SERVICE BULLETIN

Number: SB214023
Date: 04/30/08
Model: ASET™ AC
(Not applicable to Mack Trucks Australia)
(Supersedes SB214023 dated 02/23/06)

Variable Turbine Geometry (VTG) Turbocharger Troubleshooting

and Calibration
The turbine housing on a standard turbocharger has a fixed internal size and shape (fixed
geometry). ASET™ AC engines are equipped with a Variable Turbine Geometry (VTG)
turbocharger. A VTG turbocharger contains 13 movable vanes that surround the turbine
wheel. Vane position is controlled by air pressure supplied to the vane actuator by a
solenoid control valve. The amount of pressure applied to the vane actuator through the
control valve is controlled electronically by inputs received from the V-MAC® III system.
1

Figure 1 — VTG Turbocharger

1. Actuator assembly 4. Vane position sensor assembly

2. Wheel speed sensor harness connector 5. Movable vanes
3. Turbine housing

Vane position is varied to optimize boost pressure, and to provide an amount of exhaust
back-pressure which is required to force exhaust gases into the pressurized intake air at the
EGR mixer. With the vanes in the full open position, the vane actuator lever will be against
the upper stop (as in the static position). With the vanes fully closed, the vane actuator lever
will be against the lower stop. With the engine at idle, vane position will generally be
between 80–90% closed, although certain step 5 datafiles will fully open the vanes (to 0%)
during periods of extended idle.

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SERVICE PUBLICATIONS, ALLENTOWN, PA 18105 ©MACK TRUCKS, INC. 2008
The minimum air pressure delivered to the actuator by the control valve is 0 psi. With the
engine not running, the actuator internal spring fully retracts the actuator rod and holds it
against the upper stop (the “open” stop/0% vane position). In this condition, the control valve
is not supplying air pressure to the actuator.
The maximum air pressure delivered to the actuator by the control valve during engine
operation is approximately 90 psi. However, during engine operation, the control valve
modulates pressure supplied to the actuator so that the rod extends to move the vanes into
commanded vane position as determined and controlled by the V-MAC® system. Typical
modulated air pressure delivered by the VTG control valve during road test will be within the
range of 50–80 psi, depending upon the commanded vane position.

At no time and under no circumstances should the lever stop

screws ever be adjusted in an attempt to adjust actuator rod
travel. These stop screws are factory-adjusted, and changing the
adjustment will result in “over-travel” and possible vane damage
or jamming of the vanes in one position.
2

Figure 2 — Vane Actuator Lever Showing Vanes in both Fully Closed and Fully Opened Positions

SB214023 — Page 2 of 12
When low power complaints are being diagnosed and engine power cannot be successfully
restored after all indicated fault codes have been addressed, recalibrate the VTG actuating
system as outlined in this service bulletin under the heading “VTG Calibration Instructions.”
If the system cannot be recalibrated successfully, or if there are signs of an erratic signal
transmitted by the vane position sensor, replace the VTG actuator assembly.
The VTG actuating system must also be recalibrated for proper operation whenever parts
are replaced, or when certain diagnostic procedures are performed. During calibration, the
actuator should be monitored to ensure that full stop-to-stop travel is achieved. Failure to
complete this calibration may result in either logged VTG or EGR system fault codes, or a
low power condition.
VTG calibration should be performed for any of the following circumstances:
앫 Turbocharger replacement
앫 Engine Electronic Control Unit (EECU) replacement
앫 Flashing or reprogramming the EECU WITHOUT saving customer data
앫 VTG actuator replacement
앫 Actuator control valve replacement
앫 Active or inactive code 4-5 or 4-9 codes with an FMI 7
앫 Complaints of low boost pressure
앫 Performance complaints

VTG Calibration Instructions

If the turbocharger is too hot to touch, the engine should be run

at an idle, then allowed to cool before the calibration procedure
is performed.

