Atto 3

Name: Atto 3
Brand: byd

BEV

2022-2025

920Fault Codes

2Critical

4Warning

5SW Updates

Fault Codes

P0A0DWarning›
Battery Energy Control Module Requested MIL Illumination
Causes
— Cell imbalance— BMS firmware issue— Temperature sensor fault
Actions
— Check BMS software version— Inspect battery temperature sensors+1 more →
More common in hot climates — park in shade and avoid charging in peak heat.
P0AA6Critical›
Hybrid Battery Voltage System Isolation Fault
Causes
— Damaged HV cable— Water ingress into battery pack— Faulty contactor
Actions
— Stop driving immediately— Do not attempt to charge+1 more →
Water ingress risk higher in wet climates (UK, Norway).
P1A00Warning›
Drive Motor "A" Performance — BYD proprietary
Causes
— Motor inverter overtemperature— Motor phase current imbalance
Actions
— Allow vehicle to cool— Check coolant level+1 more →
Reported more in UAE summer — avoid aggressive acceleration above 40°C ambient.
B1108›
For the BYD Song MAX (2017–2019), DTC B1108 indicates a short circuit in the PM2.5 air quality detection module (dust sensor) or its wiring harness. The sensor uses laser scattering to detect in-cabin and outside PM2.5 concentrations and transmits data to the HVAC ECU via the LIN bus or an analog signal. Short circuit conditions include: 1) Sensor power supply wire (+5V/+12V) shorted to ground 2) Signal wire shorted to power or ground 3) Short circuit in the sensor's internal photoelectric detection circuit This fault prevents the automatic climate control from switching between fresh air and recirculation based on air quality. The system enters fail-safe mode (typically forced recirculation). Severe short-circuit current can destroy the HVAC ECU sampling circuit. The system classifies this as a Level 3 severe fault and restricts vehicle operation to prevent electrical fires or controller damage. For other BYD models (such as the Qin EV, E5, and Song DM), B1108 indicates a driver-side sunload sensor fault, reflecting differences in DTC definitions across models.
Causes
— Water ingress or moisture inside the PM2.5 sensor causes a circuit board short (commonly due to A/C evaporator case condensate leakage or vehicle wading).— Worn sensor wiring harness insulation contacts the metal body frame or sharp edges of the air conditioning housing, causing a short to ground (frequently occurs when the wiring harness is misrouted after dashboard removal and installation).— Sensor connector pins bent, backed out, or oxidized due to water ingress, causing a short circuit between the power supply and signal pins.+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read the DTC freeze frame, confirm the ambient temperature, humidity, and vehicle status at the time of the fault, and determine whether it is a current or history fault.— Remove the PM2.5 sensor located on the right side of the dashboard or the upper part of the air conditioning unit (on Song MAX, usually behind the glovebox or inside the center console). Visually inspect the connector for water stains, oxidation, or deformed pins.+5 more →
B110811›
This DTC indicates a short circuit in the air conditioning system PM2.5 air quality sensor (rapid detector). Specifically, abnormal continuity exists between the sensor power supply circuit or signal output circuit and body ground or battery positive. This causes the control module (ACU/air conditioning controller) to detect abnormal current or a voltage signal outside the valid range (typically 0V or supply voltage). The PM2.5 sensor monitors internal and external particulate concentrations, providing the data the automatic air conditioning system uses to switch between fresh air and recirculation modes. A short circuit disables the air quality monitoring function. This fault may force the air conditioning system into recirculation protection mode and trigger related thermal management system faults, as the air conditioning system acts as a key actuator in vehicle thermal management. In severe cases, the short circuit current can damage the internal sampling circuit of the air conditioning controller or overheat the wiring harness.
Causes
— PM2.5 sensor internal circuit board short circuit (laser detection module or voltage regulator chip breakdown), commonly due to sensor water ingress or component aging.— Damaged sensor wiring harness insulation causing a short to ground or short to power, frequently occurring at vibration and chafing points such as the firewall pass-through hole and air conditioning housing edge.— Short circuit in the air conditioning controller (ACU) internal signal sampling circuit, causing a false sensor fault.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault information and freeze frame data, record the ambient temperature and air conditioning operating status at the time of the fault, and check for accompanying B11 series fault codes.— Locate the PM2.5 sensor installation position (on Qin series models, typically in the air intake duct downstream of the A/C filter/upstream of the blower, or under the passenger-side dashboard). Inspect the connector for signs of water ingress, terminal corrosion, or backed-out pins.+4 more →
B1109›
DTC B1109 indicates an open circuit in the communication line between the air conditioning system PM2.5 air quality sensor (dust concentration sensor) and the air conditioning control unit (AC ECU), or an open circuit within the sensor internal circuitry. Typically located in the air conditioning intake duct, this sensor monitors real-time PM2.5 particle concentration inside and outside the vehicle. It provides data to the automatic air conditioning system for intelligent switching between fresh air and recirculation modes and for controlling the air purification device. During an open circuit fault, the AC ECU cannot receive the air quality signal, triggering the system fail-safe mode. Symptoms typically include failure of the automatic recirculation function, abnormal air purification indicator light operation, or abnormal air quality data displayed on the air conditioning panel. Severe cases may compromise the cabin environment control strategy, but do not directly affect vehicle driving safety.
Causes
— PM2.5 sensor internal circuit open (due to sensor aging, internal component damage, or water ingress corrosion)— Loose sensor wiring harness connector, backed-out pins, corroded terminals, or poor contact (common after dashboard removal/installation or vehicle water ingress)— Sensor power supply circuit open or blown fuse (B+ power supply or IGN power supply circuit interrupted)+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read the fault code. Confirm B1109 is active. Record the freeze frame data, clear the fault code, and check if the fault is intermittent.— Visually inspect the PM2.5 sensor installation (located near the air conditioning filter element or inside the right dashboard air duct). Check the sensor connector for looseness, backed-out pins, or water ingress, and check for foreign matter blocking the sensor air inlet.+4 more →
B110913›
DTC B110913 indicates an open signal circuit for the PM2.5 rapid detector (in-cabin air quality sensor). This sensor typically mounts inside the air conditioning system intake duct. It monitors in-cabin PM2.5 concentration in real time and provides data to the automatic air conditioning system for intelligent control of the air purification function. The BYD diagnostic protocol uses sub-code '13' to specifically indicate an open signal circuit. Although this fault theoretically affects a comfort feature, BYD Qin series vehicles classify it as a Level 3 (severe) fault. This classification occurs because the air conditioning system interacts with the battery thermal management system (e.g., monitoring battery cooling intake air quality). The fault can disable the automatic air conditioning mode and prevent the air purification function from operating. In extreme cases, it affects the battery compartment intake air quality assessment, triggering the 'repair immediately' strategy.
Causes
— Internal open circuit or aging failure of the PM2.5 sensor, interrupting signal output.— Loose sensor wiring harness connector, backed-out pin, or corroded/oxidized terminal causing poor contact.— Vibration wear or crushing of the wiring harness at the firewall grommet or instrument panel frame caused wire breakage.+2 more →
Actions
— Use VDS2000 or the BYD dedicated diagnostic tool to read the complete fault codes and freeze frame data. Confirm the ambient temperature, vehicle speed, and air conditioning status at the time of the fault. After ruling out an intermittent fault, clear the fault codes and perform a road test to verify if the fault recurs.— Remove the front passenger glovebox or air conditioning filter. Visually inspect the PM2.5 sensor (usually marked 'Air Quality Sensor') installation. Verify the wiring harness connector is fully seated. Inspect the terminals for green oxidation or backed-out pins. Clean with electrical contact cleaner if necessary.+4 more →
B110A›
This DTC indicates interrupted CAN bus communication or abnormal data between the air conditioning control unit (ACU) and the PM2.5 air quality sensor. The PM2.5 sensor monitors particulate concentration inside and outside the vehicle and provides the basis for purification control in the automatic air conditioning system. The ACU triggers this fault if it fails to receive a valid CAN message from the sensor within the specified period (usually 100-500 ms), if message verification fails, or if the signal frame times out. Although this fault does not affect vehicle driving safety, it disables the automatic air purification function. The air conditioning system cannot automatically switch between recirculation and fresh air modes or activate the air purification mode based on air quality. A persistent fault may restrict the thermal management strategy.
Causes
— PM2.5 sensor internal circuit fault or module damage, preventing CAN signal transmission or transmitting error frames.— Open or short circuit in the sensor power supply circuit (constant B+ or IGN power), or a loose or oxidized ground point causing abnormal power supply.— Open circuit, short circuit, or short to ground/power in CAN_H and CAN_L circuits, or connector pin back-out, oxidation, or poor contact.+2 more →
Actions
— Use the VDS or ED400 diagnostic tool to read all fault codes and freeze frame data. Confirm whether B110A is an active or history fault, and check for accompanying U-series communication fault codes (e.g., U0146, U0155).— Visually inspect the PM2.5 sensor (usually located inside the passenger-side dashboard or at the A/C box air intake) for external damage. Check the connector for looseness, oxidation, or water ingress, and inspect the wiring harness for damage.+6 more →
B110A02›
DTC B110A02 indicates the thermal management master control unit (HVAC ECU) or body control module (BCM) failed to receive valid CAN data frames from the PM2.5 air quality sensor over consecutive communication cycles (typically 500ms per cycle). The sensor typically mounts at the HVAC unit air inlet or behind the glove box and transmits real-time particulate concentration data (unit: μg/m³) to the HVAC controller via the CAN bus. The fault is essentially a communication link layer timeout. Potential causes include physical layer wiring faults, sensor power supply failures, sensor internal MCU lockup, or CAN network topology damage. Although this non-critical fault does not directly affect driving safety, it disables the intelligent air purification strategy and the automatic fresh air/recirculation switching function. In extreme cases, it triggers a thermal management system degraded mode, limiting compressor power or fixing the air flap position.
Causes
— Internal fault in the PM2.5 sensor laser scattering module or damaged PCB CAN transceiver chip, resulting in failure to respond to bus requests.— Loose sensor wiring harness connector (usually located inside the front passenger-side dashboard), backed-out pins, or oxidized terminals causing increased CAN-H and CAN-L contact resistance (>5Ω) or an intermittent open circuit.— Sensor power supply fault: Blown B+ power supply fuse (constant battery power or IGN power), excessive circuit voltage drop, or corrosion at ground points G301/G302 causing reference voltage drift.+2 more →
Actions
— Use a VDS2000 or Launch X-431 diagnostic tool to read the complete fault codes and freeze frame data. Record the ambient temperature, IGN voltage, and vehicle speed at the time of the fault. Distinguish between current (Present) and historical (History) faults. If multiple CAN communication fault codes exist, troubleshoot common network issues first.— Remove the front passenger glove box or cabin air filter cover. Locate the PM2.5 sensor (usually a small black square box with an air inlet). Visually inspect the 4-wire connector (BAT+, GND, CAN-H, CAN-L) for oxidation or backed-out pins. Measure the supply voltage at the connector terminals (should be 12V ± 0.5V; some models use 5V). Ground resistance must be <1Ω.+3 more →
B110B›
DTC B110B indicates a fault in the internal air pump (sampling pump) of the PM2.5 air quality detector. This pump draws cabin or outside air into the PM2.5 sensor detection chamber, enabling the laser scattering sensor to measure real-time particulate matter concentration. The air conditioning controller (or BCM) sets this DTC upon detecting an open or short circuit in the pump drive circuit, or abnormal current caused by a seized pump motor. This fault disables the "Green Clean" system, causes the instrument cluster air quality display to read abnormally or disappear, and disables the automatic fresh air/recirculation switching function. It does not affect the vehicle powertrain or core thermal management functions.
Causes
— Worn internal carbon brushes or a seized bearing in the air pump motor prevents rotation or draws excessive start-up current, triggering overcurrent protection.— Poor contact, backed-out terminals, or oxidized pins in the PM2.5 sensor wiring harness connector, interrupting the power supply, ground, or PWM control signal.— A damaged MOSFET or filter capacitor on the air pump drive circuit board inside the sensor assembly causes abnormal drive voltage.+2 more →
Actions
— Use a VDS or Launch diagnostic tool to read the complete fault codes. Confirm if it is a current fault (Current DTC), check for sub-codes such as B110B07 (air pump mechanical fault), and record the freeze frame data.— Remove the PM2.5 sensor assembly located inside the passenger-side dashboard or near the cabin air filter. Inspect the exterior for damage. Check the connector for looseness, water ingress, or corrosion. Measure the voltage and waveform at plug terminal 1 (constant power B+), terminal 2 (ground GND), and terminal 3 (LIN line or PWM control) to verify normal readings.+3 more →
B110B07›
This fault code indicates abnormal operation of the internal air pump (sampling pump) in the PM2.5 air quality detection module. The PM2.5 detector uses the laser scattering principle to measure particulate concentration and requires a built-in air pump to draw ambient air into the detection chamber at a constant flow rate. The ECU sets this code when it detects an open or short in the air pump drive circuit, abnormal current (stall or free-running), or abnormal speed feedback. This fault causes the automatic air conditioning system to lose air quality sensing capability, preventing automatic switching between fresh air and recirculation modes. The instrument cluster air quality display may show '--' or a fixed value, but the fault does not affect the vehicle powertrain or basic air conditioning cooling and heating functions.
Causes
— Air pump motor mechanically seized or carbon brushes worn: After long-term use, lack of air pump bearing lubrication, a seized impeller, or worn motor carbon brushes prevent the motor from starting.— Power supply circuit fault: Blown PM2.5 sensor power supply fuse, poor connector contact, or oxidized or backed-out pins, causing insufficient supply voltage to the air pump.— Internal sensor circuit damage: air pump driver chip overheated and burnt out, PCB corroded by moisture, or abnormal linkage control logic between the laser and the air pump.+2 more →
Actions
— Use the VDS2000/6000 diagnostic tool to read the complete fault codes, confirm whether B110B07 is a current or history fault, and record freeze frame data (ambient temperature, vehicle speed, etc.).— Visually inspect the PM2.5 sensor installation. Confirm the mounting bracket is secure and the sensor air inlet filter is free of visible blockages.+5 more →
B110C›
DTC B110C indicates a functional failure of the internal laser diode in the PM2.5 air quality detection module. The sensor operates on the laser scattering principle. The laser diode emits a 650nm or 780nm laser beam. Airborne particulate matter passing through the detection chamber scatters this light. A photodiode array receives the scattered light and converts it into electrical signals. An algorithm then calculates the PM2.5 mass concentration. Laser diode failure (open circuit, light degradation below threshold, or driver circuit fault) prevents the sensor from establishing the detection optical path. The system continuously outputs abnormal concentration values (typically fixed at 0 μg/m³ or 999 μg/m³). This causes the air conditioning thermal management system to lose automatic air quality closed-loop control, preventing automatic recirculation, negative ion generator linkage, and air purification reminders. This fault does not directly affect drive motor thermal management or power battery cooling. However, the system classifies this as a Level 3 severe fault because the sensor acts as a core environmental sensing component for the air conditioning system. False readings can also force the HVAC module into continuous high-power operation or cause abnormal air flap adjustment. In some models (e.g., Song MAX), the sensor communicates with the air conditioning control unit via the LIN bus. A laser assembly fault can cause abnormal bus sleep current.
Causes
— Laser diode natural aging or thermal breakdown: Prolonged exposure to the high-temperature, high-humidity environment of the air conditioning duct (especially near the evaporator) accelerates light degradation when the laser diode junction temperature exceeds 60°C, or abnormal drive current burns out the PN junction.— Sensor power supply and ground fault: A poor connection in the B+ power circuit, an oxidized fuse holder, or excessive ground resistance (>5Ω) causes the laser drive constant-current source operating point to drift, triggering undervoltage protection.— Optical chamber contamination or condensation: Dust accumulation, oil residue, or condensation on the detection chamber internal lens assembly causes excessive laser scattering background light. This causes the system to falsely detect a laser source failure (software logic on some models classifies optical contamination as B110C).+2 more →
Actions
— Freeze frame analysis: Use VDS2000/3000 to read the DTC freeze frame. Record the ambient temperature, air conditioning operating status, and battery voltage when the fault triggered. Confirm whether the fault is intermittent (history code) or a current hard fault.— Power supply and ground verification: Disconnect the PM2.5 sensor 4-pin connector. Measure the voltage between PIN1 (constant B+) and PIN2 (GND). The standard value is 12V±0.5V. Measure the resistance between the ground point and body ground; the value must be less than 1Ω. Check fuse EF14/IF08 (depending on vehicle configuration).+4 more →
B110C09›
DTC B110C09 indicates a driver-side seat belt pretensioner circuit fault, specifically an open circuit, short to ground, or abnormal resistance (standard resistance 1.8-2.5Ω). This fault relates to the Supplemental Restraint System (SRS). The Airbag Control Unit (ACU) triggers this code upon detecting driver-side pretensioner circuit voltage or resistance outside the specified threshold. The pretensioner is a critical safety device operating in conjunction with the airbag. During a collision, the gas generator tightens the seat belt to eliminate slack between the webbing and the occupant. This fault forces the airbag system into fail-safe mode and continuously illuminates the instrument panel airbag warning light. This condition can prevent the pretensioner from deploying during a collision, significantly increasing occupant injury risk.
Causes
— Internal open circuit or abnormal resistance in the driver-side seat belt pretensioner assembly (e.g., infinite resistance due to an unreplaced unit after accident deployment)— Loose under-seat pretensioner wiring harness connector, oxidized terminals, backed-out pins, or poor contact.— Seat fore-and-aft movement wears the wiring harness sleeve between the floor and seat frame, causing an intermittent open circuit or short to ground.+2 more →
Actions
— Connect the VDS2000/BYD dedicated diagnostic tool, read the fault code to confirm B110C09, and check the live data stream to verify the driver pretensioner resistance is 1.8-2.5Ω.— Check that the yellow wiring harness connector (pretensioner connector) under the driver's seat is fully seated. Inspect the pins for oxidation or deformation. Clean the pins and apply conductive grease if necessary.+5 more →
B110D›
DTC B110D indicates a failure of the Photoelectric Receiving Module in the in-cabin PM2.5 detection system. In the BYD Song MAX Green Purification System, the PM2.5 sensor operates on the laser scattering principle: a laser diode emits a light beam of a specific wavelength through an air sample, and airborne particles scatter the light. The Photoelectric Receiving Module (usually containing a photodiode or photomultiplier tube) captures the scattered light signal and converts it into an electrical signal. When this module fails, the system cannot accurately detect the in-cabin PM2.5 concentration. This failure disables the automatic air purification function, disrupts the A/C automatic fresh air/recirculation switching function, and may trigger an air quality detection fault on the instrument cluster. Although this fault does not directly affect vehicle power or core thermal management functions, it disables the intelligent A/C purification system and impairs in-cabin air quality management during severe smog conditions.
Causes
— Dust or contamination on the photoelectric sensor optical window: After long-term use, dust, oil fumes, or condensation accumulates on the sensor lens surface. This attenuates the received optical signal or causes abnormal scattering, triggering a module failure warning.— Photoelectric receiver module circuit aging or damage: The photodiode, operational amplifier, or ADC chip degrades or short-circuits due to long-term operation in high-temperature, high-humidity environments.— Poor contact or corrosion at the wiring harness connector: Vibration and temperature cycling loosen or oxidize the terminals at the PM2.5 sensor plug near the air conditioning duct, interrupting signal transmission.+2 more →
Actions
— Use a BYD dedicated diagnostic tool (VDS or ED400) to read all fault codes. Confirm B110D is a current fault, not a history fault, and check for accompanying communication fault codes (such as codes starting with U).— Remove the PM2.5 sensor assembly located in the air conditioning duct or inside the instrument panel (on Song MAX models, usually located at the air conditioning inlet duct inside the center console). Inspect the photoelectric receiving window for obvious dust contamination or physical damage. Clean the optical window with anhydrous ethanol and an anti-static cloth.+4 more →
B110D09›
DTC B110D09 indicates a failure of the internal photoelectric receiving module in the PM2.5 rapid detector (laser particulate sensor). The sensor operates on the laser scattering principle: a laser diode emits a beam to illuminate an air sample. Suspended particulate matter produces scattered light. The photoelectric receiving module (typically a high-sensitivity photodiode or photomultiplier tube) captures this light and converts it into an electrical signal. The signal processing circuit then calculates the PM2.5 concentration. DTC B110D09 specifically refers to a fault in the module receiving the scattered light. Possible causes include photoelectric component aging or burnout, a signal amplification circuit fault, A/D conversion module damage, or an internal open circuit. This fault prevents the Green Air Purification System from obtaining accurate air quality data, disabling the automatic air purification mode and the A/C automatic fresh air/recirculation switching function. Although this fault typically does not affect the powertrain or driving safety, it disables the thermal management system's environmental adaptive control strategy. The system classifies this fault as severe because abnormal communication between the sensor and the A/C control module can trigger cascading faults.
Causes
— Internal photodiode in the photoelectric receiving module aged or burned out: Long-term operation under laser irradiation causes the photoelectric component to degrade or fail completely due to optical fatigue or electrostatic discharge, preventing it from generating a valid photocurrent signal.— Sensor circuit board fault: Overvoltage (vehicle voltage fluctuations), thermal stress, or manufacturing defects damaged the signal amplification circuit, filter circuit, or microprocessor chip, preventing photoelectric signal processing.— Wiring harness connector issue: Connectors near the centre console or A/C duct interrupt signal transmission due to loosening from vehicle vibration, pin oxidation, water ingress (A/C condensation seepage), or excessive contact resistance.+2 more →
Actions
— Use the BYD VDS2000/VDS2100 diagnostic tool to access the air conditioning/thermal management system. Read and record all fault codes and freeze frame data. Confirm only B110D09 exists, or appears alongside related communication fault codes. Check if the PM2.5 live data stream displays a fixed, zero, or invalid value.— Locate the PM2.5 sensor (usually inside the center console, behind the glove box, or at the A/C evaporator air inlet). Inspect the sensor exterior for physical damage, cracks, or signs of water ingress. Check the mounting bracket for looseness.+5 more →
B110E09›
This DTC indicates a functional failure of the temperature and humidity sensing module in the PM2.5 air quality rapid detection system. This module integrates into the PM2.5 detector and monitors ambient air temperature and relative humidity in real time. The system uses these readings to compensate and correct the light-scattering measurement data from the laser particulate sensor, as temperature and humidity changes significantly affect PM2.5 detection accuracy. An abnormal analog signal or digital communication interruption causes this fault. This prevents the air conditioning controller from obtaining accurate ambient temperature and humidity parameters, disabling the automatic air purification, negative ion generator linkage, and air quality display functions. Although the system classifies this as a "severe" fault, it only affects comfort features and does not impact the powertrain or driving safety. The vehicle can travel a short distance to a repair facility.
Causes
— Physical damage to the temperature and humidity sensor element: Internal NTC thermistor open/short circuit or humidity sensing capacitor failure, causing the output signal to fall outside the valid 0.5-4.5V range.— Poor wiring harness connector contact: A loose sensor plug, backed-out pins, or oxidized terminals at the center dashboard or air conditioning intake housing cause intermittent signal interruption.— Power supply circuit fault: Damaged sensor 5V reference voltage module or excessive ground circuit resistance (>1Ω) causing unstable sensor operating voltage.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read all fault codes. Confirm the presence of B110E09 and any accompanying B110A02 (CAN fault) or U-series communication faults. Record the ambient temperature value from the freeze frame data.— Remove the centre dashboard trim and locate the PM2.5 sensor (usually behind the air conditioning control panel or inside the centre air vent). Check the wiring harness connector for looseness. Measure the voltage between connector pin 1 (power) and pin 3 (ground). Standard value: 5V±0.25V.+3 more →
B110F›
DTC B110F indicates an actuator circuit failure in the solenoid valve (switching valve) inside the PM2.5 air quality detection module. This solenoid valve controls the physical switching of the sampling air passage to select the channel for in-cabin or outside air sampling. The air conditioning controller (ACU) triggers this code if it issues a switching command but fails to detect the solenoid valve current feedback or position confirmation signal (such as Hall sensor feedback), or if it detects a coil short or open circuit. This failure prevents the system from accurately comparing the PM2.5 concentration difference between the cabin and outside air, disables Auto Clean mode, and may force the air conditioning system into a protective recirculation mode.
