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Discussion Starter · #1 ·
Morning all.

Been having a few problems with my turbo the past few days. it keeps going into limp mode when i'm travelling at low speeds. It's done it about 5-10 times then last night it caused the engine management light to come on. It's not gone out now.

Now my initial thoughts are the fuel filter needs changing before I start to worry about the turbo being knackered. My car has done 72,000 miles and is a 12 plate. Has anyone else had problems with their turbo doing this and do I need to worry that it could be the turbo that is dead.

Thanks
 

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Limp mode is not necessarily the turbo.
What makes you think it's the turbo?

You really need to get fault codes read to see what the issue is.
 
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Discussion Starter · #3 ·
Limp mode is not necessarily the turbo.
What makes you think it's the turbo?

You really need to get fault codes read to see what the issue is.
My guess is the turbo is because i feel it go when accelerating and I have no power after. I had the turbo go on my last car which was a golf and you feel it go. I'll have to get it into the garage to fully see what the problem is as I don't have a fault code reader.
 

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Discussion Starter · #4 ·
Hi everyone
got myself a OBD code reader and it has thrown up this fault code P2563 which apparenty is the turbo boost control position sensor circuit range/performance.
Has anyone else had this issue before and any idea how much it may cost to fix?
Thanks
 

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Discussion Starter · #5 ·
Well just to keep you all up to date.

Took my car into Kia today and the turbo is knackered. A valve is sticking or something. Been advised it's a 拢2,500 pound job to fix if I want to. Car has only done 70,000 miles.

Slightly annoyed as i've only had the car 18 months and already spend close to 拢3,000 on it already.

Looks like i'm buying a new car.
 

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Discussion Starter · #7 ·
KIA dealer wants to replace the whole turbo for a sticking valve? Take it somewhere else.
I'm pretty sure thats what they said. I'll check what they have on the invoice to see exactly what it is and I may talk to some other garages and see what they say.
 

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Try a turbo specialist as it can be done for much less than your quote. I know that's what Turnup said but I wanted to state my case leaving no doubt... ?
 

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Morning all.

Been having a few problems with my turbo the past few days. it keeps going into limp mode when i'm travelling at low speeds. It's done it about 5-10 times then last night it caused the engine management light to come on. It's not gone out now.

Now my initial thoughts are the fuel filter needs changing before I start to worry about the turbo being knackered. My car has done 72,000 miles and is a 12 plate. Has anyone else had problems with their turbo doing this and do I need to worry that it could be the turbo that is dead.

