I have a 2013 Vogue .
Can anyone tell my why/how the 2013 differs from models listed as 2014 0nwards.

My Vin is SALGA2JE1DA******....What engine does this refer to?

I have two air boxes both with MAFS, using a Icar code reader, bank 1 sensor appears to be working but bank 2 is flat lining.

first tried swapping MAFS over, then tried two new MAFS no change


So are the two intakes designed to work simultaneously or bank 1 up XX revs then bank 2 kicks in.

any pointers on why bank 2 flat lines (all the time) , also on tick over removal of bank1 MAFS you can feel hear vacuum but nothing when bank2 removed.

Car runs drives very well, but displays limp mode after hard throttle foot down/release.

Thanks in anticipation

yelnats69

Can’t help with your problem but I’d advise against publishing your VIN number in public.

PS welcome to the forum  Got - 2017 SDV8 Autobiography in Loire Blue
Had- 2008 TDV8 Vogue SE in Java black
Had - 2007 S/C in Stornoway Grey

Each side feeds a different turbo, with the larger one coming in at higher revs. So you will see differing MaF readings.

You’ll likely find one filter dirtier than the other as a result. V8 or else ...

You've got an outstanding recall for the crank position sensor - get that dealt with first.

Fitted new air filters

Ok thanks, but with the secondary turbo (that appears to kick in ok) what controls the kick in?

it would appear that when you floor it the second MAFS reads on the GAP tool while under power but as soon as you let off the power the limp mode dash warning light comes on. Almost as if something is stuck open.

Any ideas

I believe the second turbo kicks in at approx 2500rpm.

Mike

That sounds about right, but what/how controls the kick in, I am thinking it might be a sticking solenoid or valve?? when returning from turbo B to turbo A

Vacuum activated shut off valve on the back of the turbo

While the secondary turbo is not in use, the exhaust gas bypasses the turbo, through the crossover pipe and into the primary turbo (hence why there is no MAF reading from the secondary MAF)

When the secondary turbo is needed, the valve opens, exhaust gas then flows through the turbo and spins it up

There is then another valve at the front of the engine which activates, and shuts off the air path from the primary turbo, and opens the path for the secondary

The actual workings of the system are more in depth than that, but its an easy explanation of the sequential turbo setup