Powertrain, generic (extended)

P2BE5 Hybrid/EV Battery Pack Current Sensor C Circuit Range/Performance

Check engine lightOn
EmissionsRelevant
Drive cycleRequired
Limp modePossible

P2BE5 flags current sensor C as implausible although its signal is electrically valid, for instance an offset with no current flowing or a value at odds with the other readings. Stellantis lists it, worded as current sensor C circuit performance, in bulletins 08-047-20 and 08-130-21 for the 2017-18 Chrysler Pacifica plug-in hybrid with the 3.6 litre engine: the MIL comes on, and the remedy is new software for the battery pack control module, not a new sensor. GM shows how two current readings are cross-checked: in its 2019 table P0B13 fails when sensors A and B differ by more than 10 A while both lie between -20 and 20 A, 400 of 500 samples at 25 ms, Type A. CARB demands rationality checks for hybrid inputs. Wrong current corrupts the charge estimate; circuit faults are P2BE4, P2BE6 and P2BE7.

Likely causes

Battery controller software (Stellantis Pacifica PHEV, reflash per bulletin)
Sensor offset or gain drift
High resistance at connector or sensor ground

Symptoms

  • MIL on
  • Hybrid system warning
  • Inaccurate state of charge or reduced electric range

Repair estimate

DifficultyShop_onlyWorkshop job
Parts and labour€50–1,500
Time0.3–5 h

Typical range across vehicles; the real cost depends on what the testing finds.

Parts involved

hv battery pack current sensor cwiring harnessbms

Related codes

P2BE4P2BE6P2BE7P0AC0P0B0FP0B13

References: static.nhtsa.gov, static.nhtsa.gov, gsi.ext.gm.com, law.cornell.edu.