VW Passat B6 2006 2.0 Diesel Loses Power at High RPMs, Error 16618 Overboost

Hello everyone, I have a problem with the passat b6 2006 2.0diesel today, while driving in 6th gear at around 4500 rpm, the glow plug light turned on and the car lost power at the same time, after turning off the engine and restarting it returns to normal and again at higher revs at a speed of about 120 km / h the same happens,
after connecting to the computer, it shows error No. 16618 the program is in the English version also the rest looks like this: boost pressure regulation
: limit exceeded (overboost condition)

I will just add that I had an earlier passat model in which it was similar, I replaced the n75 valve, the so-called boost valve and after the topic, only that there after the error code 17964 indicated that the regulation limit was not reached, which is opposite to what is happening here ...

please help.

Everything seems to be the same in this case, but the forum is not a workshop and it cannot be said unequivocally that it is the fault of the turbine control transducer, i.e. how you wrote it for the 75 valve. % without diagnostics and I'm not talking about connecting a diagnoscope. It may be a valve, but it may well be the vacuum pump has lost its vigor and will also display a transducer error. It may be the fault of the pneumatic system or the actuator itself.

http://wiki.ross-tech.com/index.php/16618/P0234/000564

Added after 8 [minutes]:

buddy, this is the problem of the bearing in the compressor with variable geometry, the problem is that it rubs and does not work smoothly, it does not come back and the effect is exceeded the regulation limit, i.e. too high top-up pressure, which results in the ECU turning off the boost system control to protect the engine before destruction because the pressure must not exceed 2.4 bar, the pressure above can lead to e.g. opening of the inlet valves, which will cause a big boom.

Added after 5 [minutes]:

You can try to disassemble the compressor and clean the variable geometry along with this bearing often works and everything works ok.
This is not another problem, because if the regulation limit is exceeded and just about 120 km per hour, it happens, and after turning off the ignition and restarting it is ok again for the given speed

Added after 3 [minutes]:

and don't look for a kumaty mechanic anywhere, you need to disassemble the turbine, clean it and install it.

Thank you gentlemen for a quick answer, I checked the ross-tech site, I had so close and I did not look there thanks to FIL2006, I bought a hex + can cable from them, according to what they suggest are vacuum hoses and the n75 valve itself to check, about this turbine, what a colleague FIL2006 mentioned, in total, it is also worth thinking because the car was slightly knocked and stood for some time (the turbine hung in the middle), moreover, I read on the forum that if you do not put it once in a while, it can silt up and the effect may be similar , and I do not know who drove it before because I bought a knocked one from the insurance company - I will add that I live in the UK. oh, gentlemen here are literally magicians mechanics and not in a positive sense :(

I am replacing the steering gear at my friend's mechanic in the older model of the belt from 2003 (exactly the one that had similar symptoms after replacing the n75, he passed and 170 ponies are nice) if I work, I will get a turbo for it, as my friend FIL2006 advises.
As soon as I get to something, I will definitely describe the entire scope of work, maybe someone will save time, money in the future and immediately remove such a defect from his b6 passat without unnecessary costs.

I have not mentioned my colleague KamiluW, which does not mean that I do not appreciate your opinion, if you feel offended, I apologize.

fil2006 wrote:

buddy, this is the problem of the bearing in the compressor with variable geometry, the problem is that it rubs and does not work smoothly, do not come back

Could you enlighten us about what kind of bearing is it ?!

toc joz has long been checked, connect the tester and eat at the probe in the channel, probably 10 measured values, check the charging pressure, it will exceed 2.4 bar and the power will drop, the error will be displayed.

Added after 3 [minutes]:

oh and it also happens in new cars, the impact of driving is too high sometimes drivers: they save "the car and it is made to drive and sometimes it has to get burned, You can try pouring wd 40 through the egr valve inside and overhaul the car several times, it helped me more than once and I did not have to pull out the turbine.

