OBD-II code family
Boost Pressure Sensor Circuit Faults (8 codes)
8 related fault descriptions. Use each full code and the exact vehicle service information to identify its circuit, monitored condition, and required tests.
Codes in this family
This is the complete published member list for this guide. Each code retains its own page; shared diagnostic context does not mean that every member has the same test or repair.
- P0235Turbocharger/Supercharger Boost Sensor "A" Circuit Malfunction
- P0236Turbocharger/Supercharger Boost Sensor "A" Circuit Range/Performance
- P0237Turbocharger/Supercharger Boost Sensor "A" Circuit Low
- P0238Turbocharger/Supercharger Boost Sensor "A" Circuit High
- P0239Turbocharger/Supercharger Boost Sensor "B" Circuit Malfunction
- P0240Turbocharger/Supercharger Boost Sensor "B" Circuit Range/Performance
- P0241Turbocharger/Supercharger Boost Sensor "B" Circuit Low
- P0242Turbocharger/Supercharger Boost Sensor "B" Circuit High
What these codes mean
These eight entries retain separate A/B circuit, range/performance, low and high descriptions. The letter identifies a manufacturer-assigned channel, not a bank, a turbocharger count or a fixed mounting position. Locate the actual sensor and identify its pressure reference and signal technology from the exact engine information.
A circuit label does not prescribe one universal wire test. VW’s covered 2014 Touareg CGFA table uses a pressure-signal/target comparison for P0235, while Ford’s complete P0235 entries distinguish additional failure types by suffix. Range/performance can involve pressure relationships at key-up or another defined operating condition. One normal idle reading does not exercise every monitor.
Circuit low/high is an electrical finding. It is different from actual low boost or the P0234 overboost condition, which remains outside this sensor guide. Supply, return, signal, connection and component faults need to be distinguished. An input’s disconnected bias is not universal proof of a short, and agreement between two pressure readings is meaningful only when their references, units, locations and conditions are compatible.
Even one model-year book can contain different engine-specific thresholds: VW’s CNRB and CGFA sections illustrate this for A low/high monitoring. Do not copy old voltage, frequency, connector or pressure-pump tables to an engine that the procedure does not cover. A/B comparison and sensor swapping are appropriate only when the manufacturer specifies them.
Use approved circuit and component tests after the required cooling and isolation. Do not apply battery power, jumper unknown pins, pressurize a sensor beyond its approved test or deliberately force boost to reproduce a fault. Avoid heavy load and stop safely for serious power loss, smoke, abnormal noise, overheating or a stop warning. The boost-sensor replacement price is a conditional national job example, not an A/B-specific quote or a price for every MAP, wiring or boost-control repair.
Identify the circuit on your vehicle
Match the full DTC, reporting module, and any failure-type suffix to the service information for your exact year, make, model, engine, and equipment. An identifier alone does not establish installed hardware count, location, connector pinout, or a universal measurement.
Where the manufacturer publishes its own meaning for this code, that is the one to work from — it describes the actual component on your vehicle, which the generic definition cannot. Keep the generic description for what it is good for: it tells you which subject area the standard assigned the code to, which is useful context when the two appear to disagree. If they do disagree, follow the manufacturer.