🎬 Helpful Videos 🛍️ Shop This Part

P0106 on 2013-2018 Ford Focus ST: MAP Sensor Causes, Recall Info, and Fixes

Q: My 2013 Focus ST already had the 14S17 recall performed, but I still have a P0106 code. What should I check?

The dealer repair for recall 14S17 sometimes used excessive solder, which can increase resistance and cause the fault to return. Owners have found that cutting out the dealer's splices (S132 and S133) and replacing them with high-quality, sealed butt connectors can permanently resolve the issue.

Q: Where are the sensors located that I need to clean for a P0106 on my 2.0L EcoBoost?

There are two primary sensors: the 4-pin T-MAP/Boost sensor located on the cold-side charge pipe before the throttle body, and the 3-pin MAP sensor located directly on the intake manifold.

Q: Why does my dashboard say 'Hill Start Not Available' when I have an engine code P0106?

On the Focus ST, the P0106 code often triggers simultaneous warning messages like 'Engine Fault, Service Now' and 'Hill Start Not Available' due to the way the PCM handles irrational pressure sensor data.

Q: Can I just clean the MAP sensors instead of replacing them?

Yes, cleaning the sensors with electronics or MAF sensor cleaner is a common first step, especially since they are prone to oil contamination from the PCV system. However, if the sensor is faulty or the oil film returns quickly, replacement is often the only long-term solution.

Q: What specific wiring splices are involved in the Ford recall for the 2013-2014 Focus ST?

The recall (14S17) specifically addresses splices S133 (Yellow/Violet wires) and S132 (Yellow/Green wires) in the engine wiring harness.

Q: Is there a TSB that preceded the 14S17 wiring recall?

Yes, TSB 13-09-07 was the precursor to the 14S17 recall, addressing the same drivability and wiring harness issues.

On a 2013-2018 Focus ST, code P0106 is most often caused by a faulty MAP sensor on the intake manifold or the T-MAP sensor on the charge pipe, often due to oil contamination. For 2013-2014 models, a wiring harness recall (14S17) is a primary suspect. Cleaning or replacing a sensor costs ~$40-$120 for the part and is a 2/5 DIY difficulty.

24 minutes to read 2013-2018 Ford Focus ST

Most Likely Cause

Defective Wiring Harness Splice (Recall 14S17)

Difficulty

2/5

Est. Time

1.2 hrs

DIY Doable?

✅ Yes

Shop Labor

$100 – $450

Parts Price

$40 – $200

⚠️ Drivable, but... — Driving is possible, but not recommended. You may experience sudden hesitation, stalling, or reduced power ('limp mode'), which can be a safety risk in traffic. Ignoring the code can lead to poor fuel economy, rough idle, and potential damage to the catalytic converter over time due to an incorrect air-fuel mixture.

Key Takeaways

For 2013-2014 models, first check if Ford's wiring recall 14S17 was performed. This is the most likely cause.
The Focus ST has two pressure sensors (one on the intake manifold, one on the charge pipe) that can cause P0106. Both are prone to oil contamination.
A common and effective first step is to remove and clean both sensors with electronics cleaner.
If cleaning doesn't work, use a scan tool to watch live data from both sensors to determine which one is faulty before buying parts.
Symptoms can include serious drivability issues like hesitation and stalling, so addressing this code promptly is important for safety.

The trouble code P0106 stands for 'Manifold Absolute Pressure (MAP) / Barometric Pressure Sensor Circuit Range/Performance'. This means the engine's computer (PCM) has detected that the signal from one of the pressure sensors is irrational or doesn't match what's expected based on other inputs like engine speed and throttle position. The PCM uses these pressure readings to calculate engine load and control the air-fuel mixture and ignition timing. The PCM cross-validates the MAP sensor data against throttle position and engine RPM to ensure the readings are logical (e.g., high vacuum at idle, near atmospheric pressure at wide-open throttle). An incorrect signal can lead to poor engine performance, increased emissions, and potential long-term engine damage.

What's Unique About the 2013-2018 Ford Focus ST

Engine bay of a Ford Focus ST showing the 2.0L EcoBoost engine layout. — The 2.0L EcoBoost engine in the Focus ST features a unique dual-sensor setup, with one MAP sensor on the manifold and a T-MAP sensor on the charge pipe.