Added after 1 [minutes]:

it is the ring which guides the blades, it is professionally called a bearing

Added after 1 [minutes]:

Oh, I poured this agent in older models, not necessarily in this
if it has egr coolers it may not be possible

fil2006 wrote:

it is the ring which guides the blades, it is professionally called a bearing

the ring is called a bearing - interesting since when? - neither the placenta resembles nor has such a task,
you don't have to explain to me what is the cause of the variable geometry sticking and the boost pressure value works well in group 011.
the engine of the founder of the topic has an exhaust gas cooler.

http://www.vw-passat.pl/index.php?option=com_content&task=view&id=266&Itemid=11

Added after 5 [minutes]:

there, this control ring is a bearing because it is professionally called and it does not work smoothly causes the turbine to overload, there you have everything shown, someone wanted to take photos and praise him, Remember not to touch these adjustments on the boost regulator marked with paint because it is then difficult set. Do not turn anything, just mark yourself as the guest showed before disassembling and clean and assemble. You do not touch the rotor and you do not disassemble anything, it remains as it was before, you do not interfere in it.

Added after 58 [seconds]:

buddy, if you will work using professional documentation, you will find out what it is called.

Added after 1 [minutes]:

and when you speak, help and do not criticize my professional friend because I am one.

Added after 17 [minutes]:

http://forum.vwgolf.pl/viewtopic.php?t=78603

Added after 1 [minutes]:

handlebars and three "bearings" (bushings)

Added after 1 [minutes]:

I don't want to add my technical documentation here, buddy

Added after 41 [seconds]:

and it's not because I'm keeping it to myself it's just a lot of fun to box it up

fil2006 wrote:

buddy if you will be working using professional documentation then you will find out what it is called.

Added after 1 [minutes]:

and when you speak, help and do not criticize my friend professionals because I am one .

professional documentation, professional - hello good!

you tell your colleague to disassemble and clean the turbocharger and you did not even advise him to check with his hand or Vag in group 011 in Basic Settings mode, as for the vacuum actuator string regulating the angle of inclination of the blades of variable geometry - it has to move freely without jams in the range of 1.8 cm, you are such a professional.
Nobody tells you to paste your entire professional documentation here - just paste a few screnów of the most important ones.

If the author in this bar has a dpf filter, good luck with pulling the turbine-massacre

Some people think that a bearing must have balls. And that's not true.

I know what types of bearings are and what function they have to fulfill, but probably not everyone knows, and calling the control ring with the variable geometry of the blades of the blades is a pure misunderstanding and misleading someone - which of course does not mean that I do not agree with the col.fil2006 that I am to blame it is responsible for this overloading condition that the variable geometry is blocked.

And the B6 2.0 tdi does not control the blades with the servo motor (this is what I associate with it)

Added after 30 [seconds]:

Maybe there is a problem

Neither the 140 HP and 170 HP engines have a servomotor, the vacuum actuator is pneumatically controlled, and only in 170 HP 2.0 TDI the variable geometry actuator has limit sensors, with FAP there is also a differential pressure sensor, exhaust gas temperature sensor and lambda probe, the servomotor has turbines in 3.0 TDI engines
and as for the professional nomenclature, even ETKA is banging on in the style of calling the vacuum accumulator - a silencer - embarrassment.

buddy, that's why I always try to read in English, unfortunately, there are a lot of errors in Polish, besides, we, Poles, have only a good joke and nothing but that, we create nothing and we are not the leader of the automotive industry, so there are no technical names in Polish / Everything is trying I just need to translate it somehow and it goes wrong, which is the reason for pointless disputes more than once.

Added after 3 [minutes]:

it is enough to use original names and the problem is solved and technical English is really easy. It's a pity that you didn't work on vasa in English for a few years I had the pleasure when I came back to the Polish website and worked in Polish, I grabbed my head and asked every day their what they do. As a result, I ignored this work and I do not intend to undertake any more on our websites.

Added after 55 [seconds]:

see i for example i don't know what you call servo motor?

Added after 6 [minutes]:

turbine with variable geometry is recognized in the simplest way by the boost pressure actuator. If it is mounted vertically in relation to the turbine rotor, the variable geometry is variable, and if horizontally in relation to the turbine rotor, then it has a bleed-off valve.

the servo motor is the controller of the turbocharger with the motor performing the work of the then vacuum actuator.

