No power, no error codes on my 2015 Nissan 1.5 dCi Euro 6.

[leo.watsonyw]

Would someone kindly assist me in identifying this problem?

Euro 6 vehicle: 2016 Nissan Pulsar 1.5 dCi with a K9K engine producing 110 hp.
Signs: Total cutoff of electricity. At 3,000 RPM, the engine hardly revs when in neutral. On flat roads, the vehicle has trouble reaching 1,500 to 2,000 RPM and has no acceleration whatsoever. It also has trouble going uphill.
At present, it starts up without a hitch and idles without a hitch. The memory does not include any malfunction codes (DTCs). An autonomous DPF regeneration was even accomplished with success.
Here is what I have done thus far:
Swept the EGR valve clean.
Checked all sensors, flaps, and shutters using diagnostics.
Swapped out the vacuum valve (solenoid valve) that controls turbo boost.
I have confirmed that the turbo actuator moves without issue.
I removed the pre-cat O2 sensor (upstream lambda) since I thought the exhaust was clogged, but that didn't fix the problem.
Removed debris from the metal tube that connected to the exhaust gas pressure gauge.
Inspecting the DPF differential pressure sensor pipes for signs of damage or leaks. Pressure differential at rest is 7 hPa.
The pressure in the fuel rails is in line with the goal (the difference between the two is acceptable).
Remarkable statistics and unusual occurrences identified:
As part of the intake test, I noticed that the engine only revs up to 1,200 RPM when I disconnect the hose from the intercooler to the throttle body. Like a naturally aspirated engine, shouldn't it rev normally?
At idle, the exhaust gas pressure is 1,600 mbar, and it peaks at 4,000 mbar when the engine is revved to 3,000 RPM.
Pressure at Boost: 950 mbar at 3,000 RPM, down from 940 mbar at idle.
Would it be wise to search elsewhere if the turbocharger were entirely dead? I would be very grateful for any guidance or suggestions you have for what to verify next.
Thank you!

[lucas_perryj]

It's in limp mode and won't rev above about 2,000 rpm. Since limp mode switches off the turbo, the lack of turbo is usually not an indication of a problem with the turbo. Instead of buying a cheap scanner from eBay, invest in a high-quality one.

fundamental evaluations

"- turn off engine"

Assuming the turbo intake side is free-spinning and the shaft isn't loose or play, you should inspect it for damage.

since there are a plethora of Renault, Nissan, and Mercedes variants that all utilize the K9K as a foundational framework

If you're having trouble with the turbo pressure sensor, which is located on the left side of the engine near the cam belt, try using a vacuum gun to remove any obstructions, or try sucking or blowing air through a pipe; if that doesn't work, try cleaning it with the inner cable of your bike brake. If the problem persists, try unplugging the sensor and running the engine to see if the pressure drops. When the pipe is cleared, it is not uncommon for the rubber sensor connector hose to split if it is obstructed. Be sure to inspect it thoroughly before refitting and restarting.

It is not uncommon for sensors to fail or become blocked; occasionally, they can be carefully cleaned. The dpf pressure sensor is located near the bulkhead at the rear of the engine, down and around from the egr, and there is very poor access to it. The metal pipes leading to the dpf can block, so it is necessary to test for blockages. The rubber pipes split, so they must be physically removed and checked.

starting the engine

At idle, the dpf pressure sensor reads 6 mbar, and when revved, it jumps to 30 mbar. I will report back with the results of my live data checks on my Megane K9K later today.
If the revs, turbine boost, and dpf pressure don't rise and fall in fairly close sync, or if one of them doesn't reach a high peak, it could indicate a problem, such as a partially blocked pipe or a failing sensor, which isn't always apparent in live data.

It's crucial to be able to view and comprehend real-time data outputs; unfortunately, your £25 scanner frequently falls short in this regard.

We have a k9K Nissan (Note e12) with ongoing eml lights from dpf, and I will provide some results of my K9K live data later on. On the other hand, we have a k9K Renault (mine) with a split dpf pipe (repaired).
Anyhow, I will release the findings of the Renault K9K live data sometime in the afternoon or evening. I am unable to do the Nissan because my mother-in-law is 280 miles away.

[lucas_perryj]

Make that the gas pressure in the exhaust is correct; if it isn't, then the problem may lie in the spring-loaded exhaust flap under the vehicle once the front flexi is jammed shut.

[lucas_perryj]

tick over and 30 mbar at 3000 rpm for dpf pressure