Turbo and forced inductionGeneric OBD-II codeUrgency: Garage soon
Code P0236: turbo pressure sensor: signal out of range
P0236 means: turbocharger boost pressure sensor 'A': circuit range or performance problem.[1][2] The control unit has detected that the signal from boost pressure sensor 'A', the one that measures the pressure the turbo generates, is not consistent: it is outside the expected range or does not agree with the other pressure data. It is therefore a plausibility code. On VW group cars (Ross-Tech cites the 2.0 TSI), it sets when the control unit detects a pressure difference of more than 75 mbar between the boost, manifold or barometric sensors.[1][2][3]
What code P0236 means
The control unit has detected that the signal from boost pressure sensor 'A', the one that measures the pressure the turbo generates, is not consistent: it is outside the expected range or does not agree with the other pressure data. It is therefore a plausibility code. On VW group cars (Ross-Tech cites the 2.0 TSI), it sets when the control unit detects a pressure difference of more than 75 mbar between the boost, manifold or barometric sensors.[1][2][3]
In Saab's manual for the 9-5 with the 2010 2.0 turbo engine, the control unit checks the boost pressure sensor against a model that uses the barometric (BARO) sensor, the manifold (MAP) sensor and the boost sensor itself: during cranking, if the signal is outside that margin for more than 2 seconds and, at idle, if the sensor reads less than 50 kPa for more than 4 seconds in a row (or 50 seconds cumulatively). When it sets, the control unit disables pressure control and leaves only the turbo's mechanical pressure, with a noticeable drop in power.[4]
It is a generic OBD-II code (it starts with P0), so its definition is the same on any make; what changes from one engine to another is the most likely cause and the text with which each manufacturer displays it.[5]
Original definition (SAE J2012): Turbocharger Boost Sensor A Circuit Range/Performance[1][2]
Causes of P0236
From most to least likely, according to the sources.
- 1Faulty boost pressure sensor (G31 on VAG cars).[1][3][4][6][7]
- 2Sensor wiring, connectors or supply in poor condition: short circuits, open circuits and loose, dirty or corroded connections.[1][3][4][6]
- 3Leaks or damage in the boost hoses and pipes or in the intercooler, and loose clamps.[3][4]
- 4Faulty sensor vacuum hoses.[1]
- 5Faulty boost pressure actuator (the V465 on the VW group 2.0 TSI).[3]
- 6Blocked air filter or intake duct.[1]
- 7Mechanical turbo problems.[1]
- 8Faulty fuse in the sensor circuit or faulty control unit software.[1]
Symptoms
- Engine warning light on in the instrument cluster.[3][6][7]Engine warning light: faults that cause it
- Loss of power, especially when accelerating or with the engine under load.[1][3][4][6]Less power: faults that cause it
- The control unit disables pressure control and leaves the engine with only the turbo's mechanical pressure, or the engine goes into limp-home mode.[4][6]Limp mode: faults that cause it
- Poor acceleration and weak response when you press the accelerator.[3][6]
- The boost pressure does not rise as it should.[3]
- Hard starting, sometimes needing several attempts.[1][6]Hard to start: faults that cause it
- Rough idle or engine hesitation.[1]Vibrations: faults that cause it
- Increased fuel consumption.[1]Uses more fuel: faults that cause it
- Black smoke from the exhaust at full throttle.[1]Black smoke: faults that cause it
How to diagnose P0236
In order: from the most likely and cheapest to check to the most expensive.
