SERVICE BULLETIN

NUMBER: SB-214-017
DATE: 12/11/03
MODEL: E-Tech™
(Not applicable to Mack Trucks Australia)
(Supersedes bulletin SB-214-017 dated 3/14/03)

WASTEGATE TURBOCHARGERS — DESCRIPTION, OPERATION

AND TROUBLESHOOTING
A production phase-in period for the E-Tech™ E7-460 CCRS engine began in October 2001
(beginning with engine serial No. 1R1639). A wastegate turbocharger is used on E-Tech™
E7-460 CCRS engines, whereas a standard turbocharger is used on E-Tech™ E7-460 pre-
CCRS engines.
Wastegate turbochargers allow the use of a smaller turbine housing for better performance
and improved emissions at high altitudes. “Over-boosting” is prevented by the wastegate.
The wastegate, which is controlled by boost pressure supplied from the inlet manifold,
prevents over-boosting by opening a small port inside the turbine housing to allow a portion
of the exhaust flow to bypass the turbine wheel as maximum boost pressure is reached.
1

Figure 1 — Wastegate Turbocharger

SB-214-017 — Page 1 of 17
SERVICE PUBLICATIONS, ALLENTOWN, PA 18105 ©MACK TRUCKS, INC. 2003
Diaphragm-Controlled Wastegate
The wastegate consists of a bypass valve located inside the turbine housing and a spring-
loaded actuator that opens and closes the valve in response to boost pressure supplied
from the inlet manifold. An air line is connected between the wastegate actuator and the
inlet manifold.
When boost pressure is below maximum, spring tension holds the bypass valve closed. As
the engine accelerates and increases in load, the turbine wheel spins faster due to the
increased flow of engine exhaust, thus increasing boost pressure. Boost pressure enters the
inlet port of the wastegate actuator and pushes against the spring-loaded diaphragm.
2

Figure 2 — Exhaust Flow with Bypass Valve Closed

SB-214-017 — Page 2 of 17
As boost pressure increases, spring tension that holds the bypass valve closed is overcome,
and the actuator rod then opens the bypass valve. Once the valve opens, a small volume of
exhaust flows through the open port in the turbine housing, bypassing the turbine wheel.
With a lesser volume of exhaust driving the turbine wheel, wheel speed and boost pressure
stabilize at the intended full load operating level.
3

Figure 3 — Exhaust Flow with Bypass Valve Opened

E-Tech™ E7-460 CCRS Engines Beginning with V-MAC® III Step 8 Software
On E-Tech™ E7-460 engines, beginning with V-MAC® III step 8 software, a barometric
pressure sensor and a boost pressure sensor were incorporated into the system.
앫 Barometric Pressure Sensor — The barometric pressure sensor, which is located in
the engine electronic control unit (EECU), continuously monitors ambient barometric
pressure and transmits the information to the EECU.
앫 Boost Pressure Sensor — The boost pressure sensor, which is located in the inlet
manifold, continuously monitors inlet manifold pressure and transmits this information
to the EECU. The EECU uses the data supplied by both the boost pressure sensor and
the barometric pressure sensor for fault activation and diagnostics.

SB-214-017 — Page 3 of 17
Wastegate Diagnostics and Fault Activation
If either a high or low boost condition is measured when compared to a target boost value,
then the electronic malfunction light will illuminate, accompanied by a reduction in power
(approximately 73% of maximum). Power will be restored and the electronic malfunction
light will turn off when boost pressure again matches the target boost value. As an example,
a wastegate malfunction would most likely be encountered during a hard pull if the bypass
valve does not open properly (fault occurs). The electronic malfunction light, however, will
turn off and power will be restored when no longer under a hard pull and the boost level is
then normal. In these cases, illumination of the electronic malfunction light and the reduction
in power will be intermittent.
Checking Wastegate Actuator Operation

REV Before proceeding with wastegate actuator diagnostics and

possible actuator replacement, tighten the turbine housing band
clamp to 96 lb-in (11N·m). If the clamp will not tighten properly,
replace the clamp and tighten to 96 lb-in (11 N·m)

Perform a general inspection of the wastegate actuator mounting bracket, mounting bolts
actuator canister, actuator rod and wastegate lever for any damage that could result in the
failure of the wastegate actuator to operate.
Checking for Wastegate Actuator Diaphragm Air Leakage
Use the following procedures to check the wastegate actuator diaphragm for air leakage:

The following is a quick test, requiring no special equipment or

measurements. This test should be the first item performed after
performing the general inspection as described above under the
heading “Checking Wastegate Actuator Operation.“

1. Disconnect the air line from the wastegate actuator canister.

SB-214-017 — Page 4 of 17
 2. Connect an air pressure regulator and a pressure gauge to the air fitting on the
actuator canister.
4

Figure 4 — Connecting Regulated Air Pressure to Wastegate Actuator

3. Repeatedly apply and remove 32–33 psi air pressure to the actuator canister and note
that the actuator rod moves freely, with approximately 0.050″ (1.27 mm) of travel.

