C4GP 2009 1.6HDI TED Engine.

[pauljordanie]

Does anyone know what the max. turbo boost pressure should be for one of these please?

[GiveMeABreak]

Pop your VIN up first of all, soi I can identify exact model and engine.

[markking]

My Dispatch with same motor runs at 1 bar max boost.

That's 1 bar gauge, 2 bar absolute (absolute = atmos + boost).

[pauljordanie]

VIN VF7**************[VIN obfuscated, can be read by forum staff]

[GiveMeABreak]

1.6 HDi 110 particle emission filter (DV6TED4):

Not much here but what I do have is the following:

For the variable Garret Turbo on yours:

Engine speed	Boost pressure
2500 rpm	0,2 ± 0,1 bar
4000 rpm	0,7 ± 0,1 bar

Turbo Wastegate Valve:

Engine legislative type	9HZ - 9HY - 9HV - 9HS
Turbocharger wastegate valve	Movement of the regulation valve rod
200 mbars	3,7 ± 1,5 mm
500 mbars	12,2 ± 0,6 mm
Pressure higher than 600 mbars	Maximum

Might be worth checking your Turbocharging pressure regulation solenoid valve if you are having issues - assuming it's not the dreaded oil starvation problem...

[MikeT]

Does anyone know what the max. turbo boost pressure should be for one of these please?

Mine regularly shows peaks of 2.1-2.2bar as does the other 1,.6HDI I've recently taken custody of.
Curious to know why you're asking.

[pauljordanie]

Ok I get a turbo pressure signal fault P0238, says turbo pressure 2471 mbar, turbo pressure voltage 2804 mV @ 2152rpm
Flowmeter signal fault P0100 air flow not plausible.
P0409 EGR valve position copy signal valve jammed during programming. Permanent fault.

I cleaned out EGR valve about a month ago.

[MikeT]

Almost 2.5bar sounds a bit excessive to me.

The MAF fault code is possibly a knock-on symptom of the EGR fault. (I have the same as my EGR is stuck closed but as the EGR is responsbile for making a right mess of the intake manifold I'm in no rush to fix that). Those two codes alone don't appear to be causing any other running issues on my car.

[xantia_v6]

I would suggest that the over pressure fault could be a case of a blocked filter on the atmospheric port of the control solenoid / copy signal valve. This would prevent the control line from quickly dumping vacuum as the turbo spools up.

[pauljordanie]

I got the solenoid off the car and it has been replaced already. I looked up youtube videos and they show you can clean out the filter. The one on the car doesn't have a cap I can remove to clean out the filter. This one has PN PA6.6 GF35. I wonder if this is the correct one for the car?

With the solenoid disconnected from the electrical supply, the inlet port marked vacuum does not hold a vacuum. Should it?

Since I have P0100 I've made some measurements on the MAF connections. Does anyone have the pin out/pin layout for the MAF plug please? Is the MAF, IAT signal analogue or digital?

[pauljordanie]

Can anyone help please?? I'm not sure if this problem is the turbo solenoid or the MAF. I don't know how to test each to diagnose the fault correctly. The MAF isnt cheap and so im hoping someone can help. Thanks.

[GiveMeABreak]

Ok, so here is the complete Fuel Injection Circuit for your specific Picasso.

1310 (bottom right) is the MAF. It should have a 6 pin Black plug connection and utilise only 4 wires:

Wires:
1336: Air flow sensor earth
1333: Inlet air flowmeter signal
1203C: Injection ECU power supply
1340: Air Temperature at the air flow sensor signal

[pauljordanie]

Thank you Marc thats great. Do you know if the signals are analogue voltages or digital CAN bus?

[GiveMeABreak]

Here's the fuel system components: (Click Image to zoom and clarify)

Reference	Designation	Part number in the electrical diagrams
a	Coolant inlet	-
b	Coolant outlet	-
(1)	Exhaust gas recycling (EGR) regulation electrovalve	1297
(2)	Air cleaner	-
(3)	Air flow meter - Air temperature sensor	1310
(4)	Vacuum reservoir	-
(5)	Turbocharging pressure regulation solenoid valve	1233
(6)	Exhaust gas manifold	-
(7)	catalytic converter - Particle filter (FAP)	-
(8)	air/air heat exchanger	-
(9)	Butterfly double air metering device	1361 and 1362
(10)	Exhaust gas recycling (EGR) heat exchanger	-
(11)	Air inlet manifold	-
(12)	turbocharger	-

Air flow meter (1310)

Role

• Measurements made by the air flow meter ( 1310):
• Volume flow of fresh air inducted by the engine
• Temperature of the air inducted
• The air flow meter measures the flow of fresh air taken in by the engine.
• The role of the injection ECU in terms of the information received :
• To calculate the exhaust gas recycling rate
• To limit smoke production during the transitional phases (acceleration, deceleration) by correcting the fuel flow

(13) Electrical connector.

The air flow meter consists of the following components:
" c" Metallic plate (hot film)
"d" Air temperature sensor

The metallic plate is very thin and allows the amount of air entering the air circuit to be calculated.

The metallic plate consists of the following components:

• Heating resistor
• Measurement resistor (NTC)

The injection ECU supplies the heating resistor in order to keep the metallic plate at a fixed temperature.
The air passing through the flow meter cools the metallic plate: The measurement resistor (NTC) varies.
The ECU relates the measurement resistor value to the air flow.

N.B. : The air flow meter output signal representing the volume flow of air inducted is of the "differential" type.
For a zero flow of inducted air, the frequency is 5000 Hz.

For a maximum flow of inducted air (full load), the frequency is 1000 Hz.
N.B. : Frequency reduces as the volume flow of inducted air increases.

Do not touch the metallic plate:- the use of an air nozzle is forbidden.

[RichardW]

Check the acutator on the turbo - push it down with the engine off, and it should move easily, then it should spring straight back up - if it is stiff / laggardly to come back, then this can cause overboost errors as it overshoots when you lift off. Turbo off, and strip the VNT mech down if this is the case....