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03 2.0 turbo solenoid valve - rach01
i have recently taken my peugeot 307 to a mates garage as the antipollution fault light came up, and the engine has lost all power.he narrowed the problem down to the turbo solenoid valve. i have recently had the diesel particulate filter replaced and also had more additive put in so i no it cant be that.my dads a mechanic so im going to get him to try and sort it.could you tell me where a can find the solenoid valve on the engine and whats the best thing to do first before buying a replacement? we had a quick look last night as i had a rough idea where it was, which was on the metal plate on the front of the engine is that correct and if so there appears to be two valves?please help

Tags: technical issues DPF engine failures diesel particulate filter diesels

03 2.0 turbo solenoid valve - smartalex
I have had fun and games with this valve myself. For the AP fault to flag the valve or harness must be open circuit, or disconnected, so you can test the harness and valve before buying a replacement. I have included some notes and a description from my experience that may help.

My car lost power and boost pressure. The solenoid valve controls vacuum from the vacuum pump to the vacuum activated servo on the Variable Nozzle Turbo.

The vacuum circuit is quite simple. The pump is on the RHS of the rocker box. A single vacuum pipe connects to a vacuum ?reservoir? (small soap dish sized plastic mounted on the bell housing) and then onto three separate solenoid valves via T pieces and small bore pipe.

Each of the valve outlets connects to a vacuum servo (similar to an old stile vacuum advance system) One solenoid valve controls the VNT , the other two both control EGR valves. (on earlier HDI engines without VNT there were two solenoids, one controlling the EGR valve and the other a waste gate valve) The solenoid valves are operated electrically with a Pulse Width Modulated signal from the engine management.

The VNT solenoid on my car is mounted on the front of the engine in the air flow just behind the radiator, which is a bad idea. You can identify the valve by following the pipe to the turbo. To cut a long story short this valve became jammed with dust and seized, resulting in no vacuum signal reaching the VNT servo. The management system did not detect a fault! When I disconnected the electrical connector I got an ?Anti pollution fault? and limp home rev limiter. The fault disappeared as soon as I re connected. However the fault came back the next day! Close inspection showed that the connector was pushed off the solenoid by the compressed gland and weak lock, so double check this.

To cure the fault I removed the solenoid from the car, opened it up and cleaned it with WD40. Reassembled it and BINGO full power and full boost again:-)

The solenoid valve is not designed to be serviced and is closed with a swaged metal collar. I found it quite easy to pry the collar back and open the valve. Be very careful to catch everything that comes out and draw the order and orientation of components. Reassembly is easy and the collar can be closed again with pliers.

I found the valve to be full of very fine silt and dust even though there was a sponge air filter fitted to it. It seems that every time the valve is cycled air and dust are drawn into the valve. Considering the amount of dust I believe there must have been some intermittent operation before it jammed completely. I would recommend that this valve is cleaned by anyone who suspects any level of degraded performance, as its hard to imagine this fault not occurring!
My other car is a C5 with the same engine. This car has the equivalent valve tucked up under the windscreen behind a cover, much better idea.

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