Never apply more than 40 psi to the wastegate actuator canister.

Doing so will result in damage to the diaphragm.

4. Listen and feel for air leakage in the area of the actuator where the actuator rod enters
the canister.
If application of the specified pressure to the canister fails to move the actuator rod, the
usual cause is a leaking diaphragm. If it has been determined that the diaphragm is leaking,
the wastegate actuator must be replaced. Install the replacement actuator kit (part No.
7536-174307).

A properly adjusted and operational wastegate has only

approximately 0.050″ (1.27 mm) of travel.

Measuring Actuator Rod Travel

If the air pressure test determined that the actuator canister diaphragm is NOT leaking,
measure actuator rod as follows:

SB-214-017 — Page 5 of 17
 To accurately measure actuator rod travel, a dial test indicator
should be used. This type of dial indicator is positioned 90
degrees to the direction of travel of the component being
measured, whereas a standard dial indicator is positioned on the
same plane as the component movement. A standard dial
indicator can be easily used if the turbocharger has been
removed from the engine, but it is difficult to use for on-engine
measurement of actuator rod travel. Dial test indicators are
available from most industrial or machine tool suppliers.
5

Figure 5 — Dial Test Indicator

1. Install the magnetic base of a dial test indicator at an accessible location on the engine
block, and position the indicator probe against the end of the actuator rod.
6

Figure 6 — Measuring Actuator Rod Travel

2. Apply 32–33 psi to the actuator and note actuator rod travel as indicated by the dial
indicator. Shut off the pressure to the actuator canister.

SB-214-017 — Page 6 of 17
At 32-–33 psi, actuator rod travel should be 0.050″ (1.27 mm). If specified actuator rod travel
is not achieved, refer to the diagnostic chart to determine the root cause and the corrective
actions required.
Troubleshooting
The wastegate turbocharger is a mechanical system that operates on boost pressure
delivered from the inlet manifold. Because inlet manifold boost pressure is utilized, this
system is more accurate than systems where boost pressure from the turbocharger outlet is
utilized.

The 4-5 fault code will activate for either low or high boost
pressure. When troubleshooting a 4-5 fault code, first determine
if boost pressure is low or high, then proceed with the
appropriate section from the following diagnostic chart. The
typical cause of a 4-5 fault code is turbocharger wastegate
actuator diaphragm leakage resulting in high boost
pressure. When diagnosing a 4-5 fault code for high boost
pressure, first determine if the actuator diaphragm is leaking by
performing the test outlined under the heading “Checking for
Wastegate Actuator Diaphragm Air Leakage.” If diaphragm air
leakage is not the cause, proceed with the procedures outlined
in the following diagnostic chart. This chart covers mechanical
problems that may develop with the wastegate. For electronic
problems that may activate a 4-5 fault code, refer to service
bulletin SB-221-029.

