forced regens are going to pump more fuel into the system. At least with a forced regen most of the fuel is being used, but I'm going to leave it for a day or two now, just check the levels before each journey.

Part of the mystery here is there are no symptoms and no fault readings until I get the RP issue. No smoke, no loss of power, smooth idling, smooth acceleration, no lag, nothing. Oil I took out looked clean (although it had only done 3k).

I wouldn't be so concerned if it wasn't for the DPF filling up, but I'm not sure where to take it next. Local indy are no cheaper than the main dealers, booked up for 6 weeks, and not that local. But the current garage's advice to change the DPF doesn't make sense to me. It could be faulty but it's highly unlikely. That wouldn't make it fill up quickly unless there was a permanent blockage in it perhaps, but I would have thought that would show up when they removed it and cleaned it out (twice).

Just one other thing crossed my mind when watching one of those "how it works" videos last night. Is the bypass valve the same actuator that's attached to the 2nd turbo, or is it a separate component? If the latter, then that could be (and probably is) the one that's stuck open and not the gate on the turbo.
 

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Yes of course, but that's the point. If it should be open, which obviously it should as the turbo is boosting (and the fault codes upon RP are saying it's open), then why would it throw up RP? I could understand it if they were supposed to be open but were stuck closed, but the fault codes and the fact that the DPF is filling up quickly suggests that they are open, if indeed that is what is actually happening.
The car expects it to be closed <2800 RPM so when it signals to it to open it's found it to be open already, conversely when the revs drop it should signal to close to the home position and will check to see if it has, either of these events will trigger a RP IMHO
 

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P22D2 workshop manual says
P22D2-77Turbocharger Turbine Inlet Valve Stuck Open - Commanded position not reachable
  • The engine control module is unable to command a motor, solenoid or relay, to move a piece of equipment to the commanded position either due to a failure in the actuator or its mechanical environment
  • Using the Jaguar Land Rover Approved Diagnostic Equipment, perform the (Turbo, EGR and air path dynamic test) routine
  • Check the vacuum system, Charge air shut-off valve and Turbine intake shut-off valve operation. Refer to section 303-04B or 303-04D and perform pinpoint test A Vacuum Control System Tests
  • If this DTC is logged with P0235-94, P00BD-07, P1247-00 & P22CF-71, suspect turbine intake solenoid sticking open
  • If this DTC is logged with P1247-00, P0235-94, P00BD-07, & P22CF-71, suspect blocked low pressure air intake
 

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Discussion Starter · #126 ·
The car expects it to be closed <2800 RPM so when it signals to it to open it's found it to be open already, conversely when the revs drop it should signal to close to the home position and will check to see if it has, either of these events will trigger a RP IMHO
Yes, I understand the logic. I've assumed that the opposite is true, that if the car wants it to be open and finds that it already is, it's not going to have an issue with that but I could be wrong of course; it would be good to know for sure one way or the other.

"When the revs drop" doesn't apply in this case, it's always on acceleration it kicks in, never on deceleration.

The problem is we can't find anything wrong with the actuator, the vacuum lines or anything else. I'm going to order the actuator now and get that changed, if it is intermittent then that could resolve the problem. I'd just like to be sure that's also what is causing the DPF to fill up and/or not regenerate, which is the main problem. I've got plenty of power even without the 2nd turbo 90% of the time, but If it is stuck open why isn't that having an effect on performance sub-3000 revs, or throwing up any fault codes until it hits 3k? I'm just trying to understand what's happening and why.
 

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Discussion Starter · #127 ·
The car expects it to be closed <2800 RPM so when it signals to it to open it's found it to be open already, conversely when the revs drop it should signal to close to the home position and will check to see if it has, either of these events will trigger a RP IMHO
A bit more frustration today, as the actuator I've ordered wasn't delivered to the Jaguar dealer so although I'll get it tomorrow, To the Jaguar dealer's credit they did call me just after 8 a.m. to let me know, saving a wasted journey, but I'll now need to rebook the car in to have it installed, and the garage doing the job are closed for holidays for the next couple of weeks.

I keep coming back to this for some reason. Something else that has occurred to me as a little odd is that once the car has been turned off for a couple of minutes, the system resets and the RP warning clears itself. That suggests that the valve must have closed - otherwise you'd expect another fault to occur more or less straight away for the opposite reason, that it's open when it should be closed.

So if it closes (when the car is turned off), it can't be sticking open.

I see that the Autel device shows a whole raft of readings for the various valves (EGR, Turbo etc), in fact there are 8 settings for each, for example:

Turbocharger Valve Offset Values - 1st Learnt, Opening Edge
Turbocharger Valve Offset Values - Last Learnt, Closing Edge
Turbocharger Valve Offset Values - Last Learnt, Opening Edge
Turbocharger Valve Offset Values - 1st Learnt Offset
Turbocharger Valve Offset Values - 1st Learnt, Minimal
Turbocharger Valve Offset Values - Last Learnt, Offset
Turbocharger Valve Offset Values - Last Learnt, Minimal
Turbocharger Valve Offset Values - 1st Learnt, Closing Edge

I'll take some live readings and see if that throws up any clues, although to be honest I'm more concerned about why the DPF value won't drop below 20g on a forced regen, which I think may be a separate problem.
 
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