Update: it's still running poorly.
It starts out cold, seeming to run well, then runs poorly.
It is getting code P299, P226c. Is there a way to ensure I have all communication with the turbo?
Update: it's still running poorly.
It starts out cold, seeming to run well, then runs poorly.
It is getting code P299, P226c. Is there a way to ensure I have all communication with the turbo?
See attached troubleshooting information on the codes.
The P226C indicates the turbo response is slow.
I could not find P299 but attached P0299 just in case.
The VGT actual and desired position readings are a good indication that the PCM and turbo are communicating on the J1939 Bus.
2014 RAM 3500 (Aisin) 3.73 4X4 Limited Crew Cab Long Bed DRW. Oil Bypass Filter, Fuel Filtration Kit, Cold Air Intake, City Diesel Actuator and 50 Gallon Aux Fuel Tank.
I'd like to ask others about what turbo RPMs and VGT position they see during cruising and 70-80% throttle.
I ask because I am experiencing the same issues as the OPs with the same setup (Fleece Cheetah with a City Diesel actuator).
I just towed up to elevation (10k ft) and with about 100-150 degree hotter EGTs and can only get about 23-24 lbs of boost.
My theory is that the City Diesel actuator somehow modifies its position through the CANBUS during its self-calibration and messes up the VGT mapping.
Have you gotten any information?
This forum seems less than helpful on technical or unusual questions.
We are here to help pinpoint theories, probable causes, and related issues in conjunction with the symptoms.
Asking for a direct answer for the fix could take time; as you can see, I still have the issue from the 1st thread until the present.
I don't know much about actuators; however, I'll research for you if you dig up the necessary questions.
What setting are you on for the tuner?
Does it happen in the rest of the tunes?
Have you cleaned "ALL" related electrical connections from bent, corroded, or pushed-in pins?
What steps have you taken to get the best results, which could lead me one way vs. the other?
@Spudth
Last edited by Corkey; 08-25-2022 at 11:22 AM. Reason: tag member
II 60HP STICKS, II 33% CP3, II S464 2ND GEN SWAP, FASS 165 TITANIUM SIGNATURE SERIES, AFE INTAKE HORN, S&B FILTER, 5" TURBO BACK, ALPHAREX HEAD LIGHTS, 38X13.5X20 RAZOR M/T, MOTO METAL RIMS, 6" LA LIFT KIT, COMPLET MM3 KIT, BUILT TRANSMISSION, 6 BOLT REDHEAD STEERING BOX
I have made numerous revisions in Warp Tuning to get the Cheetah to spool with varying degrees of success.
With varying VGT position, airflow targets, and other minor settings without touching fuel or timing.
I've deduced that the Fleece Cheetah does not like to play well with a stock map.
With a bigger turbine and compressor, the VGT position must be closed more to spool it.
Again, my situation is at 5,000' altitude, with a trailer towing over 10,000', so my experience might not match what somebody might see at sea level.
My takeaway: Custom tuning is needed to see the full potential of any modified VGT turbo.
To catch up on things, I have finally solved some issues.
I bit the bullet and bought a complete turbo and actuator system.
I installed it, and everything worked fine.
I have returned my first unit for diagnosis and warranty work.
On to new problems.
Did you return for another turbo and City Diesel actuator?
Or a different unit entirely?
At interstate speeds70-80mph, the typical vane position is 33% closed, as long as there's no acceleration.
Vane rpm roughly 30-40k.
Stock VGT G56.
I'm sure a half dozen other parameters play a part in these numbers, such as airflow/exhaust into and out of the truck.
Bookmarks