Use VCADS MACK Support Software to perform the VTG calibration test procedures.
When performing the VTG Vane Position Calibration test, engine coolant temperature must
be above a minimum of 150°F (65.6°C), engine not running and the key switch in the ON
position. Air system pressure (both primary and secondary) must be at least 110 psi. A
minimum vehicle air system pressure of 110 psi is mandatory when performing the
calibration test to ensure that when pressure is supplied to the actuator, it will fully extend
and briefly hold the actuator rod against the lower stop. Low air pressure during the
calibration test will cause a failure to pass the test and will result in a 4-5 fault code.
In the static position, the actuator rod is fully retracted and the actuator clevis is seated
against the upper stop.
When the VTG calibration test is begun, the VTG control valve supplies approximately 105
psi to the actuator, causing the actuator rod to fully extend against the lower stop. Actuator
rod movement will take place in one relatively smooth motion.

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Immediately after full extension of the rod has been reached, the VTG control valve bleeds-
off the air pressure in five quick, incremental steps of approximately 20 psi each. This bleed-
off of air pressure results in the internal spring of the actuator returning the rod to its full
seated position against the upper stop. SInce the air pressure is bled off in increments, rod
travel, as it returns to its full seated position, is also in quick increments.
During the calibration test, the actuator rod must be observed to ensure that full rod travel
takes place, and that the vane operating lever reaches both the upper and lower stops. If the
actuator does not visibly reach the full stop position, the test results have failed, even if the
diagnostic tool reports a successful test. If the actuator did not reach the full stop position,
either air system pressure was too low, or there was a mechanical problem with the vane
operating lever, actuator, control valve, etc., that must be resolved. Verify that air system
pressure is at least 110 psi (95 psi delivered to the actuator), and check the actuator and
vanes for proper function as outlined under the heading “Checking Actuator and Vane
Function.”
Adjusting Actuator Rod Travel
If the calibration test results indicated that adjustment of actuator rod travel is necessary,
adjust as follows:
1. Loosen the actuator rod end jam nut while holding the rod end with an open-end
wrench to prevent the actuator rod from twisting.
2. Disconnect the air line from the 90-degree fitting at the top of the actuator.
3. Connect a regulated shop air supply (with a pressure gauge) to the actuator, and apply
40–60 psi. Be careful not to apply pressure greater than 100 psi, as damage to the
actuator will result.
3

Figure 3 — Regulated Shop Air Connected to Actuator

1. Regulated shop air 2. Vane actuator

supply line

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 4. With the actuator rod extended, remove the circlip from the clevis pin, then remove the
pin from the clevis.
5. Set the pressure regulator to 0 psi.
6. With the lever arm clevis resting against the lower stop, turn the rod end 180 degrees
as follows:
앫 If voltage readings obtained from the calibration test are high (greater than
4500 mV at 0% vane position), rotate the rod end 180 degrees clockwise (when
viewed from the rod end of the actuator) to shorten rod length.
앫 If voltage readings obtained from the calibration test are low (less than 650 mV at
100% vane position), rotate the rod end 180 degrees counterclockwise (when
viewed from the rod end of the actuator) to lengthen rod length.
4

Figure 4 — Rotate Actuator Rod End 180 Degrees

Rotating the rod end 180 degrees will change voltage

approximately 25 mV.

At no time and under no circumstances should the lever stop

screws ever be adjusted in an attempt to adjust actuator rod
travel. These stop screws are factory-adjusted, and changing the
adjustment will result in “over-travel” and possible vane damage
or jamming of the vanes in one position.

7. Set the pressure regulator to apply 40–60 psi to extend the actuator rod, then align the
hole in the actuator rod end with the hole in the clevis and install the clevis pin and
circlip.
8. Adjust the pressure regulator to 0 psi and ensure that the lever arm moves fully to the
upper stop (vanes fully opened).

