We get asked regularly if the electronic actuator is available as a separate component because the diagnostic equipment has identified a fault with the actuator. (Ref: Error Codes present). As an example: fault code P132B. The fault code P132B relates to a REA fault (Rotary Electronic Actuator fault).


Unfortunately the answer to that is ‘no’ on two counts:


1 Having investigated this request we have been told that the electronic actuator was designed to be set up on the turbo and never designed as a separate ‘plug and play’ component.

2 Also we have found from our experience that the vast majority of error codes are generated as a result of carbon build-up around the variable vanes found inside the turbochargers’ exhaust housing. Sooty exhaust gases create a carbon build-up which restricts the full range of movement of the variable vanes.

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The vehicle can experience a problem with a lack of power (boost).
Sometimes the engine management light appears and the car can drop into ‘limp mode’. A common phrase used when describing this problem is ‘the turbo has sticky vanes’.

In the majority of cases the vehicle is running rich (fuelling issue) and the exhaust gases become very sooty.
The sooty exhaust gases pass through the turbo and around the variable vanes leaving carbon deposits.

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The introduction of VNT™ (Variable Nozzle Turbine) turbochargers in 1989, and its evolution throughout the 1990s and into the 21st Century, makes the technology the most successful engine-boosting concept the world has ever seen. The system makes it easier for car manufacturers to fully deploy the torque and fuel economy advantages of direct injection diesel engines.

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One of the most common reasons for this the breather assembly on top of the rocker cover is not changed regularly enough so gets congested / blocked and causes the engine to breathe heavily.
This causes increased crank case pressure which creates an increase in pressure in the sump pushing the oil back up the oil return pipe.
This effectively blocks the oil return pipe so the oil entering the turbo through the oil feed pipe cannot escape out the oil drain pipe.

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The operating speed of a passenger vehicle turbo can reach speeds as high as 200,000rpm so if the rebuilt core from the turbo is not balanced it runs the risk of rotating off its central line and hitting the turbine or compressor housings.

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