Powertrain, generic (extended)

P2BE7 Hybrid/EV Battery Pack Current Sensor C High

Check engine lightOn
EmissionsRelevant
Drive cycleNot required
Limp modePossible

With P2BE7 the signal of current sensor C sits above its usable range, which after conversion would be an impossibly large current. As with P2BE6, the official wording drops the word circuit. No manufacturer documents P2BE7 publicly. GM's coarse-channel check for sensor A (P0AC2) shows typical numbers: above 303 A (ADC count over 4013) during 1.6 s out of every 2 s, Type A, MIL on the first trip. An open sensor ground, a signal touching the supply or an internal sensor fault are common causes. Where three current devices sit on one busbar, as in a Continental patent, the remaining two can still be compared, which helps the controller decide which one is wrong. CARB requires such range checks. Low is P2BE6.

Likely causes

Open sensor ground
Signal wire shorted to the 5 V supply or 12 V
Current sensor C defective

Symptoms

  • MIL and hybrid or EV warning on
  • Battery power limited

Repair estimate

DifficultyShop_onlyWorkshop job
Parts and labour€150–1,500
Time1–5 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

P2BE6P2BE4P2BE5P0AC2P0B11

References: law.cornell.edu, gsi.ext.gm.com, patents.google.com.