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Old 10-21-2022, 02:57 PM   #1
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2007 IC CE200
vt365 115k miles

I was experiencing a loss of power and the computer threw codes "343 Excessive Exhaust Back Pressure" as well as "327 Power Reduced to match Cooling Sys Performance".

I have replaced the MAP sensor, cleaned up the EGR valve, ran a steel cable through the EBP sensor tube, and installed a new Garrett turbo.

This eliminated the "343 Excessive EBP" code, but there is still a general loss of power and grey smoke. I noticed that there is a considerable difference between my coolant temp and my oil temp. I understand that this will kick off the "327 Power Reduced to match Cooling Sys Performance".

Looking at DTC 327, I seem to have read that it can be several things:
-Plugged Oil Cooler
-Plugged Radiater
-Plugged CAC
-Fan Drive
-Coolant Level

I have ServiceMaxx and have been working around the lack of certain tools/gauges. I am hoping to access shore power this weekend to put the batteries on a charger while I run through all of the KOEO tests (I've read that low batteries dealing with glow plug and hydraulic brake pumps can cause issues with KOEO tests) and be able to keep a charge on my laptop and phone for the literature as I work. I have found a part number for a fuel psi gauge "TU-32-20" that seems as though it will work on the clean side test port. I am also guessing that I can get around the breakout harnesses with a Back Probe kit from NAPA.

I am throwing a few clues out there to see if experience/wisdom/superior intellect can tell me what I am or what I may do wrong.

-EBP Desired always seems to stay at 0psi
-VGT Duty Cycle seems to stay at 353.23% excepting momentary bounces to 30%-80%
-VGT Offset has been -500% (give or take)
-Injection Control Pressure is above 650psi while warming up. (I should check while cranking maybe?)
-on ServiceMaxx, the voltage Ref for the sensors and actuators is blank and to hover the mouse over them, I get the tooltip "querying ECM"
-Manifold Temp got as high as 165-170f if I remember my wife properly
-Boost pressure was no more than half of the EBP while I was test driving last. 12-15psi boost pressure I believe

I am sitting in front of a grocery store charging my electronics to make this post, and I am sure that folks don't like helping an amateur for the headaches we carry, but I thank you for your attention and experience.

My intentions are to follow through with the complete Performance diagnostic procedures as soon as I can get the gauges. I also had plans to check on the wiring for the ECM/IDM. Someone mentioned cleaning up the relay terminals. I will take a look at the ICPR when I have the ECM out of the way. It doesn't seem difficult to inspect/clean, and can't hurt. Does the Vref numbers missing indicate a symptom of anything? If the ECM couldn't detect those voltages, there would certainly be codes yeah?

So, the coolant/oil temp difference, and the "327 Power Reduced to match Coolant System Performance" is a visible code that I can see, but I would hate to "solve" another symptom and not address the root cause.

This is a horrible presentation, I know, but I will update as I move along and maybe someone down the road will appreciate the puzzle.

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Old 10-26-2022, 12:57 PM   #2
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air management and short trip at low rpm

https://www.mediafire.com/file/umco2...S-slk.zip/file

This is a ServiceMaxx J1708 snapshot of the air management test and a short drive at low rpm.
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Old 10-26-2022, 04:49 PM   #3
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Disconnecting the turbo...

So with the turbo disconnected, I guess it defaults to wide open? Can this harm anything to limp down the road this way?

Unplugging the turbocharger also threw no codes. I feel like this should mean something...lol
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Old 10-26-2022, 05:10 PM   #4
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Unfortunately I'm of no help in this one. Perhaps others will chime in.

Is the bus overheating?
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Old 10-26-2022, 05:53 PM   #5
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Cadilackid is the one to answer this
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Old 10-27-2022, 03:41 PM   #6
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Quote:
Originally Posted by Rucker View Post
Unfortunately I'm of no help in this one. Perhaps others will chime in.

