Turbo and forced inductionGeneric OBD-II codeUrgency: Garage soon
Code P2263: boost system performance
P2263 means: turbocharger or supercharger: boost pressure system performance.[1][2][3] The control unit compares the actual boost pressure with what it needs at that moment and stores the code when they do not match consistently, either because the pressure is too low or too high. It is a plausibility fault: the measurement is within the sensor's electrical range, but does not fit the expected behaviour.[3]
What code P2263 means
The control unit compares the actual boost pressure with what it needs at that moment and stores the code when they do not match consistently, either because the pressure is too low or too high. It is a plausibility fault: the measurement is within the sensor's electrical range, but does not fit the expected behaviour.[3]
The exact conditions depend on the manufacturer. In the Saab manual for its four-cylinder diesel, the code is stored when the actual pressure is outside the desired margin for more than 200 seconds; on VAG cars fitted with a turbo actuator position sensor (G581), it triggers when that sensor's signal exceeds 4.5 V.[1][2]
It is a generic OBD-II code (it starts with P2, and in the P category the second digit 2 also indicates a generic code), so it means the same thing on any make; what changes from one engine to another is the most likely cause.[4]
Original definition (SAE J2012): Turbo/Supercharger Boost System Performance[1][2][3]
Causes of P2263
From most to least likely, according to the sources.
- 1Leaks, blockages or damaged parts in the air circuit: boost hoses or ducts that are poorly connected, disconnected, blocked or leaking, and leaks or blockages in the intake and exhaust.[1][2][5]
- 2Faulty pressure control solenoid valve (the N75 on VAG cars, the Q41 on Saab's diesel) or wastegate and bypass valve.[1][2][5]
- 3Variable-geometry turbo vanes blocked by soot and deposits, a problem made worse if the EGR cooler is in poor condition.[6]
- 4Turbo vacuum actuator that does not respond, or poor vacuum supply (leaking or blocked hoses or filter, or a faulty vacuum pump).[2]
- 5Boost pressure sensor giving wrong signals or faulty (on VAG cars with an actuator position sensor, also that sensor's signal).[1][5]
- 6Faulty turbo, including a blocked turbo oil line.[2][5]
- 7Dirty or blocked air mass meter (MAF).[5]
Symptoms
- Engine warning light on in the instrument cluster.[1][5]Engine warning light: faults that cause it
- Less power than usual.[5]Less power: faults that cause it
- When the vanes jam and the pressure deviates from the requested value, the engine may go into limp mode.[6]Limp mode: faults that cause it
- Uneven or jerky acceleration.[5]Jerking: faults that cause it
- Higher fuel consumption.[5]Uses more fuel: faults that cause it
- Unusual noises around the turbo.[5]
How to diagnose P2263
In order: from the most likely and cheapest to check to the most expensive.
- 1Read all the stored codes and use the diagnostic equipment to compare the actual boost pressure with the requested pressure and with atmospheric pressure; also look at other related codes.[2][3]
- 2Inspect the air circuit (hoses, connections, intake and exhaust) for leaks, blockages and damaged parts, and repair whatever you find before going further.[1][2]
- 3Check the vacuum supply to the actuator: the condition of the hoses and the filter, and that the vacuum pump generates the necessary vacuum.[1][2]
- 4With the diagnostic equipment, command the control solenoid valve to move the vanes to low and high positions and check that the vacuum and the position respond as they should.[2]
- 5Verify that the turbo actuator moves the vanes enough and see whether they are seized by soot, for example with an endoscope through the exhaust manifold flange.[2][6]
- 6On VAG cars, the repair manual also says to check the cam adjusters.[1]
- 7Check the turbo oil lines and, only if everything above is fine, consider replacing the turbo.[2]
Can I keep driving with P2263?
Garage soon
The sources give no specific deadline. The code covers both too low and too high a pressure, and when the vanes jam the engine usually goes into limp mode, with less power. It is best to take the car to the garage soon and not push the engine in the meantime.[3][5][6]
Documented faults related to P2263
Known faults of specific engines and cars, with their repair cost, the affected years and their sources.
Turbo: the most serious faults by engine and car
- High severityVery frequentFrequency: Very frequent1.6 HDiTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
- High severityVery frequentFrequency: Very frequent2.0 Ingenium diéselTurbocharger failureYes: according to several sources, the turbo is the component that causes the most faults on the 2.0 Ingenium diesel. It fails across a very wide mileage range (from around 35,000 to over 140,000 km) and, if it breaks up inside, it can send oil or metal into the engine and destroy it.Repair (garage): €2,600–€3,000Appears at around 35,000 km
- High severityCommonFrequency: CommonBMW N47Turbo and wastegate valve failureThe N47's turbo does not usually fail from general wear, but because of failure of the wastegate valve, which regulates boost and can seize or lose adjustment, sending fuel consumption soaring; oil leaks from the turbo itself are also common.Repair (garage): €900–€1,800
- High severityCommonFrequency: CommonOM651Variable-geometry turbo failure and its pneumatic actuatorThe OM651's variable-geometry turbo tends to fail at the pneumatic actuator (cracks, loss of calibration) before the turbo itself. Symptoms range from a gradual loss of power to permanent limp mode, with whistling or smoke if the problem progresses.Repair (garage): €500–€3,000
Engine sensors: the most serious faults by engine and car
- High severityOccasionalFrequency: Occasional2.0 DTI and 2.2 DTIVP44 injection pump and air mass meter failureGerman Wikipedia documents recurring failures of the Bosch VP44 injection pump and the air mass meter in the early years of this engine. An owner testimony for this engine describes the pump being replaced at 192,500 km, at a cost the owner calls «prohibitive».
