Thank you in advance.Īlright so a little update. Correct me if im wrong.Īny ideas of what could be the problem? N75 valve or? Im honestly stuck with this cause as a student im really tight on money and am trying to sell the car. I also got a code for solenoid 1 (n88) but dont believe that would affect anything that has to do with acceleration/lack of power. Only when sitting at around that 2100rpm mark at 110kmh. Also it doesnt throw the code when accelerating. When i slowed down it didnt come back again. Now i checked for fault codes and it threw a code of ”oil temperature sende” when driving at about 2100rpms. When i change the gear it will move normally and accelerate 80-100kmh in just a couple seconds or so. Im talking several second 80-100kmh if not over 10. I could understand it being a bit slower but it just doesnt really pull at all. Plus now its like really slow in the high rpms. I called another mechanic about the issue and they told me its possible my original turbo had a bigger turbine/flaps or something along the lines but it still doesnt explain the fluttering sound. Now I’d say it pulls better in the lower rpms but still has no power in the high rpms and has this weird flutter sound when letting go. Deleted the egr system by blugging the end of the exhaust manifold and coding it out of the picture. I got the turbo changed again at a mechanic. Checked everything and replaced the MAF.Īfter not finding anything I took to a mechanic and sure enough the new turbo was bad. Still I took it for a spin and sure enough: no power in high rpms. I replaced the turbo and immediately heard this weirdly strong woosh sound when building boost, and some flutter when letting go of the throttle. In Finland we call it turbo clock but dont believe its the right term in english) on the turbo, where the shaft thing is connected was stuck, and I only got boost in high rpms and was very sluggish in low rpms. Basically the actuator(? Not sure if its the right term. If the BOV cannot flow enough air, the pressure increase in the intercooler piping when the throttle is closed can still be high enough to cause compressor surge.Not sure if this is the right forum but here goes: Flow is another important specification of a BOV. This will also reduce the deceleration of the turbocharger as the turbo does not need to work against a closed throttle. This will vent the excess pressure build up and allow the turbocharger to continue to flow air. During a gear change the BOV will open up due to vacuum and boost pressure. This deceleration will also reduce the boost response of the turbocharger when the throttle is reopened as the engine will need to work harder to increase the turbo speed back up to operating RPM.Ī BOV is designed to maximize boost response and eliminate the problems associated with compressor surge. a small amount of fluttering at low engine speeds and throttle movements is negligible.Īt high turbo speeds and high pressures, compressor surge during a gear change can be damaging to the bearings of the turbocharger as the deceleration rate of the turbocharger is high and the reversal airflow through the compressor is high. At low turbo speeds and low pressures, the deceleration of the turbo and the load on the bearings is low, i.e. The result of this reversal flow of air is the immediate deceleration of the turbocharger and a high load on the bearings which support the compressor/turbine shaft. When it reaches this limit, it cannot flow the air anymore and the built up air pressure inside the intercooler and pipe begins to flow backwards through the compressor which is trying to flow air forwards. The pressure within the intercooler piping continues to increase until the compressor reaches its pressure limit. This results in a large pressure spike as the turbocharger is still trying to flow air due to the inertia of the compressor and turbine but there is nowhere for the air to go as the throttle is closed. When a gear change occurs, the throttle which allows air to flow into the engine is closed. Under acceleration, the turbocharger is flowing air and the engine is ingesting the air which means the air that the turbocharger is pushing is going somewhere at a certain pressure. The most common time which compressor surge occurs is during gear changes on a manual transmission car. The fluttering noise is the sound of the compressor “chopping” through the air rather than pushing the air. Compressor surge is a phenomenon where the compressor cannot increase the pressure of the air it is pushing and results in the reversal flow of air through the compressor.
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