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Discussion Starter #1
Took the truck into the dealer I purchased the truck from with a laundry list of issues to fix. Replaced the steering box cause it was leaking, replaced both front hub assemblies, which I was surprised about do to the fact the truck is on 37s' but would absolutely not even attempt to diagnose the trouble codes the truck went in with because the CAT was missing.

P0046 T/S Charger Boost Ctrl Solenoid Circ Range/Perf

P2563 Turbocharger Boost Ctrl Pos Sensor Circ Range/Perf

They are claiming that the converter is the most importent part of the exhaust assembly and the LLY must have it installed to function properly. I have done my research with this truck thanks to the DP and I disagree. I guess my question is, could a failure with the finger stick, blocker plate or any of these installed modifications be causing this problem. I need some more ammo to fire at them before I go get the truck, put the cat back on and go through it all again. ANY input would be very appreciated.

Thanks!
 

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hope this helps
P0045 P0046 P2563: Turbo Vane Position Codes
The most likely causes for turbo vane position codes are debris in the solenoid control valve, inoperative solenoid control valve, sticking turbo vanes, or an operative turbo vane position sensor.

it looks like you have a vane problem, either electrical or mechanical. most likely needs a relearn, or a sensor. not at all related to the cat, or the egr.
 

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04.5 lly issues

I have nearly the same truck as yours, except a 6" lift on 35's, been running straight piped since about 1500 miles new. Doesn't throw any codes, also have edge with attitude. I have boost stick, but don't have blocker plate installed yet. Planning on doing that this weekend. Truck now has 30k on it. It runs great. hope that helps.
 

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I have to agree with stacks04,
The codes you are getting have nothing to do with the EGR valve, air flow, or a less / more restrictive exhaust system. Both DTCs are setting are setting because the ECM commanded position of the turbocharger vanes and the actual position of the turbocharger vanes do not match. The most likely problems are:
  • sticking turbocharger vanes,
  • skewed or sticking vane solenoid,
  • skewed or sticking vane position sensor.
As far as your finger stick/ blocker plate I don’t know too much about them, but I’ll say probably not. If you suspect that these mods are the problem, remove them and see if your codes come back.
Good luck :cool:
 

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Discussion Starter #5 (Edited)
I need Help guys,

Got the truck back from the dealer today after they said they addressed the P0045 P0046 and P2563. Had the Edge unplugged from before I took in the truck. Get on the freeway and it seemed ok,but very low on power, truck had been in there for a MONTH, so i was relearning how to drive it. I have an Actron scanner and when I plugged it in, I be danged if there wasn't the P0045, P0046 codes popped right back up. I was so Fried Since I have been going round and round for weeks on other non motor related issues(steering box ) and these codes, having them tell me it was cause of the CAT that the codes were there and now the truck has NO POWER, The most boost I can get out of it at full pedal is around 10-12 lbs. Is this lack of power coming from the Vanes in the turbo being set or stuck on a low boost position? Could it be something else? I really need some help on this one, thank you all
 

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Discussion Starter #7
I didnt have the CAT on before i took it in, put the cat on last night, drove it and no change in problem. It looks like the dealer replaced the sensor on top of the turbo, the one with the white wire leading into it from the driver side block. I believe that was to addresss the P2563 code that is Turbocharger Boost Ctrl Pos Sensor Circ Range/Perf. Could this problem be edge related? I only hooked it back up so I could watch the boost on my Attitude but have not put any power to it yet. Do you think the P0045.46 codes would cause such a power loss if the vanes or turbo wasnt in the correct position? Thanks guys!!
 

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yes they would cause a lot of power loss. i will check and see if i can find info about the turbo to explain it better.
 

