This video shows the methodology used to diagnose a VGT communication error on a 2014 RAM 2500. Automotive Test Solution's eSCOPE Elite is used for the diagnosis.
I’ve been researching this issue with my 2014 Cummins for two weeks..... this is by far THE BEST diagnosis video in this issue I have found...... bravo sir! 👏🏽
Bernie, really excellent and impressive the way you tackle and fix those problems not to many can do what you do i think part of it is ur experience in the field as always AWESOME approach really appreciate ur time and very enjoyable to watch and learn from the MASTER. Cheeeeeeeers
How do I go about finding a real mechanic that I can trust and knows this much knowledge? Not someone that just wants money and to upsell everything. Great video.
You are above and beyond smart. Your diagnostics show a REAL understanding of system. Made it easy to understand theory of what these idiots have put together. Just wish I had equipment you have and training. Too late for that(70yrs. old) so I'll leave it to techs like you. Thanks for video.
Thank you Bernie. A friend of mine dropped his truck and asked me to install a new VGT actuator or module. The easy part was draining and removing the part. It's 2014 dodge 2500. The did have the loss of comm code and the nox code as well. I tried to get the new actuator to talk to my scan tool for a precalibration. I did reset all codes twice. I still could not get my scan tool to talk to the actuator for a precal. I knew that if I had installed the new actuator or module I might get it fried too. I could move the vanes manually. I reinstalled the old actuator again and tried to move it. All I got was loss of comm again. I has suspected a cooked wire because I could not get the actuator to precal. I don't have a scope . so I stopped and called the owner and let him know I am out of options to further trouble shoot. I told my friend. He does not owe me no $$ for my trouble shooting. After all I didn't find the true cause. Because I could not read the can buss values.
Was there any resolution to this issue? I’m asking because my turbo and actuator (city diesel) are good but I’m still having a U010C comm loss code that I can’t figure out.
@Automotive Test Solutions. I would be interested to know, following this diagnostic process, once you actually removed the actuator, allowing you to manually move the vanes in the turbo, were you able to physically confirm they were stuck? That information and confirmation would be good to know as part of actually confirming the theory from the diagnostics that were run.
Just watched video AGAIN. Was wondering if when you take turbo out to clean vanes would you even suggest replacing stock module (with plastic gear) with aftermarket unit that has metal gear, more robust electronics and supposed doesn't require programming? Just curious
i have a similar problem with p003a actuator and nox p2bac, module communication for abs, amp for audio, body control, and climate control, this truck is 2016 6.7 with 35k miles, when i try to clear codes it returns with same codes, seemingly a ground possibly? or fuse, what do you make of this?
I think this is what happened to my truck first I was getting the nox sensor code a few months passed and then I started getting the u010c codes. I also noticed my exhaust brake started sticking and finally the vgt acuator failed because it was over worked now I have all sorts of codes and the exhaust brake doesn’t work anymore
To be honest I would of replaced the module if there wasnt tbs's or videos like this. Before I replace a module I do as much research as I can that's for lesson it helps tons.
The vanes in a Holset don't swing or rotate. The vanes are fixed. It is their exposure to exhaust flow that is varied. Communication on my truck is good but the exposure position is stuck
Thank you for explaining that. The heavy carbon on the turbo vanes that is causing the problem is due to what? Very high mileage? Lots of low speed stop and go? Heavy towing? All the above.....or ? Besides the codes, what symptoms are present? Your theory of operation zero's in on the problem, I'm also looking for the root cause of the problem.
Dodge engineers are kinda silly. How do you design a module that basically kills itself trying to move the vanes AND put it beside a 1000+ degree turbo.
Not gonna lie if I was doing this I would end up putting the module in unless there was some specific information in the description and operation for this system that says there's pretty much no current limit for the vanes lmao I would just assume it was shorting internally.