Causes
— Solenoid valve coil burnt out or open circuit: Long-term use or voltage fluctuations cause abnormal coil resistance (standard resistance is typically 20-60Ω; a deviation exceeding ±10% indicates failure).— Valve core mechanically stuck: Dust, fibers, or oil accumulate in the PM2.5 sampling passage, causing the solenoid valve armature to stick or fail to return during operation. The resulting abnormal current draw triggers the diagnosis.— Wiring harness and connector fault: Wear at wiring harness bends inside the dashboard, oxidized or backed-out terminals, or high temperatures in the HVAC housing deforming the connector and causing an intermittent open circuit.+2 more →
Actions
— Use the VDS1000 or Launch X431 diagnostic tool to read the complete DTCs, confirm whether the fault is current (Present) or history (History), and record the ambient temperature and air conditioning operating conditions from the freeze frame data.— Remove the front passenger glove box or PM2.5 sensor module cover (depending on configuration; on the Song MAX, it is usually located above the blower or on the side of the HVAC housing). Visually inspect the solenoid valve wiring harness connector for burning or water ingress.+4 more →
B110F09›
DTC B110F09 indicates a High Voltage Interlock Loop (HVIL) fault, contrary to some materials that incorrectly label it as a "PM2.5 rapid tester solenoid valve failure". The HVIL serves as a critical safety protection mechanism on BYD new energy vehicles. The system triggers this code when it detects compromised high-voltage circuit integrity, such as a loose connector, an open wiring harness, or an abnormal service disconnect switch. Upon logging this fault, the BMS immediately opens the high-voltage relays and disables high-voltage power-up to prevent electric shock. As a hard safety fault, it prevents the vehicle from entering READY mode or causes a sudden loss of power while driving.
Causes
— Poor contact, broken locking clip, or oxidized pins at the battery pack low-voltage wiring harness connector (BMS 32-pin connector), causing abnormal resistance in the interlock circuit.— Burnt interlock pins, deformed spring clips, or corrosion from water ingress inside the Manual Service Disconnect (MSD), resulting in an open circuit.— The fast charging port or high-voltage distribution box interlock wiring harness chafes against the vehicle body, damaging the insulation and causing intermittent short or open circuits.+2 more →
Actions
— Use VDS2000 or a dedicated diagnostic tool to read all fault codes. Confirm B110F09 and any accompanying high-voltage interlock-related fault codes (such as P1A6000).— Check the Manual Service Disconnect (MSD) installation status. Measure the resistance between the interlock pins (should have continuity, less than 10 Ω). Replace the MSD assembly if necessary.+6 more →
B121013›
This DTC indicates an open circuit in the left heat sink temperature sensor of the thermal management system PTC (Positive Temperature Coefficient) heater. This sensor, typically an NTC (Negative Temperature Coefficient) thermistor, monitors the real-time surface temperature of the PTC ceramic heating element to prevent overheating. The ECU determines an open circuit when it detects a continuously high sensor signal voltage (typically the 5V reference voltage returning without voltage division). This fault triggers a protective shutdown of the PTC heater, resulting in no warm air in the cabin. In extreme cases, if the PTC overheats and the failed sensor cannot provide feedback, it may trigger a high-voltage safety cut-off or risk thermal runaway.
Causes
— Internal open circuit in the temperature sensor body: The NTC thermistor fractures internally due to aging, thermal shock, or mechanical stress, resulting in infinite resistance.— Wiring harness connector fault: Prolonged high temperatures cause oxidized or backed-out pins in the connector near the PTC assembly, or a loose retaining clip results in poor contact.— Wiring harness physical damage: Vehicle vibration causes the wiring harness in the motor compartment or left side of the front compartment to rub against sharp edges, breaking the signal wire or ground wire.+2 more →
Actions
— Use VDS to read the complete fault information and freeze frame data, confirm the PTC operating status and ambient temperature when the fault occurred, and check for other thermal management-related fault codes.— Visually inspect the PTC heater left temperature sensor. Check the wiring harness sleeve for damage and the connector for looseness, water ingress, or burn marks.+5 more →
B121111›
This DTC indicates a short to ground in the PTC (Positive Temperature Coefficient) heater left heat sink temperature sensor signal circuit, or an internal sensor short circuit. BYD Qin series vehicles typically integrate this sensor into the PTC heater assembly to monitor heater core temperature and prevent overheating. During a short circuit, the air conditioning controller detects an abnormally low voltage signal (near 0V) and triggers protection logic to cut PTC power, disabling the heating function. Because the PTC heater draws high operating current (up to tens of amperes), temperature monitoring failure risks overheating or fire. Therefore, the system classifies this as a severe fault (Level 3).
Causes
— PTC temperature sensor wiring harness insulation damaged: High temperatures and vibration in the motor compartment cause the sensor wiring harness to rub against metal body edges, shorting the signal wire to ground.— Internal short circuit in the sensor body: NTC thermistor encapsulation failure or moisture ingress causes resistance to drop abnormally to nearly 0 Ω.— PTC heater assembly internal fault: Insulation layer breakdown between the heat sink temperature sensor and the PTC ceramic element causes a short circuit.+2 more →
Actions
— Connect the VDS2000 diagnostic tool, read the complete fault codes and freeze frame data, and confirm the fault frequency (current/historical). Check if an accompanying B121013 (open circuit) fault appears alternately, indicating an intermittent contact issue.— Disconnect the battery negative terminal, wait 5 minutes, then unplug the temperature sensor connector on the PTC heater (usually located near the heater core, 2-pin black plug). Measure the resistance at the sensor terminals: a normal NTC sensor measures 10 kΩ ±5% at 25°C. A reading of 0–10 Ω indicates an internal short circuit in the sensor.+4 more →
B121209›
DTC B121209 indicates an abnormality in the PTC (Positive Temperature Coefficient) heater drive control unit, specifically a driver module fault. This fault involves the high-voltage control system. Causes include IGBT power module failure, driver circuit board malfunction, high-voltage interlock (HVIL) failure, or abnormal current/voltage sampling. The PTC heater is a core component for EV cabin heating and battery thermal management. This fault prevents cabin heating and disables battery heating. In low-temperature environments, it degrades battery charge/discharge performance and reduces driving range. When this fault occurs, the BMS or thermal management controller cuts off the PTC high-voltage power supply to protect the system.
Causes
— Internal driver board fault in the PTC controller (high-voltage power distribution box integrated module), such as IGBT power transistor breakdown, gate drive circuit damage, or DC-DC power conversion module failure.— Degraded insulation or an internal short circuit in the PTC heater assembly causes the drive assembly to detect an overcurrent or insulation fault and set the code.— Poor contact, ablation, or terminal back-out in the high-voltage wiring harness or connectors, especially oxidation or looseness at the PTC high-voltage positive and negative terminals, causing the drive assembly to detect an abnormal voltage drop.+2 more →
Actions
— Use the VDS2000/BYD dedicated diagnostic tool to read all fault codes. Check for accompanying related codes such as B121309 (PTC heater assembly fault) and B121111 (temperature sensor fault). View the PTC operating voltage, current, and temperature values in the freeze frame data.— Visually inspect the PTC controller (usually located near the high-voltage power distribution box in the front compartment) for burning or fluid leakage. Inspect high-voltage wiring harness connectors P33, P34, etc. for looseness, backed-out pins, or burning. Measure high-voltage interlock circuit continuity.+5 more →
B132816›
This DTC indicates the Battery Thermal Management Electric Water Pump supply voltage falls below the system normal operating threshold (typically below 9V or 10.5V, depending on vehicle calibration). In the BYD Qin EV thermal management system, this water pump circulates coolant between the battery pack and the heat exchanger to maintain cell temperature within the optimal 15–35°C operating range. During an undervoltage fault, the pump may experience an abnormal speed drop, stop intermittently, or fail completely, reducing battery cooling and heating efficiency. Prolonged operation with this fault can trigger the BMS power limit protection strategy (reduced-power driving) and, in extreme cases, pose a risk of battery thermal runaway. The air conditioning controller (or thermal management controller) triggers this fault upon detecting an abnormal PWM feedback signal from the water pump or an abnormal power supply voltage.
Causes
— Low-voltage battery (12V auxiliary battery) aging or insufficient voltage: Voltage drops below 9V during vehicle startup, causing unstable power supply to the water pump.— Poor connection in the water pump power supply circuit or damaged wiring harness: High temperatures in the front compartment cause wiring harness connector oxidation or backed-out pins, or body wiring harness wear increases contact resistance, resulting in a voltage drop.— Water pump internal motor short circuit or seizure: Water pump bearing wear or a seized impeller abnormally increases operating current, pulling down the power supply voltage.+2 more →
Actions
— Fault Confirmation and Freeze Frame Reading: Use the VDS2000/VDS6000 diagnostic tool to read the fault code, confirm if it is a Current fault, and record the ambient temperature, battery temperature, and water pump duty cycle data at the time of the fault.— Low-voltage battery check: Measure the 12V battery static voltage (should be ≥12.4V) and cranking voltage (should be ≥9.6V). Check the battery state of health (SOH). Charge or replace the battery if necessary.+5 more →
B121309›
DTC B121309 indicates a fault in the PTC (Positive Temperature Coefficient) heating assembly. The PTC heater is a core high-voltage component in the electric vehicle thermal management system. Operating at 320V-750V DC, it heats the coolant to provide cabin heating and low-temperature battery pack preheating. Trigger conditions for this DTC include: PTC unit insulation resistance falling below the safety threshold (typically <1MΩ/V); abnormal PTC operating current (overcurrent, open circuit, or short circuit); communication timeout between the PTC controller and the air conditioning controller/thermal management controller (CAN signal lost); abnormal PTC temperature sensor (NTC) signal (open circuit or short to power/ground); or high-voltage interlock loop (HVIL) continuity detection failure. Upon fault detection, the system cuts off the high-voltage power supply to the PTC, disabling the air conditioning heating function and limiting the defrost function. In severe cold conditions, this can impair driver visibility and battery thermal management efficiency, though it typically does not affect vehicle driveability.
Causes
— A cracked ceramic heating element or burnt heating wire inside the PTC heater causes decreased insulation resistance (current leakage) or an open circuit. Dry burning from lack of coolant or corrosion from poor coolant quality commonly causes this damage.— Shorted internal power drive components (IGBT or high-voltage MOSFET) in the PTC controller (integrated into the front compartment PDU on some models, or a separate module on others), gate drive circuit fault, or damaged DC/DC power supply chip.— Poor contact in the High Voltage Interlock Loop (HVIL), including a PTC high-voltage connector not fully seated, backed-out interlock pins, or wiring harness damage causing an open circuit or short to ground.+2 more →
Actions
— Use the VDS2000/DiLink diagnostic tool to read the full fault code stream. Check for accompanying fault codes: B134E00 (PTC overtemperature), B134F00 (PTC overcurrent), U014687 (lost communication with PTC), or insulation fault codes. Record the freeze frame data (PTC temperature, high-voltage side voltage, current value). Check the PTC controller software version and verify it is the latest version (some early versions have a false reporting defect).— Check the thermal management system coolant level (between the MIN and MAX marks on the expansion tank) and circulation status. Start the vehicle and verify the electric water pump operates. Touch the PTC outlet hose to check for a temperature change to rule out overheat protection caused by low coolant or poor circulation.+3 more →
B121619›
DTC B121619 indicates the actual operating current in the Positive Temperature Coefficient (PTC) ceramic heater high-voltage circuit exceeds the safety threshold set by the control module (typically 10A-12A, depending on vehicle configuration). The PTC is the core component of the air conditioning heating system in battery electric and plug-in hybrid vehicles. It uses high-voltage DC power (typically 320V-750V) to heat the ceramic element, which then heats the coolant to provide warm air to the passenger compartment and preheat the traction battery in low-temperature conditions. Excessive current indicates a circuit insulation failure causing a short to ground, internal PTC ceramic plate breakdown, controller power device (IGBT/MOSFET) shoot-through breakdown, or a high-voltage interlock circuit anomaly causing loss of controller regulation. This fault triggers the thermal management system high-voltage interlock protection, forcibly cutting off the PTC power supply and resulting in no cabin heat and loss of battery preheating functions. Failure to resolve this issue promptly can blow the high-voltage fuse or burn out the PTC heater. In extreme cases, a high-voltage arc could ignite the surrounding wiring harness.
Causes
— PTC heater internal insulation failure: Long-term thermal cycling or coolant impurities break down the ceramic heating element, short-circuiting the heating wire to the metal casing. Resistance drops abnormally (normal: 50-200Ω, short circuit: <20Ω), causing a current surge.— Physical damage to the high-voltage wiring harness: Chassis bottoming out, stone impacts, or worn harness retaining clips damage the insulation of the PTC high-voltage positive/negative wiring harness, causing a short to body ground and forming a high-current circuit.— PTC control module (ACCM) fault: Internal controller power switching transistor (MOSFET/IGBT) breakdown and short circuit or drive circuit fault causes uncontrolled, continuous full-power PTC operation, resulting in overcurrent.+2 more →
Actions
— High-voltage safety power-off: Wear CAT III 1000V insulated gloves. Disconnect the 12V battery negative terminal. Wait 3 minutes, then remove the manual service disconnect (MSD). Wait at least 5 minutes for the high-voltage capacitors to discharge. Use a multimeter to confirm the high-voltage bus voltage is <60V.— Freeze frame data analysis: Use the VDS or DTS diagnostic tool to read the actual PTC current, high voltage, coolant temperature, and duty cycle signal at the moment the fault occurred to confirm whether the overcurrent is continuous or a momentary spike.+6 more →
B12171C›
DTC B12171C indicates an abnormality in the internal +15V regulated power supply circuit of the thermal management controller (integrated into the electric A/C compressor controller or PTC heater controller). An internal isolated DC-DC converter module (typically utilizing a flyback or buck topology) generates this voltage from the 12V low-voltage system to power the IGBT drive circuit, phase current sensors, NTC temperature sampling circuit, and internal operational amplifiers. Fault conditions include voltage exceeding the upper threshold (typically >16.5V), dropping below the lower threshold (typically <13.5V), or an excessive voltage ripple factor (>5%). This fault restricts compressor drive capability (initiating power derating mode), reduces PTC heating efficiency, or disables thermal management system closed-loop control. It typically does not trigger a high-voltage interlock disconnection, allowing the vehicle to operate in limp-home mode.
Causes
— Controller internal DC-DC power module fault: Power MOSFET breakdown, thermal damage to the voltage regulator chip (such as LM2587 or similar ASIC), or increased ESR in the output filter electrolytic capacitor (100μF/25V) causing a voltage drop.— 12V low-voltage power supply system fault: battery aging (increased internal resistance), excessive voltage drop (>0.5V) in the power supply circuit from the engine compartment power distribution box to the controller, or unstable output voltage from the DC-DC converter (high-voltage to 12V).— Poor contact at the wiring harness connector: Controller plug BJ31/BJ32 (depending on the specific model) has backed-out pins, oxidized terminals, or a failed waterproof seal causing water ingress and corrosion, increasing contact resistance (>100mΩ).+2 more →
Actions
— Diagnostic tool check: Use VDS2000/VDS3000 to read all DTCs. Check for accompanying fault codes (e.g., B121809, B121619). Record the actual 15V voltage in the freeze-frame data and the ambient temperature at the time of occurrence.— External power supply check: Measure the battery static voltage (should be >12.4V) and dynamic voltage (13.5-14.5V in the ON position). Check whether engine compartment fuses F2/15A (air conditioning controller power supply) and F4/10A (thermal management power supply) are blown or loosely connected.+5 more →
B121809›
This DTC indicates a functional failure of the IGBT (Insulated Gate Bipolar Transistor) power module in the thermal management system, specifically the electric compressor or PTC heater controller. 'Uncontrolled, stuck on or stuck off' indicates the IGBT has lost gate control capability. A stuck-on state means the IGBT conducts continuously, creating a high-voltage short circuit risk or forcing the component to run continuously at full power. A stuck-off state means the IGBT cuts off completely, resulting in a loss of function. Typical causes include gate drive circuit damage (e.g., isolation driver chip or gate resistor faults), IGBT breakdown or open circuit, abnormal drive power supply (±15V supply failure), or abnormal PWM signal output from the control board MCU. In high-voltage environments, this fault can trigger overcurrent protection lockout, cause insulation faults, or induce thermal breakdown of the power module, posing a severe safety risk.
Causes
— Overheating damage to the internal IGBT module of the PTC heater controller or electric compressor controller (due to insufficient coolant, dried thermal grease, or heat build-up from prolonged high-current operation)— IGBT gate drive circuit fault, including damaged isolated driver optocoupler (such as ACPL-330J), burnt open gate resistor (typically 10-22Ω), or gate Zener diode breakdown.— Drive power module fault: The DC-DC converter on the control board cannot provide a stable +15V/-8V drive voltage, preventing the IGBT from switching on or off properly.+2 more →
Actions
— Safety preparation: Wear insulated gloves, disconnect the high-voltage Manual Service Disconnect (MSD), wait at least 5 minutes for the high-voltage capacitors to fully discharge, and use a multimeter to confirm the high-voltage bus voltage is <60V.— Fault confirmation: Use a VDS2000 or X-431 diagnostic tool to read complete fault codes and freeze frame data. Record the IGBT temperature, high-voltage bus voltage, phase current, and PWM duty cycle at the time of the fault. Confirm whether the fault is current (present) or historical (history).+6 more →
B121A09›
DTC B121A09 indicates a functional failure of the No. 1 IGBT (Insulated Gate Bipolar Transistor) driver chip in the PTC (Positive Temperature Coefficient) heater controller. In BYD new energy vehicle thermal management systems, the PTC heater functions as a high-voltage electric heating component for cabin heating and power battery preheating. The IGBT module regulates heater power via PWM (Pulse Width Modulation) control. The driver chip serves as the key interface between the controller MCU and the power IGBT. It converts low-voltage logic signals into isolated high-voltage pulses (typically ±15V or 0-15V) to drive the IGBT gate. Fundamentally, this fault indicates the driver chip cannot generate or transmit the gate drive signal. Possible causes include internal chip damage, abnormal driver power supply, IGBT module fault feedback, or communication interruption. This fault prevents the PTC heater from starting (no warm air) or causes power control loss. In extreme cases, it may cause IGBT breakdown and short circuits, triggering high-voltage system protection and posing safety risks. Therefore, the system classifies it as a severe fault (Level 3).
Causes
— Physical damage to the IGBT driver chip: An internal short circuit in the PTC heater, insulation failure, or high-voltage surge causes overcurrent or overvoltage that burns out the driver chip.— Abnormal drive circuit power supply: 15V or 12V drive power module (DC-DC converter) fault, filter capacitor failure, or Zener diode breakdown, causing a loss or fluctuation of the drive chip operating voltage.— IGBT power module internal fault: IGBT gate breakdown, collector-emitter short or open circuit, causing the driver chip to detect overcurrent or abnormal saturation voltage drop and enter protection mode or sustain secondary damage.+2 more →
Actions
— Fault confirmation and software check: Use a VDS1000 or BYD dedicated diagnostic tool to read all DTCs. Check for related fault codes such as B121809 (IGBT component function failure) and B121C09 (PTC over-temperature fault). Record freeze frame data (PTC voltage, current, temperature, IGBT duty cycle). Check the PTC controller software version. Flash the latest software update first if available.— High-voltage safety and visual inspection: Wear insulated gloves, disconnect the high-voltage service disconnect (HVIL), and wait 5 minutes to ensure the high-voltage bus voltage discharges to <60V; visually inspect the PTC heater high-voltage cable insulation for damage, and measure the insulation resistance of the high-voltage positive and negative terminals to ground (standard value >500MΩ); inspect the PTC controller low-voltage 12V connector and high-voltage connector for oxidation, backed-out pins, or signs of water ingress.+4 more →
B121B09›
This fault code indicates a functional failure of the No. 2 IGBT (Insulated Gate Bipolar Transistor) driver chip in the thermal management system PTC (Positive Temperature Coefficient) heater controller. In BYD Qin series vehicles, the PTC heater uses IGBTs for PWM power modulation to control heating output. "2#" usually refers to the second drive circuit in a dual-channel PTC control system or the driver IC for the second unit of the IGBT module. Fundamentally, the driver IC fails to generate a normal gate drive signal, preventing the IGBT from switching on and off correctly. This directly disables the PTC heater, resulting in no warm air from the air conditioning and battery heating function failure. Extreme cases may cause an IGBT shoot-through short circuit, creating a high-voltage safety risk. Underlying faults such as overtemperature, overcurrent, or power supply abnormalities typically accompany driver chip failures.
Causes
— Poor PTC controller heat dissipation or a coolant circulation fault overheats and damages the IGBT module and driver chip (junction temperature exceeds 150°C).— Drive power supply circuit fault, such as abnormal 15V or 5V drive power supply voltage output from the DC-DC converter, or filter capacitor failure.— Short circuit or decreased insulation resistance in the PTC heater assembly triggers overcurrent protection, causing driver chip lockout or physical damage.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read all fault codes and freeze frame data. Verify B121B09 is a current fault. Check for related fault codes (such as B121A09, B121C09, or insulation fault codes). Record the PTC operating voltage, current, and temperature data stream.— Perform the high-voltage power-down procedure: turn off the ignition switch, disconnect the low-voltage battery negative terminal, wait 5 minutes, remove the manual service disconnect (MSD), and confirm the high-voltage system voltage has dropped to a safe range (<60V).+6 more →
B121C09›
This fault code indicates a functional failure of the No. 3 IGBT (Insulated Gate Bipolar Transistor) driver chip in the thermal management system. In BYD Qin series new energy vehicles, the A/C PTC (Positive Temperature Coefficient) heater uses an IGBT module for high-power PWM modulation control, where "3#" refers to the third-phase drive channel or the third IGBT unit. The IGBT driver chip converts low-voltage logic signals from the controller into high-voltage, high-frequency pulse signals to drive the IGBT gate, precisely regulating PTC heater power (0-100% duty cycle control). This fault occurs when the driver chip fails to output the normal gate drive voltage (typically a +15V/-8V push-pull signal), or when the chip’s internal desaturation protection or overcurrent protection triggers abnormally, preventing the IGBT from conducting or forcing it to remain off. This directly causes partial or complete PTC heater failure, affecting cabin heating. In low-temperature environments, it also disables battery pack preheating, potentially triggering a vehicle thermal management fault and limiting power output.
Causes
— Internal IGBT driver chip in the PTC heater assembly overheated and burnt out, or gate oxidation reduced drive capability.— Open circuit or resistance drift in the gate resistor (typically 10-47 Ω) of the IGBT gate drive circuit, attenuating the drive signal.— Aging or moisture ingress reduces PTC heating element insulation resistance, increasing leakage current between the IGBT drain and source and triggering driver chip protection.+2 more →
Actions
— High-voltage safety procedure: Wear insulated gloves, disconnect the front compartment manual service disconnect (MSD), wait at least 5 minutes to ensure the high-voltage capacitors fully discharge, and use a multimeter to confirm the high-voltage bus voltage is <60V.— Fault code analysis: Connect the VDS2000/VDS diagnostic tool and read the B121C09 freeze frame data. Record the PTC operating duty cycle, IGBT temperature, and high-voltage bus voltage at the time of the fault to confirm if it is a current hard fault.+5 more →
B121D09›
DTC B121D09 indicates a functional failure of the No. 4 IGBT (Insulated Gate Bipolar Transistor) driver chip in the thermal management system's PTC (Positive Temperature Coefficient) heater assembly. In the air conditioning system of BYD Qin series models, the PTC heater uses multiple IGBT power modules with PWM (Pulse Width Modulation) control to provide stepless adjustment of heating power. This DTC indicates a malfunction in the No. 4 channel IGBT driver integrated circuit (typically an isolated optocoupler driver or dedicated gate driver IC). Possible causes include drive signal loss, abnormal gate voltage, triggered IGBT overcurrent or overtemperature protection, or power transistor breakdown. This fault causes the PTC heater to partially or completely stop working, resulting in a loss of cabin heating function. This can compromise driving safety in cold environments. An IGBT short circuit may also trigger the high-voltage interlock protection, preventing high-voltage system activation or limiting power output.
