What causes the actuator on a Cummins turbo to fail?

What causes the actuator on a Cummins turbo to fail?

However, outright actuator failure is more common on the 6.7L Cummins (shown above). Symptom: Excessive smoke, high EGT, loss of power at low rpm, turbo or boost-related CEL (example: P2262 code on ’07.5+ Rams) Fix: Cleaning or replacement of actuator (if possible) or replacement turbo

Can a vacuum actuation fail a turbocharger?

While vacuum actuation is one method of variable geometry functionality, all turbochargers used in the pickup segment are electronically controlled, mechanically actuated units. This also means that both the electrical side and the mechanical side can fail.

How much does it cost to replace Cummins turbo actuator?

We’re told Cummins no longer offers the actuator for individual sale, which means you’re stuck with replacing the entire turbo if the failure-prone actuator checks out. A brand new turbo can cost you upward of $2,500, although remanufactured versions exist.

How does a variable geometry turbocharger ( VGT ) work?

With the ability to vary the flow of exhaust gasses across the turbine wheel, variable geometry turbochargers (VGT’s) get us as close as possible to having the best of both worlds. At low rpm, restriction in the exhaust side (i.e. drive side) of the turbo is increased, effectively making the VGT act like a much smaller turbo.

However, outright actuator failure is more common on the 6.7L Cummins (shown above). Symptom: Excessive smoke, high EGT, loss of power at low rpm, turbo or boost-related CEL (example: P2262 code on ’07.5+ Rams) Fix: Cleaning or replacement of actuator (if possible) or replacement turbo

We’re told Cummins no longer offers the actuator for individual sale, which means you’re stuck with replacing the entire turbo if the failure-prone actuator checks out. A brand new turbo can cost you upward of $2,500, although remanufactured versions exist.

While vacuum actuation is one method of variable geometry functionality, all turbochargers used in the pickup segment are electronically controlled, mechanically actuated units. This also means that both the electrical side and the mechanical side can fail.

With the ability to vary the flow of exhaust gasses across the turbine wheel, variable geometry turbochargers (VGT’s) get us as close as possible to having the best of both worlds. At low rpm, restriction in the exhaust side (i.e. drive side) of the turbo is increased, effectively making the VGT act like a much smaller turbo.