OBD-II trouble code
P0237: Turbocharger/Supercharger Boost Sensor "A" Circuit Low
SAE J2012 APR2002: boost sensor A circuit low. On the 2009 GT-R that row is bank 1. The printed pair is a boost sensor after that car's pressure table fails.
Quick facts
- System
- Powertrain
- Category
- Fuel & Air
- Severity
- Medium severity
- Drivable
- Usually safe to drive short-term
- Repair cost range
- $236 – $273 (turbocharger boost sensor replacement, parts and labor, after the 2009 GT-R pressure table fails; the 1997 Ford MAP line and a wiring repair are outside this pair)
- DIY difficulty
- Intermediate DIY
Browse every code in P0200–P0299, or start from the full code library.
What does P0237 mean?
SAE J2012 APR2002 names P0237 Turbo/Super Charger Boost Sensor "A" Circuit Low. Section 3.3 is a voltage, frequency, or other characteristic measured at the module pin below the normal operating range. The format section says circuit low is measured with the external circuit connected. An unplugged connector is not that measurement. P0238 is circuit high. P0236 is range/performance.
The 2009 Nissan GT-R service section "P0237, P0238, P0241, P0242 TC BOOST SENSOR" calls P0237 turbocharger boost sensor (bank 1) circuit low input: an excessively low voltage from the sensor is sent to the ECM. The possible causes printed are the harness or connectors (open or shorted) and the turbocharger boost sensor. If P0643 is stored with it, that manual diagnoses P0643 first. The sensor reads intercooler-outlet pressure, and voltage to the ECM rises as pressure rises.
The order on that page is fixed. Ignition off, check ground M95. Then disconnect the sensor, ignition on, and look for approximately 5 V at bank 1 connector F14 terminal 1. A miss is repaired as an open, a short to ground, or a short to power. The manual does not let one of those stand in for the others. Ignition off, ECM connector disconnected, continuity from F14 terminal 3 to ECM F102 terminal 75, and a separate short-to-ground and short-to-power check. Then continuity from F14 terminal 2 to F102 terminal 80, again with the short checks. Only then does the component test apply a pressure pump at 10–30°C (50–86°F), gauge calibrated. At ECM F102, terminal 80 against terminal 75: about 2.03 V at 0 kPa relative, and about 2.67 V at +40 kPa (300 mmHg, 11.81 inHg). Outside that table, replace the bank 1 sensor. Bank 2 is F30 and terminal 79, and it is P0241 or P0242.
GM 11OBDGS2 (2011), the ion-sensing sheet, describes P0237 as a range-check minimum: a short-cut to ground or not connected, ignition on, engine not moving or moving or running, one second, two driving cycles. "Not connected" is on that sheet, so an open is included there. It still does not say a single unplugged voltage finishes the diagnosis.
The 2007 Ford 6.0L pinpoint test E, step E7, on the E-450 and F-450/550 diesel book, disconnects the MAP connector, key on, and measures VREF pin 1 to SIGRTN pin 3. The pass is 4.5–5.5 V. Outside it, that step says repair the open, clear, and repeat the self-test. That is a reference-circuit open, not a signal-wire short, and the pins are not the GT-R's F14.
Common causes
- P0643 stored with P0237 on a 2009 GT-R, which that manual handles before the pressure part
- No approximate 5 V at GT-R F14 terminal 1, which is an open, a short to ground, or a short to power
- No continuity from F14-3 to F102-75, or from F14-2 to F102-80, with the ECM disconnected and the ignition off
- A bank 1 sensor outside about 2.03 V at 0 kPa or about 2.67 V at +40 kPa on the GT-R table
- On the 11OBDGS2 sheet, a short-cut to ground or a sensor that is not connected
- On the 2007 6.0L E7 step, VREF to signal return outside 4.5–5.5 V, repaired there as an open
- Bank 2 connector F30, which the GT-R manual assigns to P0241 and P0242
Symptoms
- P0237 stored
- P0643 stored with it on a GT-R, which moves the first test off the boost sensor
- Bank 1 voltage that stays below the GT-R pressure table with the harness already proved
- A 6.0L reference that is not 4.5–5.5 V between pin 1 and pin 3 with the MAP connector off
- P0238 if the same sensor is instead too high
Diagnostic steps
- 1.On a 2009 GT-R, diagnose P0643 first when it is stored with P0237. Ignition off for at least 10 seconds is that book's precondition between confirmation attempts.
- 2.Ground M95 is the first connection check, ignition off. A bad ground is repaired there. It is not a signal-wire conclusion.
- 3.Sensor disconnected, ignition on: F14 terminal 1 should be approximately 5 V. If it is not, test for an open, a short to ground, and a short to power. Stop when you have one of them, and do not rename a miss as 'the wire is shorted' without the other two checks.
- 4.Ignition off, ECM unplugged, for the continuity and short checks on terminals 3 and 2. A continuity beep with the ECM still connected is not the step.
- 5.Pressure-pump the bank 1 sensor at room temperature, 10–30°C, and read F102 terminals 80 and 75. About 2.03 V at 0 kPa and about 2.67 V at +40 kPa is the table. Replace the sensor when that inspection fails.
- 6.A 2007 6.0L E7 measurement is pin 1 to pin 3, 4.5–5.5 V, sensor unplugged. Out of range on that step is an open in the reference or return, then a retest. Do not paste those pins onto F14.
- 7.The 11OBDGS2 'not connected' wording includes an open on that sheet. It does not cancel the GT-R's three-way split on a GT-R.
- 8.Verify with the confirmation that matches the car: GT-R ignition on for at least 5 seconds, or the Ford self-test after the open is repaired.
Repair cost
$236 – $273 (turbocharger boost sensor replacement, parts and labor, after the 2009 GT-R pressure table fails; the 1997 Ford MAP line and a wiring repair are outside this pair)
RepairPal's turbocharger boost sensor replacement, updated 3 September 2026, is $236–$273 (labor $80–$118, parts around $155). The printed pair is that national average and applies when the GT-R component inspection fails. Wiring on F14, ground M95, and an ECM repair are outside the pair. RepairPal's MAP sensor line is $201–$242 and is the closer label for the 1997 Ford frequency MAP, not for this GT-R part. Diagnosis is $125–$183 labor and is separate. RepairPal says many engines have only a MAP sensor, so the diagram decides which part the average refers to.
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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.