Unknown tube in engine bay seems broken, but car runs fine and no CEL?

[ZPERO]

Hello everyone,

I'm new to this forum, and new to forums in general. I bought a used 2015 North American 500 Abarth a couple of years ago. When I did my first oil and oil filter change, which I did myself (with the help of YouTube ) I noticied that there seems to be a small tube that is broken. I will try to attach a picture of it. It's the small tube that is attached to the portion of the intake piping that has to be removed to change the oil filter that is hiding underneath. It is broken off. The car seems to be driving just fine and I don't have a CEL or anything. But I would still like to fix it. Does anyone know what it is / what it does?

Thank you and sorry if I am bad at using forums.


small_broken_tube.jpg

[Thunderbolt]

If it's the line with the smaller connector, that's the breather line from the boost solenoid. Can be left disconnected, but don't plug (block) it.

[ZPERO]

Hello,

Thanks for the reply.
I've bene told that I am actually missing two lines in this section of intake tube. Apparently there is a missing tube in the second hole (the one closer to the firewall) that is supposed to recirculate exhaust gas back into the intake for startup emissions and such.

What exactly does the breather line for the boost solenoid do?

[mattsnapz]

Hello everyone, &lt;br&gt;<br>
&lt;br&gt;<br>
I'm new to this forum, and new to forums in general. I bought a used 2015 North American 500 Abarth a couple of years ago. When I did my first oil and oil filter change, which I did myself (with the help of YouTube &lt;img src="images/smilies/tongue.png" border="0" alt="" title="Stick Out Tongue" smilieid="5" class="inlineimg"&gt I noticied that there seems to be a small tube that is broken. I will try to attach a picture of it. It's the small tube that is attached to the portion of the intake piping that has to be removed to change the oil filter that is hiding underneath. It is broken off. The car seems to be driving just fine and I don't have a CEL or anything. But I would still like to fix it. Does anyone know what it is / what it does? &lt;br&gt;<br>
&lt;br&gt;<br>
Thank you and sorry if I am bad at using forums. &lt;br&gt;<br>
&lt;br&gt;<br>
&lt;br&gt;<br>
&lt;img src="http://www.fiat500usaforum.com/attachment.php?attachmentid=41549&amp;amp;stc=1" attachmentid="41549" alt="" id="vbattach_41549" class="previewthumb"&gt;

&lt;br&gt;<br>
&lt;br&gt;<br>
Your coolant looks very low fyi!

[Fiat500USA]

Welcome to the forum. We have a lot of posts on the boost or wastegate solenoid, Here's a post I dug up for you that explains what the wastegate solenoid does:

I think I saw that your boost readings are higher now with the new turbo. So how high is the gauge showing now? You have no check engine lights, right? Did someone confirm your gauge readings with an actual boost gauge?

Here's some info on how the system works for those following:

P0299-00-TURBOCHARGER UNDERBOOST CONDITION

Theory of Operation
The base Turbocharger boost pressure is managed by the mechanical Wastegate. The Wastegate is a spring loaded mechanical valve that is normally open, allowing the exhaust gases to bypass the turbine inside the Turbocharger. When the Powertrain Control Module (PCM) decides to allow boost, it energizes the Wastegate Solenoid, allowing Boost pressure to be applied to a diaphragm that works against the spring pressure of the Wastegate. The boost pressure is supplied to the Wastegate Solenoid through a hose connected to the compressor side of the Turbocharger. The Boost pressure is low at lower engine speeds and increases as engine speed increases. The increase in Boost pressure with engine speed controls the rate that the Wastegate opens. As the Boost pressure increases and closes the Wastegate, it allows more of the exhaust gases to be directed through the turbine, increasing the turbine speed and amount of boost by the Turbocharger.

The PCM controls the Wastegate Solenoid through a Low Side Driver (LSD) circuit. The Wastegate Solenoid is located between the Turbocharger compressor and mechanical Wastegate. When energized by the PCM, the Wastegate Solenoid allows Boost pressure from the Turbocharger compressor to act on the diaphragm connected to the Wastegate.