- Medium severityCommonFrequency: Common2.0 TDIClogged particulate filter or faulty pressure sensorThe 2.0 TDI's particulate filter clogs if the car mostly makes short journeys, because it never gets to regenerate; sometimes the fault is just the differential pressure sensor. Cleaning it costs around €200 and replacing it, €800 to €3,000.Repair (garage): €800–€3,000
- Medium severityCommonFrequency: Common1.4 and 1.6 8vCrankshaft position sensor failure (TDC sensor)The crankshaft position sensor (capteur PMH, or TDC sensor) appears repeatedly in the reliability sources for the Clio II, the Kangoo I and the Dacia Logan I with this engine, with hard cold starting or stalling as the main symptoms. It is a cheap part, but the failure can leave you stranded.
- Medium severityCommonFrequency: Common1.4 and 1.6 16vCrankshaft position sensor failureThe crankshaft position sensor (capteur PMH) appears repeatedly in the reliability sources for almost every generation with this engine, with hard cold starting, stalling or the car cutting out unexpectedly. It is a cheap part, but the failure can leave you stranded.
EGR valve: the most serious faults by engine and car
- Critical severityVery frequentFrequency: Very frequentBMW B47EGR cooler leaks with risk of engine fireYes: the EGR valve cooler can suffer internal coolant leaks which, mixed with soot and oil, can reach combustion temperatures; BMW has launched several technical campaigns since 2018 to inspect and replace it because of the risk of engine fire.Repair (garage): €500–€1,500
- Critical severityVery frequentFrequency: Very frequentBMW N57EGR cooler leaks with risk of engine fireYes: like the N47 and B47, the N57 is covered by BMW's service campaign for EGR cooler leaks, which can mix coolant with soot and oil to combustion temperatures. BMW checks free of charge the 6-cylinder engines built between July 2012 and June 2015 because of the fire risk.
- High severityVery frequentFrequency: Very frequentOM651EGR and particulate filter clogging, and emissions software updatesThe particulate filter and EGR clog up with short journeys, as on any diesel with these systems. In addition, Germany's KBA required software updates on several models with this engine between 2018 and 2021 because of a function that reduced EGR outside a temperature range.Repair (garage): €800–€2,500
- Medium severityVery frequentFrequency: Very frequentOM642Emissions defeat device (AdBlue/EGR) and software update campaignGermany's KBA found indications of emissions manipulation in cars with the OM642 engine (alongside the OM651): AdBlue dosing and the EGR changed between the test bench and the road. Mercedes-Benz denied it, but in 2018 it recalled hundreds of thousands of diesels in Europe.
Frequently asked questions
Can I drive with code P2263?
The sources set no deadline. As it can come with a loss of power or limp mode, the sensible thing is to go to the garage soon and drive gently.[3][5][6]
What does "system performance" mean in P2263?
That the actual boost pressure consistently does not match what the control unit expects for that engine speed and load, whether too low or too high.[3]
Does the turbo have to be replaced if P2263 appears?
Not necessarily. Saab's procedure first checks the leaks, the vacuum supply, the control solenoid valve, the actuator and the oil lines, and leaves the turbo for last; Ross-Tech, for its part, points to the hoses and the N75 solenoid valve as causes.[1][2]
How is P2263 diagnosed?
By comparing the actual pressure with the requested one using diagnostic equipment, checking hoses and connections, checking the vacuum and the control solenoid valve, and verifying that the actuator moves the vanes. The turbo is checked last.[1][2][3]
Does P2263 mean the same on all makes?
Yes, the definition is the same because it is a generic OBD-II code. Some manufacturers break it down further: Saab, for example, distinguishes between implausible performance, malfunction and stuck.[2][4]
Will I pass the MOT with code P2263?
If the code has switched on the engine warning light, no: with that light on, the inspection records a serious defect, and on Euro 5 and Euro 6 cars the ITV (Spain's roadworthiness inspection, similar to the MOT) also reads the OBD diagnostic system. Repair the fault before you go; clearing the code just before the inspection does not help either, because it counts as a serious defect.[7]
Not sure what is wrong with your car? Describe what you notice in the symptom diagnosis or see all fault codes.
Sources
Every fact on this page links to its source. If you find an error, let us know.
- 1.18695/P2263/008803: Turbo/Super Charger Boost System: PerformanceRoss-Tech · Technical documentation · consulted 2 October 2026
- 2.DTC P2263 9-5 (9650) 2011Saab Workshop Information System (WIS Online) (copia del manual de taller de Saab) · Technical documentation · consulted 2 October 2026
- 3.P2263 — Turbo/Supercharger Boost System PerformanceThe Automotive Technician (TaT) · Technical documentation · consulted 2 October 2026
- 4.On-board diagnosticsWikipedia · Other source · consulted 2 October 2026
- 5.OBD DTC Fehlercode P2263 | Ladedruck des Turboladers (TC) / Ladedruck des Kompressors (8C) – LeistungsproblemCarWiki.de · Technical documentation · consulted 2 October 2026 · in German
- 6.Turbolader messen: Ladedruck, Wellenspiel, StellersignalKFZ Dietrich · Other source · published 21 April 2026 · consulted 2 October 2026 · in German
- 7.Desmontando mitos: ¿puede pasar mi coche la ITV con el testigo de «avería motor» encendido?Diariomotor · Motoring press · published 8 March 2021 · consulted 2 October 2026 · in Spanish