OBD-II trouble code
P0035: Turbocharger/Supercharger Bypass Valve Control Circuit High
SAE J2012: bypass valve control circuit high. In Ford pinpoint HN, P0035 takes the same electrical path as P0034, and the short-to-voltage check is HN8. A high result still does not skip the short-to-ground check in HN7.
Quick facts
- System
- Powertrain
- Category
- Fuel & Air
- Severity
- Medium severity
- Drivable
- Usually safe to drive short-term
- Repair cost range
- $150 – $570 (turbocharger boost-pressure solenoid replacement, parts and labor)
- DIY difficulty
- Intermediate DIY
Browse every code in P0001–P0099, or start from the full code library.
What does P0035 mean?
SAE J2012 APR2002 names P0035 Turbo Charger Bypass Valve Control Circuit High. Circuit high is measured with the circuit connected. The title does not say the signal is a voltage.
Ford pinpoint HN lists P0035 in the same HN1 question as P0034. The hosting copy says the chart applies to 31 vehicles, including the 2015 Lincoln Navigator, MKZ, MKX, MKT, and MKS, and that it does not describe the 2018 F-150 page it was opened from. After the visual inspection, P0035 follows the same path as P0034 into HN5.
HN8 is the short-to-voltage step: ignition on, engine off, control circuit to ground. Any voltage present is a short, and the chart says to repair the circuit. No voltage, and the path continues to the coil measurement for codes that are not P1011 through P1016. P0035 is in that second group. Getting to HN8 requires HN7 to have already passed. HN7 is the short-to-ground measurement, greater than 10,000 ohms. A high code is not diagnosed by looking only for voltage.
The coil bands live in HN9 and depend on which bypass part this engine uses. Integrated solenoid, 2.7L and 3.5L GTDI: 8 to 10 ohms. Integrated, all others in the table: 12 to 14 ohms. Remote solenoid: 21 to 25 ohms. A wastegate solenoid row in the same table is a different part and a different code path. Do not ohm the wastegate and call it the bypass valve.
Common causes
- Control circuit shorted to voltage, which Ford HN8 repairs before the valve is replaced
- A short to ground that HN7 would have caught, missed because the code said high
- VPWR missing at HN5, which that step calls an open rather than a failed valve
- Bypass-valve coil outside the HN9 row for the part that is actually fitted
- The wastegate solenoid's 14–17 ohm or 21–25 ohm row used on the bypass valve
- A turbocharger assembly installed from HN18's linkage branch, which is not the P0035 path
Symptoms
- Check engine light with P0035
- On the Ford applications in HN, a bypass control wire that shows voltage to ground at HN8
- Boost that feels normal, because a circuit-high result is not a boost-pressure measurement
- P0034 stored as well, which sends you through the same electrical steps rather than two different parts
- A valve that ohms in spec and still needs the harness wiggle in HN10
- No compressor noise required by the pinpoint
Diagnostic steps
- 1.Use Ford HN for P0035 only when this engine's chart is that pinpoint. HN1 includes P0035. It does not include P0033 or P0039.
- 2.Complete HN2's visual inspection with the ignition off: hose routing, connectors, oil leaks, oil-return tube. Repair and retest before you unplug the valve for voltage.
- 3.HN5: unplugged connector, ignition on, engine off, VPWR to ground greater than 10.5 V. HN6: ignition off, PCM disconnected, control wire under 5 ohms. HN7: control wire to ground greater than 10,000 ohms. Do these even though the code says high.
- 4.HN8: ignition on, engine off. Voltage on the bypass control circuit to ground means repair the short. No voltage means go to the coil, not to a turbo.
- 5.HN9, ignition off, on the component side: 8 to 10 ohms for a 2.7L or 3.5L GTDI integrated bypass valve, 12 to 14 ohms for the other integrated valves in the table, 21 to 25 ohms for a remote bypass solenoid. Outside the row, install the component the chart names. Inside the row, wiggle the harness at HN10 and tap the valve at HN11 while the bypass mode PID is on the screen.
- 6.Clear the DTCs and repeat the self-test. The vacuum tests at HN19 and HN20 are not the pass/fail for a circuit-high code that has not finished HN5 through HN11.
Repair cost
$150 – $570 (turbocharger boost-pressure solenoid replacement, parts and labor)
Same RepairPal solenoid job as the other circuit codes in this family, and the same limit: it is not a priced bypass valve. National average $206–$241, labor $75–$111, parts about $130, updated 3 September 2026 (repairpal.com/estimator/turbocharger-boost-pressure-solenoid-replacement-cost). Named lines on that page's cost-estimates-by-vehicle list, updated 3 September 2026: Volvo S60 $152–$179, Ford F-150 $164–$193, Lincoln MKZ $176–$210, Mercedes-Benz E350 $285–$336, Chevrolet Trax $305–$339, Volkswagen Beetle $311–$414, Volkswagen Passat $315–$366, and Buick Encore $517–$568. The Chevrolet Trax page for the same solenoid is $305–$339, labor $73–$107, parts about $231. The printed pair rounds the Volvo S60 low end ($152) and the Buick Encore high end ($568). Ford HN9's bypass valve, when the ohm row fails, was not found as its own RepairPal total. Turbocharger assembly replacement, $2,631–$3,261 national average, updated the same day, is outside this pair.
Estimate your repair
Run the numbers for your vehicle
Open the Repair Cost Estimator with turbo bypass / diverter valve preselected. Adjust labor rate and vehicle category to fit your situation.
DIY vs shop
This is an intermediate DIY job. It usually involves diagnostic steps, specialty parts, and some careful work in tight spaces. If you have the tools and a service manual or trustworthy video for your specific vehicle, it is achievable in a weekend. Otherwise, a competent independent shop will be faster.