Error Code P0236: What It Means & What To Do?

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The definition of P0236 fault code is Turbocharger Boost Sensor A Circuit Range/Performance. This diagnostic fault code is a generic powertrain code, which means that it would apply to the OBD-II equipped vehicles. The specific repair steps can vary as it depends upon the vehicle make and model.

P0236 is a generic code which would start appearing when the engine control module would detect the intake boost pressure sensor A input circuit range or performance is out of specifications when it is compared to the barometric pressure sensor or the manifold pressure sensor at the idle and with the key is turned on, engine off and prior to starting.

What causes this problem with the Turbocharger Boost Sensor A Circuit Range/Performance?

• Issue of vacuum supply
• The vacuum lines might be pinched, collapsed or broken
• The control solenoid might have some faults
• There can be some defects in the powertrain control module

1. Turbocharger - A faulty Turbocharger can be troublesome. You can always rely on us as we have best auto parts for our customers.
2. Turbocharger Boost Sensor - If everything is alright with Manifold Pressure Sensor, then there is surely some defect in Turbocharger Boost Sensor. Get it replaced before the situation gets worse.
3. Manifold Pressure Sensor - P0236 code can display due to some issues in the Manifold Pressure Sensor. So, it is very important to replace the Manifold Pressure Sensor with us at equitable prices.
4. Engine Control Module - Do you remember when was the last time you got your car Engine Control Module checked up? A faulty Engine Control Module can cause a lot of issues like displaying P0236 code.
5. Powertrain Control Module - Are there some faults in your Powertrain Control Module? Don’t waste time and get them replaced or else P0236 code can turn up.

For us our customers are everything, and that’s why we will help you to diagnose P0236 code by mentioning some important symptoms below:

Common Symptoms

• An illumination in the check engine light
• Problem of car engine pinging or knocking, especially on acceleration
• Car engine can start hesitation or stalling
• There can be lack power in the engine or no turbo charger boost
• Many cases where no abnormal symptoms might be noticed

Learn the ways with which you can correct this trouble code:

The defective boost sensor which is not giving the correct input pressure reading to the powertrain control module should be replaced. This would usually fix this issue.

For defective hoses and connections of the turbo boost sensor of course, they should be repaired if not replaced, particularly those with blockage as well as kinks

This fault code can cause lack of power on acceleration. This is because vehicles with only one sensor have their turbo boost disabled by the powertrain control module, as the turbo boost sensor would stay out of range or may experience performance problems

Don’t get tensed if you are still facing any of these issues as we care for our customers and that’s why we offer a good range of knock sensor, automatic transmission module, throttle position sensor, turbo kit and a lot more. We are sure that now all your issues would be resolved.

If you want to diagnose this fault code properly, then you should begin with a basic overview of the turbocharger system