- 1Read all the stored codes and check in particular that there are no codes for the sensors' 5 V supply (in Saab's manual, P0641, P0642 and P0643): if there are, deal with them first.[4]
- 2Visually check the connectors and wiring of the pressure sensor (and of the pressure regulator), looking for loose, dirty or damaged connections.[1][3][6]
- 3Inspect the boost hoses and pipes, the intercooler, the clamps and the whole intake: leaks, cracks, dirt or blockages. Saab's manual suggests locating air leaks with soapy water in a spray bottle.[3][4]
- 4Check the air filter and the sensor's vacuum hoses.[1]
- 5With the scan tool, compare the readings of the boost pressure sensor, the MAP sensor and the barometric pressure. In Saab's manual: after leaving the ignition off for 90 seconds and switching it back on, they must correspond to the local atmospheric pressure; at idle, the boost and barometric readings must not differ by more than 4 kPa; and on full-throttle acceleration, the MAP and boost readings must be within 20 kPa of each other.[3][4]
- 6Check the sensor circuit following Saab's manual: with the sensor disconnected, the reference earth must be below 5 Ω and the supply between 4.8 and 5.2 V; the scan tool reading must be high (more than 275 kPa) and, when the signal and the reference earth are linked with a jumper, drop to almost zero (less than 1 kPa). These are values for that engine: consult those for yours.[4]
- 7Check the boost pressure actuator (the V465 on the 2.0 TSI) and the other components of the control circuit.[3][6]
- 8Replace the sensor only if the circuits and the intake are fine; the control unit and the turbo are checked last.[1][3][4]
Can I keep driving with P0236?
Garage soon
The sources do not entirely agree. Autodoc Club allows short trips, but asks for the car to be repaired as soon as possible because the engine can be damaged if the turbo receives incorrect signals. Mechanic Base, in its article on this sensor, states that you should never drive with it faulty, because of the risk of the control unit sending too much power to the turbo and damaging the engine. In Saab's manual, the control unit limits the engine to the turbo's mechanical pressure, with a noticeable loss of power, and CarWiki only mentions that the engine may go into limp-home mode.[1][4][6][7]
Parts related to code P0236
The parts that most often cause this code. The code points to the circuit, not always the part: diagnose before you buy.
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Documented faults related to P0236
Known faults of specific engines and cars, with their repair cost, the affected years and their sources.
Faults in which this code appears
Engine sensors: the most serious faults by engine and car
- High severityFrequency: Occasional2.0 DTI and 2.2 DTIVP44 injection pump and air mass meter failureGerman Wikipedia documents recurring failures of the Bosch VP44 injection pump and the air mass meter in the early years of this engine. An owner testimony for this engine describes the pump being replaced at 192,500 km, at a cost the owner calls «prohibitive».
- Medium severityFrequency: Common2.0 TDIClogged particulate filter or faulty pressure sensorThe 2.0 TDI's particulate filter clogs if the car mostly makes short journeys, because it never gets to regenerate; sometimes the fault is just the differential pressure sensor. Cleaning it costs around €200 and replacing it, €800 to €3,000.Repair (garage): €800–€3,000
- Medium severityFrequency: Common1.4 and 1.6 8vCrankshaft position sensor failure (TDC sensor)The crankshaft position sensor (capteur PMH, or TDC sensor) appears repeatedly in the reliability sources for the Clio II, the Kangoo I and the Dacia Logan I with this engine, with hard cold starting or stalling as the main symptoms. It is a cheap part, but the failure can leave you stranded.
- Medium severityFrequency: Common1.4 and 1.6 16vCrankshaft position sensor failureThe crankshaft position sensor (capteur PMH) appears repeatedly in the reliability sources for almost every generation with this engine, with hard cold starting, stalling or the car cutting out unexpectedly. It is a cheap part, but the failure can leave you stranded.