Added after 1 [minutes]:

As for the vertical and horizontal position of the actuator, starting with the 90 HP AGR engine, all other than ANU PD have VNT.

Oh, and he will correct that I did not advise him about what you write because, as I wrote above, such a symptom at 120 loses power after turning off the ignition and driving again is ok to about 120, and this error is this 100% problem and another simply cannot be because I used to do it in about 20 cars. Of course, at the beginning it was not so clear with the first and the next, but then it went like clockwork.

fil2006 I'm for cleaning variable geometry but not with the nomenclature you use, no bearing but a ring because it only misleads others.

well, the servomotor, and in the English documentation and in the vasa it is called turbocharger control unit, I think J217 I may be wrong about this j but it is important and it is the way it is, and the servomotor is associated with? Servo + motor ??

Added after 1 [minutes]:

good good it's okay to argue, let there be a ring: -}

Added after 24 [seconds]:

because the bearing in the wheel will wash away

the bearing in the VNT can be associated with the turbine shaft bearing and the servomotor only with external control of variable geometry, unless there are other servomotors besides the turbine - if I even put it this way, everyone knows what's going on - do I tell someone that it's about a servomotor that regulates the blows of meat in pea soup for this money.

Hello everyone, I can see that the topic has exploded, which proves that there are still people who will advise you selflessly how and where to bury something to fix something.

Buddy -fil2006- do not worry about the bearings in the wheels I will not wash :)

I agree with my colleague -Sztomel- that the correct nomenclature is the basis, there is no point in developing bad habits, which involves misleading people - because how can they help you if they do not know what kind of turbo bearing you mean? probably many wondered what the hell the bearing is so fancy, what it fades and you need to clean it :)

Coming back to the problem, so far I only had time to replace the fuel filter and change the oil, I also added a fluid to the fuel - which allegedly - cleans the injectors and the catalyst is also supposed to reduce exhaust emissions, I lost it a bit in lower gears and, interestingly, it did not turn on yet the emergency mode and he got to 4th gear almost to the end, tomorrow I will go to the ring roads and check how it behaves on the 5th and 6th, if nothing has changed, I take the turbine into rotation.

Hello, I am already in Poland with this belt, it did not work to chase it away on the route, due to the fact that I have never done it and I would not want to spoil something
I have a question if someone would clean this turbo? I am asking for a quick reply if possible.

to clean it is no problem, but the question is how will it fail? Who will pay for the removal and installation of the turbine?

Added after 1 [minutes]:

where are you from ??

Thank you mate fil2006 for a quick reply - my answer is: of course, I will pay for the removal and installation of the turbine - even if it fails - it will be clean in the end - and at least for this
besides, as it turns out that this is not what I will pay for the exchange of n75
please provide a quote for this treatment and possibly the address and phone number.

Added after 5 [minutes]:

And I am from the vicinity of Wrocław, I can drive almost anywhere along the route to Warsaw and then to Lomze.

I'm too far, I will not suggest prices.

Hello everyone, has the same problem as a colleague from Passat 2006.
In 4th gear at 3,000 revolutions, the glow plug indicator blinks and the engine loses power.
I also have a Passat from 2006, did the turbine cleaning help ??
Do you want to return to Poland with this car or maybe something else breaks down?

Better fix it first and then go back to Poland ha ha

Hello everyone, it's a little late, but better late than never
So back to the topic: the problem in my streak was solved by thorough cleaning of the Turbine (as my colleague Sztomel suggested) everything that was dirty was cleaned, after installing any more messages on the dashboard or power drops while driving, there was no more than 1700 with speeds of most 180-200 km / h.

In general, I will say that Passat B6 2.0 TDI (140) too low power for a station wagon is once, the first two signs of the end of the thrust bearing (or the entire clutch) already at 200,000 km, three strange thing with this turbo cleaning, B6 ALREADY SOLD but gladly I offer advice on an earlier model from mid-2003. 1.9TDI (130) which I have already 4 years, after tuna (170) on a 19 inch rim I've been driving for two years (my leg is heavy), I highly recommend this older drive unit.

I cordially greet all VW users in Poland and the UK