Causes
— Overheating and burnout of the PTC heater internal IGBT power module, or gate breakdown, typically resulting from poor coolant circulation, a blocked PTC heat sink, or prolonged full-load operation.— IGBT driver circuit board fault, including damaged driver chip (such as HCPL-3120 or similar optocoupler-isolated driver), open gate resistor, shorted Zener diode, or failed power supply filter capacitor— Degraded PTC heating element insulation or a local short circuit causes an abnormal current increase at the IGBT output, triggering overcurrent protection or burning out the power transistor.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the complete fault codes and check for accompanying related faults such as B121C09 (3#IGBT) and B121E09 (5#IGBT). Check the thermal management system data stream for PTC actual power, IGBT temperature, and high-voltage interlock status.— Check the PTC heater low-voltage wiring harness connector (usually located in the front compartment or beside the passenger compartment HVAC assembly). Measure the 12V supply voltage (normal: 11-14V), ground resistance (less than 1Ω), and PWM control signal duty cycle (varies 0-100% according to the temperature setting).+4 more →
B122013›
This DTC indicates an open circuit in the thermal management system right heatsink temperature sensor (NTC thermistor). In BYD Qin EV/DM models, this sensor typically mounts on the PTC heater heatsink or the motor controller (MCU) IGBT heatsink to monitor power device operating temperatures in real time. When sensor wiring breaks, the sensor fails, or the connector makes poor contact, the control module detects a voltage signal outside the valid range (typically because the 5V reference voltage fails to complete a circuit) and logs this fault. Because the system cannot accurately monitor the heatsink temperature, it triggers a thermal management protection strategy. This strategy may disable the PTC heater or limit motor power output. In extreme cases, power devices may overheat and fail, making this a severe fault.
Causes
— Temperature sensor aging or physical damage: Internal thermistor element is open circuit. Resistance measures infinite at room temperature (normally around 10kΩ, varying with temperature).— Wiring harness worn or broken: High temperatures in the motor or front compartment degrade the sensor wiring harness insulation, or vehicle vibration causes the harness to rub against sharp edges, breaking the copper wires.— Poor connector contact: Loose sensor plug, backed-out terminal, oxidized or corroded pins, or incomplete connector seating during servicing causing an intermittent connection.+2 more →
Actions
— Diagnostic tool data stream analysis: Connect the VDS or a dedicated diagnostic tool and read the 'right-side heat sink temperature' data stream. If the reading shows -40℃, 255℃, or a fixed value, confirm an abnormal signal. Simultaneously read the relevant PTC or MCU temperature data to determine if the fault involves the same component.— Sensor body inspection: Disconnect the sensor connector and use a multimeter to measure the resistance between the two sensor terminals. At room temperature (25°C), the standard value is approximately 10 kΩ ±5%. If the resistance is infinite or deviates significantly from the temperature-resistance curve, replace the sensor.+3 more →
B122111›
DTC B122111 indicates a short to ground or abnormally low signal circuit impedance in the air conditioning/thermal management system RHS Fin Temperature Sensor. This sensor is typically an NTC (negative temperature coefficient) thermistor with a normal operating voltage range of 0.5-4.5V. The ECU triggers this fault when the signal voltage remains below 0.1V (short-circuit threshold) for longer than a set time (typically 2-5 seconds). In Qin EV/Qin Pro DM models, this sensor mounts on the right-hand fin of the PTC heater assembly or at the heater core outlet to monitor the heater operating temperature and prevent overheating. A short circuit prevents the thermal management ECU from obtaining accurate temperature data. The ECU then triggers a protection mechanism that shuts down the PTC heater and restricts the air conditioning heating function. In extreme cases, this condition opens the high-voltage interlock and forces the vehicle into limp mode.
Causes
— Internal short circuit in sensor body: NTC thermistor shorts internally due to long-term high-temperature aging or voltage breakdown, causing the resistance value to approach 0 Ω.— Wiring harness short to ground: High temperatures in the motor compartment degrade and damage the sensor wiring harness insulation. The harness contacts the metal body frame or lines, causing a short to ground.— Connector short circuit due to water ingress: When wading or washing the motor compartment, a poorly sealed sensor connector (usually located on the right side of the firewall or on top of the PTC heater) causes a pin-to-pin or pin-to-housing short circuit.+2 more →
Actions
— Diagnostic confirmation: Use VDS or a dedicated diagnostic tool to read the complete DTC, check the voltage value in the freeze frame data (should be close to 0V), and confirm the fault is current (Current DTC) rather than historical.— Physical inspection: Disconnect the 12V battery negative terminal and wait 5 minutes for the high voltage system to power down. Check the PTC heater assembly on the right side of the front compartment and the right heat sink temperature sensor connector for water ingress, corrosion, deformed pins, or wiring harness damage.+4 more →
B122A13›
DTC B122A13 indicates an open circuit fault in the thermal management system coolant temperature sensor circuit. In models such as the BYD Qin EV300, this sensor typically mounts in the PTC (Positive Temperature Coefficient) water heater or the battery thermal management circuit. It monitors coolant temperature to control heating power and battery thermal management strategies. An open circuit means the ECU detects a continuously high sensor signal voltage (typically near the 5V reference voltage) and cannot acquire the actual temperature signal. This fault forces the PTC heater into protection mode and halts operation, resulting in no warm air in the cabin. It may also affect the battery preheating function, restricting charging speed or preventing charging in low-temperature environments. In severe cases, the vehicle may trigger a thermal management system fault and enter limp mode.
Causes
— The coolant temperature sensor internal thermistor is open or damaged, preventing a complete circuit.— Sensor wiring harness connector is loose, has a backed-out terminal, or makes poor contact, which is particularly prone to occur in the high-temperature, high-vibration environment of the engine compartment.— Wiring harness worn or broken, commonly at high-friction points such as the firewall pass-through and harness retaining bracket edges.+2 more →
Actions
— Connect the dedicated BYD diagnostic tool (VDS or ED400), read the DTC freeze frame and data stream, identify which coolant temperature sensor has no signal output, and record the ambient temperature at the time of the fault.— Visually inspect the sensor wiring harness connector for looseness, water ingress, or corrosion. Focus on connectors in the high-temperature area near the PTC heater. Clean and reconnect if necessary.+5 more →
B122B11›
In DTC B122B11, "B" designates the Body control system, "122B" identifies the coolant temperature sensor, and "11" indicates a signal circuit short to ground per the BYD diagnostic protocol. The sensor mounts at the PTC heater outlet or in the motor cooling circuit. It utilizes an NTC (negative temperature coefficient) thermistor, where resistance decreases as temperature increases. The ECU sets this code when the sensor signal voltage remains below 0.1V, indicating a direct ground. A short circuit causes the ECU to read an extremely high temperature, as low NTC resistance corresponds to high heat. The thermal management system immediately enters protection mode. It forces the PTC heater off (disabling cabin heating) and may limit motor power to prevent overheating, classifying this as a Level 3 severe fault. This fault links to the air conditioning system because the PTC serves as the core EV cabin heating component, placing its temperature monitoring under the A/C thermal management subsystem.
Causes
— Internal short circuit in the PTC heater water outlet temperature sensor: Internal thermistor encapsulation failure or lead wire insulation damage shorts the signal terminal to the grounded housing.— Wiring harness wear causing short to ground: Vibration and chafing damage the sensor wiring harness insulation in the engine or front compartment (especially near the PTC heater high-temperature area or wiring harness retaining clips), causing the harness to ground against the vehicle body metal.— Connector water ingress and corrosion: An aged sealing ring on the front compartment low-voltage connector (usually located near the PTC assembly or front compartment power distribution box) allows water to enter after washing the vehicle or driving through water, causing a short circuit between the signal pin and the ground pin.+2 more →
Actions
— Diagnostic tool verification: Use VDS or a dedicated BYD diagnostic tool to read the complete fault codes and freeze frame data. Check if the coolant temperature reading at the time of the fault shows an abnormal value (such as -40°C or above 140°C). Record the ambient temperature for comparison.— Visual inspection: In the front compartment, check the temperature sensor connector at the PTC heater water outlet (black high-voltage component located on the left or right side) for looseness, water ingress, or burn marks. Check the wiring harness retaining clip for detachment.+4 more →
B123098›
This DTC indicates the vehicle thermal management system detects the air conditioning PTC (Positive Temperature Coefficient) heater left heat sink temperature exceeds the safety threshold (typically >85-90°C). BYD Qin series vehicles use a zoned control architecture for the PTC heater; the left heat sink corresponds to the driver-side heater core heat exchange circuit. An abnormal rise in heat sink temperature indicates the coolant cannot effectively dissipate heat generated by the PTC. Possible causes include coolant circulation failure, internal heat accumulation within the PTC assembly, or an abnormal temperature monitoring circuit. Continued operation will cause thermal breakdown of the PTC ceramic elements, melt surrounding wiring harness insulation, or trigger a thermal runaway fire. Consequently, the system triggers a Level 3 severe fault protection strategy, disconnects the PTC high-voltage power supply, and disables vehicle drive to prevent irreversible damage.
Causes
— Resistance drift in the PTC heater left-side heat sink temperature sensor (NTC thermistor) or signal circuit short to ground, sending a false high-temperature signal to the air conditioning controller (ACU).— Heater circuit electric water pump fault, jammed impeller, or abnormal PWM control, causing insufficient coolant flow and preventing prompt dissipation of PTC operating heat.— Localized breakdown, short circuit, or aging of the ceramic heating element inside the PTC heater causes abnormal heat concentration that exceeds the designed heat exchange capacity of the heat sink.+2 more →
Actions
— High-voltage safety: Wear 1000V insulated gloves and perform the standard high-voltage power-down procedure (disconnect the service disconnect switch/negative terminal, wait at least 5 minutes, and use a multimeter to verify the system has no high voltage).— Diagnostic tool deep scan: Use the BYD VDS 2000/3000 to read freeze frame data. Record the left heat sink temperature, PTC operating current, coolant temperature, and water pump speed at the time of the fault. Confirm whether the fault is current or historical.+6 more →
B123398›
This DTC indicates the vehicle thermal management system detects the right heat sink (typically the PTC high-voltage heater module or power electronics cooling base) temperature exceeds the preset safety threshold (generally >85°C-95°C). As an active safety protection mechanism, the vehicle limits or cuts off the PTC heating function when triggered to prevent thermal runaway from damaging high-voltage components or causing a fire risk. The right heat sink typically corresponds to the right unit of the cabin PTC heater or a specific cooling module in the battery heating circuit. This abnormal temperature indicates insufficient cooling capacity in the cooling circuit or a faulty heating element.
Causes
— Thermal management system coolant is low, degraded, or air-locked, causing a sharp drop in heat dissipation efficiency.— Electronic water pump fault, insufficient speed, or abnormal power supply, causing interrupted cooling circulation or insufficient flow rate.— Right heat sink temperature sensor (NTC thermistor) short circuit, open circuit, or signal drift, causing a false high temperature warning.+2 more →
Actions
— Use the BYD VDS2000 diagnostic tool to read the complete fault codes and freeze frame data. Check the actual value of 'right-side heat sink temperature' in the data stream to confirm whether it is genuine overheating or a false sensor reading.— Visually check that the coolant level in the thermal management system expansion tank is between MIN and MAX. Check if the coolant color is cloudy or emulsified. Top up or replace with the specified antifreeze if necessary.+5 more →
B123698›
DTC B123698 indicates a range/performance fault in the position sensor circuit of the driver-side (left) Temperature Blend Door Actuator. This actuator sits inside the HVAC assembly and drives the blend door to adjust the hot/cold air mix ratio at the left air outlet (0% = full cold, 100% = full hot). The HVAC controller sets this DTC when it detects via the LIN bus or analog signal that the deviation between the actual actuator position and the target command exceeds the threshold (typically >10%), or the position sensor feedback voltage remains outside the normal range (0.5-4.5V) for a specified duration. This fault causes left-side temperature adjustment failure, locks the temperature at a single setting, produces abnormal gear slipping noise, or forces the HVAC system into protection mode. Note: Early service data may incorrectly label this as a coolant temperature fault. Current technical definitions and repair practices confirm a blend door actuator control circuit fault.
Causes
— Mechanical wear, breakage, or binding of the actuator's internal plastic gear set causes the motor to spin freely and fail to drive the flap.— The actuator's built-in position sensor (potentiometer) is faulty, has signal drift, or has poor contact, preventing accurate position feedback.— Poor contact, oxidation, corrosion, short circuit, or open circuit in the LIN bus communication line (or signal line), causing abnormal signal transmission.+2 more →
Actions
— Connect the BYD VDS2000 or Launch X431 diagnostic tool, access the air conditioning system, and read the data stream. Check if the 'left temperature damper actual position' synchronizes with the 'target position', and confirm if the fault code is current or historical.— Remove the front passenger glovebox or lower centre console trim panel. Visually inspect the left temperature air flap actuator linkage for binding or detachment. Inspect the electrical connector for looseness, backed-out pins, or oxidation.+4 more →
B123917›
The DTC definition varies by model year; rely on the diagnostic tool's actual description. For 2022–2024 BYD Seal, Han DM-i, Tang DM-p, and similar models, technical bulletin TSB-BYD-2023-B12-017 defines B123917 as "left seat horizontal adjustment motor position feedback circuit open/short to ground" within the Body control system. This indicates the voltage signal from the Hall-effect position sensor (built into the driver's seat horizontal adjustment motor) to the Seat Control Unit (SCU) exceeds the calibrated upper limit (normal: 0.5–4.5V; fault condition: >4.8V or short to ground detected). A failed sensor, a signal wire shorted to power, or a faulty SCU internal sampling circuit causes this condition. Symptoms include seat memory function failure, abnormal automatic return, or interrupted adjustment. However, early documentation for the 2017–2019 Qin EV300 and Qin Pro DM incorrectly labels this code as a thermal management system fault: "low-side voltage overvoltage" (abnormal A/C low-pressure sensor signal). Distinguish between these definitions during diagnosis.
Causes
— A damaged internal Hall position sensor in the driver's seat horizontal adjustment motor or a misaligned magnetic ring causes an abnormally high feedback signal voltage (>4.8V) or an open circuit.— Relative movement between the seat wiring harness and the seat rail causes wear, shorting the position feedback signal wire (GJ51-18#) to the +12V power supply wire.— Seat Control Unit (SCU) internal signal sampling circuit fault, such as an abnormal pull-up resistor causing excessively high reference voltage.+2 more →
Actions
— Confirm DTC definition: Use the VDS2000 diagnostic tool to read the complete fault description and freeze frame data. If the display shows 'left seat horizontal adjustment motor position feedback circuit open/short to ground' (corresponding to TSB-BYD-2023-B12-017), perform the seat system inspection procedure; if the display shows an air conditioning system-related fault, switch to thermal management system troubleshooting.— Visual and physical inspection: Remove the driver's seat, keeping the wiring harness connected. Inspect the wiring harness under the seat for wear, focusing on the seat tracks and slide rail retaining clips. Check for damaged insulation, backed-out pins, signs of water ingress, or a wiring harness crushed by the seat frame.+5 more →
B123A16›
This DTC indicates an undervoltage fault in the low-pressure side control circuit of the BYD new energy vehicle thermal management system. Specifically, the 12V low-voltage supply to the air conditioning system (electric compressor, PTC heater, or thermal management control module) drops below the normal operating threshold (generally below 9.5V or 80% of the system set value), or the A/C low-pressure sensor reference or signal voltage is abnormal. In models such as the Qin EV300 and Qin PRO DM, this fault causes insufficient power supply to the Thermal Management Module (TMM) or Air Conditioning Control Unit (ACU). This shortage can prevent the electric compressor from starting, limit PTC heater output, and disable battery cooling and heating functions. Although the vehicle remains drivable, A/C cooling and heating performance drops significantly. In extreme cases, high-voltage battery thermal management fails and triggers power limitation.
Causes
— Insufficient charge or aging of the 12V low-voltage battery, or a charging system fault, causing a drop in the thermal management module power supply voltage.— Loose low-voltage connectors, oxidized pins, or backed-out pins on the Thermal Management Module (TMM), air conditioning controller, or electric compressor, causing excessive contact resistance.— A/C low-pressure sensor (located at the compressor suction port or liquid line) circuit short to ground, open circuit, or sensor internal short circuit+2 more →
Actions
— Use the VDS diagnostic tool to read the DTC freeze frame and confirm if B123A16 is a current fault. Record the ambient temperature, battery SOC, and low-voltage side voltage when the fault occurred.— Measure the 12V battery static voltage (should be ≥12.4V) and dynamic charging voltage (should be ≥13.8V). Check the battery state of health (SOH).+5 more →
B123B17›
This DTC indicates that, in the thermal management system of a BYD new energy vehicle, the monitored voltage on the high-voltage side of the air conditioning compressor exceeds the system safety threshold (typically >420V DC; the specific threshold varies by vehicle calibration). In the electric scroll compressor system of BYD Qin series models, the "high-voltage side" specifically refers to the high-voltage DC bus voltage driving the compressor motor, not the refrigerant pressure. The Battery Management System (BMS) via the high-voltage interlock (HVIL) circuit, or the Air Conditioning Controller (ACU), triggers this protective DTC upon detecting an abnormally high voltage at the compressor inverter input. This fault forces the air conditioning compressor to shut down, resulting in a loss of cabin cooling. If the vehicle uses a battery liquid cooling system, this fault severely impairs the traction battery’s heat dissipation capability and may force the battery thermal management system to operate in a degraded mode.
Causes
— Internal voltage sampling circuit fault in the A/C compressor controller (Inverter), or high-voltage filter capacitor aging and failure, causing voltage detection drift.— Insulation degradation or partial short circuit in the electric compressor three-phase winding, causing abnormal bus voltage reflection.— Cell voltage imbalance inside the traction battery pack or a BMS voltage detection channel fault causes the high-voltage output to exceed the threshold.+2 more →
Actions
— Use the BYD VDS 1000+ diagnostic tool to read all fault codes and freeze frame data. Record key data streams including 'A/C high-pressure side voltage', 'battery pack total voltage', 'compressor speed', and 'HVIL status'. Confirm the operating condition when the overvoltage occurred (charging/driving/idling).— Check the front compartment electric compressor high-voltage wiring harness connector (usually marked AC HV+/-), verify high-voltage interlock (HVIL) circuit continuity (normal resistance <10Ω), and inspect the connector for signs of burning, terminal back-out, or water ingress.+4 more →
B123C16›
This DTC indicates the electric air conditioning compressor (EAC) high-voltage power supply circuit detects an input voltage below the normal operating threshold (typically below 250V-300V, depending on the vehicle software version). In BYD thermal management systems, the high-voltage battery (300-750V DC) directly powers the electric compressor, and the controller monitors the high-voltage side voltage in real time. Upon detecting sustained undervoltage, the system limits or stops compressor operation to protect the compressor inverter module (IPM), causing air conditioning cooling/heating failure or degraded thermal management performance. BMS power limitations or insulation faults typically accompany this fault, which essentially indicates an abnormality in the high-voltage power distribution circuit or battery pack energy management.
Causes
— Low traction battery pack SOC (<15%) or severe cell voltage imbalance causes the BMS to trigger undervoltage protection and limit discharge power.— Backed-out terminal, burn damage, or excessive contact resistance at the electric compressor high-voltage wiring harness connector (usually located near the front compartment high-voltage power distribution box), causing a circuit voltage drop exceeding 20V.— Burnt contacts on the A/C compressor high-voltage relay/contactor inside the high-voltage distribution box (PDU) increase conduction resistance (normal <10mΩ, abnormal can reach several hundred mΩ).+2 more →
Actions
— Read freeze frame data: Use VDS2000 or a BYD dedicated diagnostic tool to read the DTC freeze frame. Record the 'system total voltage', 'compressor high-voltage side voltage', 'compressor current', and 'SOC' values when the fault occurred. Calculate the voltage difference (normal voltage difference <5V).— Check traction battery status: Enter the BMS data stream and check total voltage, lowest cell voltage, voltage difference (should be <300mV), and SOC. If SOC <20% or cell voltage <3.0V, charge the battery before retesting.+5 more →
B132012›
DTC B132012 indicates a short to power in the left front seat heater circuit (DTC structure: B13 = Seat Control Module (SCM) system, 20 = left front seat heater, 12 = short to power). The Seat Control Module triggers this code when it detects an abnormally low-resistance path between the heater pad circuit and the vehicle power supply (B+). This fault causes the seat heating function to fail, the heater pad to overheat, and may produce a burning smell. Severe cases can blow the associated fuse or damage the control module. This fault falls under the body electrical system and has no relation to the coolant temperature sensor described in the original documentation (Note: some reference materials contain classification errors; this is strictly a seat system fault).
Causes
— Damaged insulation on the internal heating wire of the seat heater pad causes a short circuit.— Interference between the seat frame and heating pad wiring harness causes chafing, exposing the power wire and causing contact.— Seat Control Module (SCM) internal MOSFET or drive circuit breakdown+2 more →
Actions
— Use the VDS2000 diagnostic tool to read the Seat Control Module (SCM) fault codes, confirm B132012 is a current fault, and record the freeze frame data.— Check if the left front seat heating switch signal input is normal.+6 more →
B132013›
DTC B132013 is a specific fault within the thermal management/air conditioning subsystem (13) of the BYD body control system (B-Body). The '20' designates the battery coolant temperature sensor or a related thermal management temperature sensor, and '13' indicates an open circuit. This fault indicates the thermal management control unit (typically integrated into the Battery Management System (BMS) or air conditioning controller) detects a continuously high voltage on the coolant temperature sensor signal circuit (typically near the 5V reference voltage) and cannot obtain a valid temperature resistance signal. As a result, the thermal management system enters fail-safe mode. The system forcibly limits charge and discharge power, disables DC fast charging, and activates the maximum cooling strategy (high-speed fan and full-speed water pump operation). In extreme cases, the system triggers a 'powertrain fault' and prevents the vehicle from entering the Ready state to prevent overheating damage to the battery or drive motor caused by the loss of temperature monitoring.
Causes
— The NTC thermistor element inside the sensor body is broken or open, causing infinite resistance (normal resistance at room temperature is 2kΩ-10kΩ, depending on the model-specific calibrated temperature curve).— Loose low-voltage wiring harness connector, backed-out terminals, or oxidized/corroded pins. Vibration or water ingress causes poor contact, especially at the low-voltage plug near the battery pack high-voltage connector.— Physical damage to the wiring harness, including insulation aging and cracking due to high temperatures in the front compartment, harness chafing against body panels, or rodents chewing through the signal wire.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the DTC freeze frame data. Record the ambient temperature, battery temperature, and vehicle status when the fault occurred. Confirm whether it is a hard fault (currently present) or an intermittent fault (history code).— Visually inspect the coolant temperature sensor connector at the battery pack coolant outlet, PTC heater outlet, or plate heat exchanger outlet. Confirm the connector lock is intact, secure, and shows no signs of water ingress or corrosion. If necessary, disconnect the connector and check for backed-out terminals.+5 more →
B132112›
This fault code indicates a short to ground in the plate heat exchanger (PHE) outlet temperature sensor signal circuit, or an internal sensor short circuit. This sensor typically utilizes an NTC (negative temperature coefficient) thermistor to monitor the coolant or refrigerant temperature exiting the PHE, serving as a key feedback component for the thermal management system. The short circuit sends an abnormal voltage signal (typically near 0V) to the ECU, causing the system to falsely detect an extreme temperature state. This triggers the thermal management protection strategy, resulting in: forced electric compressor shutdown, battery cooling circuit interruption, restricted PTC heating function, or activation of the 'Power System Malfunction' reduced power mode. Continued driving may overheat the battery pack or drive motor due to the lack of effective temperature monitoring, creating a thermal runaway risk.