Turbo: the most serious faults by engine and car
- High severityFrequency: Very frequent1.6 HDiTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
- High severityFrequency: Very frequent2.0 Ingenium diéselTurbocharger failureYes: according to several sources, the turbo is the component that causes the most faults on the 2.0 Ingenium diesel. It fails across a very wide mileage range (from around 35,000 to over 140,000 km) and, if it breaks up inside, it can send oil or metal into the engine and destroy it.Repair (garage): €2,600–€3,000Appears at around 35,000 km
- High severityFrequency: CommonBMW N47Turbo and wastegate valve failureThe N47's turbo does not usually fail from general wear, but because of failure of the wastegate valve, which regulates boost and can seize or lose adjustment, sending fuel consumption soaring; oil leaks from the turbo itself are also common.Repair (garage): €900–€1,800
- High severityFrequency: CommonOM651Variable-geometry turbo failure and its pneumatic actuatorThe OM651's variable-geometry turbo tends to fail at the pneumatic actuator (cracks, loss of calibration) before the turbo itself. Symptoms range from a gradual loss of power to permanent limp mode, with whistling or smoke if the problem progresses.Repair (garage): €500–€3,000
Wiring, connectors and short circuits: the most serious faults by engine and car
- Critical severityFrequency: OccasionalBMW N62 / N63Additional turbo coolant pump with a risk of short circuit and fireIn 2011 BMW recalled 5, 6 and 7 Series, X5 and X6 models built between 2007 and 2011 because of the additional turbo coolant pump: moisture, a short circuit and, in extreme cases, a fire. In 2012 there was another campaign for a crack in the pump, with a more robust version.
- Critical severityFrequency: Occasional1.6 GDi híbrido (Kappa)Main relay of the power relay assembly (overheating and fire risk)Yes, on the first units: Hyundai and Kia recalled 2016–2018 Ioniq and Niro hybrids and plug-in hybrids because the main relay that connects the high-voltage battery could come loose, overheat and, in the worst case, cause a fire.
- Critical severityFrequency: Occasional1.6 GDi híbrido (Kappa)Clutch hydraulic actuator (HCA): leak or moisture with risk of short circuit and fireYes, this is the most documented hybrid system fault: the hydraulic actuator that engages the combustion engine with the hybrid assembly has had two recalls (2018 for a leak on the Niro and 2025 for moisture in its electronic board on the Niro, Ceed and XCeed PHEV), with a risk of short circuit and fire.
- High severityFrequency: Occasional1.3 TCeBlown fuel pump fuseOn the Renault Captur II and Clio V with the 1.3 TCe engine, a 20-amp fuse can blow and leave the car without an engine. According to L'argus, in April 2021 this fault still had no factory fix; the official service centre's diagnosis includes checking, and sometimes replacing, the catalytic converter.
- Critical severityFrequency: CommonRover 75Seat SRS connector fault with airbag and seatbelt warning light onAuto Express warns that the Rover 75's seat SRS connector can cause the airbags to fail, and dealers were fixing it with revised connectors. The Dutch APK inspection puts the airbag or seatbelt fault warning among the most frequent defects across almost all series.
- Critical severityFrequency: OccasionalAlfa Romeo GiuliettaShort circuit from badly routed wiring that can prevent gear shifting (KBA campaign, 2010-2015)Yes: according to Germany's KBA, on Alfa Romeo Giulietta cars built between 2010 and 2015 inadequate cable routing could cause a short circuit and, as a result, gear-shift failure.
P0236 by make
Documented faults that can trigger P0236 in each make's engines and cars.
Frequently asked questions
Can I drive with the P0236 code?
Only when essential and gently. Autodoc Club says short trips are possible, but that the car must be repaired as soon as possible because the engine can be damaged if the turbo receives incorrect signals; Mechanic Base states that you should never drive with a faulty boost pressure sensor, because of the risk of damaging the engine. In Saab's manual, the control unit limits the engine to the turbo's mechanical pressure.[1][4][7]
What is the difference between the P0236 and the P0235, P0237 and P0238 codes?
All four refer to boost pressure sensor 'A'. According to TaT, the P0235 is the circuit fault in general and the P0236 indicates that the signal is out of range or has abnormal performance, that is, that it is not consistent. The P0237 and P0238 are the low and high signal ones: in Saab's manual they set when the sensor voltage drops below 0.19 V or exceeds 4.85 V for more than 4 seconds in a row (or 50 seconds cumulatively).[2][4][8]
How does the P0236 differ from the P0299 and the P0234?