The 2.0L EcoBoost engine in the Focus ST uses two key pressure sensors that can trigger this code: a traditional MAP sensor on the intake manifold and a Temperature/Manifold Absolute Pressure (T-MAP) sensor on the charge pipe before the throttle body. A major issue for 2013-2014 models is Ford's safety recall 14S17, 🎬 Watch: Overview of the 14S17 wiring harness recall which addressed poorly crimped wiring harness splices that directly caused erroneous MAP sensor signals, leading to stalling and hesitation. Even on post-recall vehicles or later model years, oil contamination of the sensors from the PCV system is a frequent failure point, with the T-MAP sensor on the charge pipe being particularly vulnerable. NHTSA ODI #11597495 highlights that even on later models not covered by the original recall, owners have reported stalling while accelerating into traffic accompanied by the P0106 code and a "hill start assist" failure message.

Symptoms You May Notice

The instrument cluster of a Ford Focus ST displaying the 'Hill Start Not Available' and 'Engine Fault' warning messages. — The P0106 code on a Focus ST is often accompanied by a 'Hill Start Not Available' message, which can be confusing but is a known software-driven symptom of the sensor fault.

Check Engine Light is on
"Engine Fault, Service Now" message on the dashboard.
"Hill Start Not Available" warning message may appear simultaneously.
Rough or unstable idle.
Hesitation, bogging, or stumbling during acceleration.
Noticeable loss of power or turbo boost, sometimes described as 'limp mode'.
Engine stalling, sometimes without warning, particularly after a warm start.
Decreased fuel economy.
Erratic turbo spooling sounds not related to throttle input.
Struggling to start, requiring more throttle than usual.

⚠️ Don't Waste Money on the Wrong Fix

Replacing only one of the two pressure sensors without diagnosing which one is faulty.
Replacing sensors when the root cause is the wiring harness splice issue on 2013-2014 models.
Replacing the throttle body when the issue is a sensor or vacuum leak.
Assuming the recall 14S17 repair is permanent; many owners have had to re-repair the splices.

Most Likely Causes

Side-by-side comparison of a clean MAP sensor versus one contaminated with engine oil. — A clean sensor (left) compared to one fouled by oil contamination (right). Oil blow-by from the PCV system is a leading cause of P0106 on the Focus ST.

Defective Wiring Harness Splice (Recall 14S17) 🔴 High Probability Affects 2013-2014 models built between Feb 14, 2012, and Oct 14, 2013. The factory splices for the MAP sensor circuit were often insufficiently crimped, causing high resistance and incorrect signals. The key splices are S133 (Yellow/Violet wires) and S132 (Yellow/Green wires).
How to confirm: Check vehicle VIN for recall status on Ford's official site or with a dealer. Visually inspect the wiring harness near the transmission for evidence of the recall repair (often heat-shrunk butt connectors). Some owners report the dealer repair (which sometimes used excessive solder) failing and have had to re-do the splices themselves using butt connectors for a more reliable fix.
Typical fix: If the recall has not been performed, a Ford dealer will repair the splices at no charge. If it has been done but is suspect, the splices (S133 and S132) must be cut out and redone using quality, sealed butt connectors. 🎬 See the official Ford wiring harness repair procedure
Est. part cost: $0 (recall) - $15 (DIY connectors)
Contaminated or Faulty T-MAP/Boost Sensor 🔴 High Probability This 4-pin sensor is located on the cold-side charge pipe before the throttle body. Its position makes it highly susceptible to oil contamination from the PCV system, which is common on direct-injection turbo engines. The oil coats the sensing element and causes incorrect readings.
How to confirm: Remove the sensor from the charge pipe and inspect for a film of oil. With a scan tool, monitor the 'Boost Pressure' or 'Throttle Inlet Pressure' PID with the key on, engine off. The reading should be close to atmospheric pressure (approx. 14.7 PSI / 101 kPa at sea level). If the reading is stuck or irrational, the sensor is likely faulty.
Typical fix: First, try cleaning the sensor carefully with electronics or MAF sensor cleaner; do not touch the element. If cleaning doesn't resolve the issue or the fault returns quickly, replace the sensor. Many owners find replacement is the only long-term solution.
Est. part cost: $70-$120
Contaminated or Faulty Intake Manifold MAP Sensor 🟡 Medium Probability Like the T-MAP sensor, the 3-pin MAP sensor on the intake manifold can also become contaminated by oil vapors from the PCV system, though it's often less severe than the pre-throttle sensor.
How to confirm: Remove the sensor from the intake manifold and inspect for oil. With a scan tool, monitor the 'Manifold Absolute Pressure' PID. The reading should be close to atmospheric pressure with the key on, engine off, and drop to a vacuum reading (e.g., 8-12 PSI or ~28-32 kPa) at idle. If it fails to read vacuum at idle or is stuck, it's a strong candidate for replacement.
Typical fix: Clean the sensor with an appropriate electronics cleaner. If the problem persists, replace the sensor. Some owners replace it as a pair with the T-MAP sensor.
Est. part cost: $60-$95
Vacuum or Boost Leak ⚪ Low Probability Cracked vacuum lines, loose intercooler piping, a leaking blow-off valve, or a failed intake manifold gasket can cause pressure readings that the PCM deems irrational. The plastic intake manifold itself can develop hairline cracks. NHTSA ODI #10967364 describes a similar scenario where plastic tubing failed by "disintegrating" in the vicinity of engine components, leading to a P0106 code.
How to confirm: Visually inspect all vacuum hoses and charge pipes for cracks or loose connections. A smoke test is the most effective way to find leaks in the intake and charge pipe system. Listen for hissing sounds around the intake manifold.
Typical fix: Replace the cracked hose, tighten the loose clamp, or replace the faulty gasket/manifold.
Est. part cost: $10-$150