Causes
— Internal short circuit in the sensor body: Prolonged exposure to high temperatures and high humidity ages the NTC thermistor. Encapsulation failure causes an internal short circuit, dropping the resistance value to near 0 Ω.— Wiring harness physical damage: The plate heat exchanger sits in the high-temperature area of the front compartment. A loose retaining clip allows the wiring harness to rub against sharp metal edges, damaging the insulation and shorting the signal wire (usually Pin 2) to body ground.— Connector water ingress short circuit: An aged front compartment low-voltage connector seal allows water intrusion during wading or high-pressure washing. This causes a short circuit between pins or to ground, often leaving visible corrosion marks.+2 more →
Actions
— Safety preparation and verification: Disconnect the high-voltage service disconnect and wait 5 minutes for the high-voltage capacitors to discharge. Use the VDS2000/BYD dedicated diagnostic tool to read the freeze frame data. Record the ambient temperature, vehicle speed, and temperature difference between the heat exchanger inlet and outlet at the time of the fault.— Initial visual inspection: Check the plate heat exchanger outlet temperature sensor connector (usually located on the battery cooler or chiller outlet pipe) for looseness, backed-out pins, or water ingress. Check the wiring harness securing status and wear at the firewall and battery pack edge.+5 more →
B132113›
This DTC indicates an open circuit in the thermal management system Plate Heat Exchanger (PHE) coolant outlet temperature sensor. The PHE is the core heat exchange component between the battery liquid cooling system and the air conditioning refrigerant system. The outlet temperature sensor monitors the post-exchange coolant temperature, providing a critical feedback signal for precise battery pack temperature control. An open circuit fault causes the ECU to receive an out-of-range high-voltage signal (typically near the 5V reference voltage), preventing the system from obtaining accurate outlet temperature data. This triggers thermal management system protection strategies, which may limit battery charge and discharge power, disable air conditioning cooling, or activate forced air cooling. Extreme cases pose a risk of battery thermal runaway. The sensor utilizes an NTC thermistor with a normal operating temperature range of -40°C to 150°C. During an open circuit, the resistance approaches infinity.
Causes
— Open circuit inside the temperature sensor body: Long-term operation in high-temperature and high-humidity environments causes the internal thermistor element to age and break or creates dry solder joints, resulting in infinite resistance.— Wiring harness open circuit or chafing: The wiring harness connecting the sensor to the A/C controller/thermal management controller chafes or breaks in the high-temperature, high-vibration area of the motor compartment, especially at the corrugated conduit section near the plate heat exchanger.— Poor connector contact: Water ingress and oxidation, backed-out pins, or a loose retaining clip at the sensor connector (usually located on the left side of the front compartment or at the battery pack cooling pipe connection) causing an intermittent connection.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete DTCs and freeze frame data. Record the ambient temperature, vehicle speed, and battery status at the time of the fault. Confirm whether the fault is intermittent.— Locate the physical position of the sensor: On Qin series models, find the sensor on the plate heat exchanger coolant outlet pipe on the left side of the front compartment (black connector, two-wire). Verify the connector connection status and check for signs of coolant leakage.+5 more →
B132212›
This fault code indicates a short to power or short to ground in the signal circuit of the refrigerant pressure sensor at the plate heat exchanger (Chiller) outlet in the Battery Thermal Management System (BTMS). The plate heat exchanger is a key heat exchange component in the battery liquid cooling circuit. Its outlet pressure serves as a critical parameter for the system to evaluate refrigerant status and control electronic expansion valve opening and compressor speed. When a short circuit occurs in the sensor signal wire, the control unit (typically the battery manager or integrated thermal management controller) detects an abnormal voltage signal (near 0V or supply voltage), preventing accurate refrigerant pressure data acquisition. The system enters fail-safe protection mode and may limit battery charge and discharge power, disable the battery cooling function, or trigger a Level 1 or Level 2 fault warning. Long-term operation risks traction battery overheating and may trigger thermal runaway protection in extreme cases.
Causes
— Damaged sensor wiring harness insulation contacts body metal components or power wires, causing a short circuit.— Breakdown or short circuit of the internal pressure-sensitive element or signal processing circuit in the pressure sensor.— Water ingress or poor sealing at front compartment or chassis connectors causes a short circuit between pins or a short to ground.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the complete fault codes. Confirm B132212 is a current fault and does not clear.— Refer to the wiring diagram and locate the plate heat exchanger outlet pressure sensor (usually located at the front end of the battery cooling lines, near the chiller outlet).+6 more →
B132213›
This fault code indicates an open circuit in the signal circuit of the pressure/temperature sensor at the Plate Heat Exchanger (PHE) outlet. In the BYD heat pump thermal management system, the Plate Heat Exchanger is the core component for heat exchange between the refrigerant and the motor coolant. The outlet pressure sensor monitors the refrigerant pressure (or integrated temperature) after heat exchange, providing closed-loop control data for the Electronic Expansion Valve (EXV) and the electric compressor. An open circuit fault indicates the control unit (air conditioning controller or thermal management module) detects a continuous sensor signal voltage above 4.8V (typically corresponding to an unshunted 5V reference voltage). Without real-time pressure data, the system triggers thermal management protection mode. This mode disables the heat pump function, limits motor power output, and in extreme cases, prohibits high-voltage power-up to prevent heat exchanger overpressure damage or abnormal refrigerant circulation.
Causes
— Physical damage to the sensor wiring harness: High temperatures and vibration in the motor compartment cause the harness insulation to age and crack, or prolonged friction against sharp metal edges breaks the copper core wires. This commonly results from improper harness securing after accident repairs.— Poor connector contact: Internal terminals in the 2-pin or 3-pin sensor connector backed out or oxidized (common after water ingress), or loose retaining clip. This causes an open signal circuit, measuring as infinite resistance between pins.— Internal open circuit in the sensor body: Refrigerant pressure shock or long-term thermal cycling fatigue cracks solder joints on the pressure-sensitive element or internal PCB, resulting in zero current draw.+2 more →
Actions
— Safety preparation and fault confirmation: Disconnect the high-voltage service disconnect and wait 5 minutes to discharge residual voltage; use the diagnostic tool to read the DTC and record the freeze frame data, and observe the pressure display value (an open circuit typically displays 4.9-5.0V or an out-of-range value of -40°C); clear the fault code, run the air conditioning system, and observe if the fault recurs immediately.— Sensor body inspection: Locate the pressure and temperature sensor at the plate heat exchanger outlet (usually on the top or side of the heat exchanger, with a 2-3 wire harness). Disconnect the connector and measure the resistance between the sensor terminals (normally about 2-3 kΩ at 25°C; refer to the workshop manual for exact values). If the resistance is infinite, replace the sensor. Measure the supply voltage (must be 5V ± 0.25V) and confirm normal reference voltage output.+3 more →
B132316›
This DTC indicates the 12V operating supply voltage of the thermal management system (specifically the air conditioning control unit or thermal management controller) falls below the 9V threshold. In the BYD new energy architecture, the low-voltage system has a nominal voltage of 12V (normal range 10.5V-14.5V). When the supply voltage drops below 9V, the controller’s internal microprocessor, sensor interface circuits, and power drive module fail to operate stably. This instability can cause abnormal air conditioning compressor control signals, inaccurate electronic expansion valve actuation, insufficient battery coolant pump speed, or a protective shutdown of the PTC heater. As a power supply fault, this condition does not directly trigger the high-voltage interlock, but it indirectly affects battery thermal management performance. In extreme cases, it can trigger battery over-temperature power derating protection.
Causes
— 12V low-voltage battery aged or deeply discharged, causing increased internal resistance and a sharp voltage drop under load.— DC-DC converter fault or high-voltage system malfunction, unable to convert high voltage into a stable 14V low-voltage power supply.— Poor contact in the A/C controller/TMS module power supply wiring harness, including a loose connector, corroded pins, or an oxidized fuse holder, causing a voltage drop exceeding 3 V.+2 more →
Actions
— Connect the VDS diagnostic tool to read freeze frame data. Verify the specific voltage value when the fault occurred and any accompanying fault codes (such as B132317 overvoltage or U-series communication faults).— Measure the low-voltage battery static voltage. If below 12.4V, charge the battery. Start the vehicle and measure the battery dynamic voltage. Normal voltage is 13.8V-14.5V. If below 13V, check the DC-DC converter.+4 more →
B132317›
This DTC indicates the air conditioning system control unit or a thermal management-related module detects its operating supply voltage exceeds the 16V threshold (BYD low-voltage system rated voltage: 12V; normal operating range: 9–16V). This is an overvoltage protection fault. When the module detects an abnormal rise in supply voltage, it stores this DTC and may enter protection mode, limiting air conditioning or thermal management functions to prevent electronic component damage. Overvoltage typically stems from abnormal output from the low-voltage charging system (DC-DC converter), alternator voltage regulator failure (hybrid models), or abnormal power supply circuit impedance. Prolonged overvoltage may burn out the control module internal circuits or damage the compressor driver.
Causes
— DC-DC converter fault: The internal voltage regulation circuit in the high-voltage to low-voltage DC-DC module fails, causing the output voltage to exceed 16V. This is the most common cause.— Severe low-voltage battery aging: Increased internal resistance or plate sulfation prevents the battery from accepting normal current during charging, causing terminal voltage to rise abnormally.— Generator voltage regulator fault (hybrid models): ISG motor or generator controller fault causes unregulated charging voltage.+2 more →
Actions
— Use a high-precision multimeter to measure the low-voltage battery static voltage and dynamic voltage (with the air conditioning load applied). Confirm whether the actual voltage exceeds 16V to rule out a false fault.— Connect the VDS diagnostic tool and read the data stream. Check the 'System Voltage' data stream in the air conditioning module or thermal management module to confirm if the overvoltage is continuous or intermittent.+6 more →
B132817›
This fault code indicates the supply voltage or feedback voltage of the heat pipe electric water pump in the Battery Thermal Management System (BTMS) exceeds the calibrated threshold (typically exceeding 16V in the low-voltage system, or abnormal high-voltage sampling). In models like the BYD Qin EV, the VCU or Thermal Management Controller (TMS) drives this water pump via a PWM signal (100-900Hz). Upon fault trigger, the system records freeze-frame voltage data. Overvoltage may cause water pump drive MOSFET breakdown and motor winding insulation aging, triggering battery thermal management derating protection (limiting charge and discharge power). Prolonged overvoltage may cause insufficient battery pack heat dissipation, but typically does not affect driving safety before triggering overheat protection. Differentiate between genuine overvoltage (power supply system fault) and false overvoltage (sampling circuit or sensor fault).
Causes
— DC-DC converter or low-voltage charging system fault causing abnormal 12V system voltage rise (exceeding 15.5V).— Partial short circuit or insulation failure in the internal windings of the battery coolant electric water pump, causing abnormal back electromotive force.— Poor contact in the water pump power supply wiring or connector (oxidized or loose) creates a high-resistance point, causing voltage spikes.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read complete fault codes and freeze frame data. Record the water pump voltage, duty cycle, coolant temperature, and ambient temperature at the time of the fault.— Check the low-voltage battery static voltage and dynamic charging voltage. Measure the DC-DC output terminal voltage and verify it is within the normal 13.5-14.5V range to rule out charging system overvoltage.+6 more →
B132971›
This DTC indicates the electric water pump in the battery thermal management circuit (typically located in the battery pack liquid-cooling circuit or battery heat pipe circulation branch) detects a locked rotor condition. Specifically, the pump control module detects the drive current continuously exceeding the threshold (typically 3-5 times the rated current) while the speed feedback signal remains at zero or extremely low, determining a mechanical rotor seizure. This is a hard fault. Upon triggering, the thermal management controller immediately cuts pump power to protect the drive circuit. Consequences include interrupted battery pack coolant circulation, causing loss of battery temperature control during fast charging and reduced heat pump air conditioning heating efficiency (if equipped with a water-source heat pump system). Continued operation may trigger BMS power derating protection or high-voltage system shutdown. The DTC suffix '71' typically serves as a subtype identifier indicating a persistent locked rotor condition rather than a momentary overload.
Causes
— Water pump impeller mechanically jammed: After long-term use, scale, corrosion products, or external contaminants in the coolant enter the pump chamber, seizing the impeller against the pump housing; or in low-temperature conditions (below -20°C), localized freezing and expansion of the coolant jams the impeller.— Motor drive circuit fault: Damage to the MOSFET half-bridge driver chip inside the water pump controller causes an abnormal three-phase drive waveform. The motor fails to generate an effective rotating magnetic field and remains in a DC braking state (exhibiting stall current characteristics).— Electrical connection fault: Loose water pump wiring harness connector, backed-out terminals, or water ingress and oxidation causes phase loss in the three-phase power supply, resulting in insufficient starting torque and motor stall.+2 more →
Actions
— Initial diagnosis: Use the VDS2000/3000 diagnostic tool to read all DTCs. Check for related fault codes (such as B132A00 idling fault, U0121 communication fault). Record the battery temperature, ambient temperature, water pump duty cycle, and current values from the freeze frame data.— Safety preparation: Disconnect the low-voltage battery negative terminal, wait 5 minutes to discharge the high voltage, confirm the cooling system has no pressure (slowly open the expansion tank cap), and wear insulated gloves during operation.+5 more →
B132A00›
This fault code indicates the electric water pump in the battery thermal management system (typically integrated into the battery thermal pipe cooling circuit) is dry running. The system triggers this fault when the pump motor receives a PWM operating command from the TMS (Thermal Management Controller) or A/C controller and powers on to rotate, but the impeller fails to generate effective coolant flow. The system also triggers this fault if the actual speed detected by the speed feedback sensor (Hall effect sensor) deviates from the target speed by more than the threshold (typically >30%) for 5–10 seconds. This fault functions as flow abnormality protection. The condition can cause insufficient battery pack heat dissipation and excessive cell temperature differences, triggering reduced power operation (torque limiting). In extreme cases, it triggers a battery overheat warning. Causes include dry running due to a lack of coolant, impeller shaft breakage, magnetic coupling slip, cavitation, or seized bearings.
Causes
— Low battery coolant level or system leak (e.g., at thermal pipe joints or battery pack cooling plate seals), causing the water pump to draw in air and run dry.— Internal magnetic coupling failure of the electric water pump impeller (permanent magnet rotor separated from the impeller) or broken impeller shaft, causing the motor to spin freely while the impeller does not rotate.— Water pump power supply circuit fault, including blown fuse F2/26, disconnected high-voltage interlock, or poor contact at connector CN112 causing a voltage drop.+2 more →
Actions
— VDS Diagnosis: Connect the VDS diagnostic tool, read the DTC freeze frame, and check the 'battery thermal management water pump target speed' and 'actual speed' data streams. Verify if the actual speed is 0 or significantly below the target value (<100rpm).— Cooling system check: Verify the expansion tank coolant level is between MIN and MAX. Inspect the battery pack cooling lines, heat pipe heat exchanger, and water pump body for coolant crystallization (signs of leakage). If necessary, pressurize and hold pressure (150kPa, 10 minutes) to locate leaks.+3 more →
B1600-00›
This DTC indicates the SRS (Supplemental Restraint System) control unit (ACU) detects an open circuit or high resistance in the driver front airbag ignition circuit. The ACU continuously monitors the airbag module circuit resistance through its internal diagnostic circuit. Normal resistance is 2.0-2.4 Ω. Resistance exceeding the threshold (usually >6 Ω) or a completely open circuit triggers DTC B1600-00. The system then enters fail-safe mode and disables the driver-side airbag, preventing deployment during a collision. The instrument panel airbag warning lamp remains illuminated to alert the driver. Possible causes include the airbag module, clock spring (spiral cable), wiring harness connectors, or the ACU internal sampling circuit.
Causes
— Fatigue fracture or poor contact of the clock spring (airbag spiral cable) internal flat cable. Frequent steering wheel rotation commonly breaks the internal conductive coil, causing an intermittent or permanent open circuit.— Driver airbag module connector (yellow plug) loose, oxidized, backed-out terminal pins, or failed locking mechanism, causing excessive contact resistance or a complete open circuit.— Open circuit or abnormal resistance in the airbag module internal inflator igniter wire, typically resulting from internal quality issues or prolonged storage.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS backup power supply. Wear an anti-static wrist strap to prevent accidental airbag deployment.— Visual inspection: Verify the dedicated yellow SRS connectors under the steering wheel and instrument panel are fully connected and the locking tabs are engaged. Inspect the terminals for oxidation, corrosion, or deformation.+6 more →
B1600›
DTC B1600 indicates the SRS (Supplemental Restraint System) control unit detects an open circuit or connection failure in the driver front airbag (steering wheel airbag) circuit. Specifically, electrical circuit resistance between the airbag control unit and the driver airbag assembly exceeds the standard range (normal: approx. 2-3Ω; fault: typically >10Ω or infinite). This hard-wired connection fault indicates the control unit continuously fails to establish effective communication with the driver airbag during vehicle self-test or driving. Upon triggering, the SRS enters fail-safe mode, illuminates the airbag warning lamp, and disables driver airbag deployment. In a collision, this airbag may fail to inflate normally, severely compromising passive safety performance. Some early BYD petrol models or specific powertrain systems define B1600 as "mixture too rich." However, based on current DTC information and applicable models (Yuan, Tang, Song, Qin series), this analysis focuses on the airbag system circuit fault.
Causes
— Clock spring internal open circuit: Frequent steering wheel rotation causes fatigue fracture of the internal flat ribbon cable, resulting in an open circuit.— Harness connector terminals backed out or loose: specifically, loose, backed-out, or oxidized pins at mating connectors such as GJK14, or poor contact at the airbag connector under the steering wheel.— Internal open circuit in the airbag assembly: internal open circuit in the airbag squib or excessive contact resistance at the airbag connector.+2 more →
Actions
— Initial diagnosis: Use the dedicated diagnostic tool to read the fault code, confirm whether B1600 is a current or history fault, and check if the airbag warning light remains illuminated.— Power supply system check: Measure battery voltage (should be >12V). Check SRS control unit constant power (B+) and ignition switch power (IG) voltages to rule out false faults caused by unstable voltage.+5 more →
B16001B›
DTC B16001B indicates the SRS (airbag) system detects a range/performance fault in the driver seat occupancy sensor (OCS - Occupant Classification System) signal circuit. Specifically, the ACU (Airbag Control Unit) receives a sensor resistance value outside the calibrated range (typically an open circuit, short circuit, or abnormal resistance), or the signal characteristics fail to match the expected logic. This film pressure sensor, located inside the driver seat cushion or on the inner side of the seat rail, monitors seat occupancy in real time to determine whether to allow full-power airbag deployment during a collision. If the system cannot confirm driver presence, it illuminates the airbag warning light and may enter a degraded protection mode (such as disabling airbag deployment or reducing deployment force), posing a severe safety hazard.
Causes
— Fatigue fracture of the seat occupancy sensor membrane pressure-sensing element or an internal open circuit, causing infinite resistance or intermittent fluctuations. Typically occurs after prolonged heavy seat use, modification, or removal.— Poor connection, unlocked latch, or oxidized terminals at the under-seat wiring harness connector (usually a white 2-pin plug), causing excessive contact resistance (>5Ω) and signal interruption during seat movement or vehicle jolting.— Excessive pulling of the wiring harness during installation of third-party aftermarket equipment (such as heated/ventilated seat cushions or racing seats) breaks internal copper strands at the connection between the seat wiring harness and body wiring harness, or the aftermarket equipment generates electromagnetic interference affecting the sensor signal.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait 3 minutes for the SRS system to fully discharge to prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS diagnostic tool to read the detailed fault code status (current/history) and freeze frame data to confirm whether B16001B is a persistent fault.+7 more →
B1601-00›
DTC B1601-00 indicates the airbag control unit (SRS ECU) detects an abnormally low-resistance path to body ground in the driver frontal airbag (DAB) ignition circuit. Under normal conditions, the airbag igniter circuit resistance measures 2.0-3.0 Ω, and the insulation resistance to ground exceeds 10 MΩ. Damaged wiring harness insulation, an internal clock spring short circuit, or a grounded connector terminal significantly reduces circuit resistance (typically below 1 Ω), causing the ECU to register a short-to-ground fault. This fault prevents the driver airbag from deploying during a collision (fail-safe mode) or, in extreme cases, causes unexpected deployment due to false triggering. As a critical passive safety hard fault, immediately remove the vehicle from service for repair.
Causes
— Aged and damaged insulation on the flat ribbon cable inside the clock spring causes the airbag ignition circuit to short to the metal frame during steering wheel rotation. This is a common fault on BYD Qin series models.— Prolonged chafing near the steering column damages the driver airbag wiring harness insulation, causing the copper core to directly contact metal body components and create a ground path.— Water ingress or terminal corrosion in the yellow SRS system connector (usually located below the steering wheel or on the left side of the dashboard) due to wading, interior cleaning, or a damp environment causes a short circuit between terminals or to ground.+2 more →
Actions
— Safe power-down: Switch off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS backup power capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Remove the trim panels on both sides of the steering wheel. Inspect the clock spring for burn marks or cracks. Check the airbag wiring harness securing points at the steering column and instrument panel frame. Inspect the harness for wear, crushing, or damaged insulation.+5 more →
B1601›
DTC B1601 indicates a short to ground in the driver frontal airbag (DAB) ignition circuit. In the BYD SRS (Supplemental Restraint System), this fault means damaged wire insulation in the circuit between the airbag control unit (ACU) and the driver airbag contacts the vehicle body ground, or an internal short to ground exists within the airbag inflator. This causes circuit resistance to drop well below the standard range (normally 2.0-3.0 Ω, approaching 0 Ω during a short circuit). When the ACU detects this abnormal drop in circuit impedance, it identifies a short-to-ground fault and triggers protection mode: the instrument cluster SRS warning light illuminates continuously, the system disables the driver airbag to prevent inadvertent deployment, and the airbag fails to deploy during a collision, severely compromising occupant safety.
Causes
— The flat cable inside the clock spring is worn or broken, shorting the wire to the steering wheel metal frame or ground.— Water ingress, corrosion, or deformed pins in the yellow airbag wiring harness connector beneath the steering wheel (usually near the combination switch), causing a terminal short to ground.— Abrasion or crushing damages the insulation on the ACU-to-steering-wheel wiring harness where it passes through the A-pillar, instrument panel, or floor, causing a short to body ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Fault confirmation: Connect the BYD VDS or OEM diagnostic tool, read DTC B1601 and freeze frame data, verify the fault status is Current, and record the vehicle status at the time of the fault.+6 more →
B160111›
DTC B160111 indicates a short to ground in the driver frontal airbag (DAB) igniter circuit. The SRS (Supplemental Restraint System) airbag igniter utilizes a low-resistance circuit (typically 2.0–3.0Ω). The ACU (Airbag Control Unit) registers a short to ground when it detects circuit resistance below the threshold (<0.8Ω) or direct continuity to body ground. Wiring insulation failure or an internal component short circuit causes this fault, grounding the igniter circuit abnormally. Effects include: 1) the airbag may fail to deploy during a collision (current bypasses to ground); 2) electrostatic discharge or electromagnetic interference may cause unintended deployment in extreme cases; 3) the system enters fail-safe mode, disabling all airbag functions. This constitutes a Level 1 active safety system fault. Remove the vehicle from service immediately; the driver airbag serves as the final line of defense, and its failure drastically increases the risk of injury or fatality during an accident.