Typical Low Side Driver Operation and Fault Detection: This type of driver circuit is generally used for relay control, solenoid control or a similar type of driver device. The PCM provides a ground to operate the device when switched on. The ground could be constant or Pulse Width Modulated (PWM). The PCM also provides fault detection for the device, wiring and internal driver. Fault detection can be done by monitoring voltage on the circuit, current draw, or a combination of both. For diagnostic purposes the PCM uses an internal pull down diagnostic resistor connected in series and a voltage reference (V-Ref) comparator for fault detection:




Circuit Open and Circuit Low Detection:
The PCM monitors for an open circuit and short to ground when the driver is switched off. When switched off, the available voltage passes through the device and the internal pull down resistor connected in series. The voltage at the comparator circuit should be close to Battery voltage since the majority of the voltage drop occurs through the diagnostic resistor. If the available voltage is less than the V-Ref, a fault is set. In this scenario the V-Ref would be slightly below Battery voltage. An alternative method of fault detection for an open or short to ground that is used is to monitor current draw when the internal driver is switched on. If the module does not detect any current draw it determines that the component or circuitry is open. Excessive current draw detected would indicate a short to ground.
Circuit High Detection: The PCM monitors for a short to voltage when the driver is switched on. When the driver is switched on providing a path to ground through the transistor, the available voltage should be pulled low, near zero volts since the comparator circuit is monitoring the ground side of the device. If the voltage is greater than V-Ref, a fault is detected. In this scenario V-Ref would be slightly above zero volts.


NOTE: A load that has a resistance that is below manufacturer specification, or a second load device shorted to the low side driver circuit can cause excessive current draw on the internal driver. The driver will be switched off to protect against overheating and damaging the driver. In this instance the Circuit High fault may be detected because the available voltage on the comparator circuit is above V-Ref.

When Monitored and Set Conditions
When Monitored:
This diagnostic runs continuously when the following conditions are met:

With the engine running.
DTCs P0033, P0034, P0035, P0237, P0238, P0299, P006C, P006D, P012B, P1185, P2261, P2262 are not present..

Set Conditions:
The PCM detects that the difference between the Boost Pressure Sensor desired value minus the actual reading is above a calibrated value for the driving conditions.

Default Actions:
The MIL will illuminate.

Possible Causes
RESTRICTED AIR FILTER
BOOST SYSTEM PRESSURE HOSES RESTRICTED OR LEAKING
SMALL INTAKE SYSTEM LEAK OR RESTRICTION
EXHAUST SYSTEM RESTRICTION
WASTEGATE SOLENOID
WASTEGATE VALVE STICKING
TURBOCHARGER (DRAGGING TURBINE)

Here is how I quickly found that post. I typed this into Google: boost solenoid site:fiat500usaforum.com


To search for anything here on Google, just add "site:fiat500usaforum.com" to your search keywords.

Of course, you can also use the search feature on the forum. Also, we have tags on the bottom of the thread that have related threads you can read. Enjoy!

Tips on searching the forum: http://www.fiat500usaforum.com/showt...l=1#post872924

[ZPERO]

Thank you for your help.
After doing some further reasearch, I think I have found the parts I am missing.
I believe I need parts #1 and #3 from this schematic.
https://parts.moparonlineparts.com/v...ission-harness

Also, thanks for letting me know my coolant is low. I'm surprised because I filled it up last winter with a coolant more resistant to sub-freezing temperatures, since I previously had coolant not made for cold temperature (I lived in Florida before) and had to replace it. I'll take a look at the levels later.

[Hermiabarth]

Also, thanks for letting me know my coolant is low. I'm surprised because I filled it up last winter with a coolant more resistant to sub-freezing temperatures, since I previously had coolant not made for cold temperature (I lived in Florida before) and had to replace it. I'll take a look at the levels later.

You should use the specified MOPAR OAT coolant. Using the wrong flavor of antifreeze can cause serious problems. There is lots of information about coolant specs on this forum.

[ZPERO]

Okay everyone.

I removed my airbox and took a look behind it to compare it against the stock vaccuum harness, which I was trying to make out in this video right here, at 4:57:
https://youtu.be/g1Gax8idu6A?t=297

And honestly, I'm pretty confused because I can't see any of the parts the guy in the video interacts with inside my engine bay.
I took a video of my engine bay without the airbox right here, uploaded to my google drive. It may not be playable for a few hours while the video is processing, just give it some time:
https://drive.google.com/file/d/1bcZ...ew?usp=sharing

As for the coolant, thanks for informing me, I have ordered the correct coolant, as well as a new ait filter (I'm not even gonna show you what the previous owner's air filter looked like, it's embarassing that I drove 4,000 miles with that air filter without checking it myself... Shouldn't have put that much trust in the previous owner... )