SB-214-017 — Page 7 of 17
 Condition Possible Cause
REV Low Boost — Wastegate remains 1. Broken wastegate linkage or
open or partially open, resulting in wastegate mechanism.
poor throttle response/acceleration
with black smoke possible at low 2. Wastegate actuator mounting
engine speeds, high loads or bracket bent.
during transient operation. This
condition will illuminate the 3. Corrosion of the bypass valve
electronic malfunction light, reduce
crankarm pivot axle where it
engine power and log a 4-5 fault
code. passes through the turbine
housing, causing the bypass
valve to remain open (during
extended periods of storage,
the pivot axle should be well
oiled to prevent corrosion).
4. Wastegate crankarm stuck
open.
High Boost — Wastegate remains 1. Tampering with system by dis-
closed, resulting in boost pressure connecting and plugging
being too high at high speeds/high boost air line, or by discon-
loads, with the possibility of necting actuator rod from the
causing a blown cylinder head crankarm.
gasket or cylinder head gasket
leakage. This condition will 2 Leak in boost air line between
illuminate the electronic inlet manifold and wastegate
malfunction light, reduce engine actuator.
power and log a 4-5 fault code.
3. Leaking or failed actuator
diaphragm.
4. Corrosion of the bypass valve
crankarm pivot axle where it
passes through the turbine
housing, causing the bypass
valve to remain closed (during
extended periods of storage,
the pivot axle should be well
oiled to prevent corrosion).
5. Wastegate crankarm stuck
closed.
SB-214-017 — Page 8 of 17
Correction
1. Replace actuator with kit part No.
7536-174307.
2. Replace actuator mounting
bracket (included in actuator kit
part No. 7536-174307).
3. Follow the procedures outlined
under the heading “Freeing a
Corroded Crankarm Pivot Axle.”
4. Follow the procedures outlined
under the heading “Freeing a
Corroded Crankarm Pivot Axle.”
If the problem cannot be
resolved, replace wastegate tur-
bocharger.
1. Inspect for evidence of possible
tampering and correct as
required.
2. Check air line between inlet man-
ifold and wastegate actuator and
replace line as required.
3. Perform a general inspection of
the wastegate actuator compo-
nents. If no problem is evident,
perform the “Checking for Waste-
gate Actuator Diaphragm Air
Leakage” procedures outlined on
page 4. If air leakage is found,
replace actuator with kit part No.
7536-174307.
4. Follow the procedures under the
heading “Freeing a Corroded
Crankarm Pivot Axle.”
5. Follow the procedures under the
heading “Freeing a Corroded
Crankarm Pivot Axle.” If the prob-
lem cannot be resolved, replace
wastegate turbocharger.
 REV Effective March 2003, replacement actuator kit (part No. 7536-
173566) became available through the MACK Parts System.
Beginning 3/14/03, replacement of the complete turbocharger
because of a defective wastegate actuator assembly will not be
covered by warranty. Effective December 2003, actuator kit part
No. 7536-173566 was replaced by kit part No. 7536-174307.
The new actuator kit has an improved actuator.

If the vehicle will be parked for a long period of time, the bypass
valve crankarm pivot axle that passes through the turbine
housing may become corroded and cause the rod to seize.
During extended periods of storage, the pivot axle should be well
oiled to prevent corrosion.

Wastegate turbochargers have the wastegate actuator rod

adjusted to specifications when assembled by Borg-Warner
Turbocharger Systems. No further adjustment is necessary on
an existing turbocharger. When replacing an actuator, the
actuator rod end must be adjusted to provide proper rod travel at
a specific air pressure. These adjustment procedures are
outlined in this bulletin under the heading “Wastegate Actuator
Replacement.”
Tampering with the wastegate mechanism in any way with the
intent on defeating proper operation of the system will result in
fault activation, a reduction in engine power and erratic
performance.

Wastegate Actuator Replacement

If diagnostic procedures indicate that the wastegate actuator must be replaced due to a
leaking canister diaphragm or a bent actuator rod, an actuator replacement kit (part No.
7536-174307) is available through the MACK Parts System. Procedures for replacing the
wastegate actuator are as follows:

The wastegate actuator replacement instructions outlined in this

bulletin supersede any instructions supplied with the actuator
replacement kit.

SB-214-017 — Page 9 of 17
Actuator Removal
1. Disconnect the air line from the wastegate actuator canister.
2. Connect an air line, air pressure regulator and air pressure gauge to the air fitting on
the actuator canister.
7

Figure 7 — Connecting Regulated Air Pressure to Wastegate Actuator

3. Adjust the pressure regulator to apply 33 psi to the wastegate actuator.

4. Remove and discard the snap ring from the wastegate crankarm pin.
8

Figure 8 — Removing Snap Ring from the Wastegate Crankarm Pin

5. Remove the actuator rod from the crankarm pin.

SB-214-017 — Page 10 of 17
 If the actuator diaphragm is leaking badly enough that the rod
will not move forward when pressure is applied, the actuator can
be removed by removing the mounting bracket and actuator as
an assembly.

6. Reduce air pressure to 0 psi, then disconnect the air line, pressure gauge and regulator
from the canister air fitting.

Before removing the canister, note the orientation of the air

fitting. The canister must be reinstalled with the fitting in the
same position.
9

Figure 9 — Canister Air Fitting Orientation

7. Remove the nuts that secure the canister and heat shield to the mounting bracket, then
remove the canister and the heat shield.
8. Remove the two bolts that secure the bracket to the turbine housing. These mounting
bolts may be reused, but there are two bolts included in the actuator replacement kit
(part No. 7536-174307) should the existing mounting bolts be unusable. Install the new
mounting bracket (included in the kit) to the turbine housing. Do not tighten the
mounting bolts at this time. Merely thread the bolts into the mounting holes a couple of
turns.

