P2564 Turbo Boost Control Position Sensor Circuit Low

OBD-II Trouble Code - P2564 - Data Sheet

P2564 - Turbo Boost Control Position Sensor Circuit Low

What does trouble code P2564 mean?

This Diagnostic Trouble Code (DTC) is a generic transmission code, which means it applies to OBD-II equipped vehicles with a turbocharger (Ford, GMC, Chevrolet, Hyundai, Dodge, Toyota, etc.). Although general in nature, the specific repair steps may differ depending on the brand / model.

This DTC usually applies to all OBDII equipped turbocharged engines, but is more common in some Hyundai and Kia vehicles. The turbocharger control position sensor (TBCPS) converts the turbocharging pressure into an electrical signal to the powertrain control module (PCM).

The Turbocharger Control Position Sensor (TBCPS) provides additional information about the turbo boost pressure to the transmission control module or PCM. This information is commonly used to fine tune the amount of boost the turbocharger delivers to the engine.

The boost pressure sensor provides the PCM with the rest of the information needed to calculate the boost pressure. Every time the voltage on the signal wire of the TBCPS sensor falls below the set level (usually below 0.3 V), the PCM will set code P2564. This code is considered a circuit malfunction only.

Troubleshooting steps may vary depending on the manufacturer, sensor type, and wire colors to the sensor.

Symptoms

Symptoms of a P2564 code may include:

• Fault indicator light is on
• Low productivity
• Oscillations during acceleration
• Decreased fuel economy
• Lack of power and poor acceleration
• Lack of power and poor acceleration
• clogged spark plugs
• cylinder detonation
• Excessive smoke from the exhaust pipe
• High engine or transmission temperature
• Hissing from turbo wastegate and/or hoses
• Howling, hissing or rattling noise from turbo block or turbo and water pipes
• Boost sensor high or low (if equipped)

Causes of the P2564 code

Possible reasons for setting this code:

• Short circuit on weight in the signal circuit of the TBCPS sensor
• Short to ground in TBCPS sensor power circuit - possible
• Faulty TBCPS sensor - possible
• Failed PCM – Unlikely
• Clogged, dirty air filter
• Intake manifold vacuum leak
• Westgate remained either open or closed
• Defective intercooler
• Boost sensor faulty
• turbo error
• Short circuit or open circuit in the boost sensor circuit
• Loose bolts on exhaust manifold/turbocharger connections.
• Loose flange between turbocharger and intake manifold
• Corrosion or breakage of electrical connectors in the 5 volt reference voltage circuit of the boost sensor

Please note that complete turbocharger failure can be caused by internal oil leaks or supply restrictions, which can result in:

• cracked turbine housing
• Failed turbine bearings
• Damaged or missing vane on the impeller itself
• Bearing vibrations, which can cause the impeller to rub against the housing and destroy the device.

Diagnostic and repair procedures

A good starting point is always to check the Technical Service Bulletins (TSB) for your particular vehicle. Your problem may be a known issue with a known manufacturer-released fix and could save you time and money while troubleshooting.

Then find the TBCPS sensor on your specific vehicle. This sensor is usually screwed or screwed directly onto the turbocharger housing. Once found, visually inspect the connector and wiring. Look for scratches, scuffs, exposed wires, burn marks, or molten plastic. Disconnect the connector and carefully inspect the terminals (metal parts) inside the connector. See if they look burnt or have a green tint indicating corrosion. If you need to clean the terminals, use an electrical contact cleaner and a plastic bristle brush. Allow to dry and apply electrical grease where the terminals touch.

If you have a scan tool, clear the DTCs from memory and see if P2564 returns. If this is not the case, then there is most likely a connection problem.

If the P2564 code does return, we will need to test the TBCPS sensor and associated circuits. With the key OFF, disconnect the electrical connector at the TBCPS sensor. Connect the black lead from the DVM to the ground terminal on the harness connector of the TBCPS. Connect the red lead of the DVM to the power terminal on the harness connector of the TBCPS sensor. Turn on the engine, turn it off. Check manufacturer specifications; the voltmeter should read either 12 volts or 5 volts. If not, repair open in the power or ground wire or replace the PCM.

If the previous test passes, we will need to check the signal wire. Without removing the connector, move the red voltmeter wire from the power wire terminal to the signal wire terminal. The voltmeter should now read 5 volts. If not, repair open in signal wire or replace PCM.