The P0299 and P0234 describe the outcome: according to KFZ Dietrich, the boost pressure is below (P0299) or above (P0234) what is expected. The P0236, on the other hand, points to the sensor signal not being consistent. They can be confused because Ross-Tech includes among the P0236 symptoms that the pressure does not rise as it should and among its causes leaks in the hoses or the intercooler.[3][9]
Does the P0236 mean the pressure sensor is faulty?
Not necessarily. Ross-Tech cites first the leaks or damage in the hoses, pipes and intercooler and loose clamps, as well as the wiring, the sensor and the pressure actuator; Autodoc adds the vacuum hoses, the air filter and the turbo, and Saab's manual checks the circuits and the whole intake before declaring the sensor bad.[1][3][4]
Is the turbo pressure sensor the same as the MAP sensor?
The sources use both names for this function. Autodoc calls the boost pressure sensor of the P0236 a MAP sensor; Ross-Tech calls it the manifold and boost pressure sensor (G31); Pico explains that turbo engines use sensors able to measure pressures both above and below atmospheric; and on the Saab 9-5 it is an integrated air pressure and temperature sensor, located between the turbo and the throttle body. Mechanic Base places it in the boost pipes or in the intake manifold.[1][3][4][7][10]
Does the P0236 mean the same on all makes?
The definition is the same, because codes starting with P0 are generic OBD-II codes, but each manufacturer displays it with its own text: Ross-Tech describes it on the VW group as an implausible signal from the manifold and boost pressure sensor (G31), and Saab's manual, as a performance problem in the boost system.[3][4][5]
Will I pass the MOT with code P0236?
If the code has switched on the engine warning light, no: with that light on, the inspection records a serious defect, and on Euro 5 and Euro 6 cars the ITV (Spain's roadworthiness inspection, similar to the MOT) also reads the OBD diagnostic system. Repair the fault before you go; clearing the code just before the inspection does not help either, because it counts as a serious defect.[11]
Not sure what is wrong with your car? Describe what you notice in the symptom diagnosis or see all fault codes.
Sources
Every fact on this page links to its source. If you find an error, let us know.
- Código OBD2 P0236: causas, síntomas y cómo corregirloAutodoc Club · Technical documentation · consulted 2 October 2026 · in Spanish
- P0236 — Turbocharger Boost Sensor A Circuit Range/PerformanceThe Automotive Technician (TaT) · Technical documentation · consulted 2 October 2026
- 16620/P0236/000566 - Manifold Pressure / Boost Sensor (G31): Implausible SignalRoss-Tech Wiki · Technical documentation · consulted 2 October 2026
- DTC P0236, P0237, or P0238 (LDK with Turbocharger) 9-5 (9650) 2010Saab Workshop Information System (WIS Online) (copia del manual de taller de Saab) · Technical documentation · consulted 2 October 2026
- On-board diagnosticsWikipedia · Other source · consulted 2 October 2026
- OBD Fehlercode P0236 | Ladedruck- SaugrohrdrucksensorCarWiki.de · Technical documentation · consulted 2 October 2026 · in German
- 3 Signs Of A Bad Or Failing Boost Pressure SensorMechanic Base · Other source · published 19 February 2023 · consulted 2 October 2026
- P0235 — Turbocharger Boost Sensor A Circuit MalfunctionThe Automotive Technician (TaT) · Technical documentation · consulted 2 October 2026
- P0299 vs. P0234 vs. P0245: Resultat oder Stellglied?KFZ Dietrich · Other source · published 4 August 2026 · consulted 2 October 2026 · in German
- Manifold absolute pressure (turbo diesel) | Automotive oscilloscope testPico Technology · Technical documentation · consulted 2 October 2026
- Desmontando mitos: ¿puede pasar mi coche la ITV con el testigo de «avería motor» encendido?Diariomotor · Motoring press · published 8 March 2021 · consulted 2 October 2026 · in Spanish