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 9. Adjust the regulator to apply 100 psi and ensure that the lever arm clevis moves fully to
the lower stop (vanes fully closed).
10. Adjust the regulator to 0 psi, then remove the regulated air supply from the actuator.
11. While using an open-end wrench on the flats of the rod end to hold the actuator rod in
place, tighten the rod end jam nut to 106 lb-in (12 N•m).
12. Reconnect the air line running from the VTG control valve. Tighten the line fitting to
140 lb-in (16 N•m).
13. Recheck the adjustment by performing the VTG Vane Position Calibration procedures.
Checking Actuator and Vane Function

Before proceeding, determine if the engine is equipped with the

VTG control valve oil coalescing air filter described in SB-214-
031. If not, the filter must be installed. If the engine has the filter,
replace the spin-on filter element.

Actuator and vane function is checked as follows:

1. Verify air system pressure is at a minimum of 110 psi and engine coolant temperature
is above 150°F (65.6°C). If not, start the engine and run the engine until coolant
temperature is above 150°F (65.6°C) and air system pressure builds to governor cut-
out.
2. With the ignition key switch turned OFF, connect an air pressure gauge in the air line
between the solenoid control valve and the vane actuator.
5

Figure 5 — Install Air Pressure Gauge in Air Line

SB214023 — Page 6 of 12
 3. Turn the ignition key switch ON, start the engine and run at a fast idle (approximately
1,100 rpm). Note the reading indicated on the pressure gauge. If a reading of
approximately 85 to 90 psi is not obtained with system pressure at a minimum of 110
psi, stop the engine and apply clean, dry, regulated shop air to the actuator as follows:
a. Remove the air line connection at the 90-degree fitting located at the top of the
actuator.
b. Connect a regulated air supply and pressure gauge to the 90-degree fitting.
c. Apply 100 psi pressure to the actuator and observe actuator rod travel.
4. If full stop-to-stop rod travel occurs with 100 psi shop air applied to the actuator, verify
that coolant temperature was at 150°F (66°C) and air system pressure was at 110 psi
when the first test was performed. Also, check the harness connectors to ensure good
connections. If no faults are found, replace the VTG control valve with a known good
valve and rerun the VTG calibration.

If a VTG control valve is installed for troubleshooting purposes

and the problem is not resolved, the original control valve is to be
reinstalled.

If no travel, or less than full travel was observed when 100 psi shop air was applied to
the actuator, remove the circlip and pin that connect the actuator rod to the clevis on
the vane operating lever. Manually move the operating lever through its entire range of
travel in both directions. If the lever moves smoothly with little resistance through the
entire range of travel, the vane assembly is mechanically OK. If full, free-travel of the
vane assembly is not achieved, the turbocharger must be replaced.

If free movement of the vane actuator lever is not achieved, DO

NOT pry or hammer on the vane lever. Doing so will damage the
lever, vanes or both.

VTG Actuator Clevis Pin Seizure

The VTG actuator rod is connected to the lever arm clevis by a clevis pin, and the pin is
secured in place by a circlip.

Vane position is monitored by V-MAC®. If vane positioning

cannot be changed by the VTG actuator, a cut-back in engine
power will result, and a fault code 4-5 with an FMI 7, (Mechanical
System not Responding) will be logged. Possible causes of a
fault code 4-5 with an FMI 7 are a seized actuator rod clevis pin,
or an attempt was made to readjust the VTG actuator lever stop
screws.

SB214023 — Page 7 of 12
 Under no circumstances should the actuator lever stops ever be
adjusted. These stop screws are adjusted to provide proper
travel of the vanes when the turbocharger is assembled, and
attempting to readjust the screws will cause vane damage or
seizure. If readjusted stop screws are the cause of vane sticking
or seizure, the only corrective action is replacement of the
turbocharger, which will result in a denied warranty claim.