SB-214-017 — Page 11 of 17
 Actuator Installation
REV 1. Screw the jam nut included in the kit all the way onto the threaded actuator shaft until
the nut reaches the unthreaded portion of the shaft, then install the actuator rod end.
As the starting point from which to begin the actuator adjustment process, the
measurement between the top of the rod end and the actuator canister should be
approximately 4″ (101.6 mm).
10

Figure 10 — Actuator Installation Dimension

2. With the air fitting on the canister oriented in the same position as the original canister,
place the heat shield on the new actuator assembly and install on the mounting
bracket. Use the new locknuts included in the kit, and tighten the nuts to 65 lb-in (7
N·m).
3. Connect the air line, regulator and pressure gauge to the air line fitting located on the
actuator canister.
4. Adjust the pressure regulator to apply 33 psi to move the actuator rod forward, then
place the rod end over the wastegate crankarm pin. Reduce the air pressure to 0 psi.

DO NOT pry the actuator rod in order to install the rod end over
the crankarm pin. Doing so can damage the actuator diaphragm.
The mounting bracket bolts should be very loose to allow
enough play in the actuator assembly so that the rod end can be
easily installed onto the crankarm pin.

5. Tighten the actuator mounting bracket bolts to 145 lb-in (16 N·m).
6. Determine the actuation calibration reading and adjust the actuator rod as outlined in
the following instructions.

SB-214-017 — Page 12 of 17
Determining Actuator Calibration Reading and Adjusting Actuator Rod Travel

A good quality air pressure gauge graduated in 1.0 psi

increments is acceptable for wastegate actuator calibration.
These instructions are based on observing a range of 32–33 psi,
and where a specification of 32.5 psi is given, the intention is
that the pressure gauge pointer is half-way between the 32 and
33 psi graduations.

1. Install the magnetic base of a dial test indicator at an accessible location on the engine
block and position the indicator probe against the end of the actuator rod. The travel of
the dial indicator probe must align with the travel of the rod or false measurement will
result.
11

Figure 11 — Dial Test Indicator Installation for Measuring Rod Travel

2. With the air line, regulator and air pressure gauge connected to the actuator canister,
slowly turn the pressure regulator knob to increase air pressure while observing the
dial indicator. Increase air pressure until actuator rod travel is 0.050″ (1.27 mm) as
indicated by the dial indicator. At 0.050″ (1.27 mm) of travel, note and record the
pressure reading indicated on the pressure gauge.

Never apply more than 40 psi to the wastegate actuator canister.

Doing so will result in damage to the diaphragm.

3. Slowly turn the pressure regulator knob to decrease air pressure to 0 psi. Repeat step
1 above and again note and record the pressure reading indicated on the pressure
gauge. Slowly turn the pressure regulator knob to decrease air pressure to 0 psi. The

SB-214-017 — Page 13 of 17
pressure reading obtained in this test is the Actuator Calibration Reading.
Depending upon the Actuator Calibration reading, adjust the actuator rod end as
follows:
앫 Actuator Calibration Reading of 32.5 psi —
a. Install the new snap ring included in the kit on the crankarm pin.
b. Tighten the jam nut against the rod end of the actuator.

When tightening the jam nut, use a small adjustable wrench on

the flat portion of the rod end to hold the rod end and prevent it
from turning.

앫 Actuator Calibration Reading above 33 psi —

a. Apply 32–33 psi to the canister to move the actuator rod forward, then
remove the rod end from the crankarm pin. Do not pry the actuator rod from
the crankarm pin. Doing so will damage the actuator diaphragm.
b. Decrease pressure to 0 psi.
c. Turn the rod end counterclockwise. The actuator calibration reading will
decrease approximately 0.2 psi for every 1/2 turn of the rod end.
d. Increase air pressure to move the actuator rod forward, then install the rod
end over the crankarm pin. Decrease pressure to 0 psi.
e. Slowly turn the pressure regulator knob to increase air pressure while
observing the dial indicator. Increase air pressure until actuator rod travel is
0.050″ (1.27 mm). At 0.050″ (1.27 mm) of travel, note and record the
pressure reading indicated on the air pressure gauge. Decrease air pressure
to 0 psi.
f. Repeat step “e” above, and again note and record the pressure reading
indicated on the pressure gauge. Slowly turn the pressure regulator knob to
decrease air pressure to 0 psi.
g. If the Actuator Calibration Reading is still above 33 psi, repeat steps “a”
through “f” above.
h. When an Actuator Calibration Reading of 32.5 ±0.5 psi is obtained, place the
rod end over the crankarm pin, then install the new snap ring included in the
kit. Tighten the jam nut against the rod end of the actuator.

