Turbocharger Compressor Outlet Valve Faults (6 codes)

What these codes mean

These six entries compare the compressor-outlet valve control circuit/open, low and high reports, the outlet valve stuck-open and stuck-closed reports, and the separately named outlet switching-valve circuit/open report. Each exact code and full title remains listed. The descriptions distinguish monitored functions and conditions; they do not prove that every vehicle has one familiar diverter valve or installs two separate parts because two names appear in the list.

Identify the complete manufacturer code, reporting module and actual charge-air arrangement before tracing a wire or ordering a valve. The generic outlet wording is not a universal throttle-lift relief function, mounting location, vacuum hose, solenoid, electric motor, default position or spring design. Confirm which assembly the manufacturer associates with the report instead of selecting a part from a keyword search.

The cited TDV6 3.0L L494 diagnostic entries provide a specific electrical example. They associate P22C5-13 with the charge-air shut-off valve circuit/open or high-resistance category, P22C6-11 with short-to-ground and P22C7-12 with short-to-power. Their actions require the matching wiring information and connector/circuit assessment, with a valve only as required. These suffix-specific examples do not establish that every low circuit report holds a valve powered open or that one winding reading clears the assembly.

A different manufacturer example concerns a check valve inside a charge-air pipe. Mercedes-Benz LI09.41-P-078735 Version 2, dated March 2025 for passenger cars with M256.8, identifies MRG3 P22C800 and P22C900 as jammed-open and jammed-closed conditions and names the charge-air line with check valve in that case. No/poor engine output and boost malfunction are listed symptom categories. Do not turn the stuck-closed label into a promise of full power or harmless continued travel, or apply that assembly repair to another engine.

Electrical control and observed response are separate diagnostic questions. A circuit code does not by itself reveal the valve’s physical position. A stuck-response code does not prove that wiring, command, feedback, air paths or related controls are healthy. Use the manufacturer’s actual monitored evidence and prerequisites rather than assuming that every controller infers movement only from boost pressure or that a click, free hand movement or holding-pressure result is conclusive.

The switching-valve designation needs its own component identification. Preserve the word switching in the full report and match it to the service description and circuit diagram. Do not assume from the word alone that the device is a remote pilot solenoid, a second compressor stage, an atmospheric vent or a separate replaceable part. Companion outlet-valve codes can guide the investigation, but they do not prove a shared fuse, ground or single damaged conductor.

Leave pressure application, powered commands, connector access and circuit isolation to personnel following the exact service procedure. Use the prescribed cooling and pressure-release precautions; do not directly energize an unknown actuator, force a valve, open a powered controller connection or perform a hard-acceleration/lift-off road test. Repair the demonstrated wiring, control, actuator, pipe assembly or other fault and complete its specified verification. A resistance reading or a code reset alone does not establish a successful repair.

Follow actual warnings, noise, smoke and vehicle response. Reduced power can affect merging or other maneuvers, and a stored code cannot establish a safe route, waiting period or universal turbocharger damage sequence. Stop safely for unsafe power loss, severe running problems or other serious warnings. Ask for a vehicle-specific estimate after diagnosis, identifying the serviceable component or assembly and any required setup; no generic code sets the repair price or makes one cause the cheapest or most common.