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hope this helps

Turbocharger System Description

<A href="http://service.gm.com/servlets/BlobShtml?ShtmlFile=1394251&evc=sm&pubid=437&cellId=133229&mspsdsubkey=3243#oth1-1394244">Variable Vane Turbocharger Overview




(1)Turbocharger Vane Position Sensor(2)Turbocharger Vane Position Control Solenoid Valve(3)Turbocharger Vane Position Unison Ring(4)Turbine Wheel(5)Turbocharger Vanes(6)Hydraulic Piston(7)Cam
The turbocharger increases engine power by pumping compressed air into the combustion chambers, allowing a greater quantity of fuel to combust at the optimal air/fuel ratio. In a conventional turbo, the turbine (4) spins as exhaust gas flows out of the engine and over the turbine blades. This spins the compressor wheel at the other end of the turbine shaft, pumping more air into the intake system.
The turbocharger for this system has vane position control by the engine control module (ECM). The vanes (5) can be opened and closed to vary the amount of boost pressure. Thus, the boost pressure can be controlled independent of engine speed. There are 9 controllable vanes in this turbocharger. The vanes mount to a unison ring (3) that can be rotated to change the vane angle. When the engine is not under load, the vanes are open to minimize boost and exhaust back pressure. To increase boost when the engine load requires it, the vanes are commanded closed. The ECM will vary the boost dependent upon the load requirements of the engine.
The turbocharger vanes are normally open when the engine is not under load. However, the ECM will often close the turbocharger vanes to create back pressure to drive exhaust gas through the exhaust gas recirculation (EGR) valve as required. At extreme cold temperatures, the ECM may close the vanes at low load conditions in order to accelerate engine coolant heating. The ECM may also close the turbocharger vanes under exhaust braking conditions.
The turbocharger control system utilizes the following components:
<A href="http://service.gm.com/servlets/BlobShtml?ShtmlFile=1394251&evc=sm&pubid=437&cellId=133229&mspsdsubkey=3243#ss1-1394251">Turbocharger Vane Position Control Solenoid Valve

The vane position control solenoid valve (2) works in conjunction with oil pressure to control the turbocharger vanes. The solenoid valve uses 2 circuits; a control circuit and a low reference circuit. The engine control module (ECM) uses a pulse width modulation on the HI control circuit to control the solenoid valve. The ECM will control the solenoid valve to allow the engine oil pressure (EOP) to move a piston (6). This piston rotates the unison ring, thus controlling the engine boost dependant upon engine load.
<A href="http://service.gm.com/servlets/BlobShtml?ShtmlFile=1394251&evc=sm&pubid=437&cellId=133229&mspsdsubkey=3243#ss2-1394251">Turbocharger Vane Position Sensor

The vane position sensor (1) uses 3 circuits: a 5-volt reference circuit, a low reference circuit, and a signal circuit. The engine control module (ECM) provides the sensor with 5 volts on the 5-volt reference circuit and a ground on the low reference circuit. Movement of the sensor from the open vane position to the closed vane position provides the ECM with a signal voltage through the position sensor signal circuit that ranges from 1 volt with the turbocharger vanes open to 3.5 volts with the turbocharger vanes completely closed.
<A href="http://service.gm.com/servlets/BlobShtml?ShtmlFile=1394251&evc=sm&pubid=437&cellId=133229&mspsdsubkey=3243#ss3-1394251">Engine Control Module (ECM)

The engine control module (ECM) controls all turbocharger control functions. The ECM monitors information from various sensor inputs that include the following:
• The accelerator pedal position (APP) sensor
• The engine coolant temperature (ECT) sensor
• The mass airflow (MAF) sensor
• The intake air temperature (IAT) sensor
• The vehicle speed sensor (VSS)
• The transmission gear position or range information sensors
• The boost pressure sensor​
 

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Discussion Starter #10
wow, that is a great response. I thank you very much. I am printing this out, and taking the truck in tomorrow to a different dealer and try to get them to diagnose and repair the problem. The power loss is VERY SIGNIFICANT with these problems. Im sure glad im not stuck somewhere at the bottom of a hill with a load on.
 

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Discussion Starter #12
No luck with the new dealer, took it back to the old one, new one said my over sized tires caused the turbo issue, so I quickly got it out of their hands before they started causing me trouble. Old dealer told me today they think the P0046 code was coming from a loosely connected main harness where the edge was taken out and put back to stock. I'm not buying it yet, I have them keeping the truck and driving it for a few days to see if it cures the problem, but When I had the truck home I carefully inspected the harness for bent pins, or a loose connection and that was no success. I will keep informed on the problem.
 
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