Is the bus overheating?
The coolant has been under 195f or so. The oil temp got to a toasty 220f at one point, and that was the first time I got the Excessive EBP and Power Reduced to Match Coolant System Performance. Since that happened, I have been pushed around town by the police and/or various property owners. The point isn't for pity, but to illustrate the necessity to change location fairly regularly. During these short jaunts, we went <15mph and I tried not to exceed 1200rpm, all as a preventative for kicking off the excessive EBP code. Also during these trips, we monitored our temps to what I felt was a fair threshold of 210f for the oil and no more than around a 15-20f difference between the coolant and oil. I made it to a local's house and have plugged in our little battery charger and have access to power. We made it here with the vgt actuator disconnected. I still went pretty slow, and while the EBP was great, it also had a tough time building boost at the gentle RPM I've been operating the bus at since this issue began. My oil temp hit 204f on a 3.5 mile drive. I don't want to tear anything up driving with the turbo wide open, and it seems like the computer isn't sending the right signals, or it isn't able to send a signal because of wiring. Without a breakout harness, could anyone walk me through the ground and pinpoint checks so I don't ignorantly fry something? I can email the manuals I have. Without the harness, I guess I also need to get the back terminal test kit or whatever. I hate to lean on you guys too much. I am learning a lot, but I lack a background in diesel mechanics. I look forward to being back home so I can work on this without the weight of the world on my head, but now my broke ass turns to you...
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Old 10-27-2022, 04:05 PM   #7
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running turbo wide open for short distances shouldnt hurt anything.. if that turbo has a wastegate then the gate will open up to relieve excessive boost.. the computer may throw and excessive boost code if you overboost.. similar to how to throws an excessive EBP code..

im assuming you have taken the actuator apart and made saure it isnt just sticking? that actuator can be bought separate of the turbo if its the bad part..
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Old 10-30-2022, 11:22 AM   #8
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Quote:
Originally Posted by cadillackid View Post
running turbo wide open for short distances shouldnt hurt anything.. if that turbo has a wastegate then the gate will open up to relieve excessive boost.. the computer may throw and excessive boost code if you overboost.. similar to how to throws an excessive EBP code..

im assuming you have taken the actuator apart and made saure it isnt just sticking? that actuator can be bought separate of the turbo if its the bad part..
Sorry for the delay. I had the actuator in my hand and turned the key on early on in my current series of events. The actuator clicked several times and I could see movement through the oil screens correlating to the sound. Nothing else should actually move right? It is definitely getting 12v to the actuator. I guess I will be running some resistance checks as per the manual, but I am beginning to wonder at some of my sensor communication. Now that I am plugged into a battery charger, I was able to run a continuous circuit monitor test. The MAP sensor was showing 0v until I wiggled the harness. I also noticed that the EBP reading was 2700psi KOEO. I will get a more comprehensive list of data here in a bit. The beeping at the dash (low air psi) was killing my wife's brain....lol

Is there anything in particular that I should look at pertinent to the actuator?
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Old 11-01-2022, 09:41 AM   #9
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I connected a headlamp to the vgt solenoid harness and it was a bright steady light. Why is my ecm commanding such a high duty cycle? Is this some kind of super unique and unheard of issue? I've been all over schoolbusfleet com and power stroke something forums as well as here on skoolie. Am I just lacking in Google skills, or is this truly a rarity?
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Old 11-01-2022, 12:59 PM   #10
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With service Maxx, I ran the low/med/high vgt output tests and the duty cycle% changed appropriately for each.
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Old 11-02-2022, 01:00 PM   #11
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Had a fuel pressure gauge put together and have 55psi at low idle and 70psi at 2k rpm. My wife was nervous to bring it up to the 2950rpm high idle spec listed in the manual, but I guess the take away is that I have fuel pressure.
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Old 11-03-2022, 09:40 AM   #12
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Diagnostic progress

