Powertrain, generic (extended)

P2E75 Hybrid/EV Battery Pack Coolant Temperature Sensor D Circuit Range/Performance

Check engine lightOn
EmissionsRelevant
Drive cycleRequired
Limp modeNo

P2E75 means battery coolant sensor D gives a reading that is electrically fine yet does not match the other temperatures in the loop. No manufacturer documents P2E75 publicly. GM's sensor B (outlet) shows how such a check works: with the pump above 20 % the outlet value is compared with inlet and average cell temperature. The 2011 Volt fails it at more than 10 °C, 80 of 100 samples at 100 ms; the 2016 ELR allows 20 °C, 32 of 40 samples at 250 ms; both two-trip Type B. Software can be the culprit: Volvo had P0CD6 set wrongly on 2016–17 XC90 T8 (TJ 32193), Audi had P0C4300 with emissions lamp on the 2020 Q5 TFSI e, fixed by thermal module software. CARB requires rationality checks where feasible.

Likely causes

Sensor D drifting or responding slowly
Plausibility logic in controller software too strict (update available)
Air pocket or poor coolant flow around the sensor

Symptoms

  • Warning light, frequently with no other symptom
  • Less effective battery cooling or heating

Repair estimate

DifficultyHardWorkshop job
Parts and labour€0–700
Time0.5–4 h

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

Parts involved

hv battery pack coolant temp sensor dwiring harnessbms

Related codes

P2E74P2E76P2E77P2D53P0CD6P0C43

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