Troubleshooting Ford S-max 2.0 tdci DW10: Dealing with P003a Turbo Sensor Values

Ford S-Max with 2.0 tdci DW10 engine.
At the beginning there was a fault P2566 (Turbocharger Boost Control Position Sensor Circuit Intermittent), but there was no error P003a
I was buried a little later at the sensor and underpressures. I did not find any problem with the underpressure, but in the end I replaced the turbo copy sensor and replaced the vacuum valve.
The P2566 fault disappeared, but P003a 16-25 appeared which after some time changed into P003a 17-2F. Both are "Turbocharger / Supercharger Boost Control A Position Exceeded Learning Limit", ie the voltage limit of the turbo copy sensor is exceeded, the first one is the voltage exceeded below the threshold, the second one is the voltage exceeded above the threshold.
The error occurs every time the engine is started.
The turbo bar after propelling the vacuum manually approx. 1 cm and does not block
After pressing the vacuum manually from zero to maximum, the voltage value goes up from 0.6 to 150V, then drops to practically -150V and increases slightly. According to me, this is the correct indication.
I deleted the PCM training values and reset the entire module, the error appeared after the first firing.
The sensor with the engine turned off is about 0.6V. During work and firing the values are according to the attached screenshots.
The only thing I noticed is that the sensor starts to change values only when the bar moves about 3mm, but the bar does not look as if it was being moved.
Could I ask you to check the attached work parameters or compare to the values you have and any suggestions regarding possible reasons for this error.

What underpressure?
What kind of sensor do you write about?
The first error you had was regarding the interrupted boost pressure sensor circuit.
PCM did not see the signal from the sensor because: the sensor may be damaged, the sensor is not powered, the cable between the sensor and the PCM is broken.
The second error you gave was the exceeded boost pressure, or PCM got information from the sensor that the boost pressure is greater than the pressure requested by the PCM.
There is something wrong with these measurements.
The only thing that fits here is the engine speed.
Where do the values from the 150V pressure sensor come from?
Where does the pressure of 38000kPa come from when idling?
It is 380bar.
Maybe you are looking at the fuel pressure on the rail and not on the boost pressure.
This voltage is also strange, because from where 150V on the sensor, when there can be a maximum of 5V?
You wrote that the sensor with the sensor turned off has 0.6V.
This is a strange strange measurement of voltage because there should rather show 0V at the maximum vacuum and the maximum voltage at a few bars per sensor - unless the sensors in Ford work differently.
You can not deduce from what you have given.
You need to connect something that will show the correct values or choose something that will show the values from the boost pressure sensor.

I checked the turbo vacuum system. Damage to the steering control valve or leaks results in similar effects.
For my knowledge this P2566 is caused by damage to the turbo copy sensor I ask about in the subject and which is on the turbo pear.
Here's how: http://aws-cf.caradisiac.com/prod/photos/0/8/8/860088/2628726/img-2628726e1f.jpg?v=6
This error (P2566) has been eliminated by replacing the pear-digging sensor.
These sensors have such values at readings. Here are the values shown by the scanner for this sensor:
http://mondeoclub.ru/forum/uploads/monthly_07_2016/post-70265-0-04955600-1468515819.jpg
I may have left the pressure for the pump, but I did not take it into account and was in the oscilloscope after checking the other parameters. Important to me is "VANE POS" (copy sensor) and rotation, because P003a error concerns the operation of the copy sensor. You can see that when firing it calibrates (position max - min) but I do not know why it is outside of the learned values.
5V should be on the reference cable (3 cable sensor). I am not sure between which cables the voltage is working, because it came to me 4.9V between external and 4.2V between external and central.
The sensor's indications, on the other hand, are between -150 and + 150V. Yes, there are only indications, because there is no such tension, but they are so.
It's ridiculous that it first grows up to +150, so that it will immediately fall to -150.
Ide right to the car this will make a drop from the work of the charge pressure sensor if it has help in the diagnosis.

My mistake - reading comes out quickly.
In fact, there is no mention of the boost pressure sensor that I wrote about.
The valve as well as the sensor new or used?

No problem.
The sensor is a new valve used.
It's progress. I changed the valves from the desperation (the one from the throttle valve with the turbo control) and the error was gone.
I do not know if I have checked or changed them temporarily or sometimes as a last time and that's why the error did not begin to occur.
I will be watching errors and I will let you know. If it does not come back, one valve is for exchange ...

Could I ask for information on the correct voltages on the individual cables in the turbo copy sensor plug?
I have information about the 5V and 1.5V voltage between the external cable and the middle cable (ground), but here it comes out as if there was a mass outside.

Edit: I came. The cables on the Ford circuit do not coincide with what is on the plug, hence the misunderstanding.
There are three cables:
Gray - mass
Zolty - reference / power supply
Purple - signal

When the plug-in is disconnected, the values are:
Yellow - gray - 4.98V (correct)
Purple - gray - 4.3V (I can not verify, because I have not found any information about this value anywhere)

With a plug:
Purple - 0.0V to 4.5V (zero position in the pear to max vacuum)

After powering the sensor plug out, the value is 0 to 4.98V, so I think it's a good idea.

I'm just wondering if the value of 4.5V on the sensor is not too high.

This value is good, on a plug-in connector it will be on purple voltage because komp sends a sampling voltage for errors

Yes, I know, but I'm wondering if 4.2V is the correct voltage. I compared it to another DW10 and it's also 4.2V, so I'm wondering where this error came from. People say turbo exchange helped, but I do not really understand how if the sensor measures from 0 to 4.9V (so the pushing will not change this value) and the bar will not move any further than it is set

Screw out the turbine and you will be sure

I have a second one to change, but it would not make sense, because the computer detects too much voltage, so it looks as if the arm goes too far (in the resting state is 0V to 4.5V at the maximum vacuum), so either the bounce is wrong or something loose.
In addition, the pear moves loosely to give underpressure.
Now the question is how to set the shoulder, because as I understand it, the rest position is to be at 0V, but I do not know how much to be at the maximum.

Hi, and what you have solved the problem I have exactly the same error right after firing. What could be the reason.

I forgot to write. Yes, I solved it. Remember, however, that you may have a copy sensor failure as it is supposedly for some people.
There were two problems for me. The first is the looseness on the pivot pin of the steering wheel which passes through the turbo wall to the blades. For this it looks as if the limb of the arm was a threadbare rally, the pear could pull the bar further causing the error.
I bought a second turbo, which was in very good condition. I exchanged and peace.

Exactly at rest, it has 0.5volt and at a maximum of 4.5v max

Hi, I moved the pear, shortened it and the error disappeared. greetings

What are the values measured by the oscilloscope / voltmeter on the Suction Cup Position Sensor? Ignition on and engine running at idle? 0.8V-4.2V? 0V-4V? There is 1.3V-3.1V in the autodata, while in the ESI they only gave the upper value to 4.4V

I have 1.1v on a pair in smax and closed geometry, i.e. a barbell pulled in to the end of 4.9v and ok with the car.