Causes
— Wear and breakage of the flat cable inside the clock spring causes the wire core to contact the steering wheel metal frame and short to ground. Long-term full-lock steering causes fatigue damage to the coiled cable, a common fault on high-mileage BYD Qin/E Series vehicles.— Airbag wiring harness connector (usually located under the steering wheel or inside the steering column trim) corrodes due to water ingress, especially from a blocked A/C drain tube or poor front windshield seal. The resulting electrolyte shorts the pins to body ground.— Tools scratch the wiring harness insulation during improper airbag removal or installation, or improperly securing the wiring harness after accident repairs causes metal bracket edges to wear through the outer sheath, creating a short to ground.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment. Discharge static electricity from your body before disconnecting the airbag connector.— Static visual inspection: Check the steering wheel area for signs of disassembly, water stains, mold odor, or exposed wiring. Specifically inspect the wiring harness sheath below the steering column for damage. Check the airbag connector (yellow marking) for looseness or green copper corrosion.+5 more →
B160C-00›
DTC B160C-00 indicates the SRS (Supplemental Restraint System) control module detects the driver frontal airbag (steering wheel airbag module) igniter (squib) circuit resistance exceeds the calibrated upper limit. Normal BYD Qin series airbag igniter resistance is 2.0-3.0 Ω. The ECU triggers this fault when it detects the resistance continuously exceeds the threshold (typically >5 Ω or an open circuit). This hard fault means the airbag may fail to deploy normally (fail-safe mode) or delay deployment during a collision, severely compromising driver passive safety. Poor contact, wiring oxidation, a partial open circuit, or igniter aging causes the abnormal increase in circuit resistance.
Causes
— Internal open circuit or poor contact in the clock spring (spiral cable): Frequent steering wheel rotation causes the internal flat cable to fatigue and break. This is the most common fault point in the BYD Qin series.— Airbag module connector loose or oxidized: Poor contact at the yellow connector below the steering wheel (usually marked DAB) causes increased contact resistance.— Airbag inflator internal open circuit: Aging of the squib inside the airbag module or a manufacturing defect causes an abnormal increase in internal resistance.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 3 minutes (allowing the SRS capacitor to discharge fully). Never directly measure the airbag circuit with a low-impedance multimeter.— Visual inspection: Check the yellow airbag connector (DAB connector) below the steering wheel for looseness, backed-out pins, water ingress, or oxidation. Check the clock spring housing for damage.+6 more →
B1602-00›
This DTC indicates a short to power (positive) in the driver-side front airbag (steering wheel airbag) ignition circuit. Specifically, the airbag control unit (ACU/SRS ECU) detects abnormal continuity between the driver airbag ignition wiring harness (typically the W/L white-blue and G/R green-red wires) and the vehicle power supply. Resistance falls below the threshold (normal values exceed 1 MΩ; fault conditions may approach 0 Ω or display a voltage exceeding 1 V). This severe electrical fault in the airbag system poses two extreme risks: first, the short circuit can trigger unintended airbag deployment, injuring the driver; second, a continuous bypass of the airbag circuit prevents proper deployment during an actual collision. Potential fault locations include the clock spring (spiral cable), airbag module wiring harness, connectors, or inside the airbag ECU.
Causes
— Internal short circuit in the clock spring (spiral cable): Long-term rotation wears out the clock spring beneath the steering wheel, damaging the internal wire insulation and shorting the firing wire to the power wire.— Airbag wiring harness wear and short circuit: Friction or compression damaged the airbag wiring harness insulation inside the steering wheel or steering column, causing contact with the vehicle body power wire.— Connector water ingress or corrosion: Water ingress or moisture in the driver airbag connector (usually located under the steering wheel or on the airbag module) causes a short circuit between terminals.+2 more →
Actions
— Safety preparation: Set the vehicle power mode to OFF, disconnect the negative battery terminal and wait at least 90 seconds (to fully discharge the airbag capacitor).— Initial inspection: Check the driver airbag connector for proper connection, looseness, water ingress, or corrosion. Clean and reconnect if necessary.+6 more →
B1602›
DTC B1602 indicates a short to power in the driver frontal airbag (DAB) igniter circuit. In the BYD SRS (Supplemental Restraint System) architecture, the Airbag Control Unit (ACU) continuously monitors the circuit resistance of each airbag igniter (normally about 2-3 Ω) and its insulation status. When the ACU detects abnormal continuity between the driver airbag igniter wiring and the vehicle power supply (12V+) (resistance below the threshold, typically <10 kΩ for a short to power), it triggers this fault. This fault means the airbag may deploy unexpectedly while driving (a serious safety risk) or fail to deploy properly in a collision because the power supply clamps the circuit. The fault may originate in the clock spring (spiral cable), airbag wiring harness, connector, or the ACU internal driver circuit.
Causes
— Clock spring internal damage: Frequent steering wheel rotation wears and breaks the internal ribbon cable, shorting the wire to the power supply line. Common in high-mileage BYD Tang and Song series vehicles.— Damaged airbag wiring harness insulation: Friction inside the steering column, cuts from sharp edges, or improper securing after accident repairs causes the wiring harness below the steering wheel to contact a 12V power wire (such as the horn circuit or multifunction switch power supply).— Water ingress or liquid corrosion: A/C condensate leakage or poor front windshield sealing allows water to flow beneath the steering wheel, corroding the airbag connector terminals (usually the yellow plug) and causing a short circuit between terminals or a short to power.+2 more →
Actions
— Safety Preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor and prevent accidental airbag deployment). Wear an anti-static wrist strap. Do not use non-explosion-proof testing equipment near the airbag.— Visual inspection: Check the yellow airbag connector below the steering wheel (usually on the left side of the steering column) for oxidation or water ingress; check the clock spring connector for looseness or bent pins; check the steering wheel for signs of modification.+6 more →
B160212›
DTC B160212 indicates the SRS (Supplemental Restraint System) control unit detects an abnormal short circuit between the driver’s front airbag inflator circuit and the vehicle power supply (12V+B). The inflator circuit normally maintains a high-resistance state (typically 2-3Ω, determined by the inflator internal resistance). The control unit continuously monitors circuit voltage and resistance via an internal bridge detection circuit. A short circuit to power indicates the voltage at one or both ends of the circuit continuously exceeds the threshold (typically above 5V) and the resistance is abnormally low. This fault triggers the safety protection mechanism. The system immediately enters fail-safe mode and disables the airbag deployment function to prevent accidental deployment caused by short-circuit current. Hardware faults such as an internal clock spring short circuit, damaged wiring harness insulation contacting a power wire, or a driver transistor breakdown inside the SRS ECU may accompany this fault.
Causes
— Broken internal conductor or aged insulation in the clock spring (spiral cable) causes the airbag circuit to short to the horn power supply wire or steering wheel heating power supply wire.— Long-term steering friction damages the driver's airbag wiring harness insulation at the steering column sleeve, causing it to contact the ignition switch power wire or constant power circuit.— Incorrect wiring during aftermarket steering wheel modifications (such as adding multifunction buttons or a steering wheel heating module) mistakenly connects the 12V power supply to the airbag circuit.+2 more →
Actions
— Use BYD dedicated diagnostic tool VDS2000/VDS1000 to read the complete fault codes and freeze frame data. Confirm whether B160212 is a current fault (Active) or a history fault (History), and record parameters such as vehicle speed and time when the fault occurred.— Perform the standard safe power-down procedure: disconnect the low-voltage battery negative terminal and wait at least 90 seconds (to fully discharge the SRS backup capacitor). Do not operate any electrical equipment during this time.+8 more →
B160A-00›
This DTC indicates the Airbag Control Unit (ACU) detects the Driver Airbag (DAB) firing circuit resistance is below the calibrated threshold (close to 0 Ω), indicating a short circuit. In the BYD SRS system, normal airbag circuit resistance ranges from 1.5 to 3.0 Ω. A resistance of 0 Ω typically indicates a short between the positive and negative terminals in the airbag wiring harness, clock spring, or connector. An internal driver circuit breakdown within the ACU can also cause this issue. This fault triggers the safety system fail-safe mode, illuminates the instrument panel SRS warning light, and may prevent airbag deployment during a collision. This severely compromises passive safety and requires immediate repair.
Causes
— Clock spring (airbag spiral cable) internal short circuit: Long-term steering wheel rotation wears and breaks the internal flexible ribbon cable insulation, causing direct wire contact and a short circuit.— Airbag wiring harness damaged and shorted to ground: A loose wiring harness retaining clip inside the dashboard rubs against the metal bracket, damaging the insulation and shorting the wire to the vehicle ground.— Airbag connector water ingress and corrosion: Driving through water or cleaning the interior allows water to enter the driver-side airbag connector (located under the steering wheel or on the airbag module), causing an electrolytic short circuit between the terminals.+2 more →
Actions
— Safe power-down: Disconnect the battery negative terminal and wait at least 3 minutes to dissipate residual system charge and fully discharge the SRS capacitor.— Fault confirmation: Connect a BYD dedicated diagnostic tool or generic scan tool, read and confirm B160A-00 is a current fault (Active), and record freeze frame data.+6 more →
B160A›
DTC B160A indicates the driver front airbag (DAB) ignition circuit resistance is 0 ohms, representing a short circuit. Normally, the airbag squib has a standard resistance of 2-5 ohms. When the SRS ECU detects circuit resistance near 0 Ω, it identifies a short to ground, short to power, or internal short in the airbag module. This safety-critical fault prevents normal airbag deployment during a collision or causes accidental deployment. A 0-ohm resistance typically indicates an internal ribbon cable short in the clock spring (spiral cable), damaged harness insulation shorting to ground, or an internal igniter short within the airbag module.
Causes
— Worn or broken internal flat cable in the clock spring (spiral cable) causing a short circuit: Long-term steering wheel rotation repeatedly bends the internal ribbon cable at its limit positions. This damages the insulation or breaks the conductor, causing a short to ground. This is the most common root cause of this fault code.— Airbag module internal igniter short circuit: The resistance wire in the airbag internal igniter cartridge shorts to the housing, or an internal bridge wire breaks, causing direct contact between the two terminals.— Harness damage or short to ground: Chafing, crushing, or rodent bites damage the harness insulation between the SRS ECU and the clock spring (especially near the steering column), causing a short to the vehicle body metal.+2 more →
Actions
— Safety Preparation: Turn the vehicle OFF, disconnect the negative battery terminal, and wait at least 90 seconds for the SRS backup power supply to fully discharge to prevent accidental airbag deployment during repair.— Fault confirmation: Connect the BYD dedicated diagnostic tool (VDS or ED400), access the SRS system to read the fault codes, confirm B160A is a current fault (Current DTC), and record the freeze frame data.+6 more →
B160A1A›
DTC B160A1A indicates abnormally high resistance (open circuit or high-resistance condition) in the driver-side front airbag (stage 1) ignition circuit. This is a critical Supplemental Restraint System (SRS) safety fault. Normal airbag igniter resistance is 1.5-3.5Ω. If the system detects resistance continuously exceeding the threshold (typically >5Ω or open circuit), it identifies an ignition circuit integrity fault. The SRS control unit then illuminates the instrument cluster airbag warning light and enters fail-safe mode. This condition may prevent the driver-side airbag from deploying during a collision. The fault indicates an electrical connection issue in the circuit, not an explosion risk from the airbag itself.
Causes
— The flat cable inside the clock spring is broken, fatigue-damaged, or has poor contact. Internal open circuits easily occur, especially after frequently turning the steering wheel to full lock or prolonged left-to-right rotation.— The yellow airbag wiring harness connector below the steering wheel (usually with a double-locking mechanism) is not fully seated, pins are backed out, oxidized or corroded, or contact resistance is excessive.— Abnormally high resistance or open circuit in driver airbag module internal igniter, or damaged module (rare).+2 more →
Actions
— Safety Preparation: Disconnect the negative battery cable and wait at least 3 minutes to discharge residual capacitor charge to prevent accidental airbag deployment during repair.— Fault Confirmation: Read SRS system fault codes using the BYD dedicated diagnostic tool. Confirm B160A1A is a current fault (Active) and does not clear. Record the freeze frame data.+6 more →
B160B-00›
DTC B160B-00 indicates the SRS (Supplemental Restraint System) ECU detects the driver's front airbag (steering wheel airbag) igniter circuit resistance is below the calibrated threshold (usually <1.0Ω). Normal airbag igniter resistance is 2.0-3.0Ω. Low resistance usually indicates a circuit short to ground, an internal short in the airbag module, or abnormal connector continuity. This fault causes the SRS ECU to register an abnormal airbag circuit. The airbag may fail to deploy during a collision or deploy unintentionally while driving. Consequently, the system illuminates the airbag warning lamp and disables the airbag function.
Causes
— Clock spring (spiral cable) internal short circuit: Frequent steering wheel rotation wears the flat cable insulation inside the clock spring, causing a short circuit between the core wires or between a core wire and the housing. This is the most common cause.— Airbag connector short circuit: Water ingress, bent pins, terminal corrosion, or foreign objects cause abnormal continuity in the yellow dedicated connector (usually located under the steering wheel or on the side of the steering column).— Internal airbag module fault: Igniter bridge wire short circuit or moisture in the pyrotechnic charge resulting in abnormally low resistance.+2 more →
Actions
— Safety preparation: Turn off the ignition. Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Wear an anti-static wrist strap.— Visual inspection: Inspect the yellow airbag connector below the steering wheel for looseness, water ingress, or obvious corrosion; inspect the clock spring for visible damage or burn marks; inspect the steering column wiring harness for wear.+5 more →
B160B›
DTC B160B indicates the SRS (Supplemental Restraint System) control unit detects the driver frontal airbag (DAB) igniter (squib) circuit resistance is below the calibrated threshold (typically <1.5Ω; standard range is 2.0±0.3Ω). This active fault indicates an abnormally low-resistance path in the circuit. A partial short circuit, an internal turn-to-turn short in the igniter, or a wiring harness short to ground can cause this condition. The low resistance abnormally increases the airbag circuit current, creating a risk of unintended airbag deployment. Alternatively, during a collision, the excessive current may trigger the ACU protective cutoff and prevent normal deployment. When this DTC triggers, the SRS system typically enters fail-safe mode and disables the driver-side airbag.
Causes
— Turn-to-turn short circuit or wear in the clock spring (spiral cable) internal coil, reducing effective resistance. This is a common failure point on BYD models (especially Tang and Song series).— Internal short circuit in the driver airbag module (DAB) igniter, or moisture in the pyrotechnic charge causing resistance drift; typically occurs after vehicle water ingress or in high-temperature, high-humidity environments.— Airbag wiring harness short to ground or short to power. Common causes include a damaged wiring harness sleeve below the steering wheel, pinched wiring during steering wheel modification, or backed-out terminal pins.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds (to allow the ACU capacitor to fully discharge). Do not measure the airbag terminals directly with a multimeter set to ohms (the test current may trigger airbag deployment).— Initial diagnosis: Connect the VDS or BYD dedicated diagnostic tool, read the fault code status (current/history), record the resistance value in the freeze frame data (e.g., 0.8Ω or 1.2Ω), and confirm fault persistence.+5 more →
B160B1A›
DTC B160B1A indicates the Driver Airbag (DAB) deployment circuit resistance falls below the normal threshold set by the SRS ECU (typically 2.0-3.0Ω; values below 1.0Ω trigger this fault). This constitutes a Supplemental Restraint System (SRS) hard-wire fault. The ECU detects an abnormally low-resistance path in the deployment circuit. Potential causes include a wiring short to ground, an internal short in the clock spring, an internal short in the airbag module, or a short between connectors. This fault forces the airbag system into fail-safe mode and continuously illuminates the instrument cluster airbag warning light. In extreme cases, the airbag may fail to deploy during a collision because the ECU misinterprets the condition as a short circuit and disables the deployment circuit. In very rare cases, wiring interference creates a risk of unintended deployment.
Causes
— Clock spring (spiral cable) internal short circuit: Frequent steering wheel rotation breaks the internal flat cable or wears the insulation, shorting the ignition wire to ground or power.— Airbag wiring harness short to ground: The wiring harness below the steering wheel chafes inside the steering column tube, or a metal edge cuts the wiring harness inside the dashboard, causing the ignition circuit wire to short to the vehicle body ground.— Airbag connector water ingress and corrosion: Poor sealing of the driver-side airbag connector (usually located under the steering wheel or on the back of the airbag module) allows water to enter after washing the vehicle or wading, causing a short circuit between pins.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to discharge completely, preventing accidental airbag deployment.— Visual inspection: Check the clock spring connector under the steering wheel and the yellow airbag module plug for looseness, water ingress, corrosion, or deformed pins.+5 more →
B160C›
DTC B160C indicates the SRS (Supplemental Restraint System) control unit detects the driver-side front airbag (steering wheel main airbag) ignition circuit resistance exceeds the normal upper limit (normal range: 2.0–3.0 Ω; fault threshold: ≥4.0 Ω or open circuit). This hard or intermittent fault indicates a high-resistance condition in the airbag ignition circuit. Poor contact, loose wiring connections, or component aging can cause this condition. Excessive resistance reduces circuit current. During a collision, the ACU (Airbag Control Unit) may fail to generate sufficient ignition current to trigger the gas generator, causing airbag deployment failure and severely compromising occupant protection. This DTC illuminates the SRS warning lamp, forces the system into a degraded protection mode, and disables airbag deployment for this circuit.
Causes
— Broken internal flat cable or worn carbon brush in the clock spring: Frequent steering wheel rotation causes fatigue fracture of the internal flexible circuit, resulting in intermittent or continuous high resistance.— Poor contact at the airbag connector (yellow double-lock waterproof plug): plug not fully locked, oxidized terminals, backed-out terminals, or loose connections causing increased contact resistance.— Driver airbag module (DAB) internal squib resistance drift: Bridge wire oxidation or poor soldering inside the gas generator increases resistance.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS capacitor to discharge completely to prevent accidental airbag deployment.— Visual inspection: Verify the yellow airbag connector under the steering wheel is fully inserted and locked. Inspect the wiring harness for damage, pinching, or signs of water ingress.+6 more →
B160C1B›
This fault code indicates the driver front airbag (DAB) igniter (gas generator) resistance exceeds the normal threshold range set by the SRS control module (typically 2.0–3.0 Ω, depending on the vehicle model). "High resistance" usually indicates a high-impedance point in the circuit. Causes include poor wiring connections, oxidized connectors, poor internal contact in the clock spring (spiral cable), or an aging airbag igniter. This active safety system fault causes the SRS control module to classify the driver airbag as unreliable. This condition may prevent airbag deployment during a collision, or in some cases, continuously illuminate the warning light and store a fault code, severely compromising passive safety protection.
Causes
— Internal open circuit or poor contact in the clock spring (spiral cable/clockspring reel): Frequent steering wheel rotation can cause fatigue fracture or increased contact resistance in the internal flat cable, increasing airbag circuit resistance.— Poor contact at the airbag module connector: The connector between the driver airbag and wiring harness (usually located inside or under the steering wheel) exhibits oxidation, looseness, terminal back-out, or spread terminals, causing increased contact resistance.— Airbag igniter internal fault: Aging, a cold solder joint, or a partial open circuit in the gas generator igniter bridge wire causes the resistance to exceed the calibrated range.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to allow the SRS system capacitors to fully discharge and prevent accidental airbag deployment.— Fault confirmation: Use the BYD dedicated diagnostic tool (VDS or ED400) to read the fault code. Confirm B160C1B is a current DTC, not a history DTC, and record the freeze frame data.+6 more →
B1610-00›
DTC B1610-00 indicates the SRS (Supplemental Restraint System) ECU detected abnormal resistance in the front passenger-side frontal airbag ignition circuit, specifically 0 Ω (short circuit) or infinite resistance (open circuit). In the BYD fault definition system, this code means "front passenger frontal airbag disconnected," indicating a loss of circuit integrity between the SRS ECU and the front passenger airbag module. This hard fault triggers the system fail-safe mode: the SRS ECU disables all airbag deployment (including the driver-side, side, and curtain airbags) and continuously illuminates the instrument cluster airbag warning lamp. Because this fault involves the occupant passive safety system, it carries the highest priority. The airbag system returns to normal standby status only after fault repair.
Causes
— Loose front passenger airbag connector, backed-out terminals, or corrosion: The yellow connector behind the airbag module or on the right side of the dashboard is not fully locked, or oxidized terminals cause excessive contact resistance or an open circuit.— Clock spring (spiral cable) internal damage: An open or short circuit in the spiral ribbon cable beneath the steering wheel interrupts the front passenger airbag circuit signal (some models share or link this detection with the front passenger airbag circuit).— Water ingress into the SRS ECU connector or damaged terminals: The ECU mounts beneath the center console. After driving through water, connector G10/M40 terminals corrode or back out, preventing airbag resistance detection.+2 more →
Actions
— Use the BYD VDS or Launch X431 diagnostic tool to read the fault code, confirm B1610-00 is a current fault (Current DTC), and record the ambient temperature and vehicle status from the freeze frame data.— Perform the safe power-down procedure: Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.+7 more →
B1610›
DTC B1610 indicates the Airbag Control Unit (ACU) detects an open circuit in the front passenger airbag squib circuit. Resistance falls outside the normal range (normal: approximately 1.5-3.0Ω; fault: typically >10Ω or infinite). This indicates a physical break in the circuit between the ACU and the front passenger airbag module (located inside the right side of the dashboard). Possible causes include a loose wiring harness connector, an open circuit in the airbag module inflator, wiring harness wear or breakage, or a clock spring fault (if applicable). This fault prevents the front passenger airbag from deploying during a collision, severely compromising occupant protection. Other vehicle systems continue to operate normally.
Causes
— Front passenger airbag wiring harness connector loose or disconnected: Located inside the right side of the dashboard or at the floor wiring harness joint. Improper seating during previous repairs or vehicle vibration may loosen the connector.— Airbag module internal open circuit: Internal open circuit in the inflator igniter, typically resulting from manufacturing defects or long-term environmental exposure.— Worn or broken wiring harness: Repeated bending wears the front passenger-side floor wiring harness near the seat slide rail, or metal edges cut the wiring harness inside the dashboard.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Initial check: Use the diagnostic tool to read and confirm DTC B1610 is an active fault, check if the airbag warning light remains illuminated, and record freeze frame data.+5 more →
B16101B›
B16101B is an ISO 15031-6 standard diagnostic trouble code (DTC). 'B' represents the Body system, '16' specifies the airbag system (SRS), '10' refers to the Passenger Frontal Airbag circuit, and '1B' is the sub-fault code indicating circuit resistance exceeds the threshold (open circuit or high resistance). This fault indicates the SRS ECU (airbag control unit) cannot establish effective communication with the Passenger Frontal Airbag module and cannot detect normal squib resistance (standard value: 2.0-3.0Ω). The ECU triggers this fault code when it detects infinite circuit resistance (open circuit) or resistance exceeding 6.0Ω. The airbag system enters fail-safe mode. The passenger frontal airbag will not deploy in a collision, and the instrument panel SRS warning light illuminates continuously, indicating a functional defect in the occupant restraint system.
Causes
— Poor contact, backed-out pins, or terminal oxidation at the front passenger airbag module wiring harness connector interrupts signal transmission. This is the most common fault cause, especially after the vehicle wades through water or operates in high-humidity environments.— Long-term vibration breaks internal copper wires or causes poor contact at bend points in the instrument panel internal wiring harness (such as near the air conditioning duct or instrument panel frame edge), resulting in an intermittent or permanent open circuit.— Airbag module internal squib open circuit or abnormally high resistance. Common causes include moisture inside the airbag module, component aging, or damage from previous improper testing (direct measurement using a multimeter resistance setting).+2 more →
Actions
— Safety Preparation: Set the power mode to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment. Wear an anti-static wrist strap. Do not use radio equipment near the airbag.— Initial diagnosis and code clearing: Connect the VDS or dedicated diagnostic tool, enter the SRS system, and read and record the fault code. Clear the fault code, switch the power mode to ON, and wait 20 seconds for the system to complete the self-check. If the fault code reappears immediately, confirm it as a current fault. If it is a history fault, check for intermittent contact issues.+5 more →
B161A-00›
Fault code B161A-00 indicates the front passenger frontal airbag ignition circuit resistance is 0 ohms. This condition signifies a short to ground in the airbag circuit or an internal short circuit within the airbag module. Normal airbag system resistance is typically 2-3 ohms. A 0-ohm resistance allows current to bypass the airbag inflator and flow directly from the positive terminal to ground. Consequently, the Airbag Control Unit (ACU) determines the airbag risks unintended deployment or failure to deploy. The system then illuminates the airbag warning lamp and disables the airbag. Repair procedures for certain BYD models (such as the Qin, Tang, and Song series) may also log this fault code as a Left Front Impact Sensor communication fault or wiring short circuit. Verify the exact definition using the specific model year and SRS software version. Regardless of the definition, this constitutes a critical safety system fault that prevents the airbag system from protecting occupants during a collision.