1. Engine Oil
leaks - ok
Contaminated oil - seems ok, no smells
Oil grade - rotella t4 15w-40
Miles on oil - 1737mi

2. Fuel
Fuel level - 3/8 of a tank
Free of water - ok
Free of contaminates - ok at fuel bowl
Correct grade of fuel - ok (someone did mention cetane booster)

3. Fuel Pressure
Low idle - 55psi
High idle - 70psi (reading at 2k rpm, no load)

4. Fuel Inlet Restriction
- unnecessary because Step 3 ok

5. DTC
initial DTCs
343 Excessive Exhaust Back Pressure

327 Power Reduced to Match Cooling System Performance

6. KOEO Standard Test
Active DTC - 224 Flash Memory Fault

7. KOEO Injector Test
Active DTC - None

9. Intake Restriction
- need gauges I guess

Will update. Here are some pics that I guess indicate some kind of leak at the icpr(I am misidentifying this I think). And one shot of some sediment in the surge tank.
Attached Thumbnails
IMG_20221103_093220451.jpg   IMG_20221103_093301892.jpg   IMG_20221103_093344697.jpg  
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Old 11-03-2022, 02:00 PM   #13
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Video

https://youtu.be/ttsfs7o0p74
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Old 11-03-2022, 04:16 PM   #14
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So this isn't an ideal scenario, but I present it nonetheless. What is the potential harm in driving from Pottstown PA to Boston MA with the turbo solenoid unplugged? It is a desperate consideration for a guy trying to get his lady started on chemo. Her insurance became active in Massachusetts on the 1st and she needs to get started.
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Old 11-03-2022, 08:24 PM   #15
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Dang,wish I had an answer. Your already way ahead of where I would be. Hoping for the best for ya.
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Old 11-04-2022, 10:16 AM   #16
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Quote:
Originally Posted by Miles O Roads View Post
Dang,wish I had an answer. Your already way ahead of where I would be. Hoping for the best for ya.
Really appreciate you! It will be so much easier to tackle this if we can just get home...lol
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Old 11-04-2022, 06:45 PM   #17
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Oil temp and Coolant temp got away from each other a few miles down the road. I pulled over and have run some circuit tests on the vgt actuator as per the diagnostic manual. The only thing out of spec is a resistance check from x1-18 to gnd. I got a reading of 1.92ohm
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Old 11-04-2022, 06:51 PM   #18
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I also found some chaffed wires coming from the firewall...
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IMG_20221104_184654781.jpg   IMG_20221104_184702912.jpg   IMG_20221104_184714011.jpg  
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Old 11-05-2022, 06:10 PM   #19
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I disconnected the CAC to Intake Manifold hose and a friend held his hands over the hole. With 1200-1500rpm it was enough boost that he couldn't hold his hand over the CAC outlet. So I am creating boost I guess. I pulled the MAT sensor and it was caked solid with damp carbon. I think it was oil, but I guess I didn't take a whiff to determine if it was coolant or oil. I read somewhere that if the manifold air temp is low, the ecm will command the turbo closed to assist with warming up the engine.

Just an update. I haven't replaced the sensor, but I cleaned it up and will fire her up in a second to see how it acts.
Attached Thumbnails
IMG_20221105_114630774.jpg   IMG_20221105_110511510.jpg   IMG_20221105_102010826.jpg   IMG_20221105_101937408.jpg   IMG_20221105_101920810.jpg  

IMG_20221105_101856280.jpg   IMG_20221105_101822079.jpg   IMG_20221105_101732573.jpg  
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Old 11-05-2022, 09:55 PM   #20
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Turbo inlet,
Airfilter - some glue particles I think,
Intake manifold inlet angled towards the EGR valve,
Intake manifold inlet bird's-eye,
Radiator cowling,
CAC near inlet at passenger side,
CAC bottom I think,
CAC where I scraped the paint looking for separation.
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