If a seized actuator rod clevis pin is encountered, spray/soak the pin with penetrating oil,
then operate the VTG actuator by alternately applying and removing 100 psi to the actuator
air fitting.
Do not attempt to rotate the pin. The head of the pin has a flat which will not allow the pin to
be rotated.

DO NOT exceed 100 psi, or damage to the actuator may result.

If replacement of the clevis pin is required, a pin and clip kit (part No. 7536-174126) is
available through the MACK Parts System. When removing the existing pin and installing a
new pin, it is necessary to disconnect the air line from the actuator and apply 40–60 psi of
clean dry shop air to extend the actuator rod slightly. This must be done to remove the pre-
load on the actuator rod. After removing the existing pin, align the hole in the actuator rod
end with the hole in the clevis, coat the new pin with high-temperature Never-Seize® (or
similar type of product) and install the new pin. Ensure that the flat on the top of the pin is
aligned with the straightedge of the lever arm clevis and that the pin is completely seated.
Secure the pin in place with the circlip, making sure the clip is fully seated in the groove.
6

Figure 6 — VTG Actuator Rod Clevis Pin Installation

1. Actuator rod 2. VTG lever

SB214023 — Page 8 of 12
Troubleshooting Guidelines for an Intermittent 4-5 Fault Code with an FMI 7

Detailed troubleshooting information for a 4-5 fault code is

outlined in the V-MAC® III Service Manual, 8-211.

To function properly, the VTG position sensor must be properly grounded through the engine
harness and the Engine Electronic Control Unit (EECU) to the main engine ground
connection. To check the integrity of the position sensor ground, proceed as follows:

Perform all checks with the ignition key switch in the OFF
position.

1. Engine Harness Continuity Check

The VTG position sensor module is mounted on the front of the turbocharger
compressor housing, and the engine harness connects to the lower side of the module.
a. Disconnect the engine harness from the VTG position sensor module.
b. Disconnect the EJ2 connector from the EECU.

When disconnecting and reconnecting the harness connectors

from the EECU, care must be taken to avoid damaging the
connector bodies or the connector pins of the EECU. Refer to
service bulletin SB221033 for information concerning EECU
connectors on ASET™ AC engines.

c. Check continuity between the engine harness connector pin No. 4 and the EJ2
connector pin No. 69.
If the continuity test shows an open (no continuity), locate and repair the open circuit.
If the continuity test is OK, proceed to step 2.
2. EECU-to-Ground Check
a. Check continuity between the EJ2 connector pin No. 69 and the main engine
ground connection located just below the starter.
If the continuity test shows an open (no continuity), locate and repair the open circuit.
If the continuity test is OK, proceed to step 3.
3. Engine Harness-to-Ground Check
a. Reconnect the EJ2 connector to the EECU.
b. Check continuity between pin No. 4 of the engine harness connector to the main
engine ground connection.
If the continuity test shows an open, locate and repair the open circuit.
If the continuity test is OK, reconnect the engine harness connector to the VTG position
sensor module.

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If the problem has not been resolved after performing the above tests and verifying that the
ground connections are OK, continue with the following advanced troubleshooting
procedures.

Advanced Troubleshooting Procedures for an Intermittent 4-5 Fault Code with an FMI 7

If an intermittent 4-5 fault code with an FMI 7 still exists after performing all the procedures
outlined in the V-MAC® III Service Manual, 8-211, concerning a 4-5 fault code, as well as
the steps outlined in this service bulletin under the heading “Troubleshooting Guidelines for
an Intermittent 4-5 Fault Code with an FMI 7,” perform the following advanced
troubleshooting procedures:
1. Talk to the driver and document all conditions at which the fault occurs. It is essential to
know the specific operating conditions and the vehicle air pressure when the fault
occurs, as it will later be necessary to duplicate the conditions during an instrumented
road test.
2. Disconnect the VTG vane position sensor connector which is mounted on the front of
the turbocharger compressor housing, and then check the connector pins for corrosion.
If corrosion is found, replace the terminal pins as required. Also inspect for broken
wires and other related conditions
Remove the main ground bolt from the cylinder block and thoroughly clean all ring
terminals and all the block, bolt and washer contact surfaces. Reinstall the ground
terminals and tighten the bolt to 120 lb-ft (163 N•m).

