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Greetings, everyone.

The 2006 W203 220 CDI vehicle has a deficiency in boost pressure while operation at higher gears and speeds. After doing extensive troubleshooting, I have arrived at the conclusion that the actuator may be the root cause of the issue. I am optimistic that someone within this community has the expertise to provide assistance in resolving this matter.

The mileage of the vehicle is 114,000.

The codes P2359 and P0299 are diagnostic trouble codes (DTCs) often seen in automotive systems.

I have conducted a thorough examination of all hoses and subsequently changed one intercooler hose owing to the presence of oil residue leaking out through the o-ring seal. This replacement was deemed necessary, although with a degree of uncertainty, but was still a prudent course of action.

- substituted the term "MAP" The item in question was obtained as a gift from an acquaintance without any cost.

The EGR system was subjected to a cleaning procedure, and upon inspection, it was determined that the level of contamination was not significant.

I used aluminium speed tape to affix the actuator arm to the turbo in order to ascertain the arm's mobility. However, the tape exhibited no signs of tearing or any discernible alteration, leading me to strongly think that the actuator is not in motion. This phenomenon may be attributed to the continuous activation of turbocharger in low gears, whereas the occurrence of limp mode is seen specifically during highway driving.

The actuator was removed and upon inspection, no apparent indications of damaged wires or similar issues were seen. I am required to transport it to my workplace in order to do testing using a multimeter.

The primary aspect I am considering investigating is the input port motor, and maybe implementing the resistor across it. However, I am uncertain of the specific location of this component inside this particular model.
Is anybody aware of the location, please?

If the turbo actuator does not resolve the issue, is it probable that the turbo itself is the cause?

The turbo intake blades exhibit no observable signs of wobbling, and the intercooler pipes only contain traces of oil residue. Despite many inspections and cleaning, no accumulation has been seen. Furthermore, the turbo vanes may be manually manipulated without any apparent restrictions, particularly with the actuator removed.

Lastly, is it possible to operate a vehicle without the actuator being installed? After reassembling the components, I have seen the auditory indication of a relay clicking, which I hypothesize may be attributed to the actuator being disconnected or uninstalled.

I express my gratitude for the assistance provided.

I am now experiencing a comparable concern subsequent to the vehicle's operation for a few minutes.

Initially, I own a 2005 C220cdi equipped with a 5-speed automatic transmission.

Upon first implementation, the program operates smoothly and functions as anticipated. Upon the elapse of about 30 to 60 seconds, a discernible decrease in power becomes evident. The revolutions per minute (rpm) reach their maximum threshold at 3000, and the automatic downshifting mechanism fails to engage autonomously. Furthermore, it becomes apparent that the turbocharger is no longer in operation.

Upon bringing the vehicle to a halt, the subsequent action of deactivating and reactivating the car's ignition system initiates a complete reset of its functions. However, this reset is only temporary, as the issue resurfaces after a timeframe of around 30 to 60 seconds. There are no observable electromagnetic emissions or audible air leaks detected inside the engine compartment.

According to my research, it has been suggested that the boost pressure sensor or mass air flow (MAF) sensor may be responsible for the issue. Has anybody else had a comparable issue and would be able to provide guidance or assistance?

Based on the information provided, it is plausible to infer that the problem at hand might potentially be attributed to either a sensor malfunction or a leakage problem. The vehicle only entered a state of reduced performance known as "limp mode" just when active driving, rather than during the first 30-60 seconds of idling.
If one were to consider a diagnostic approach, it would be advisable to use an OBD reader, preferably a Bluetooth-enabled device readily available on online retail platforms such as Amazon. Please conduct a diagnostic scan to identify any problem codes and proceed to examine the readings of the Mass Air Flow (MAF) sensor and boost sensor for further analysis and troubleshooting.

The vehicle is equipped with a mass air flow (MAF) sensor and a manifold absolute pressure (MAP) sensor, both of which can be readily accessed and replaced with relative ease.

Additionally, are you able to perceive any auditory indications of pipes that may be experiencing leakage? The pipes located in the lower section of the engine compartment are prone to experiencing wear and damage, particularly in the absence of the plastic splash protection. Nevertheless, it is important to examine each of them thoroughly.

What is the mileage of the car? It is improbable that the turbocharger itself is the cause. One may choose to detach the intake pipe leading to the turbocharger in order to assess the quantity of oil present therein (anticipating a modest amount). Additionally, one may proceed to manipulate the impeller fan, evaluating its smoothness and detecting any indications of wear.

Please inform me of your progress and I wish you the best of luck.

Additionally, I have a similar discussion on another online platform that provides a comprehensive account of the steps I took to resolve my issue. Ultimately, the electrical actuator was determined to be the cause.

I had a similar problem, whereby the malfunction was attributed to the actuator and the intake charge pipe.

The turbo was subjected to refurbishment, including the installation of a new actuator, at a cost of 200 euros. Subsequently, the situation returned to its original state.

However, I have spent a considerable amount of money on various items in my pursuit of identifying the problem. These include cleaning the catalytic converters, the mass airflow sensor, the boost sensor, and the intake manifold. This was done due to conflicting readings of high and low boost pressure detected by the STAR diagnostic tool.

It is recommended to conduct a preliminary smoke test in order to assess the presence of any potential pipe leaks.

This information is expected to provide assistance.

The subject of discussion is to the issue of a Mercedes-Benz W209 220cdi vehicle experiencing a condition often referred to as "limp mode."

We express our gratitude for the valuable advise provided, which is really appreciated.

To provide more clarification on my first statement, it is during the act of driving rather than during idle periods that the aforementioned difficulties arise. I will inspect the hoses, particularly the lower intercooler hoses, while ensuring that the undertray is properly installed.

If no other suspect can be identified, would you consider it advisable to proceed with the replacement of the actuator? I want to avoid delving into a complex array of problems for a vehicle that now has a value of just a few thousand dollars.

There is a recent development to report:

An auditory disturbance has been observed when activating the ignition, originating from the vicinity of the turbocharger. Do you have any conjectures or hypotheses on its potential identity?
https://www.youtube.com/watch?v=YO7OT5df11w

I found myself immersed in an intricate situation due to my impulsive actions, as I hastily delved into a subject matter without doing thorough investigation or analysis, resulting in subsequent modifications made without enough scholarly inquiry. Furthermore, as previously indicated, the STAR diagnostic presented a paradoxical situation characterized by conflicting boost readings occurring simultaneously.

The turbo actuator was identified by my technician as the last component to investigate, prompting us to send the whole turbo system for servicing or refurbishment. The identified problem was actually related to the actuator motor, namely the absence of teeth. Additionally, it was seen that the intake charger pipe was fractured at the point of connection to the turbo inlet.

I would recommend doing a preliminary smoke test to assess the presence of any boost leaks. Simultaneously, it would be prudent to inspect the intercooler pipes and related components. This evidence may potentially reveal the perpetrator.

The auditory disturbances present in the video you shared are, in all honesty, beyond my capacity to provide guidance on. However, it is my hope that another member of this community may be able to provide insights and clarification on this matter.

Has the problem been resolved? May we request an update, please?

Unfortunately, there is currently no available update. I have scheduled an appointment for the vehicle to undergo a smoke test on the next Friday. I will inform you of the results whenever they become available.