• Turbo charging is a form of forced air induction
• Forced air induction is a means of introducing excessive amounts of air into an engine in order to promote gains in horsepower
• Where a naturally aspirated engine utilizes vacuum created by downward piston movement to draw a controlled fuel/air mixture into the engine’s combustion chambers, the forced air induction engine has air and fuel forced into the combustion chambers using an alternately driven device
• Turbochargers are simply engine driven air compressors, which are designed to accomplish this task
• The pressure from engine exhaust is used by the turbochargers to propel impellers in a two chambered housing
• The two chambers are totally separate one from another
• Engine exhaust pressure turns the impeller in chamber “A”, which in turn spins turbine in chamber “B”
• The impeller in chamber “B” would gather fresh air through the turbocharger intake system and intercoolers and would force the cooler, denser air into the engine
• The cooler that the air temperature can become prior to entering the forced air induction device, the denser it will be when it reaches the combustion chamber
• Denser air allows fuel to atomize more efficiently and promotes increased horsepower. Obviously, as engine RPM levels would rise, forced air induction devices would spin faster as well
• The typical turbocharger doesn’t even begin to “spool up” until the engine reaches 1,700 to 2,500 RPMs and can operate at speeds of 250,000 RPMs under full boost pressure
• In order for the device to produce air pressure that is greater than that of the atmosphere, then extreme RPMs would be necessary
• These elevated air pressure levels are known as “boost pressure”. As boost pressure rises, engine stress is also elevated
• Each engine manufacturer provides maximum recommended boost pressure specifications which are programmed into the powertrain control module
• These specifications are calculated with the purpose of avoiding catastrophic engine failure due to excessive boost pressure or reduced engine performance due to insufficient boost pressure in engines that are equipped with factory forced air induction devices
• When the limits of these specifications are breached (high or low) a code is stored in the powertrain control module and a service engine soon lamp would be illuminated
• When the code is set and the service engine illuminated, the boost problem should be investigated immediately. Some special tools will be needed to effectively diagnose this code
• These include an OBD-II scanner, a boost pressure gauge, a hand-held vacuum pump, a vacuum gauge, and a dial indicator set
• Confirm that the engine is in proper working order with no misfires and no engine knocks
• Next, inspect all turbo hose clamps for tightness and examine turbo intake and intercooler hoses for leaks or cracks
• Make sure that all air intake hoses are tight and in decent shape
• If all hoses are tight and in good order and there are no disconnected, torn, or cracked vacuum lines, then firmly grasp the turbo and attempt to “rock” it back and forth on the intake flange
• If the housing moves at all; tighten the bolts/nuts as required to manufacturer’s torque specifications
• Place a boost gauge so that it may be observed while actuating the throttle
• With the engine running in park or neutral, quickly rev the engine to approximately 5,000 RPMs and release the throttle suddenly
• Observe the boost gauge as boost pressure elevates and see if it exceeds 19-pounds
• If it does, then you have a wastegate malfunction
• If boost fails to rise sufficiently (typically 14-pounds), then you have a turbocharger or exhaust problem
• If you want to successfully diagnose this code, then you will need a scanner or code reader, a digital volt ohmmeter, and access to a manufacturer’s wiring schematic
• Begin your diagnosis with a visual inspection of all wiring and connectors
• Repair or replace damaged, disconnected, shorted, or corroded wiring, connectors, and components as necessary
• Always retest the system after repairs are completed to ensure success. If all system wiring, connectors, and components (Including fuses) appear to be in normal working order, connect the scanner (or code reader) to the diagnostic connector and record all stored codes and freeze frame data
• This information can be extremely helpful in diagnosing intermittent conditions that may have contributed to this code being stored
• After the codes are cleared, operate the vehicle to see if the code returns
• If the code fails to immediately return, you may have an intermittent condition
• Intermittent conditions can prove to be quite a challenge to diagnose and in extreme cases may have to be allowed to worsen before a correct diagnosis can be made. Wastegate Malfunction: Remove the actuator arm from the wastegate assembly
• Using the vacuum pump, manually engage the actuator valve and observe the wastegate to make sure that it opens and closes fully
• Any fluctuation from fully closed will cause a dramatic drop in boost pressure
• If the wastegate door will not open fully, it could result in low boost pressure. Turbocharger Malfunction: After allowing the engine to cool down, remove the turbo outlet hose and look inside
• Look for oil standing inside of the housing
• See if any fins are missing or damaged on the impeller and check for signs that the impeller has been striking or rubbing the inside of the housing
• Spin the blades by hand and feel for loose or roaring bearings
• Any of these conditions indicate a faulty turbocharger
• Install the dial indicator so that it contacts the nose of the turbine outlet shaft and measure endplay
• Readings that exceed .003 should be considered excessive
• If the turbocharger and wastegate are functioning properly, find a constant supply of vacuum from the intake manifold and install a vacuum gauge (in-line)
• With the key on and the engine running (KOER), between 16 and 22-inches of vacuum should be produced by an engine in good working order
• If you find out that the vacuum is less than 16-inches a bad catalytic converter may be the culprit. If you still haven’t found an obvious problem, test the electrical circuitry and connectors of the turbocharger boost sensor
• You can always confirm the voltage and resistance values using manufacturer’s specifications and the faults should be repaired

Common Mistakes When Diagnosing The P0236 Code

Follow these simple guidelines to prevent misdiagnosis:

• There can be some kinks or obstructions in the boost pressure sensor hose. Make sure that you check it properly
• Verify the connections to the sensor are secure and not leaking, kinked or cracked