Powertrain, generic (extended)

P2E4E Battery Charger Coupler Temperature C Too High

Check engine lightUsually off

EmissionsNot relevant

Drive cycleNot required

Limp modeNo

P2E4E is no sensor fault: measuring point C works, but the contact it watches has become too hot, so charging is cut back or ended. For orientation, a DOE laboratory report from August 2025 compares the IEC 62196-1 ceiling, 90 °C when the air is at 40 °C, with the fixed 100 °C of SAE J3400. No manufacturer documents P2E4E publicly. Others show the same logic under their own codes: Porsche stops Taycan charging when the NTC of the left or right charging inlet stays at 90 °C or above for more than 14 s (P31D200), and Hyundai addresses P1BAD on the 2022-2023 Ioniq 5 with a charge-management software update. Honda's Fit EV bulletin names a poor contact to the station plug as the heat source and lets the car finish at lower current. Heat from worn pins, dirt or a weak cable is typical. Sensor C circuit faults are P2E4A to P2E4D.

Likely causes

Worn, widened or dirty pins in the station plug or the vehicle inlet

Charging cable with thin conductors heating up at high current (Porsche)

Long high-current session in strong heat or direct sun

Temperature logic in the charging software, update available

Symptoms

Charging slows down or stops partway through
Charge indicator at the inlet flashes a fault or reduced-power state
Discoloured or heat-marked pins at the plug or inlet

Repair estimate

DifficultyMediumWorkshop job

Parts and labour€0–1,500

Time0.3–3 h

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

Parts involved

charge port temperature sensorcharge porton board charger

References: osti.gov, static.nhtsa.gov, static.nhtsa.gov, static.nhtsa.gov.