Rare But Worth Checking

Faulty Powertrain Control Module (PCM): This is extremely rare. The PCM should only be considered after all other possibilities, including sensors, wiring, and leaks, have been definitively ruled out.
Dirty Throttle Body: In some cases, especially after a battery disconnect, a dirty throttle body can cause idle relearn issues that may trigger a P0106 code. Cleaning the throttle body may be required.
Contamination from Other Components: NHTSA ODI #11035325 reports an unusual case where grease from a failing axle was thrown onto engine sensors, causing a P0106 among several other codes.

Diagnosis Steps

An OBD2 scan tool displaying live data for manifold absolute pressure and boost pressure. — Use a scan tool to monitor the 'Throttle Inlet Pressure' or 'Boost Pressure' PIDs with the engine off to check for irrational readings.

Check for Recalls: If you have a 2013-2014 model, use your VIN to check for open safety recall 14S17 on the NHTSA or Ford owner website. This is a primary cause and the repair is free at a dealer.
Scan for Codes & Live Data: Use an OBD-II scanner to confirm P0106 and note any other codes. Access live data.
Live Data Analysis (Key On, Engine Off): Monitor both 'Manifold Absolute Pressure' and 'Boost Pressure' (or 'Throttle Inlet Pressure'). Both should read close to the current atmospheric pressure (e.g., ~14.7 PSI at sea level). If one is significantly off, it is the likely culprit.
Live Data Analysis (Engine Idling): Start the engine. The 'Manifold Absolute Pressure' reading should drop to show vacuum (e.g., 8-12 PSI / 28-32 kPa). The 'Boost Pressure' sensor should still read near atmospheric pressure. If the manifold sensor doesn't show vacuum, it's likely bad.
Visual Inspection: Inspect the wiring harnesses for both the intake manifold MAP sensor and the charge pipe T-MAP sensor. Look for chafing, corrosion, or signs of a poor recall repair (e.g., bulky, poorly-sealed solder joints).
Inspect and Clean Sensors: Remove the T-MAP sensor from the charge pipe (pre-throttle body) and the MAP sensor from the intake manifold. Inspect both for oil contamination. Clean gently with MAF sensor cleaner and allow to dry completely.

🎬 Watch: How to clean or replace your MAP sensor

Check for Leaks: Visually inspect all vacuum lines and intercooler connections. For hard-to-find leaks, perform a smoke test on the intake system.
Re-evaluate & Repair: After cleaning the sensors and clearing the code, drive the vehicle. If the code returns, and live data pointed to a specific sensor, replace that sensor. If the wiring is suspect (especially on 2013-2014 models), re-do the splices using sealed butt connectors.

Parts You'll Likely Need

Turbocharger Boost / Temperature Sensor (T-MAP) (OEM #BV6Z-9F479-A) — This 4-wire sensor on the charge pipe is highly prone to oil contamination from the PCV system, causing erratic readings. It is often the primary culprit.
Trusted brands: Motorcraft, Bosch
OEM price range: $80-$120
Aftermarket price range: $40-$80
Intake Manifold Absolute Pressure Sensor (MAP) (OEM #AG9Z-9F479-B (Motorcraft CX-2522)) — This 3-wire sensor on the intake manifold can also get contaminated with oil, or fail electronically, leading to incorrect pressure readings post-throttle body.