DO NOT simply check tightness of the ground bolt. Remove the

ground connections and clean the terminals and all contact
surfaces (block, bolt, washers and terminals).

3. Perform the VTG calibration test, and be sure to closely observe the actuator rod
during calibration and verify full stop-to-stop travel. The test should show that VTG
calibration is within specifications. If the turbocharger does not calibrate, determine if
the problem is caused by low supply pressure to the VTG control valve, faulty actuator,
seized clevis pin or stuck vanes. Repair as necessary as outlined in this service
bulletin.

At this point in the advanced troubleshooting procedures, if the

turbocharger has not already been checked for free stop-to-stop
movement of the vane lever with the actuator rod and clevis pin
removed, do so at this time.

If the VTG calibration is successful, proceed to step 4.

4. Perform an instrumented road test using VCADS MACK Support Software and an air
pressure gauge positioned inside the cab to monitor and compare actual vane position
and target vane position. The air pressure gauge must be installed in the air line
running between the VTG control valve and the vane actuator as follows:

SB214023 — Page 10 of 12
 a. Disconnect the air line at the VTG vane actuator.
b. Remove the 90-degree elbow fitting at the actuator and replace with a T-fitting.
Reconnect the air line to one side of the fitting, and then connect a line to the
other side of the fitting. The line should be long enough to reach inside the cab.
c. Route the air line to the cab, and then connect a 0–100 psi air pressure gauge to
the line.
7

Figure 7 — Install T-Fitting in Air Line Between VTG Control Valve and Vane Actuator

d. Position a laptop computer running VCADS Support Software inside the cab and
connect it to the vehicle communication port.
e. Access the Service and Maintenance Function Group Menu and then select
Sensor and Parameter Values Monitoring. Select Advanced Display to
monitor the following two parameters:
앫 Turbocharger Target Valve Position
앫 Turbocharger Actual Valve Position
Road test the vehicle and attempt to recreate the conditions that caused the fault as
originally described by the driver.

SB214023 — Page 11 of 12
While the truck is being driven, have an assistant monitor the target and actual vane
positions. As driving conditions change, the actual vane position should follow the
target vane position very quickly. If actual vane position does not follow the target vane
position, monitor the air pressure gauge. The pressure gauge should react as follows:
앫 When target position increases, air pressure should increase
앫 When target position decreases, air pressure should decrease
If air pressure does not follow the commanded vane position, replace the VTG control
valve oil coalescing air filter (if so equipped), and then repeat the test. If air pressure
still does not follow the commanded vane position, measure the air pressure supplied
to the VTG control valve. If pressure supplied to the VTG control valve is greater than
94 psi, replace the control valve solenoid as described in service bulletin SB214028.
If pressure supplied to the VTG control valve is less than 94 psi, inspect the chassis air
system to determine and repair the cause of the low supply pressure to the VTG
control valve.
After repairing any problems found with the chassis air system, repeat the road test
and monitor vane positioning to ensure actual vane position follows target vane
position. If a problem still exists, replace the VTG control valve.
If air pressure increases and decreases with target position and the actual vane
position does not change, check the turbocharger and ensure that the vanes are
actually free and move freely (refer to Test 100 — Code 4-5, in the V-MAC® III Service
Manual, 8-211). If the vanes are NOT free or do not move smoothly, replace the
turbocharger.

Any time a turbocharger is replaced, the turbocharger calibration

procedure in VCADS MACK Support Software must be
performed.

If the vanes are free and the VTG control valve oil coalescing filter has been replaced,
replace the VTG vane actuator.

SB214023 — Page 12 of 12