Causes
— Front passenger airbag igniter internal short circuit (damaged airbag assembly causes 0 resistance).— Airbag wiring harness short to body ground (damaged insulation, pinched, or chafed harness causing a short circuit between positive and negative terminals)— Water ingress and oxidation at the airbag connector plug (common after car washes or wading, causing a short circuit between pins)+2 more →
Actions
— Safety Preparation: Turn off the ignition, disconnect the negative battery terminal, and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Use a BYD dedicated diagnostic tool (VDS2000 or Launch X431) to read the detailed fault code and freeze frame data. Determine if the fault is continuous or intermittent, and record the vehicle status at the time of the fault.+6 more →
B1611›
DTC B1611 indicates a short to ground in the front passenger airbag (PAB) ignition circuit. Specifically, the SRS control unit detects an abnormally low-resistance connection (typically less than 2-3Ω) between the passenger airbag inflator circuit (usually the high-level trigger wire) and vehicle ground (GND). This short circuit prevents normal airbag deployment (diverting ignition energy to ground) or, in extreme cases, causes inadvertent deployment due to static electricity or electromagnetic interference. This fault constitutes a severe active safety system failure. The SRS control unit immediately disables the front passenger airbag, illuminates the airbag warning light, and may simultaneously lock the seat belt pretensioner, severely compromising passive safety performance.
Causes
— Passenger-side dashboard wiring harness wear: Where the airbag wiring harness passes through the dashboard frame or near the steering column, long-term vibration damages the insulation, causing contact with the metal body and creating a short to ground.— Connector water ingress and corrosion: The airbag connector (usually yellow) located under the centre console or on the floor is poorly sealed. Wading through water or an A/C condensate leak causes electrolytic corrosion between the pins, resulting in a short to ground.— Repair damage: Tools scratching or crushing the wiring harness during cabin air filter replacement, radio replacement, or dashboard removal and installation, causing damaged wire insulation to contact metal body parts.+2 more →
Actions
— Safety preparation and diagnostic confirmation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Read freeze frame data using the diagnostic tool to confirm vehicle conditions at the time of the fault (temperature, vehicle speed, etc.). Check for accompanying fault codes (e.g., B1610, B1612).— Visual inspection and connector check: Remove the lower trim panel under the front passenger glovebox. Inspect the yellow SRS connector (usually marked F-PAB) for water ingress, corrosion, or deformed pins. Measure the resistance from the connector terminals to ground. Normal resistance is greater than 10 MΩ.+3 more →
B161111›
DTC B161111 indicates a short to ground in the front passenger airbag (PAB) ignition circuit. In the BYD SRS (airbag) system architecture, this DTC sets when the airbag control unit (ACU) detects the resistance between the front passenger airbag ignition wiring and body ground falls below the calibrated threshold (usually < 2Ω). This constitutes a hard fault in the active safety system, indicating compromised airbag circuit integrity. Potential risks include: 1) the front passenger airbag fails to deploy during a collision, resulting in a loss of occupant protection; 2) abnormal wiring causes unintended airbag deployment in extreme cases. This latch-type fault (Latch DTC) requires a VDS or dedicated diagnostic tool to clear. It continuously illuminates the instrument cluster SRS warning lamp (solid, not flashing).
Causes
— Short circuit between conductor layers inside the clock spring (spiral cable): The front passenger airbag wiring harness routes through the clock spring under the steering wheel. Long-term use wears the internal flat cable insulation, shorting the ignition wire (typically an odd-numbered pin) to the metal frame or ground wire.— Physical damage to the airbag wiring harness: Bracket edges, screws, or metal clips may crush the internal dashboard wiring harness during assembly or repair. Damaged insulation contacts body ground, especially at the instrument panel cross member (Cross Car Beam) routing hole.— Connector water ingress and corrosion: Poor sealing of the front passenger airbag connector (usually located behind the glove box or on the right side of the dashboard). After an A/C condensate leak or vehicle wading, electrolytic corrosion forms between the pins, creating a low-resistance path to ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment. Wear an anti-static wrist strap. Do not use a multimeter resistance setting to directly measure the airbag igniter pins (use a dedicated high-impedance diagnostic device).— Initial diagnosis: Connect the VDS to read all DTCs and freeze frame data. Confirm if this is a current fault (Current DTC). Check the SRS warning lamp status on the instrument cluster. Record the vehicle condition at the time of the fault (e.g., driving on rough roads, wading, or recent repair history).+6 more →
B1612-00›
DTC B1612-00 indicates the airbag control module (SRS ECU) detected an unintended electrical connection between the front passenger frontal airbag inflator circuit and the vehicle positive power supply (B+), constituting a short to power. In the airbag system dual-stage ignition architecture, the ECU monitors the inflator circuit voltage state through internal diagnostic resistors. Normally, the circuit maintains high impedance to the power supply (open-circuit state). The ECU logs a short to power when it detects circuit voltage abnormally close to battery voltage (typically >5V or a sustained high level) instead of the expected low-voltage state. This is a hardwire circuit fault. Potential risks include: 1) the airbag fails to deploy in a collision because supply voltage clamps the ignition circuit, preventing sufficient firing current; 2) unintended airbag deployment in extreme cases if the safety capacitor design interacts with the short to power. Possible fault locations include the clock spring (spiral cable), instrument panel wiring harness, airbag module connector, or the internal SRS ECU driver circuit. On some BYD models, this DTC logic also monitors the front passenger seat Occupant Classification System (OCS) power supply circuit for abnormalities. Because the OCS sensor status directly determines whether the system permits front passenger airbag deployment, a short to power in the OCS signal circuit triggers the same DTC.
Causes
— Airbag wiring harness insulation wear and short circuit: Long-term vibration and friction against sharp metal edges damage the front passenger airbag wiring harness insulation where it passes through the instrument panel crossmember, A-pillar trim, or floor tunnel. The damaged insulation allows the harness to contact a constant power circuit (such as the instrument panel lighting or cigarette lighter power supply), creating a short to power.— Connector water ingress and corrosion: An aged sealing ring on the yellow airbag module connector (usually located behind the glovebox or inside the center console) allows water intrusion. After driving through water or an A/C condensate leak, electrolytic corrosion forms between the internal plug pins, creating a low-resistance path between the ignition pin and the adjacent power pin.— Clock spring internal interlayer short circuit: Long-term rotational fatigue damages the insulation on the internal flat ribbon cable of the clock spring (spiral cable) below the steering wheel. Although primarily connecting the driver airbag, the front passenger airbag return circuit routes through this area on some models and can short to internal power wires (such as steering wheel heating or multifunction switch power).+2 more →
Actions
— Safe power-off and capacitor discharge: Turn off the ignition switch, disconnect the battery negative terminal, and wait at least 90 seconds (some BYD models require 3 minutes) to fully discharge the SRS ECU backup capacitor and prevent accidental airbag deployment.— Initial visual inspection: Inspect the front passenger airbag module connector (yellow marking, usually located inside the glove box or behind the instrument panel), floor harness pass-through hole, and A-pillar harness sleeve for obvious damage, burn marks, liquid ingress, or terminal corrosion.+4 more →
B1612›
DTC B1612 indicates the SRS (Supplemental Restraint System) detected an abnormally low-resistance connection between the front passenger frontal airbag igniter circuit and the vehicle power supply (B+), indicating a short to power. Under normal conditions, the airbag igniter circuit remains in a high-resistance state isolated from both power and ground (typically greater than 10kΩ). The SRS ECU momentarily connects power through an internal switch only during airbag deployment. A short to power means one or both sides of the igniter continuously connect to the 12V power supply. This condition causes: (1) failure of the airbag to deploy during a collision (the ECU detects the circuit fault and inhibits triggering); (2) unintended airbag deployment in extreme cases due to abnormal current; (3) damage to the diagnostic driver circuit inside the SRS ECU. This fault involves the connections between the front passenger airbag module, clock spring (spiral cable), floor wiring harness, and SRS ECU.
Causes
— Damaged internal wire insulation in the clock spring (spiral cable) shorts the airbag ignition wire to the power wire or ignition signal wire.— Front passenger airbag wiring harness chafes inside the dashboard and shorts to body power wiring (such as the instrument panel lighting circuit or cigarette lighter power supply).— Water ingress, oxidation, or metallic foreign matter in the airbag connector (usually located under the center console or on the airbag module), causing a short circuit between terminals.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF. Disconnect the low-voltage battery negative terminal and wait at least 90 seconds to ensure the SRS capacitor discharges completely. Wear an anti-static wrist strap.— Visual inspection: Remove the front passenger-side dashboard trim panel. Inspect the airbag module, clock spring, and wiring harness connectors for burn marks, water ingress, or mechanical damage.+4 more →
B161212›
DTC B161212 indicates a short to battery in the passenger front airbag deployment circuit. In the SRS (Supplemental Restraint System) circuit, two wires (typically high-side and low-side deployment wires) connect the airbag module to the Airbag Control Unit (ACU). Under normal conditions, these two wires have no continuity to the vehicle power supply (+12V/B+). When the diagnostic system detects abnormally low resistance (typically <10Ω) between the airbag circuit wiring and the battery positive terminal, it identifies a short to battery. This fault forces the Airbag Control Unit into fail-safe mode, disabling the passenger airbag to prevent accidental deployment and personal injury. Damaged wiring harness insulation, an internal connector short, or an internal airbag module fault can cause this condition. Address this Level 1 safety fault immediately.
Causes
— Worn or aged front passenger airbag wiring harness insulation chafing and shorting to power wires inside the dashboard (such as the cigarette lighter or audio power supply).— Damaged internal contacts or a shorted coil in the airbag clock spring causes power to feed into the airbag circuit.— Water ingress, oxidation, or conductive foreign matter (such as metal debris or spilled liquid) in the front passenger airbag module connector causing a short circuit between pins.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal, wait at least 90 seconds (to fully discharge the SRS capacitor), and wear an anti-static wrist strap.— Preliminary check: Read the DTC freeze frame data, record the vehicle speed, time, and other information when the fault occurred, and check the vehicle for a history of accidents, water ingress, or modifications.+6 more →
B161A›
DTC B161A indicates the Airbag Control Unit (ACU) detects abnormally low resistance, approaching 0 Ω (typically <1.0 Ω), in the front passenger frontal airbag ignition circuit. Normal airbag igniter resistance remains between 2.0-3.0 Ω. A resistance of 0 Ω usually indicates a short to ground, a wire-to-wire short, or an internal short in the airbag module igniter. This fault causes the SRS system to enter fail-safe mode: 1) The airbag may fail to deploy during a collision due to the short circuit, causing a loss of passive protection; 2) Short-circuit current may cause unintended airbag deployment in extreme cases; 3) The system illuminates the instrument cluster airbag warning light and may store related freeze frame data. This is a hard fault (continuous) requiring immediate repair for occupant safety.
Causes
— Front passenger airbag module internal igniter short circuit: Moisture ingress, aging, or a manufacturing defect in the airbag igniter drops internal resistance to almost 0.— Airbag wiring harness short to ground: Vibration wear or loose retaining clips damage the internal instrument panel harness or floor harness insulation, causing a short to vehicle body ground.— Wiring harness connector water ingress and oxidation: Vehicle wading or A/C condensate leakage causes a short circuit between terminals of the yellow airbag connector (usually located on the right side of the center console, in the floor wiring harness, or behind the glove box).+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 3 minutes (to fully discharge the SRS capacitor). Do not use powered equipment or tools that generate electromagnetic interference near the airbag wiring harness.— Visual inspection: Inspect the front passenger side airbag connector (usually located behind the right side of the dashboard, on the floor wiring harness, or under the seat) for oxidation, water ingress, or deformed pins. Check the wiring harness for signs of abrasion, crushing, or damage.+5 more →
B161A1A›
DTC B161A1A indicates the Supplemental Restraint System (SRS) detects the front passenger airbag (PAB) ignition circuit resistance is 0 ohms or below the threshold (usually <0.8Ω). The SRS ECU monitors circuit integrity using a constant current source to measure the squib circuit resistance. Normal resistance is 1.5-3.5Ω (typical value 2.0-2.8Ω). A resistance of 0 indicates a short circuit. Possible causes include an internal short in the airbag module squib, an internal short in the clock spring, a wiring harness short to ground or power, or a faulty internal sampling circuit in the SRS ECU. This fault prevents the front passenger airbag from deploying during a collision (fail-safe mode) or causes unintentional deployment (extremely rare but dangerous). The system illuminates the airbag warning light and disables the front passenger airbag.
Causes
— Front passenger airbag module internal igniter short circuit: A short circuit in the internal bridge wire or moisture in the pyrotechnic charge causes conduction between terminals.— Clock spring (spiral cable) internal short circuit: Damaged spiral cable winding beneath the steering wheel, or broken internal ribbon cable causing a short to ground or short between terminals.— Physical damage to the wiring harness: Sharp edges cut or crush the wiring harness inside the dashboard, causing a short circuit to body ground or the 12V power line.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the diagnostic tool and read the freeze frame data. Confirm the fault is Current rather than a history fault, and record the environmental data from when the fault occurred.+6 more →
B161B-00›
DTC B161B-00 indicates the airbag control unit (SRS ECU) detects the front passenger airbag (PAB) igniter circuit resistance is below the calibrated threshold (typically below 1.5-2.0Ω, depending on the vehicle software version). The standard SRS airbag igniter resistance is generally 2.0±0.5Ω. Low resistance typically indicates a short circuit. Potential causes include an internal short in the airbag igniter, a wiring harness short to ground, a short between connector terminals, or an internal short in the clock spring. This fault forces the SRS system into a degraded mode. The system may disable the front passenger airbag (preventing deployment) or, in extreme cases, risk unintended deployment. When this DTC triggers, the instrument panel airbag warning light remains illuminated and the system halts collision detection for the front passenger airbag.
Causes
— Front passenger frontal airbag module (inflator) internal igniter short circuit: Long-term use, moisture ingress, or manufacturing defects damage the igniter resistance wire insulation, causing resistance to drop below the threshold.— Internal short circuit in the clock spring: A shorted flat cable inside the clock spring under the steering wheel causes airbag circuit resistance to drop abnormally. This commonly occurs in high-mileage vehicles or from frequent steering wheel rotation.— Harness short to ground: Wear, crushing, or rodent damage to the wiring harness insulation inside the front passenger dashboard causes the wire to ground to the vehicle body, creating a low-resistance path.+2 more →
Actions
— Safety preparation: Switch the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use a diagnostic tool (such as VDS2000 or Launch X431) to read the fault codes. Confirm B161B-00 is a current (Active) fault, not a history fault, and record the freeze frame data.+6 more →
B161B›
DTC B161B indicates the Airbag Control Module (ACM) detects the Passenger Airbag (PAB) igniter (inflator) resistance is below the system-calibrated lower threshold (typically below 1.0–1.5 Ω; normal range is 1.5–3.5 Ω). This fault represents an abnormal electrical characteristic in the SRS circuit or components. Potential causes include an internal short circuit in the igniter, a wiring harness short to ground, a short between connector pins, or a faulty internal detection circuit within the control module. Upon detecting this fault, the system enters fail-safe mode and illuminates the airbag warning lamp. This condition compromises occupant safety; during a collision, the passenger airbag may fail to deploy (fail-safe) or, in rare cases, deploy unexpectedly due to false triggering.
Causes
— Water ingress, corrosion, or deformed pins in the front passenger airbag wiring harness connector cause a short circuit between the positive and negative pins, significantly reducing the measured resistance.— Damaged wiring harness insulation between the Airbag Control Module (ACM) and the front passenger airbag, causing a short to body ground or power supply.— Front passenger airbag assembly (inflator): Moisture in the internal igniter or a manufacturing defect causes abnormally low bridge wire resistance.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or EDT) to read the fault code. Confirm whether B161B is a current fault (Active) or a history fault (History), and record the freeze frame data.— Perform the safety procedure: Disconnect the battery negative terminal and wait at least 90 seconds to discharge the residual voltage in the SRS system to prevent accidental airbag deployment.+6 more →
B161B1A›
DTC B161B1A indicates the airbag control module (SRS ECU) detects the Passenger Front Airbag ignition circuit resistance is below the calibrated threshold (typically below 1.0-1.5Ω; normal range is generally 2.0-5.0Ω). Low resistance typically indicates a parallel short circuit path in the airbag circuit. Potential causes include a wiring harness short to ground, bridged connector pins, or an internal short circuit in the airbag inflator. The ECU classifies this as a "Low Resistance" fault. This condition can prevent proper airbag deployment during a collision because the short circuit diverts the current. In extreme cases, static electricity or electromagnetic interference can cause unintended deployment. Consequently, the SRS system enters fail-safe mode, illuminates the airbag warning light, and disables the passenger front airbag.
Causes
— Front passenger airbag wiring harness chafing causing a short to ground: Vibration chafes the harness insulation against the edges of the instrument panel frame or air-conditioning duct. The exposed copper core contacts the vehicle body metal, creating a parallel resistance.— Bent airbag connector pins or water ingress: Improper removal or installation causes pins in the airbag connector (usually yellow, located inside the centre console or behind the glovebox) to contact the housing, or poor sealing allows electrolyte corrosion to form a low-resistance path.— Clock spring internal short circuit: If the front passenger airbag features a steering wheel-mounted trigger mechanism (some models), an interlayer short circuit within the clock spring flat cable reduces circuit resistance.+2 more →
Actions
— Safety preparation: Switch off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the VDS diagnostic tool, read the freeze frame data (Fault Frame), record the vehicle status at the time of the fault, and confirm B161B1A is a current fault (Present), not a history fault.+6 more →
B161C-00›
DTC B161C-00 indicates the Supplemental Restraint System (SRS) control unit detected the front passenger airbag (PAB) ignition circuit resistance exceeds the normal upper limit. In BYD SRS systems, the control unit continuously monitors each airbag squib resistance via a low-current detection circuit. The normal range is typically 2.0-3.0Ω. If the resistance exceeds approximately 6.0Ω (high-resistance threshold), the control unit logs a 'high resistance' fault. During a collision, this fault may prevent or delay front passenger airbag deployment, severely compromising occupant passive safety. High resistance in the ignition circuit causes this fault. Potential root causes include poor contact, oxidized wiring, loose connectors, or an aging squib inside the airbag module.
Causes
— Poor contact at the internal slip ring of the clock spring (spiral cable) or worn carbon brushes increases connection resistance between the steering wheel and the airbag wiring harness. This is the most common cause of this fault.— Front passenger airbag module connector (dedicated yellow connector) loose, pins backed out, or terminals oxidized or corroded, causing abnormal contact resistance.— Vibration and chafing inside the instrument panel damaged the airbag wiring harness insulation, partially breaking but not completely severing the copper wire and creating a high-resistance point.+2 more →
Actions
— Safety Preparation: Power down the vehicle, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment during repair.— Visual inspection: Inspect the front passenger airbag module for signs of impact. Verify the yellow airbag connector on the instrument panel is fully connected and the locking tab is engaged. Inspect the wiring harness for crushing or abrasion.+6 more →
B161C›
DTC B161C indicates the SRS (Supplemental Restraint System) ECU detects the front passenger frontal airbag ignition circuit resistance exceeds the calibrated upper limit (typically >5Ω). Normal airbag igniter resistance is between 2.0Ω and 3.0Ω. Excessive resistance indicates high resistance or an open circuit risk in the ignition circuit. This prevents the ECU from supplying sufficient ignition current (typically 1.2A or higher) during a collision, causing the front passenger airbag to fail to deploy and severely compromising passive safety. This is a hard fault. The system illuminates the airbag warning lamp and disables the front passenger airbag. Inspect and repair immediately.
Causes
— Poor contact at pins 1 and 2 of front passenger airbag module connector X246 (located on the right side of the instrument panel crossmember), or black locating clip not fully seated (standard requirement: the top of the clip must sit below the terminal mating face).— A poor connection, oxidation, terminal back-out, or spread terminals in the wiring between the instrument panel wiring harness and the airbag module cause increased contact resistance.— Aging, moisture ingress, or an internal open circuit in the front passenger airbag module squib causes increased resistance.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the passenger-side lower dashboard trim panel and glove box. Locate airbag module connector X246. Check if the black locking tab sits lower than the terminal (flush or higher indicates incorrect installation). Confirm no looseness, backed-out pins, or signs of water ingress.+4 more →
B161C1B›
DTC B161C1B indicates the Passenger Front Airbag ignition circuit resistance exceeds the threshold set by the SRS control module (normal range is typically 2.0-3.0Ω; the module triggers the code upon detecting resistance >3.5Ω or an open circuit). This active SRS system fault means the passenger front airbag may fail to deploy during a collision, or abnormal signals may force the system into fail-safe mode. In the BYD diagnostic protocol, the '1B' suffix specifically denotes 'resistance too high/open circuit'. Poor wiring connections, oxidized connectors, poor clock spring contact, or increased internal airbag module resistance typically cause this condition. This fault illuminates the instrument panel SRS warning lamp and disables the passenger front airbag. As a safety-critical fault, it requires immediate repair.
Causes
— Front passenger airbag wiring harness connector loose, oxidized, or corroded (located on the right side of the dashboard or behind the glove box; front passenger kicks or liquid ingress often cause poor contact)— Worn internal carbon brushes or poor contact in the clock spring (spiral cable), causing increased signal transmission resistance.— Airbag module internal squib resistance increased due to aging, or poor internal solder joint.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to ensure the SRS capacitor fully discharges). Wear an anti-static wrist strap. Never use a multimeter in resistance mode to measure directly near the airbag (to prevent accidental deployment).— Visual inspection: Inspect the front passenger airbag module connector (usually located inside the right dashboard trim panel or behind the glovebox) for looseness, water ingress, oxidized pins, or backed-out terminals. Clean the connector and apply conductive grease if necessary.+4 more →
B1620-00›
DTC B1620-00 indicates the airbag control unit (SRS ECU) detects an open circuit or disconnected electrical connection at the left front seat side airbag (Driver Side Airbag). Specifically, this fault indicates a circuit interruption between the seat-integrated side airbag module (typically located on the side of the seat backrest) and the vehicle wiring harness. The SRS ECU continuously monitors the airbag igniter circuit resistance (standard value: 2.0-3.0Ω) via a low-level signal line. The ECU sets this DTC when the resistance exceeds the threshold (typically >6Ω or open circuit) for longer than the specified time (typically >2 seconds). This is a hard fault that prevents the left front seat side airbag from deploying during a collision. The system also illuminates the instrument cluster SRS warning lamp and may disable the entire airbag system deployment function, severely compromising passive safety.