Related Codes That Often Appear With This One

P0107 — Indicates MAP/BARO Circuit Low Input, pointing to the same sensor or wiring faults.
P0108 — Indicates MAP/BARO Circuit High Input, also pointing to the same sensor or wiring faults.
P0236 — Often appears alongside P0106; manufacturer service bulletins TSB-13-9-8 and TSB-13-5-29 (cited in NHTSA ODI #10787972) note that these codes together can cause hesitation, loss of idle RPM, and lack of power.
P2227 — Indicates a Barometric Pressure (BARO) Sensor Performance issue. The BARO sensor is often integrated into one of the MAP sensors or is a separate third sensor, and a fault here can trigger P0106 as the PCM compares their readings.

Technical Service Bulletins (TSBs) & Recalls

Close-up of the Ford Focus ST engine wiring harness showing the recall splice repair with heat-shrink connectors. — Safety recall 14S17 addressed poorly crimped wiring splices (S132 and S133) that cause erroneous MAP signals and engine stalling.

14S17 - Engine Wiring Splice Repair: A safety recall to repair faulty wiring splices that affect engine sensor circuits, including the MAP sensor.
13-09-07 - This TSB was the precursor to the 14S17 recall, addressing the same drivability issues caused by the wiring harness.
TSB #13-9-8 and TSB #13-5-29 - These bulletins address P0106 and P0236, noting that vehicles may experience hesitation, loss of idle RPM, difficulty starting, and a lack of power (NHTSA ODI #10787972).

Platform-Specific Known Issues

Failed Recall Repair: A user on focusst.org with a 2013 ST3 experienced P0106, stalling, and erratic turbo behavior despite the 14S17 recall having been performed. The dealer's repair used a large amount of solder, which may have increased resistance. The owner cut out the splices and replaced them with butt connectors, which permanently resolved the issue and even resulted in a noticeable increase in boost pressure.
Cleaning vs. Replacing Sensors: On Reddit, a user with a 2013 ST got a P0106 code and 'Engine Fault' message. They removed and cleaned all three pressure sensors (intake manifold, charge pipe, and intercooler) with MAF cleaner as a first step. The intake manifold sensor was noted to be oily. This is a common first attempt before resorting to part replacement.
Intermittent Fault and 'Limp Mode': An owner of a 2013 Ford Escape (platform mate) on Reddit described a frustrating, intermittent P0106 fault that would put the vehicle into 'limp mode'. Cleaning the sensors provided a temporary fix for a few days before the issue returned. Replacing both sensors also did not immediately solve the problem, highlighting how wiring or vacuum leaks can be the underlying cause even when sensors seem to be the issue.

Mechanic-Grade Diagnostic Values

MAP Sensor Signal Voltage (Key On, Engine Off) — expected: ~4.5V (at sea level). Failure: Voltage is significantly different from the expected value, indicating a faulty sensor or wiring issue.
MAP Sensor Signal Voltage (Engine Idling) — expected: 1.0V to 1.5V. Failure: A higher voltage can indicate a vacuum leak, while a lower voltage may suggest other engine problems.
MAP Sensor Ground Circuit Resistance — expected: < 0.5 Ohms. Failure: Resistance greater than 1.0 Ohm points to a corroded or poor ground connection.
MAP Sensor Reference Voltage — expected: 5V. Failure: Missing or intermittent reference voltage indicates a wiring or PCM issue, not a sensor failure.

Wiring & Ground Locations

Splice S133 — In the engine wiring harness near the transmission, part of the 14S17 recall.. This splice involves the Yellow/Violet wires for the MAP sensor circuit. A poor factory crimp or a failed dealer repair here directly causes P0106.
Splice S132 — In the engine wiring harness near the transmission, also part of the 14S17 recall.. This splice connects the Yellow/Green wires in the sensor circuit. Like S133, a failure here results in erratic signals and triggers the code.
Chassis Ground Point — Underneath the airbox, in front of the battery, bolted to the chassis.. This is a primary ground point for engine bay components. Corrosion or looseness can create an unstable ground reference for the MAP sensors, leading to incorrect readings.
Intake Manifold MAP Sensor Connector — On the intake manifold, a 3-pin connector.. Provides the +5V reference, ground, and signal return for the post-throttle MAP sensor. Testing voltages here can isolate a bad sensor from a wiring fault. For 2015+ models, the signal wire is solid blue.
T-MAP Sensor Connector — On the cold-side charge pipe before the throttle body, a 4-pin connector.. Carries power, ground, and signal for both the pressure and temperature sensors. A fault in any of the four wires can trigger P0106.

