Dodge Journey: BWD Engine Specs & VTG Values

Hello everyone,

So far, my good friend (and a true master of mechanics!) and I have always managed to solve any problems that arose. The problem with the engine in question is that it's installed in a Dodge, which uses a completely different diagnostic protocol, and unfortunately, VCDS can't help us with that.

Regarding the issue:
The turbocharger has already been replaced and is generally working. HOWEVER: the mechanic could only adjust the variable geometry turbine (VTG) based on values he found through Google, YouTube, and online forums. In this case, the VTG is adjusted using a threaded rod without threads, a long slot, and a set screw. He determined that the voltage reading was approximately 0.7 V at idle and between 3.3 and 3.8 V as an upper limit. According to online sources, the voltage can be measured at the three-pin connector, which works in this case. When he adjusted it so that a maximum value of 3.4 V was reached, the voltage only dropped to 1.1 V at idle. The owner then tested this setting, which worked on the first day but resulted in an error message on the second day: P2563 - Turbocharger Boost Control, Position Sensor 'A' Circuit Range/Performance. It is suspected that the adjustment rod needs to be adjusted, but what are the correct values? Trial and error is problematic because you have to disassemble half of the car to access the VTG.
Does anyone here have any good tips, ideas, or the right values for this?
Thank you in advance and best regards,
René.

Hello,

The accuracy of voltage measurement depends on the signal waveform and the multimeter being used.
It would be better if the corresponding values could be read from the engine control unit, ideally also from a comparable vehicle.

Generally, you can't rely on specific voltage values when driving at full throttle because they depend on too many factors, including the engine speed at which you apply full throttle.

I would measure the length of the rods on a comparable vehicle and use that as a basis.
If the car runs without any issues for a whole day, it seems like the adjustment is probably about right.

Since you can measure the boost pressure via OBD2, one approach would be to replicate the control behavior of a properly functioning vehicle.
You need the step response and impulse response of the control loop (boost pressure, under identical ambient conditions).
Record both and adjust your vehicle to match them; that's all there is to it.

Since it's unlikely that the wheel will be reinvented every time, you could probably copy the boost pressure curve (step response) from an engine with similar technology and performance, for example, from Volkswagen.
Make the forms equal (!), not the absolute values.

It would be bad if you can't take it for a test drive without having to spend ages tinkering with it; in that case, you should forget about it.

Best regards, Rainer.

Hi Rainer,

I gave one of the three VCDS units I purchased to my mechanic, and today I'm spending the whole day in the car. Would it be possible for him to register here as the new owner of my first VCDS unit? Firstly, he has a much better understanding than I do (specifically in practical application; I'm relatively knowledgeable in theory, but which sensor affects what, when, and where - there are areas that I don't understand... Hardy does, however ). Secondly, otherwise, I'm just the poor soul who relays messages between this forum and him.

Best regards,
René.

Quote:

Could it be possible that he could also register here as the new owner of my first VCDS?

Sure, here's the translation:

"Okay, see:"
https://shop.dieselschrauber.org/en/faq.php

If that's not possible, please send me a private message!