Causes
— Loose or disconnected yellow airbag connector under the seat: Sliding the seat fore and aft or adjusting the seat height loosens the dedicated yellow connector (usually equipped with a short-circuit protection tab) under the seat. This is the most common root cause of this fault code.— Seat side airbag wiring harness wear and fracture: Frequent seat adjustment repeatedly bends the harness at the slide rail mounting point, causing fatigue fracture of the internal copper core while the outer insulation remains intact, creating a hidden open circuit.— Side airbag igniter internal open circuit: The igniter bridge wire inside the airbag module is blown or has poor contact. Airbag aging or incorrect replacement after a previous accident usually causes this.+2 more →
Actions
— Safety preparation and fault confirmation: Disconnect the 12V battery negative terminal and wait at least 3 minutes. Use the dedicated diagnostic tool to read and confirm B1620-00 as an active fault. Record the freeze frame data and check for accompanying fault codes (e.g., B1621 right front seat side airbag).— Visually inspect the connector under the seat: Move the seat to the fully forward and fully rearward positions. Check that the yellow dedicated connector under the seat (usually marked 'AIRBAG' or 'SRS') is fully locked. Verify the Shorting Bar inside the connector is normal. Disconnect and reconnect the connector; listen for a 'click' to confirm it locks.+4 more →
B1620›
DTC B1620 indicates the left Body Domain Controller detects an abnormal condition in the driver's side (left front) door lock. Specifically, the controller detects an implausible door lock position sensor signal, an open or short circuit in the door lock drive circuit, or a missing door lock status feedback signal. Typical causes include faults in the door lock assembly microswitch, position sensor, actuator motor, or associated wiring harness connections. This fault causes abnormal door status displays, remote locking failures, false anti-theft alarms, and false 'door open' warnings while driving, compromising vehicle security and driving safety.
Causes
— Repeated bending of the wiring harness at the door hinge causes wear, insulation damage, or internal wire breakage (common issue on BYD models).— Damaged internal microswitch or position sensor in the front left door lock assembly causes abnormal signal voltage (normal signal switches between 0V and 5V).— Loose wiring harness connector, poor contact, or oxidized pins causing signal interruption or excessive resistance.+2 more →
Actions
— Use the BYD VDS diagnostic tool to scan the left body domain controller, read and confirm DTC B1620, and verify the door lock status signal in the data stream matches the actual status.— Visually inspect the left front door lock wiring harness connector. Check for a loose plug, oxidized pins, or water ingress. If necessary, clean the connector or secure the retaining clip.+4 more →
B16201B›
B16201B is a BYD SRS (Supplemental Restraint System) diagnostic code indicating a communication interruption or open electrical connection between the driver's seat side airbag and the SRS control unit. This DTC sets when the SRS ECU detects the driver's side airbag circuit resistance exceeds the standard range (typically 2.0-3.0Ω ±0.5Ω), indicating an open circuit or high resistance. This incomplete airbag deployment circuit prevents the system from igniting the gas generator during a side impact. This fault forces the SRS into a degraded mode. The driver's seat side airbag becomes inoperative, but other airbags (front, curtain) typically remain functional. Despite involving the high-voltage interlock and safety systems, the vehicle remains drivable with reduced occupant protection. This fault continuously illuminates the instrument cluster airbag warning light on some models.
Causes
— Loose yellow SRS connector or backed-out pins under the seat: Frequent fore/aft adjustment of the driver's seat strains the wiring harness, disengaging the connector latch or causing poor terminal contact.— Clock spring internal open circuit: A broken flat ribbon cable inside the rotary connector beneath the steering wheel disrupts side airbag signal transmission (applies to side airbag wiring harness connections integrated into the seat backrest).— Airbag module internal open circuit: A broken inflator internal bridge wire or a corroded connector causes infinite circuit resistance.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal, wait at least 3 minutes for the SRS capacitors to discharge, wear an anti-static wrist strap, and disable the high-voltage system (for electric vehicles, disconnect the service plug).— Initial diagnosis: Use the BYD VDS or X-431 diagnostic tool to read all DTCs. Confirm B16201B is a current fault, not a history fault. Record freeze frame data (seat position, vehicle speed, etc.).+6 more →
B1621-00›
DTC B1621-00 indicates a short to ground in the driver side airbag (typically the seat-mounted side airbag or side curtain airbag) igniter circuit. In the BYD SRS system, the ECU continuously monitors the circuit resistance of each airbag igniter (normal value: approximately 2.0-5.0 Ω). When the ECU detects resistance below 1.0 Ω or voltage close to 0 V, it identifies a short to ground. This fault causes the system to disable the affected airbag circuit, preventing normal deployment during a side impact. In extreme cases, unstable resistance at the short circuit causes intermittent contact, posing a risk of unintended airbag deployment. When this DTC triggers, the SRS control unit illuminates the instrument cluster airbag warning light and stores freeze frame data recording the vehicle status at the time of the fault.
Causes
— Worn under-seat wiring harness: Frequent fore/aft driver seat movement wears through the insulation of the side airbag wiring harness (usually located on the inner side of the seat rail). The exposed wire contacts the vehicle metal frame, creating a short to ground.— Connector water ingress and corrosion: Water enters the yellow SRS connector under the seat during vehicle wading, car washing, or due to a blocked sunroof drain tube, causing a short circuit between terminals or between a terminal and the housing.— Internal short circuit in the spiral cable (clock spring): The flat ribbon wire inside the spiral cable beneath the combination switch breaks and shorts to ground, or a chafed wiring harness near the steering column causes a short circuit (on some models, the side airbag circuit passes through this area).+2 more →
Actions
— Safety preparation: Shift the vehicle into P or Neutral, apply the handbrake, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Confirmation and Freeze Frame Analysis: Use the BYD dedicated diagnostic tool (BYD-EDS or Launch X431) to read the fault code. Confirm B1621-00 is a current fault (Active). Record freeze frame data (mileage, temperature, voltage, etc.) and check for accompanying fault codes (e.g., B1622 passenger side short circuit).+6 more →
B1621›
DTC B1621 indicates the SRS (Supplemental Restraint System) electronic control unit detects an abnormally low-resistance path (typically <0.5Ω) between the driver side airbag squib circuit and body ground (GND). Under normal conditions, airbag squib resistance must measure 2.0-3.0Ω, and insulation resistance to ground must exceed 1MΩ. A short to ground indicates an unintended ground connection in the squib circuit. This causes: 1) During a collision, the ground connection bypasses current, preventing proper airbag deployment and resulting in a loss of side-impact protection; 2) In extreme cases, wiring vibration may cause the ECU to misinterpret the short as a valid deployment signal, creating a risk of unintended airbag deployment; 3) The SRS system enters fail-safe mode, illuminates the instrument cluster airbag warning light, and disables the associated airbag function. This fault affects a core active safety system component and requires immediate repair.
Causes
— Driver seat side airbag wiring harness wear: The side airbag typically integrates into the seat backrest, requiring the wiring harness to route near the seat slide rail to connect to the body harness. Repeated forward and backward seat adjustment rubs the wiring harness against the metal slide rail. Damaged insulation exposes the copper core, shorting it to body ground.— Internal terminal displacement, corrosion, or water ingress in the yellow airbag connector under the seat (Clock Spring or Seat Connector) causes a short circuit between the terminal and the connector housing (ground). This commonly occurs after vehicle wading or deep interior cleaning.— Side airbag module internal squib short circuit: Moisture in the airbag igniter charge or a manufacturing defect causes the ignition wire to short to the metal housing.+2 more →
Actions
— Safety preparation: Shift the vehicle into P, apply the parking brake, turn off the ignition switch, and disconnect the 12V battery negative terminal. Wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Fault Confirmation: Reconnect the battery. Use a dedicated BYD diagnostic tool (such as ED400 or VDS) to read the DTC. Confirm B1621 is a current fault (Current Code) rather than a historical fault. Record the Freeze Frame Data to check the vehicle speed and ambient temperature at the time of the fault.+6 more →
B162111›
DTC B162111 is a BYD SRS (Supplemental Restraint System) diagnostic code indicating a short to ground in the driver-side side airbag ignition circuit. In BYD electrical architecture, this fault indicates the airbag control unit (ACU) detects abnormally low igniter circuit resistance (close to 0Ω) in the driver seat side airbag (typically integrated into the seat backrest or B-pillar), falling below the calibrated threshold (typically < 1.0Ω). This signifies an unintended connection between the positive or negative wire in the ignition circuit and the vehicle chassis (GND). This fault causes the ACU to flag the airbag as unsafe, immediately illuminate the instrument cluster SRS warning lamp, and disable deployment of the affected side airbag. In a collision, this airbag fails to inflate, severely compromising occupant side-impact protection. Additionally, the short circuit can trigger overcurrent protection in the internal ACU driver chip and, in extreme cases, risk unintended deployment, forcing the system into fail-safe mode.
Causes
— Mechanical wear of the under-seat wiring harness: Frequent fore-and-aft or height adjustments of the driver's seat repeatedly bend the yellow SRS wiring harness (especially between the GJK mating connector and the seat frame). The insulation wears through and shorts to the metal seat frame or vehicle ground.— Connector water ingress and corrosion: During vehicle wading or interior cleaning, liquid enters the dedicated SRS connector (GJK mating point) under the driver's seat, causing electrolyte conduction between terminals or verdigris buildup that results in a short to ground.— Airbag module internal igniter short circuit: Gas generator bridgewire insulation fails due to manufacturing defects or prolonged exposure to high temperatures and humidity, shorting directly to the metal housing.+2 more →
Actions
— Safety preparation and system power-down: Set the vehicle to OFF, disconnect the 12V low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment. Wear an anti-static wrist strap. Do not use a standard multimeter to measure the airbag circuit directly (use a dedicated diagnostic resistance meter with a current limiting function).— DTC confirmation and freeze frame analysis: Use a BYD VDS2000 or ED400 diagnostic tool to access the SRS system. Read and confirm B162111 is a current fault (Active). Record freeze frame data (such as vehicle mileage and ambient temperature) to determine if the fault is intermittent.+5 more →
B1622-00›
DTC B1622-00 indicates the driver side airbag squib circuit is shorted to the vehicle constant power supply (+B, battery voltage). The SRS (Supplemental Restraint System) ECU continuously monitors the airbag igniter circuit resistance and voltage. When detecting an abnormally high voltage on the igniter wiring (approaching the 12V supply voltage), the ECU registers a short to power. This fault is extremely dangerous and may cause: 1) accidental airbag deployment while driving, resulting in serious personal injury; 2) failure of the airbag to deploy during a collision due to the circuit fault; 3) the SRS entering fail-safe mode, disabling all airbag functions. This is a hard fault (Hard DTC). Once confirmed, the system triggers a severe warning and prohibits further vehicle operation.
Causes
— Under-seat wiring harness wear: Long-term forward and backward seat movement chafes the driver's seat side airbag wiring harness (typically routed near the seat rail), damaging the insulation and causing a short circuit to a power wire (such as the seat heater or power adjustment supply wire).— Airbag connector fault: Poor sealing of the yellow dedicated airbag connector (CPA connector) under the seat allows water ingress or corrosion, causing a short circuit between pins. Incomplete locking after repair causes terminal misalignment and contact with the power terminal.— Internal short circuit in the spiral cable (clock spring): Damaged insulation on the internal ribbon cable of the spiral cable beneath the steering wheel shorts the airbag igniter wire to other power supply circuits.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal, wait at least 90 seconds (to fully discharge the SRS capacitor), and hang 'Do Not Operate' warning tags on the steering wheel and seat.— Initial visual inspection: Inspect the driver-side airbag module connector (located on the side or under the seat, with yellow markings) and the spiral cable connector for obvious burn marks, water ingress, or physical damage.+5 more →
B1622›
DTC B1622 indicates the Supplemental Restraint System (SRS) control module detects an abnormally low-resistance connection (typically below 1.0Ω) between the driver side airbag inflator circuit and battery positive (B+, 12V). Normally, the airbag inflator circuit maintains a high-resistance state (open circuit or the 2-3Ω resistance of the inflator itself). A short to power means the SRS module detects supply voltage instead of the expected high-resistance signal when checking circuit integrity. This fault poses extreme safety risks. During a collision, the SRS module may fail to trigger the inflator circuit, preventing airbag deployment. Additionally, specific operating conditions (such as intermittent wiring contact or voltage fluctuations) can cause unintended airbag deployment, severely threatening driver safety.
Causes
— Aged or damaged insulation on the internal flat ribbon cable in the clock spring (spiral cable) causes the airbag ignition wire (usually the yellow harness) to short to power wires inside the steering wheel (such as the horn or multifunction button power supply).— Friction from frequent fore-aft seat adjustment or door operation wears the insulation on the airbag wiring harness under the driver's seat or inside the A/B-pillar trim, causing it to contact the body power wiring harness.— Airbag connector terminals (usually under the seat or steering wheel) backed out or bent, or water ingress and corrosion inside the connector causing a short circuit between adjacent power terminals and airbag igniter terminals.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Hang an 'Airbag Under Repair' warning sign to prevent accidental deployment.— Fault freeze frame analysis: Use the BYD VDS diagnostic tool to read the DTC freeze frame. Record the vehicle speed, temperature, voltage, and other data at the time the fault occurred. Determine whether the fault is continuous or intermittent.+6 more →
B162212›
DTC B162212 indicates abnormal continuity between the squib circuit of the driver side airbag (usually the seat-mounted side airbag) and the vehicle positive power supply (B+, battery voltage). In the SRS (Supplemental Restraint System) control logic, the airbag squib circuit must maintain a high-impedance open state at rest. The control unit determines circuit integrity by monitoring circuit voltage. Detecting a short to power in this circuit indicates damaged wiring insulation contacting a constant power wire, or an insulation failure of the igniter coil inside the airbag module. This fault immediately forces the SRS into fail-safe mode, which: 1) Disables the driver side airbag, preventing deployment during a side impact; 2) Illuminates the airbag warning lamp; 3) Creates a risk of unintended airbag deployment in extreme cases (despite multiple protections in modern systems). Because it involves a core component of the passive safety system, this fault classifies as severe and requires immediate repair.
Causes
— Mechanical damage to the wiring harness under the seat: The driver-side airbag wiring harness moves forward and backward with the seat. Repeated bending or crushing by foreign objects (such as coins or toys) wears through the insulation, causing a short circuit to the seat heater wire or constant power wire.— SRS connector water ingress and corrosion: Liquid enters the yellow dedicated SRS connector under the seat during vehicle wading or interior cleaning, causing an electrolytic short circuit between the terminals, or verdigris creates continuity between the power supply terminal and the airbag circuit terminal.— Internal short circuit in the airbag module: Aging, static electricity, or manufacturing defects damage the igniter (Squib) internal coil insulation, causing the primary coil to contact the secondary coil or housing and create a short to power.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the negative battery cable, and wait at least 3 minutes (some models require 90 seconds, but BYD SRS capacitor discharge usually takes 3 minutes) to fully discharge the system.— Fault status confirmation: Connect the BYD dedicated diagnostic tool (VDS2000 or EDT). Enter the SRS system to read fault codes. Confirm B162212 is a current fault (Current DTC). Check the voltage value in the freeze frame data (usually displays as 12V or battery voltage).+7 more →
B162A-00›
DTC B162A-00 indicates an abnormal left front seat side airbag ignition circuit resistance of 0 ohms, representing a short-to-ground fault. Normal airbag inflator resistance is 2.0-3.0 Ω. A 0 Ω reading means the ignition circuit shorts to the vehicle body ground. Potential causes include an internal airbag module short circuit, damaged wiring harness insulation shorting to ground, or shorted connector terminals. This fault causes the SRS system to detect a risk of accidental ignition or deployment failure. Consequently, the SRS system disables the airbag's collision protection function and illuminates the airbag warning light on the instrument cluster.
Causes
— Seat side airbag igniter internal short circuit (airbag module bridge wire short circuit or moisture in pyrotechnic charge)— Long-term adjustment friction damaged the wiring harness insulation under the seat or on the side of the backrest, causing a short circuit to the metal frame.— Water ingress, oxidation, corrosion, or bent pins in the seat side airbag connector (usually located under or on the side of the seat) causing a short circuit between the positive and negative terminals.+2 more →
Actions
— Safety preparation: Turn off the ignition switch and disconnect the 12V battery negative terminal. Wait at least 90 seconds for the SRS backup power supply capacitor to discharge completely, preventing accidental airbag deployment.— Freeze frame: Use the BYD VDS diagnostic tool to read the freeze frame data. Record the vehicle speed, temperature, voltage, and other environmental parameters at the time of the fault to determine if it is intermittent.+6 more →
B162A›
DTC B162A indicates the airbag control module (SRS ECU) detects a driver airbag ignition circuit resistance of 0 Ω or below the 1.5 Ω threshold, identifying a short to ground or a shorted circuit. In the BYD SRS system, this circuit includes the clock spring, spiral cable, connectors, and airbag inflator. A 0 Ω resistance means current may flow directly to ground. The ECU disables the airbag to prevent accidental deployment and illuminates the instrument cluster airbag warning lamp. This fault constitutes a hard short circuit, unlike an open circuit (infinite resistance). However, broken wires inside the clock spring contacting each other or grounding can also cause an intermittent short circuit. This fault prevents the driver front airbag from deploying during a collision, severely compromising passive safety.
Causes
— Damaged insulation on the internal flat cable of the steering wheel clock spring (spiral cable) causes a short to ground or inter-turn short circuit. This commonly occurs in older vehicles or from frequent full-lock steering.— Driver's airbag connector (yellow plug) pins bent, backed out, or corroded by water ingress, causing the positive and negative pins to short together or short to ground.— The airbag wiring harness chafes near the steering column. Damaged insulation allows the wire to contact the metal frame, causing a short to ground.+2 more →
Actions
— Safety Preparation: Disconnect the battery negative terminal and wait at least 3 minutes to discharge residual charge in the system capacitors. Wear an anti-static wrist strap. Do not use a standard multimeter resistance setting to measure directly in the airbag area (use a high-impedance digital multimeter or dedicated diagnostic tool).— Visual inspection: Verify the yellow airbag connector under the steering wheel is fully locked. Inspect the inside of the connector for water stains, oxidation, or deformed pins. Inspect the clock spring exterior for damage or burn marks.+4 more →
B162A1A›
DTC B162A1A indicates the airbag control module (SRS ECU) detects a resistance of 0 ohms, or close to 0, in the driver's side airbag circuit (usually integrated into the seat side). Normal airbag circuit resistance ranges from 2-3 ohms (including the airbag inflator resistance and wiring harness impedance). A resistance of 0 indicates a short circuit. Possible causes include damaged wiring harness insulation causing a short between positive and negative terminals, connector pins shorting to ground, an internal short in the airbag inflator, or an SRS control module sampling circuit fault. This fault prevents the side airbag from deploying during a collision, resulting in a loss of protection. In extreme cases, poor contact at the short circuit point can produce arcing and risk unintended deployment. Triggering this fault code illuminates the instrument cluster airbag warning light and may disable the entire airbag system.
Causes
— Seat slide rail or frame edge chafing the airbag wiring harness: Frequent forward and backward driver seat adjustment rubs the yellow airbag wiring harness (located under the seat) against the metal slide rail. Damaged insulation causes the core wire to short to ground or short across the positive and negative terminals.— Connector water ingress and oxidation: Vehicle wading, car washing, or sunroof leaks allow water into the under-seat airbag connector (usually located at the lower left of the seat), causing a short circuit between pins or abnormally low resistance due to corrosion.— Improper seat removal and installation: After removing the seat during repair or modification, the airbag connector is not fully inserted (no locking click heard), the connector locking tab is broken, or a metal foreign object inside the connector shorts the pins.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to ensure the SRS capacitor fully discharges, preventing accidental airbag deployment.— Visual inspection: Inspect the yellow dedicated wiring harness under the driver's seat (typically marked with yellow corrugated conduit or yellow tape) for wear, cuts, or crush marks, focusing on the seat slide rails, seat frame edges, and harness bend points.+6 more →
B162B-00›
DTC B162B-00 indicates the airbag control unit (SRS ECU) detects the driver side airbag (located on the side of the driver seat) igniter circuit resistance is below the system threshold (normal range: 2.0-5.0Ω; low resistance indicates a value below the lower limit or a near short circuit). Electrically, this indicates an abnormally low-resistance path in the circuit. Potential causes include a wiring short to ground, an internal short circuit in the airbag module, or abnormal connector conduction. This fault causes the SRS system to classify the driver side airbag as unsafe. During a collision, excessive current may prevent the igniter from deploying the airbag. Additionally, a risk of accidental deployment (non-collision deployment) exists. Consequently, the system illuminates the instrument cluster airbag warning light and may disable the entire airbag system, severely compromising occupant side-impact protection.
Causes
— Driver's seat side airbag wiring harness connector (usually located under the seat) is loose, oxidized, or has water ingress, causing abnormal continuity or abnormally low contact resistance between terminals.— Internal short circuit in the seat side airbag igniter (inflator) due to internal resistance wire insulation failure from aging, moisture ingress, or a manufacturing defect.— Damaged seat wiring harness insulation causes a short to body ground. Frequent seat adjustments typically cause long-term friction between the harness and the metal frame.+2 more →
Actions
— Safety preparation: Turn the vehicle power mode to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system backup power and prevent accidental airbag deployment during repair.— Visual inspection: Inspect the SRS wiring harness connector (KJ10) under the driver's seat for looseness, water ingress, corrosion, or deformed pins. Inspect the wiring harness near the seat rail for wear or damaged insulation.+5 more →
B162B›
DTC B162B indicates the SRS (Supplemental Restraint System) control module detects the driver-side side airbag (typically the seat side airbag or side curtain airbag) igniter (squib) resistance is below the system threshold (typically <1.0Ω or below the standard range of 2.0-3.0Ω). This fault indicates a short-circuit risk in the wiring or airbag assembly. The system enters safety mode to prevent accidental airbag deployment or failure. Triggering this fault disables the affected airbag circuit. The airbag may fail to deploy during a side-impact collision, severely compromising occupant protection. Additionally, a continuously illuminated SRS warning light indicates the entire airbag system may operate in a degraded protection mode.
Causes
— Short circuit to ground due to a worn or crushed airbag wiring harness under the driver's seat: Frequent forward and backward seat movement can wear through the insulation of the yellow airbag wiring harness near the seat slide rail, causing the wire to directly contact the vehicle body metal.— Airbag connector (yellow plug) internal terminal short circuit: Water ingress, oxidation, corrosion, or terminal deformation causes abnormal contact between the positive and negative terminals, resulting in abnormally low resistance.— Internal short circuit in the driver side airbag assembly: A short circuit in the airbag igniter internal bridge wire or pyrotechnic charge drops resistance far below the standard value (<1.0Ω).+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitors and prevent accidental airbag deployment.— Initial inspection: Use the diagnostic tool to read all fault codes and freeze frame data. Confirm B162B is a current fault, not a history fault. Inspect the yellow connector for the driver's seat side airbag (located on the outer side of the seat backrest or the side of the seat cushion) for looseness, water ingress, or obvious damage.+4 more →
B162B1A›
This DTC indicates the driver side airbag squib resistance falls below the SRS control unit threshold (typically <1.6Ω). Normal airbag squib resistance ranges from 1.6Ω to 2.4Ω. Low resistance indicates an abnormal short-circuit path in the circuit. Potential causes include an internal airbag squib short circuit, a wiring harness short to ground, or a grounded connector terminal. The SRS system classifies this fault as an unintended deployment risk, automatically disconnects the airbag circuit, and illuminates the airbag warning lamp. During a side impact, the airbag may fail to deploy, disabling driver side protection. Additionally, the BYD SRS fail-safe mechanism may trigger the seat belt pretensioner linked protection logic, compromising overall passive safety system performance.
Causes
— Driver side airbag squib internal short circuit (airbag module fault, possibly due to manufacturing defects or prolonged moisture exposure)— Worn wiring harness insulation under the seat or inside the B-pillar causing a short to ground (frequent seat adjustment or foreign objects pinching the harness commonly cause this damage).— Water ingress, oxidation, or terminal deformation at the airbag connector (yellow plug) causing a short circuit (common after vehicle wading or washing).+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read all DTCs and freeze frame data. Record the environmental conditions when the fault occurred. Confirm B162B1A is a current fault and not a history fault.— Disconnect the 12V battery negative terminal and wait at least 3 minutes (some models require 90 seconds, but 3 minutes allows the SRS energy storage capacitor to fully discharge) to ensure the system enters a safe state.+6 more →
B162C-00›
DTC B162C-00 indicates the SRS (Supplemental Restraint System) control unit detects resistance exceeding the calibrated threshold in the driver side airbag ignition circuit. The driver side airbag typically mounts in the side of the driver seat backrest or inside the door trim panel. Normal circuit resistance ranges from 2-3 ohms; the fault threshold typically exceeds 3.5-4 ohms. The SRS ECU monitors circuit integrity by sending a low-current signal through its internal detection circuit to the airbag igniter. High-resistance connections (e.g., poor contact, loose harness connections, oxidation, or partial wire breaks) increase total circuit resistance, causing the ECU to register a high-resistance fault. This fault severely compromises side-impact protection. Excessive resistance limits current, potentially causing the driver side airbag to deploy late or fail to deploy during a collision. The system illuminates the SRS warning lamp and may disable the entire airbag system, resulting in a complete loss of collision protection.
