Turbo and forced inductionGeneric OBD-II codeUrgency: Garage soon
Code P2563: turbo control position out of range
P2563 means: turbocharger boost control position sensor "A": circuit out of range or performance incorrect.[1][2][3] The control unit cannot confirm that the mechanism regulating the turbo's pressure (the vanes of a variable-geometry turbo or the wastegate actuator) is in the position it has commanded: the signal from its position sensor falls outside the expected range or does not follow the command, even though the electrical circuit is neither open nor short-circuited.[2][3][4]
What code P2563 means
The control unit cannot confirm that the mechanism regulating the turbo's pressure (the vanes of a variable-geometry turbo or the wastegate actuator) is in the position it has commanded: the signal from its position sensor falls outside the expected range or does not follow the command, even though the electrical circuit is neither open nor short-circuited.[2][3][4]
It is a code for the actuator itself, not for the result: it does not compare requested pressure with actual pressure, as P0299 or P0234 do, but the requested position with the measured one. It can appear alongside other pressure-regulation codes; on a petrol Audi A3 2.0 documented by Mitchell 1 it came up with P00AF.[1][5]
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.[6]
Original definition (SAE J2012): Turbocharger Boost Control Position Sensor A Circuit Range/Performance[1][2][3]
Causes of P2563
From most to least likely, according to the sources.
- 1Variable-geometry turbo (VGT) vanes seized by soot or carbon deposits; a German workshop lists it first, especially on diesels used in town on short journeys.[3][4]
- 2Faulty actuator (electric motor or vacuum capsule) or position sensor.[1][3][4]
- 3Vacuum leak in the pneumatic actuator capsule or a fault in the pressure control solenoid valve (the N75 on VAG cars).[3][4]
- 4Faulty position sensor wiring or connectors.[3]
- 5Seized or leaking EGR valve, which generates soot and fouls the turbo again.[4]
- 6Mechanically deformed turbo vanes or rotor.[4]
- 7Faulty engine control unit.[3]
Symptoms
- Engine warning light on in the instrument cluster.[3][4]Engine warning light: faults that cause it
- Loss of power, sometimes very pronounced.[3][4]Less power: faults that cause it
- Limp mode, which may appear only sporadically on cold starts and become permanent as the fault progresses.[4]Limp mode: faults that cause it
How to diagnose P2563
In order: from the most likely and cheapest to check to the most expensive.
- 1Read all the codes and the live data with diagnostic equipment and compare the commanded actuator position with the one the sensor measures, also during a road test.[1][4][5]
- 2Check the fuses, wiring and connectors of the position sensor and measure the sensor itself with an ohmmeter.[3]
- 3Run an actuator test (from 0 to 100%) with the diagnostic equipment and see whether it responds: on the Audi A3 documented by Mitchell 1, the actuator did not react to the command and was damaged.[1][4]
- 4Check by hand, with the turbo cold, that the vanes or the actuator rod move freely.[3][4][5]
- 5On pneumatic actuators, carry out a vacuum test: the capsule should hold the vacuum for a while and the hoses and the control solenoid valve should not leak.[3][4]
- 6Check the EGR valve at every diagnosis: if it generates a lot of soot, the fault will come back after cleaning or repairing the turbo.[4]
- 7Replace parts only when the tests confirm it: in the Mitchell 1 case, replacing the actuator was enough, and only deformed vanes or a deformed rotor require replacement rather than cleaning.[1][4]
- 8After any repair, carry out the basic setting (adaptation of the actuator end stops) with the diagnostic equipment: according to a German workshop, without it the fault returns after a few kilometres.[5]
Can I keep driving with P2563?
Garage soon
The control unit usually goes into limp mode as a protective measure: it limits injection to prevent an uncontrolled rise in boost pressure that could damage the pistons or the head gasket. The sources do not set a deadline for repairing it, but it is best to do so soon and not to load the engine in the meantime.[3][4]
Documented faults related to P2563
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 severityFrequency: 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 severityFrequency: 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 severityFrequency: 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 severityFrequency: 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
EGR valve: the most serious faults by engine and car
- Critical severityFrequency: 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 severityFrequency: 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 severityFrequency: 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 severityFrequency: 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.
Engine sensors: the most serious faults by engine and car
- High severityFrequency: 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 severityFrequency: 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 severityFrequency: 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 severityFrequency: 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.
Frequently asked questions
Can I drive with code P2563?
The car is usually in limp mode, which limits power to protect the engine from uncontrolled pressure. The sources do not set a deadline; the sensible thing is to go to the garage soon and not push the engine hard.[3][4]
Does P2563 mean the turbo has to be replaced?
Not necessarily. On an Audi A3 documented by Mitchell 1, replacing the actuator was enough, and on variable-geometry diesels the cause can be soot clogging the vanes. Only deformed vanes or a deformed rotor require replacement rather than cleaning.[1][4]
What is the difference between P2563 and codes P0299 or P0234?
P0299 and P0234 are system codes: they indicate that the actual pressure does not match the requested one (too low or too high). P2563 is a component code: it signals that the position of the turbo actuator, as measured by its sensor, does not match what the control unit commands.[5]
Why is P2563 more common on city diesels?
Because soot from the exhaust and the EGR builds up on the vanes of the variable-geometry turbo, and short journeys encourage that build-up. According to a German workshop, regular motorway trips with a heavier load help to delay it.[4]
Does P2563 mean the same on all makes?
Yes, it is a generic OBD-II code with the same definition across all manufacturers. Ross-Tech describes it on VAG cars as an implausible signal from the boost control position sensor circuit and mentions the turbo's G581 sensor.[3][6]
Will I pass the MOT with code P2563?
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.
- SureTrack Real Fix: Boosting Audi TurboMitchell 1 · Technical documentation · consulted 2 October 2026
- P2563 — Turbocharger Boost Control Position Sensor Circuit Range/PerformanceThe Automotive Technician (TaT) · Technical documentation · consulted 2 October 2026
- 18995/P2563/009571: Turbocharger Boost Control Position Sensor Circuit: Implausible SignalRoss-Tech · Technical documentation · consulted 2 October 2026
- P2563: VTG-Steller Plausibilität & Turbolader-DiagnoseKFZ Dietrich · Other source · published 15 May 2026 · consulted 2 October 2026 · in German
- Turbo-Fehlercodes P0299, P0234, P2562, P2563 verstehenKFZ Dietrich · Other source · published 4 August 2026 · consulted 2 October 2026 · in German
- On-board diagnosticsWikipedia · Other source · consulted 2 October 2026
- 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