When tightening the jam nut, use a small adjustable wrench on

the flat portion of the rod end to hold the rod end and prevent it
from turning.

SB-214-017 — Page 14 of 17
 앫 Actuator Calibration Reading Below 32 psi —
a. Apply 32–33 psi to the canister to move the actuator rod forward, then
remove the rod end from the crankarm pin. Do not pry the actuator rod from
the crankarm pin. Doing so will damage the actuator diaphragm.
b. Decrease pressure to 0 psi.
c. Turn the rod end clockwise. The actuator calibration reading will increase
approximately 0.2 psi for every 1/2 turn of the rod.
d. Increase air pressure to move the actuator rod forward, then install the rod
end over the crankarm pin. Decrease pressure to 0 psi.
e. Slowly turn the pressure regulator knob to increase air pressure while
observing the dial indicator. Increase air pressure until actuator rod travel is
0.050″ (1.27 mm). At 0.050″ (1.27 mm) of travel, note and record the
pressure reading indicated on the air pressure gauge. Decrease air pressure
to 0 psi.
f. Repeat step “e” above, and again note and record the pressure reading
indicated on the pressure gauge. Slowly turn the pressure regulator knob to
decrease air pressure to 0 psi.
REV g. If the Actuator Calibration Reading is still below 32 psi, repeat steps “a”
through “f” above.
h. When an Actuator Calibration Reading of 32.5 ± 0.5 psi is obtained, place the
rod end over the crankarm pin, then install the new snap ring included in the
kit. Tighten the jam nut against the rod end of the actuator.

When tightening the jam nut, use a small adjustable wrench on

the flat portion of the rod end to hold the rod end and prevent it
from turning.

4. After the actuator rod has been properly adjusted and the jam nut tightened, remove
the dial test indicator.
5. Disconnect the air line, pressure gauge and regulator from the canister air fitting.
6. Reconnect the air line from the inlet manifold to the fitting on the actuator canister.
Make sure the hose is not kinked and that the hose does not rub against any part of the
engine.

SB-214-017 — Page 15 of 17
Freeing a Corroded Crankarm Pivot Axle
1. Remove the snap ring that secures the actuator rod end to the crankarm pin.
2. Disconnect the air line from the actuator canister.
12

Figure 12 — Removing Actuator Rod Snap Ring

3. Remove the bolts that secure the wastegate actuator mounting bracket to the turbine
housing.
4. Carefully remove the actuator rod end from the crankarm pin. DO NOT attempt to pry
the rod from the crankarm pin without removing the actuator mounting bracket bolts.
Doing so will damage the actuator diaphragm.
5. Remove the cover plate from the bypass valve access port.
13

Figure 13 — Bypass Valve Access Port Cover Plate

SB-214-017 — Page 16 of 17
 6. Spray the pivot axle with penetrating oil (such as WD-40 or an equivalent product) from
the outside of the turbine housing, and also on the inside of the housing through the
bypass valve access port.
14

Figure 14 — Spray Penetrating Oil on Pivot Axle

7. Allow the penetrating oil to soak for a period of time.

8. After allowing the oil to soak for a sufficient period of time, begin moving the crankarm
back and forth while spraying the pivot axle with penetrating oil. Continue until free
movement of the pivot axle is obtained.
9. Install the actuator and mounting bracket onto the turbine housing, then loosely install
the mounting bolts. DO NOT tighten the mounting bolts at this time.
10. Connect an air line, pressure gauge and a regulated air supply to the air fitting on the
canister.
11. Slowly turn the regulator to apply pressure to the canister so that the actuator rod
begins to extend, then place the rod end over the crankarm pin.

DO NOT apply more than 40 psi to the canister. Damage to the

actuator diaphragm can occur.

12. Reduce air pressure to 0 psi.

13. Install the snap ring to secure the rod end to the crankarm pin.
14. Tighten the actuator mounting bracket bolts to 145 lb-in (16 N·m).
15. Remove the regulated air supply from the actuator canister, then reconnect the air line.
16. Install the cover plate on the bypass valve access port and tighten the bolts to 145 lb-in
(16 N·m).

SB-214-017 — Page 17 of 17