If all previous tests pass and you continue to receive the P2564, it will most likely indicate a faulty TBCPS sensor, although the failed PCM cannot be ruled out until the TBCPS sensor is replaced. If you are unsure, seek help from a qualified automotive diagnostician. To install correctly, the PCM must be programmed or calibrated for the vehicle.

DIAGNOSTICS CODE P2564

Remember that a turbocharger is essentially an air compressor that forces air into the engine's fuel system through impellers driven by exhaust pressure. The two chambers have two separate impellers, one of which is driven by exhaust gas pressure, while the other impeller is in turn rotated. The second impeller brings fresh air through the turbocharger inlet and intercoolers, bringing cooler, denser air into the engine. Cooler, denser air helps the engine build power through more efficient operation; As the engine speed increases, the compressed air system rotates faster, and at about 1700-2500 rpm the turbocharger begins to pick up speed, providing maximum air flow to the engine. The turbine works very hard and at very high speeds to create air pressure.

Each manufacturer designs their turbochargers to maximum gain specifications, which are then programmed into the PCM. The boost range is calculated to avoid engine damage due to excessive boost or poor performance due to low boost pressure. If the gain values ​​are outside these parameters, the PCM will store a code and turn on the Malfunction Indicator Lamp (MIL).

• Keep an OBD-II scanner, boost gauge, hand vacuum pump, vacuum gauge, and dial indicator handy.
• Take the vehicle for a test drive and check for engine misfiring or power surges.
• Check all turbo boosters for leaks and inspect the turbo inlet pipes and intercooler connections for leaks or cracks.
• Check all air intake hoses for condition and leaks.
• If all hoses, plumbing and fittings are in order, firmly grasp the turbo and try to move it on the inlet flange. If the housing can be moved at all, tighten all nuts and bolts to the manufacturer's specified torque.
• Position the boost gauge so you can see it when you step on the gas.
• Start the car in parking mode and quickly accelerate the engine to 5000 rpm or so, and then quickly release the throttle. Keep an eye on the boost gauge and see if it's over 19 pounds - if so, suspect a stuck wastegate.
• If boost is low (14 pounds or less), suspect a turbo or exhaust problem. You will need a code reader, a digital volt/ohmmeter, and the manufacturer's wiring diagram.
• Visually inspect all wiring and connectors and replace damaged, disconnected, shorted, or corroded parts as necessary. Test the system again.
• If all cables and connectors (including fuses and components) are in order, connect the code reader or scanner to the diagnostic port. Record all codes and freeze frame data. Clear codes and check the car. If the codes are not returning, you may have an intermittent error. Wastegate malfunction
• Disconnect the actuator arm from the wastegate assembly itself.
• Use a vacuum pump to manually operate the actuator valve. Monitor the wastegate to see if it can fully open and close. If the wastegate cannot close completely, the boost pressure will drop sharply. A condition in which the bypass valve cannot open fully will also result in a drop in boost pressure.

Turbocharger failure

• On a cold engine, remove the turbocharger outlet hose and look inside the block.
• Inspect the unit for damaged or missing impeller fins and note that the impeller blades have rubbed against the inside of the casing.
• Check for oil in the body
• Rotate the blades by hand, checking for loose or noisy bearings. Any of these conditions may indicate a malfunctioning turbocharger.
• Install a dial indicator on the turbine output shaft and measure the backlash and end play. Anything beyond 0,003 is considered an over-endgame.
• If you don't have problems with the turbocharger and wastegate, find a constant supply of vacuum to the intake manifold and connect a vacuum gauge.
• When the engine is idling, an engine in good condition should have between 16 and 22 inches of vacuum. Anything less than 16 inches of vacuum could potentially indicate a bad catalytic converter.
• If there are no other obvious problems, recheck the turbocharger boost pressure sensor circuits, wiring and connectors.
• Check voltage and resistance values ​​according to manufacturer's specifications and repair/replace if necessary.

What is P2564 Engine Code [Quick Guide]

Need more help with your p2564 code?

If you still need help with DTC P2564, post a question in the comments below this article.

NOTE. This information is provided for informational purposes only. It is not intended to be used as a repair recommendation and we are not responsible for any action you take on any vehicle. All information on this site is protected by copyright.