P0245
PowertrainTurbocharger/Supercharger Wastegate Solenoid "A" Low
Most of the time this is a tired wastegate solenoid or the wiring running to it picking up heat damage near the turbo, where temperatures cook the insulation and connectors over time. Electrically, the ECM has spotted the control signal to wastegate solenoid 'A' sitting lower than it should, which usually points at a short to earth, a broken wire, or the solenoid itself failing internally. The car often drops into limp mode to keep boost under control while the fault is present.
ⓘ Information only. This page provides general educational information about fault code P0245. We do not assess the urgency or safety implications of any specific fault. That requires in-person diagnosis by a qualified mechanic. Full terms.
Recommended next steps
Whether a fault is urgent, drivable, or routine depends entirely on the cause on a specific vehicle, and that can only be determined by a qualified mechanic with diagnostic equipment. If a warning light is illuminated, the most reliable next step is professional diagnosis.
What does P0245 mean?
P0245 is a Powertrain (engine, transmission, fuel system) fault code. It indicates: Turbocharger/Supercharger Wastegate Solenoid "A" Low.
This is a standardised OBD-II code. The technical definition is the same regardless of the make or model of vehicle, although specific causes and symptoms can vary between vehicles.
Symptoms commonly associated with this code
Symptoms that drivers often report alongside this code. Not all may apply to every case:
- • Engine management light on the dash
- • Flat, gutless power when you put your foot down, especially pulling onto a motorway
- • Boost feels weak or surges up and down instead of building smoothly
- • Car drops into limp mode and won't rev past a certain point
- • Throttle feels lazy and slow to respond
- • Slightly worse fuel economy on a long run
Possible causes
Causes commonly associated with P0245, listed in approximate order of typical investigation. The actual cause on a specific vehicle can only be confirmed by professional diagnosis.
- 1. Wiring or connector damage near the turbo, the most common cause. Constant heat and vibration in that part of the engine bay melts insulation and corrodes terminals
- 2. Faulty wastegate solenoid that has shorted internally, common on higher-mileage diesels that have done a lot of stop-start work
- 3. Chafed or broken wire in the harness rubbing against a bracket or the block, often shorting to earth which pulls the signal low
- 4. Corroded or high-resistance terminals at the solenoid plug, water and road salt get in over the years
- 5. Poor earth connection on the solenoid circuit giving false low readings
- 6. Vacuum line split or blockage on vacuum-actuated setups, less common but worth ruling out
- 7. ECM output driver fault, rare and the last thing to suspect once everything else checks out
How mechanics typically diagnose
A typical diagnostic sequence used by mechanics, provided here for educational reference only. Diagnostic work should be performed by a qualified mechanic with the appropriate tools and training.
- 1. Get the solenoid plug off and have a proper look at the wiring and connector. Burnt pins, green corrosion, melted insulation or a loose terminal will often show you the fault straight away given where this part lives
- 2. Wiggle-test the harness near the turbo while watching live data. An intermittent short or break that comes and goes as you move the loom is classic for P0245
- 3. Measure the solenoid resistance across its terminals, you're looking for somewhere in the 5 to 60 ohm range depending on make. Open circuit or near-zero means the solenoid's gone
- 4. Key on, engine off, check for supply at the connector. Around 12 volts is what you want. Below 11 points to a feed problem upstream
- 5. Run a continuity and earth check on the wiring back to the ECM to pin down an open circuit or high resistance
- 6. Clean any contaminated terminals with proper contact cleaner, reconnect, clear the code and road test before condemning the solenoid
Common questions about P0245
Can I sort this myself or does it need a garage? +
You can do the easy half yourself. Most of these are a damaged connector or chafed wire near the turbo, so unplugging the solenoid, checking for corrosion, and giving the terminals a clean with contact cleaner is a sensible first move and costs you nothing. A replacement solenoid is usually £40-£120 for the part and is a bolt-off job if you can reach it. Where it gets fiddly is chasing a wiring fault back through the loom, which wants a multimeter and a wiring diagram. If the visual check turns up nothing obvious, that's the point to hand it to a garage.
If I just clear the code, will it stay gone? +
If the solenoid or wiring is actually faulty, it'll come straight back, often within a few miles or as soon as the engine asks for boost again. Clearing it only sticks if you've fixed the real cause, like a cleaned-up corroded plug or a repaired wire. One thing worth doing is clearing it after a repair and driving a proper boost-on motorway run to confirm it doesn't return. A code that comes back on the same trip tells you the fault is still live.
What's the risk if I leave it and keep driving? +
The engine will likely keep dropping into limp mode, which is annoying but is the ECM protecting the turbo from overboost. The bigger worry is what's causing the low signal. A wire shorting to earth near the turbo can chafe through completely or take out other circuits, and uncontrolled boost on the rare occasions the wastegate sticks can stress the turbo and engine. It won't strand you tomorrow, but it gets more expensive the longer it's left.
How quickly do I need to deal with this? +
Reasonably soon, within a week or two rather than putting it off for months. The car is drivable in limp mode and you're not going to blow it up on the next trip, but a heat-damaged loom near the turbo only gets worse, and a £60 connector repair turns into a much bigger harness job if you ignore it. Sort the cheap visual stuff first, then book it in if the fault stays put.
Information only, not professional advice
The information on this page is provided for general guidance and educational purposes only. It is not a substitute for diagnosis or repair advice from a qualified mechanic. Always verify any fault before paying for repairs. carfaultcodes.co.uk accepts no liability for decisions made based on this information. Full terms →