Powertrain, generic (extended)

P2E50 Battery Charger Coupler Temperature Sensor D Circuit Range/Performance

Check engine lightUsually off
EmissionsNot relevant
Drive cycleNot required
Limp modeNo

P2E50 flags sensor D for delivering a believable voltage that the logic still rejects. A module can test this in several ways: compare D with a sensor on a contact that carries the same current, check whether it warms as expected under load, or look for steps no metal pin could make. Inlets that monitor both DC+ and DC-, as Amphenol's NACS inlet does with PT1000 elements, offer such a partner. Ford's special service message 55080 proves that its electric pickup, van and crossover read a sensor D, since it cites the overheating code P2E53, yet Ford publishes nothing on P2E50. No other maker documents it. CARB asks for rationality checks to be two-sided where feasible and stored apart from circuit codes. When D is distrusted, the car usually limits or refuses fast charging. P2E4F, P2E51 and P2E52 cover electrical faults.

Likely causes

Sensor D has lost good thermal contact with its pin
One contact heating far more than its partner due to wear or dirt
Plausibility thresholds in the module software, update available
Temperature element D drifted

Symptoms

  • DC fast charging limited or ended early
  • AC charging may still work
  • Charging warning message

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 sensorwiring harnesson board charger

Related codes

P2E4FP2E51P2E52P2E53P2E4BP0EE8

References: static.nhtsa.gov, amphenol.co.jp, law.cornell.edu.