Thanks
I have found this on other website
I hope this can help you
What are the common causes of code P2563?
Common causes of code P2563 could include the following-
  • Damaged, burnt, shorted, disconnected, or corroded wiring and or connectors
  • Defective turbocharger boost control position sensor
  • In rare cases, this code can be caused by restrictions in the inlet or exhaust system
  • Failed or failing PCM. Note that this is a rare event, and the fault must be sought elsewhere before any control module is replaced
What are the symptoms of code P2563?
Common symptoms of code P2563 could include the following-
  • Stored trouble code and possibly an illuminated warning light
  • Power loss that can vary from slight at certain engine speeds, to severe at all engine speeds
  • Fuel consumption may increase considerably
  • Engine may hesitate or stumble upon acceleration
  • In some cases, severe engine damage may result if the Turbo boost pressure cannot be controlled effectively
How do you troubleshoot code P2563?
NOTE #1: Non-professional mechanics should take note that the signal voltage from the TBCPS is also checked by the PCM when the ignition is switched on, but the engine is not running (KOEO). In practice, this means that since a stationary turbo charger cannot produce boost pressure, it is entirely possible that the code could have set as the result of excessively high exhaust back pressure caused by clogged mufflers and/or catalytic converters, or restrictions in the inlet tract during the previous drive cycle. These are relatively common causes of code P2563 on older vehicles, so have the exhaust system inspected first before replacing any major components if the diagnostic/repair steps below do not resolve the problem.
NOTE #2: A dedicated turbo boost pressure gauge may prove useful to verify actual boost pressure independently of the TBCPS.
Step 1
Record all fault codes present, as well as all available freeze frame data. This information could be of use should an intermittent fault be diagnosed later on.
Step 2
Refer to the manual to locate and identify the TBCPS, as well as its associated wiring. Also determine the color-coding, routing, and function of all related wiring all the way up to the PCM, since it may be necessary to test the reference voltage being delivered by the PCM.
Perform a thorough visual inspection of all related wiring and connectors. Look for damaged, burnt, shorted, disconnected, or corroded wiring and/or connectors. If the TBCPS is located on or near the turbo charger, pay particular attention to the condition of the connector and wiring leading from it, since the extremely high temperatures at this location often cause the insulation on wiring and connectors to fail.
Pull the connector apart, and inspect the pins/terminals for signs of heat damage or corrosion. Replace the connector and wiring (as opposed to attempting repairs) if there is any doubt about the condition or serviceability of any part of the connector or wiring. Clear all codes after repairs are complete, and operate the vehicle normally before rescanning the system to see if the code returns.
Step 3
If the code persists but the wiring is free of visible damage, prepare to test the actual boost pressure being developed.
Most manufacturers supply a dedicated testing point somewhere on the inlet tract; attach the boost pressure gauge securely to this point, and start the engine. The manual will provide details on the minimum and maximum allowable pressures, so follow the directions in the manual to obtain the most accurate test results.
If the boost pressure falls within the specified range, prepare to test the wiring and the TBCPS itself.
NOTE: If the turbo chargers鈥 actual boost pressure does not meet the minimum allowable pressure, check both the inlet tract and exhaust system for restrictions or blockages. Replace the air filter element if it is excessively dirty or clogged, and verify that the exhaust system allows the free extraction of exhaust gas before continuing the diagnostic procedure, or replacing any major components.
Step 4
If it is certain that both the inlet tract and exhaust system are free of restrictions, but the fault persists, prepare to perform reference voltage, resistance, ground integrity, and continuity tests on all associated wiring.
Start by testing the reference voltage. Note that on some applications, this voltage is equal to battery voltage, while on others, it will be 5 volts. Determine the correct voltage, and test between the sensor connector and the PCM connector. If this voltage does not check out, check again across all intervening connectors until the problem is found and repaired.
NOTE: If the reference voltage is too low, follow the directions in the manual to test the actual reference voltage being delivered by the PCM. However, take extreme care during this step to prevent accidental short circuits that can destroy the PCM and other control modules. Replace the PCM according to the instructions in the manual if the PCM delivers less than the specified reference voltage.
If the reference voltage checks out, perform resistance testing on the signal wire, but be sure to disconnect the TBCPS from the PCM to prevent damage to the controller during resistance and/or continuity tests. Compare all obtained readings with the values stated in the manual, and repair or replace wiring as required to ensure that all electrical values fall within the ranges specified by the manufacturer.
Clear all codes after repairs are complete, and operate the vehicle normally before rescanning the system to see if the code returns.
Step 5
If all wiring checks out but the fault persists, consult the manual on the correct procedure to follow to test the TBCPS itself. Pay particular attention to the sensors鈥 internal resistance, since this value is a reasonably good indicator of the sensors鈥 overall condition. If the sensors鈥 resistance does not conform to specified values, replace it with an OEM part to ensure proper operation and a reasonable service life.
NOTE: On many applications it is necessary to adapt the replacement sensor to the PCM, but for the most part, the relearning process is no more complicated than completing one or two complete drive cycles. Consult the manual to see if this required for the affected application, and be sure to follow the instructions exactly to ensure proper operation of the new sensor.
Clear all codes after repairs are complete, and operate the vehicle normally before rescanning the system to see if the code returns.
Step 6
In the unlikely event that the fault persists beyond Step 5, the wiser option would be to refer the vehicle to the dealer, or other competent repair shop for professional diagnosis and repair. Although code P2653 is seldom (if ever) caused by the turbo charger itself, it is not altogether impossible, but turbo charger diagnostics is a highly specialized field, and some types of problem only occur during certain conditions, which the average non-professional mechanic is generally unable to replicate.
Moreover, some turbo problems (such as unbalanced turbine/compressor wheels), can slow the unit down to the point where insufficient boost is produced. Problems such as this require specialized equipment both to diagnose and repair, so do NOT attempt any diagnostics on the turbo itself, lest you cause damage where there was none before.
 

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Hi All first post be gentle

Own a Sportage 2ltr GTline 2016 had it from new so just had its fifth service but only 30,000 miles. Fair to say not been far recently, service last week after 100 miles drop in power poor acceleration then Engine light on. My OBD2 reader said 鈥淧2563 turbocharger boost control position sensor A circuit range/performance鈥 Read the articles here as above so mixed thoughts but could not locate the sensor. Today went to my local Dealer explained code lack of performance and they did a forced regeneration on the DPF which cleared all faults, just thought this might be of interest as some of the posts hint at potential exhaust issues, NB Kia said the car could not enter Regen by itself as the fault code put it into some form of 鈥渓imp home鈥 mode therefore stopping it reaching the revs needed to start the regen process. Just for information, might be helpful.
 
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