DOCUMENTED DIAGNOSTIC CONTEXT

Diagnostic code articles — Page 16.

Understand what the recorded fault means, which findings change the diagnosis, and what the cited documentation can confirm. Each article states the system or vehicle scope it covers.

Some sources leave details unresolved. Those articles include a visible source note; a code match alone does not establish applicability to your vehicle.

The C open-circuit mapping must not be confused with C functional failure

Solenoid D open-circuit reporting has a specific architecture mapping

Use the E-channel open-circuit mapping without guessing a valve location

Solenoid F open-circuit reporting has a stable failure-type identifier

Solenoid C circuit high is not proof that the C function is stuck on

The Ford table associates this with an electronic one-way-clutch control

A low D-channel circuit report belongs to the ground-short branch

A high D-channel electrical result is separate from D failed-on functionality

Solenoid E circuit low calls for electrical evidence rather than a pressure assumption

An E-channel power-short report is not identical to failed-on functionality

Jeep's fourth-clutch hydraulic test lacks confirmation

the Jeep fourth-clutch pressure switch reports the wrong state

Pressure switch E fails to report the exhausted state

Pressure switch E fails to confirm pressurization

The F-channel low-circuit label must stay tied to its reporting scheme

Confirm the F-channel high-circuit identifier before applying a test

A cold-soak comparison tests electronics-coolant temperature plausibility

Low circuit indication corresponds to an implausibly hot coolant reading

A very cold electronics-coolant indication can be an electrical high fault

power-electronics coolant-pump driver has an open-circuit result

Hybrid coolant-pump feedback disagrees during an on command

Hybrid coolant-pump feedback is checked in the off state

Pacifica hybrid interlock fault: stored status versus an active fault

interlock feedback is low when its source is active

interlock feedback is high under one of two source states

Niro no-start with an A/C sensor harness short

Active mount A open-circuit monitoring is an electrical driver check

Active mount A circuit low is distinct from the open and high categories

Active mount A circuit high does not establish a mechanical mount failure

Motor A internal-performance evidence includes processor and shutdown checks

A motor-B controller fault has a mislabeled source heading

The ECM can report a status failure detected by hybrid-control processors

Starter-generator controller internal execution checks

Battery-controller performance faults concern processing rather than cell capacity

Motor A temperature is checked against the inverter after a long soak

Low motor-A sensor voltage appears as an extreme hot indication

A cold motor-A indication can be a high-voltage sensor signal

Motor-A overheating is evaluated only after temperature validity checks

Motor-B temperature plausibility uses the inverter average after six hours off

Motor-B circuit-low is represented by an extremely hot sensor value

Motor-B circuit-high requires startup and warmup context

Motor-B thermal protection uses a separate reset boundary

Generator temperature compared with other electronics after cooling

Low generator-temperature circuit voltage is electrical evidence

High generator-temperature signal is qualified by other temperatures

Generator temperature exceeds the documented thermal limit

Niro plug-in inverter temperature warning after an OBC coolant leak

ISG inverter overheating beyond its protection threshold

Motor-A resolver signal loss is different from angle tracking error

Motor-A resolver performance checks a different signal extreme

Motor-B resolver loss has its own sampling window

Motor-B angle-signal degradation is not the same as lost tracking

Generator position conversion loses signal or tracking

Generator angle data disagree inside the position-reading path

Internal generator rotor-position sensor low input

Internal generator rotor-position sensor high input

Generator position information reports overspeed

Drive motor A phase U current is below its expected peak

Maverick and Nautilus inverter-controller faults after startup

Drive motor A phase V has too little current under command

Drive motor A phase W does not reach expected current

Drive motor B phase U current is low under active demand

Drive motor B phase V lacks the expected peak current

Drive motor B phase W current is insufficient near its peak

Ford electrified no-start faults can begin with a 12-volt drop

Motor-A inverter performance is tied to a semiconductor fault status

Motor-B inverter performance reports a power-switch protection status

Generator inverter fault with an originating ISG diagnosis

The monitored hot component is the electronics board

Ford hybrid battery discharge does not automatically mean pack replacement

Battery overtemperature is evaluated as an accumulated hot condition

battery deterioration is evaluated under qualified power conditions

The GM battery-replacement label rests on a qualified resistance calculation

Battery-fan failure uses different voltage checks for on and off commands

Battery cooling fan commanded on but speed feedback stays low

Battery cooling-fan speed persists after an off command

Battery fan control feedback remains below its valid level

Fan control feedback stays high despite a lower command

Power-module current plausibility is tested in current-limit mode

Low power-module current-sensor signal is not low charging current