Real Owner Repair Stories

Reddit user /u/bizmackus1 (2013 Focus ST3, 55k miles) — "Engine fault: service now" and "Hill start not available" messages, stuttering, bogging, and erratic turbo spooling not related to throttle input.
❌ Tried (didn't work) Noting that the 14S17 wiring splice recall had already been performed by a dealer.
✅ What actually fixed it The owner re-did the dealer's splice repair, noting the dealer had used an excessive amount of solder. The owner cut out the old repair and used butt connectors instead. This resolved the code and also resulted in a noticeable increase in boost pressure.
Reddit user /u/throwawaySTaccount (2014 Focus ST, stock except for minor intake/exhaust mods) — Intermittent CEL with P0131 and pending P0106, rough idle, stalling when shifting to neutral, poor MPG (~20).
❌ Tried (didn't work) Replacing a MAP sensor., Replacing the purge valve assembly., Having a shop clear codes, which returned.
✅ What actually fixed it The owner discovered the 14S17 recall had been performed improperly; only one of the two required splices was repaired, and it was poorly crimped. The owner properly spliced and soldered both required connections (S132 and S133), which resolved all symptoms and restored normal fuel economy.
Reddit user /u/bizmackus1 (separate incident) (2013 ST3, 50k miles) — Pending P0106 code with "engine fault, service now" message after startup, which disappeared on restart.
❌ Tried (didn't work) Inspecting the intake manifold MAP sensor, which did not appear dirty.
✅ What actually fixed it The owner removed and cleaned all three pressure/air sensors (intake manifold MAP, charge pipe T-MAP, and a third sensor on the intercooler) with CRC MAF cleaner. The intake manifold sensor was noted to be slightly oily. This cleaning procedure resolved the issue.
NHTSA ODI #11123158 — An owner reported that their engine shut off unexpectedly while driving in live traffic. Although the MAP sensor was replaced after throwing a P0106 code, the vehicle stalled again the next day, which the owner noted pointed to a harness issue.

OEM Part Supersession History

N/A → BV6Z-9F479-A — This is the current OEM part number for the T-MAP (Turbocharger Boost) sensor.
Heads up: This part is also referred to by other names like Turbocharger Boost Sensor, Pressure Sensor, and the engineering number CX2391.

Model Year Variations Within This Range

2013-2014: These model years are subject to safety recall 14S17 for poorly crimped wiring harness splices (S132, S133) that directly cause P0106. The MAP sensor signal wire color is typically gray with a purple stripe.
2015-2018: These facelift models are not subject to the wiring recall. The wiring colors for the intake manifold MAP sensor changed; the signal wire to tap for diagnostics or auxiliary fuel controllers is solid blue.

Diagnostic Flowchart

Start by checking for open recalls and monitoring live sensor data to distinguish between electrical harness failures and oil-fouled sensors common on the 2.0L EcoBoost.

Check VIN for Recall 14S17. If performed, inspect splices S132 and S133 near the transmission. Do you see bulky solder joints or electrical tape?

→ Cut out the factory or poorly soldered splices. Re-do the connections using high-quality, sealed butt connectors to resolve high resistance in the MAP circuit.

With Key On, Engine Off (KOEO), compare 'Manifold Absolute Pressure' and 'Throttle Inlet Pressure' (T-MAP) PIDs. Do they match atmospheric pressure (~14.7 PSI)?

Remove the T-MAP sensor (cold-side charge pipe) and the MAP sensor (intake manifold). Is there visible oil film on the sensing elements?

→ Clean both sensors carefully with MAF or electronics cleaner. If P0106 returns quickly, replace the sensors, as PCV oil contamination is a known issue on this platform.

→ The sensor is likely internally defective. Replace the sensor that provided the irrational reading during the KOEO live data test.

Start engine and idle. Does the Intake Manifold MAP sensor drop to vacuum (approx. 8-12 PSI)?

→ The Intake Manifold MAP sensor is likely failed or the port is completely blocked. Replace the 3-pin sensor on the manifold.

Perform a visual inspection and smoke test. Are there leaks at the intercooler couplers, blow-off valve, or intake manifold gaskets?

→ Tighten loose charge pipe clamps or replace the leaking gasket/hose. These 'irrational' pressure readings often stem from boost leaks under load.

→ If wiring and sensors pass, inspect the intake manifold for hairline cracks. If none, the issue may be an intermittent PCM software fault; check for latest calibration updates.