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| custom90 Member Since: 21 Jan 2010 Location: South West, England. Posts: 20440  
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It could still be the vanes sticking due to the EA pivots, you can manually check the vanes are free whilst the upper pivot is removed to see if all is well.
Lube those pivots and see what happens, but there can be a DTC flagged for this if you are able to read them? If that still doesn’t solve it a new Actuator maybe a possibility but no guarantee that it is that. One VCV symptom I found was top end power loss that would be in 6th gear, so if for example in 5th and 6th gear you keep having to drop back gears due to what seems a lack of power then I’d suspect VCV for sure. $W33T $0U7H3RN $UG4R 🇬🇧🏴🏴🏴🇮🇪🇺🇸⛽️🛢️⚙️🧰💪 |
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16th Oct 2024 6:34pm |
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| Ianh Member Since: 17 Sep 2018 Location: Essex Posts: 2029
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Have you a code reader to see if there are any diagnostic trouble codes (DTC’s) recorded ?.
noting In general with your symptoms the absence of any DTC’s indicates a VCV issue on a 2.4. |
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16th Oct 2024 6:34pm |
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| jst Member Since: 14 Jan 2008 Location: Taunton Posts: 8050  
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Does it occur after a period of constant boost? And then change of boost makes it happen. Mine had this, turbo vanes in case as eluded above. Revive sorted it. Cheers
James 110 2012 XS Utility 130 2011 M57 bespoke Camper 90 2010 Hardtop 90 M57 1988 Hardtop |
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16th Oct 2024 6:40pm |
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| JBLancs Member Since: 17 Oct 2019 Location: Lancashire Posts: 40  
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I will have a go at reading any codes it may have stored tomorrow. Will it store codes even if it hasn’t thrown the EML?
jst - yes it’s exactly that the change in boost after a constant seems to throw it into limp mode. |
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16th Oct 2024 7:02pm |
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| Ianh Member Since: 17 Sep 2018 Location: Essex Posts: 2029
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Yes, not all codes cause the amber check engine light to come on.
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16th Oct 2024 8:08pm |
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| custom90 Member Since: 21 Jan 2010 Location: South West, England. Posts: 20440
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IanH is right.
In addition to that, it’s a question likely of constant boost, then stuck vanes and that then throws a code as stuck open or closed. As soon as that constant boost is adjusted. Doesn’t always put MIL on but can put a DTC on. If you keep the two pivots lubed with light oil such as 3 in 1 that should mean you’ll have no further issue as well if vanes are free, worth considering running Millers Diesel additive too to help keep things clean. $W33T $0U7H3RN $UG4R 🇬🇧🏴🏴🏴🇮🇪🇺🇸⛽️🛢️⚙️🧰💪 |
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17th Oct 2024 6:28pm |
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| JBLancs Member Since: 17 Oct 2019 Location: Lancashire Posts: 40
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I’ve just read the DTC’S and it had P0234 stored. Turbo over boost condition.
To check the veins do I remove the actuator rod and check for movement in the lower pivot? |
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17th Oct 2024 7:53pm |
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| custom90 Member Since: 21 Jan 2010 Location: South West, England. Posts: 20440
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Yes, take off the upper circlip. (Careful not to lose it).
With the engine off, operate the lower section to its lowermost travel, it should feel free smooth and without obstruction. Refit, and lube the two pivots, that’s what I do and not had any issue since. The DTC suggests sticking, stuck in over boost, so limp mode was triggered to protect engine. The vanes should operate light and smooth to max travel so only need to be gentle with it and do t force it beyond its travel, and don’t force the actuator when connected at all. I believe the pivots getting stuck is the bigger issue than vanes. LR do a high temp ceramic grease for mega money, no idea why it’s expensive but personally I just use a 3 in 1 light oil dripper about ever 3 months at the same time as doing the props greasing etc. I would imagine it will solve your issue, it would pay to record the DTC on paper and clear that code. $W33T $0U7H3RN $UG4R 🇬🇧🏴🏴🏴🇮🇪🇺🇸⛽️🛢️⚙️🧰💪 |
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17th Oct 2024 8:04pm |
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| JBLancs Member Since: 17 Oct 2019 Location: Lancashire Posts: 40
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I’ve cleared the code, I’ll have a go with the linkage in the daylight. It did strike me that the clip looks a likely candidate for going missing.
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17th Oct 2024 8:14pm |
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| custom90 Member Since: 21 Jan 2010 Location: South West, England. Posts: 20440
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Yes, it is known for that so be careful.
 $W33T $0U7H3RN $UG4R
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17th Oct 2024 8:35pm |
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| John_mx Member Since: 12 Aug 2024 Location: Liverpool Posts: 10 
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When my VCV was fault I was getting reduced power like 10% of the time in both low end and top end, itnaould not go over 1500 rpm, You seen that before? |
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19th Oct 2024 5:46pm |
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| andy63 Member Since: 30 Jun 2023 Location: north east Posts: 531
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You would think that should show by a reduction in rail pressure.. there does not appear to be a definitive test for faulty vcv valve..
I've mucked about with the scope and observed the change in duty cycle of the valve but I'm suspecting that may only show the electrical signal and not a mechanically sticking plunger.. I have wondered if a check on the current would be a better guide to a mechanically sticking valve?? |
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19th Oct 2024 7:30pm |
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| DJow Member Since: 29 Oct 2023 Location: Yorkshire Dales Posts: 14 
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I had this issue a few years back. It got progressively worse over the course of a few months. Fitting a new MAP sensor sorted the issue for me.
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19th Oct 2024 9:26pm |
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| andy63 Member Since: 30 Jun 2023 Location: north east Posts: 531
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That would make sense as the map sensor is critical to the demand placed on the vcv, so a dodgy map will effect fueling and could lead to a vcv been suspected I suppose..the map would be inclined to set a fault code if its readings were suspect I think..
What i would say about map sensors from recent work is that if its removed and dirty , that would be a signal to me not just to clean the sensor and replace it but to remove the manifold and check/clean that.. The map sensor connection to the manifold is by way of a small passage in the wall of the manifold to a similarly small opening in the manifold side wall..if the sensor is dirty it's a given that that passage and port will be in a state and need a good clean out.. |
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20th Oct 2024 6:31am |
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