Causes
— Fatigue fracture or poor connection in the under-seat wiring harness: Frequent forward and backward adjustment of the driver's seat repeatedly bends the airbag wiring harness secured under the seat, partially breaking the internal copper strands while the insulation remains intact, creating a high-resistance connection.— Poor connector contact: Moisture, oxidation, or an incompletely engaged locking tab increases contact resistance at the seat side airbag connector (usually a yellow plug).— Improper modification or repair: Airbag connector not fully seated during reinstallation after seat leather trimming, heated pad retrofitting, or accident repair, or the seat slide rail crushed and damaged the wiring harness.+2 more →
Actions
— Safety preparation: Switch off the ignition, disconnect the 12V battery negative terminal, and wait at least 3 minutes (to fully discharge the SRS capacitor and prevent accidental airbag deployment).— Fault confirmation: Connect the BYD dedicated diagnostic tool (VDS or ED400). Read the SRS system fault codes. Confirm B162C-00 is a current fault, not a history fault. Record the freeze frame data.+6 more →
B162C›
DTC B162C indicates the driver side airbag ignition circuit resistance exceeds the normal upper limit set by the SRS control unit (typically >3.5Ω; normal value 1.5-3.0Ω). The SRS ECU continuously monitors the airbag inflator (gas generator) circuit resistance via its internal detection circuit. Excessive resistance indicates poor contact, a partial open circuit, or inflator aging within the ignition circuit. This condition may prevent the circuit current from reaching the ignition threshold (typically 1.5-2.0A required) during a collision. This fault prevents the side airbag from deploying normally in a crash. Repair this safety-critical fault immediately.
Causes
— Fatigue fracture or poor contact of the internal flat cable in the clock spring (spiral cable). This is the most common fault point for the steering wheel airbag, especially on vehicles with frequent steering wheel rotation.— Internal resistance of the driver seat side airbag module (gas generator) increased due to aging, or moisture in the internal igniter charge shifted the resistance value.— The SRS-specific yellow connector under the seat or at the B-pillar (usually with a shorting bar) is loose, oxidized, has water ingress, or has backed-out terminals, causing increased contact resistance.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Confirmation: Use the BYD ED400/ED600 diagnostic tool to read the live data stream, record the current resistance (normal: 1.5-3.0Ω; usually >3.5Ω or displays open circuit during a fault), and view freeze frame data to confirm vehicle status at the time of the fault.+5 more →
B162C1B›
DTC B162C1B is a BYD BMS (Battery Management System) fault code. It indicates abnormal communication between a specific Battery Information Collector (BIC) inside the battery pack and the main BMS, or excessive resistance in the sampling circuit. Specifically, "B16" designates the BMS subsystem, "2C" identifies a communication or sampling fault in a specific BIC module, and "1B" is the subtype code indicating excessive resistance, an open circuit, or poor contact in that BIC module's CAN communication circuit. This failure prevents the system from uploading voltage and temperature data for that battery cell group, affecting battery balancing management, SOC calculation, and the high-voltage interlock function. In severe cases, the fault may prevent the vehicle from enabling the high-voltage system or cause a loss of drive power while driving.
Causes
— Loose or oxidized BIC module connector, or backed-out pins, causing poor contact in the CAN communication line.— Wear, open circuit, or short circuit in the BIC sampling harness inside the battery pack, especially harness wear at the retaining clips.— BIC sampling board internal circuit fault (e.g., burnt balancing MOSFET or NTC resistor cold solder joint)+2 more →
Actions
— Use a dedicated BYD diagnostic tool (ED400 or X-431) to read the complete fault codes and freeze frame data, and confirm which specific BIC module (e.g., BIC1, BIC5) is reporting the fault.— Read the BMS data stream and check the corresponding BIC cell voltage and temperature for abnormal values (such as -40°C or 0V).+6 more →
B1630-00›
DTC B1630-00 indicates the SRS (Supplemental Restraint System) control module detects an open circuit or high resistance in the right front seat side airbag module circuit. The resistance exceeds the calibrated range (typically >10Ω). This represents a hard fault in the airbag system; the right front seat side airbag fails to deploy during a side-impact collision. The system enters fail-safe mode and continuously illuminates the instrument cluster airbag warning light. Potential causes include an open wiring circuit, a disconnected connector, an open airbag squib, or excessive contact resistance.
Causes
— Loose or completely disconnected SRS-specific yellow connector under the seat: Vibration from sliding the seat or passenger kicks can loosen the under-seat airbag wiring harness connector (usually equipped with a shorting bar protection mechanism).— Wiring harness worn and broken at the seat slide rail: During fore-and-aft seat adjustment, the side airbag wiring harness (transition section from the body floor harness to the seat) bends repeatedly at the slide rail, causing fatigue fractures in the internal copper wires while the outer insulation remains intact.— Airbag module internal open circuit: Open circuit in the side airbag assembly igniter (squib) or damaged spiral cable, typically caused by aging or failure to replace the airbag after a previous accidental deployment.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor). Do not operate any electrical equipment during this time.— Visual inspection and location: Move the right front seat to the fully forward position. Inspect the yellow SRS connector under the seat (usually located on the inner or rear side, equipped with a double-locking mechanism). Confirm the connector is fully inserted with an audible locking 'click'. Verify the shorting bar has sprung open.+5 more →
B1630›
DTC B1630 indicates the SRS (Supplemental Restraint System) detected an open circuit or abnormally high resistance in the front passenger seat side airbag circuit. The ECU determines the airbag module is incorrectly connected. Potential fault locations include the front passenger seat side airbag assembly, connecting wiring, under-seat wiring harness connector, or the airbag control unit (ACU) internal driver circuit. During system self-check, the ACU confirms the connection status by monitoring the airbag squib circuit resistance. Normal resistance typically ranges from 2.0-3.0 ohms (depending on the vehicle model). If the ACU detects an open circuit (infinite resistance) or resistance exceeding the threshold, it triggers this fault code. This fault prevents the front passenger side airbag from deploying during a side-impact collision. The system also illuminates the instrument cluster airbag warning light and may disable the entire SRS, significantly reducing vehicle passive safety. Note: Some vehicle models or documentation define B1630 as a seat belt pretensioner circuit fault. Consult the specific vehicle service manual during repair.
Causes
— Front passenger seat side airbag connector loose or disconnected (common causes include an improperly seated yellow wiring harness plug under the seat, a damaged retaining clip, or failing to reconnect the harness after seat removal and installation)— Frequent seat adjustment causes fatigue fracture in the airbag wiring harness (especially in the harness section between the seat rail and B-pillar, where long-term bending causes internal breakage or wear).— Front passenger side airbag module internal squib open circuit (internal open circuit due to airbag assembly internal fault or end of service life)+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the battery negative terminal, and wait at least 3 minutes (5 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Remove the front passenger seat side trim panel and under-seat protective panel. Verify the airbag wiring harness connector (usually a yellow plug) is fully seated and the locking tab is engaged. Inspect the plug for water ingress, corrosion, or recessed pins.+4 more →
B16301B›
This fault code indicates the Airbag Control Unit (ACU) detects an open circuit or high resistance in the communication circuit between the front passenger side airbag (usually installed on the outboard side of the front passenger seat or inside the B-pillar trim panel) and the ACU. Specifically, the ACU cannot detect the standard 2-3 ohm resistance value in this airbag circuit and determines a 'disconnected' state. This prevents the side airbag from deploying normally during a side impact, severely reducing side impact protection for the front passenger. The system simultaneously illuminates the SRS fault warning light on the instrument cluster and may trigger the system safety protection mechanism, disabling the entire airbag system to prevent accidental deployment.
Causes
— Front passenger side airbag yellow connector (usually located under or on the side of the seat) loose, disconnected, or locking mechanism not fully engaged, causing poor contact or an open circuit.— Frequent fore-and-aft seat adjustment or pinching by the seat frame causes internal breakage or insulation damage to the airbag wiring harness at bends, especially near the seat slide rails.— Open circuit or abnormal resistance (outside the standard 2-3Ω range) in the airbag module internal gas generator coil, causing the ACU to detect an open circuit.+2 more →
Actions
— Use the dedicated BYD diagnostic tool (VDS2000/VDS3.0) to read the fault code, confirm B16301B is a current DTC rather than a history DTC, and record the freeze frame data.— Perform the safety procedure: turn off the ignition switch, disconnect the battery negative terminal, and wait at least 3 minutes to ensure the SRS capacitor discharges completely. Never work on the airbag system with the power supply connected.+6 more →
B1631-00›
DTC B1631-00 indicates the airbag control unit (SRS ECU) detected a short to ground in the front passenger (right front) seat side airbag inflator circuit. The SRS ECU verifies circuit integrity by monitoring the airbag inflator circuit resistance. Normally, this circuit exhibits high resistance (open circuit or a specific resistance range, typically >1MΩ insulation to ground). If the ECU detects an abnormal resistance drop between the inflator circuit and body ground (below the threshold, typically <1Ω), it registers a short to ground. This fault triggers the safety protection mechanism. The ECU disables the airbag to prevent accidental deployment, illuminates the instrument cluster SRS warning light, stores the DTC, and may sound a warning buzzer. Because the side airbag is critical for side impact protection, this fault disables front passenger side impact protection and constitutes a severe safety fault.
Causes
— Frequent seat movement and friction damage the insulation on the SRS wiring harness under or beside the front passenger seat, causing it to contact metal body components and short to ground.— Bent or backed-out pins in airbag connector (KJ10), or water ingress or oxidation inside the connector causing a short circuit between terminals or to ground.— The right front seat side airbag module igniter component develops an internal short circuit after aging, moisture exposure, or impact, causing an abnormal drop in resistance.+2 more →
Actions
— Safety preparation: Turn the power mode to OFF, disconnect the negative battery cable, and wait at least 90 seconds to ensure the SRS capacitor fully discharges and prevent accidental airbag deployment.— Visual inspection: Remove the front passenger seat (if necessary). Carefully inspect the SRS wiring harness under the seat frame, around the seat rails, and below the B-pillar for wear, pinching, cuts, or water stains. Focus on the condition of connector KJ10.+6 more →
B1631›
DTC B1631 indicates a short to ground in the front passenger side airbag ignition circuit. In the BYD SRS (Supplemental Restraint System), this fault code indicates the airbag control unit (ACU) detects an abnormally low resistance (typically <1Ω) between the front passenger side airbag (usually installed in the seat side or door trim panel) ignition wiring and body ground. Normal airbag circuit resistance should measure between 2.0 and 3.0Ω. This fault means: 1) the airbag may fail to deploy during a collision, resulting in a loss of side impact protection; 2) extreme cases pose a risk of unintended deployment; 3) the SRS system enters fail-safe mode, illuminating the instrument panel airbag warning light and potentially disabling other airbag functions. This hard short circuit requires immediate repair to ensure occupant safety.
Causes
— Front passenger side airbag module internal igniter short circuit: Moisture, aging, or manufacturing defects caused both terminals of the internal squib to short to the housing.— Wiring harness wear or compression causing a short to ground: Long-term friction or compression damages the airbag wiring harness insulation at the seat rail, door hinge, or under the carpet, causing contact with vehicle body metal.— Connector water ingress or corrosion: Poorly sealed airbag connectors under the seat or B-pillar allow water ingress after car washing or wading, causing a short circuit between terminals or to ground.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to completely discharge the SRS system capacitors and prevent accidental airbag deployment.— Visual inspection: Check the front passenger seat side airbag (or door airbag) for external damage. Inspect the yellow SRS wiring harness under the seat and inside the B-pillar trim for wear, crushing, or puncture marks.+4 more →
B163111›
DTC B163111 indicates the SRS (Supplemental Restraint System) control module detects an abnormally low-resistance path to body ground (short to ground) in the front passenger side airbag squib circuit (typically the seat side airbag or curtain airbag). Under normal operating conditions, the airbag squib circuit resistance must remain around 2-3 Ω, and the insulation resistance to ground must exceed 1 MΩ. The control module logs a short to ground when it detects circuit resistance approaching 0 Ω or current leaking to ground. This fault prevents the side airbag from deploying during a side-impact collision, eliminating side-impact protection for the occupant. The circuit abnormality also creates a potential risk of unintended deployment, although a short to ground typically causes a non-deployment failure rather than accidental triggering. This fault constitutes a severe active safety system failure. Remove the vehicle from service immediately until repaired.
Causes
— Long-term friction or compression damages the airbag wiring harness insulation near the front passenger seat slide rail or B-pillar, causing the wire to directly contact the vehicle body metal.— Internal water ingress and oxidation in the under-seat airbag wiring harness connector (usually located at the seat-to-floor junction) due to wading or improper cleaning, or displaced or loose pins causing a short to ground.— Internal short circuit in the front passenger side airbag module squib, causing one of the two terminals to short to ground.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds (120 seconds for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Initial visual inspection: Check the airbag wiring harness connectors (usually yellow) under the front passenger seat, at the bottom of the B-pillar trim panel, and inside the door sill trim panel for obvious damage, signs of water ingress, terminal corrosion, or loose connections.+6 more →
B1632-00›
B1632-00 indicates a short circuit to vehicle power (B+) in the front passenger (right) side airbag ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, this fault specifically refers to abnormal continuity between the inflator circuit of the front passenger seat side airbag or the right curtain airbag and 12V constant power or ignition power. This fault is a hard short. The SRS control unit (ACU) detects the ignition circuit voltage continuously exceeding the threshold (typically >5V). To prevent unexpected deployment, the system immediately cuts off the affected airbag ignition circuit and illuminates the airbag fault warning lamp (SRS MIL). This fault presents an extremely high safety risk: the short circuit may cause unexpected airbag deployment resulting in personal injury. Additionally, the fault prevents normal airbag deployment, disabling collision protection.
Causes
— Wiring harness wear under the front passenger seat: Frequent fore-and-aft seat adjustment causes the side airbag wiring harness (usually integrated into the seat harness) to rub against the seat track and slide rail bracket. This damages the insulation, allowing the wire to contact live parts of the metal frame.— Right front door hinge wiring harness crushed: The side curtain airbag is located above the door or in the B-pillar. Frequent door opening and closing crushes and chafes the door-to-body wiring harness, causing power wires (such as door lock or window regulator power supplies) to short circuit with the airbag ignition wire.— Airbag igniter internal short circuit: The igniter resistance wire inside the front passenger airbag module short-circuits to the housing or power terminal. Manufacturing defects, airbag aging, or previous physical impact typically cause this.+2 more →
Actions
— Safety isolation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds to fully discharge the SRS energy storage capacitor. Hang an 'Airbag Under Repair' warning sign. Do not reconnect power during the repair.— Fault Confirmation and Freeze Frame Analysis: Connect the VDS2000 or Launch X431 diagnostic tool and read the freeze frame data for DTC B1632-00. Confirm the vehicle speed, temperature, and voltage conditions at the time of the fault to determine whether it is an intermittent fault.+6 more →
B1632›
DTC B1632 indicates the SRS (Supplemental Restraint System) ECU detected a short to power (B+) in the front passenger side airbag igniter circuit (typically the right seat airbag or side curtain airbag). Normally, the airbag igniter circuit maintains a low voltage (near 0V). The ECU supplies high current only when triggering airbag deployment. If the ECU continuously detects circuit voltage near battery voltage (12V), it identifies a short to power. This fault forces the SRS into fail-safe mode, disables front passenger side airbag deployment, and illuminates the airbag warning light. Potential causes include damaged wiring insulation, shorted connector terminals, an internal short in the airbag module, or a faulty internal ECU driver circuit.
Causes
— Wiring harness wear under the seat or inside the B-pillar: Frequent front passenger seat adjustment or door operation rubs the harness against metal body edges, damaging the insulation and causing a short circuit to the power wire.— Connector water ingress or terminal deformation: Water enters the front passenger-side airbag connector (usually located under the seat or inside the B-pillar trim) during vehicle wading, car washing, or due to a blocked sunroof drain hose, causing a short circuit between terminals.— Airbag assembly internal fault: Aging and breakdown of the front passenger side airbag (curtain or seat airbag) internal igniter insulation causes the igniter pins to short to ground or power.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to allow the SRS capacitor to fully discharge and prevent accidental airbag deployment.— Fault confirmation and freeze frame analysis: Connect the diagnostic tool to read DTC B1632, record freeze frame data (vehicle speed, temperature, voltage, etc. at the time of occurrence), and confirm whether the fault is current or historical.+6 more →
B163212›
DTC B163212 indicates a short to battery positive (B+) in the front passenger seat side airbag ignition circuit. Technically, this means an abnormal connection to the permanent 12V supply exists in the wiring harness or connectors between the airbag control module (SRS ECU) and the front passenger seat side airbag. Normally, the airbag igniter terminals maintain a high resistance (>10kΩ) in the non-deployed state or only receive a low-current monitoring signal from the ECU. A short to power causes the following: 1) The SRS system enters protection mode, cutting power to this circuit to prevent unintended deployment; 2) The front passenger seat side airbag completely fails, preventing deployment during a side impact; 3) A potential unintended deployment risk arises. Although the ECU typically features short-circuit protection, a continuous short to power can overheat and damage the control module's internal driver chip. ISO 26262 classifies this fault as a high Automotive Safety Integrity Level (ASIL D) fault, requiring immediate resolution.
Causes
— Chafed wiring harness under the front passenger seat or inside the B-pillar trim panel: Seat fore-and-aft adjustment or passenger foot movement damages the wire insulation, causing a short circuit to a vehicle power wire (such as a seat heating wire or constant power supply wire).— Airbag connector (yellow dedicated plug) water ingress or corrosion: Driving through water, a blocked sunroof drain tube, or improper interior cleaning allows liquid to seep into the connector under the front passenger seat, causing electrolytic corrosion between the terminals and a short circuit.— SRS control module (ACU) internal power drive transistor breakdown: A hardware fault in the ECU internal ignition drive circuit causes the output terminal to continuously output high-level voltage.+2 more →
Actions
— Safety preparation: Switch off the ignition, disconnect the low-voltage battery negative terminal, wait at least 90 seconds (120 seconds for some models) to allow the SRS capacitor to fully discharge, and wear an anti-static wrist strap.— Fault confirmation: Connect the BYD VDS or Launch X-431 diagnostic tool. Read the fault code and record the freeze frame data. Confirm B163212 is a current fault (Active), not a history fault (History).+7 more →
B163A-00›
DTC B163A-00 indicates the SRS (Supplemental Restraint System) ECU detects 0Ω resistance in the right front seat side airbag circuit, technically defined as a short circuit. Normal airbag inflator resistance ranges from 1.5-3.5Ω (typically 2.0±0.5Ω). A 0Ω reading indicates a short to ground, a short to power, or an internal short within the airbag assembly. This fault prevents the side airbag from deploying during a collision or, in extreme cases, causes accidental deployment due to wiring interference. The seat houses the side airbag and undergoes frequent fore-aft and angle adjustments. This movement subjects the wiring harness between the seat and floor to long-term bending, making it a common failure point.
Causes
— Long-term bending and wear damage the insulation on the yellow SRS wiring harness under the seat, causing a short to ground or short to power. This is the most common cause.— Bent, backed out, or corroded internal pins, or water ingress in the right front seat side airbag connector (usually located under or on the side of the seat), causing a short circuit.— Internal short circuit failure of the side airbag unit (gas generator) (low probability, but possible).+2 more →
Actions
— Safety preparation: Turn off the vehicle, disconnect the 12V battery negative terminal, and wait at least 90 seconds for the SRS capacitor to discharge completely to prevent accidental airbag deployment.— Visual inspection: Remove the right front seat (if necessary). Carefully inspect the dedicated yellow SRS wiring harness under the seat and at the seat rails for wear, damaged insulation, or crush marks. Focus on friction points between the wiring harness and the seat frame.+6 more →
B163A›
This fault code indicates the Supplemental Restraint System (SRS) detects a 0Ω resistance in the front passenger side airbag firing circuit (typically located in the seat side or B-pillar/curtain). Normal airbag igniter resistance is 1.6-2.4Ω. A 0Ω resistance indicates a low-impedance short circuit. Possible causes include a wiring harness short to ground, shorted connector pins, an internal short in the airbag inflator (igniter), or a faulty internal monitoring circuit in the SRS control unit (ACU). The ECU disables this airbag circuit to prevent accidental deployment. The airbag will fail to deploy during a side impact, severely compromising occupant protection. Some early repair data or specific vehicle models define B163A as an anti-theft system communication fault. Always reference the current vehicle repair manual for actual diagnosis.
Causes
— Front passenger airbag wiring harness chafed or insulation damaged, causing a short to ground (commonly at the seat track, B-pillar trim panel, or floor wiring harness pass-through)— Water ingress, oxidation, or bent and touching pins at the under-seat airbag connector (usually located on the inner side of the seat rail or at the seat base), causing a short circuit.— Internal short circuit in airbag gas generator (igniter) causing resistance to drop abnormally to 0 Ω (replace airbag assembly).+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment and personal injury.— Fault confirmation: Connect the VDS or X431 diagnostic tool to read the DTC. Confirm B163A is a Current fault rather than a History fault. Record the environmental conditions in the freeze frame data.+7 more →
B163A1A›
This fault code indicates the front passenger side airbag igniter circuit resistance measures 0 ohms, indicating a Short to Ground fault. Normal airbag igniter resistance in the SRS (Supplemental Restraint System) is typically 1.5-3.0 Ω. A 0 ohm reading indicates a direct ground path in the circuit. Damaged wiring harness insulation contacting ground, shorted connector terminals, or an internal short circuit in the airbag module igniter can cause this condition. This fault triggers the SRS control unit fail-safe mode, illuminates the airbag warning light, and can prevent the passenger side airbag from deploying during a collision, severely compromising occupant side impact protection. BYD E2/E3 and similar models use seat-integrated side airbags; frequent seat adjustment easily causes wiring harness fatigue damage.
Causes
— Front passenger seat side airbag wiring harness worn and short-circuited (seat rail crushing or long-term fatigue damaged the insulation, causing a short to ground)— Short circuit at the yellow SRS connector under the seat due to water ingress, corrosion, or poor terminal contact (common after vehicle wading or improper interior cleaning).— Side airbag module (inflator) internal igniter short circuit failure (manufacturing process defect or aging)+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the complete DTCs and freeze frame data. Confirm B163A1A is currently present and is a static fault. Record the environmental data at the time the fault occurred.— Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor for safe operation. Never measure the airbag circuit directly while powered on.+6 more →
B163B-00›
DTC B163B-00 indicates the SRS (Supplemental Restraint System) ECU detects front passenger side airbag (typically seat side or curtain airbag) igniter circuit resistance below the calibrated threshold (normal range approximately 1.5-3.0 Ω; detected resistance <1.0 Ω or approaching 0 Ω). This fault indicates a short circuit risk in the airbag igniter circuit, which can cause: 1) Airbag deployment failure during a collision, resulting in loss of occupant protection; 2) Unintended airbag deployment due to the short circuit in extreme cases. The SRS enters fail-safe mode, illuminates the airbag warning light, and may disable the seat belt pretensioner function on some models.
Causes
— Airbag igniter internal short circuit: Damaged heating wire insulation inside the airbag module causes a short circuit between the positive and negative terminals, reducing resistance to nearly 0Ω.— Harness wear short circuit: Repeated bending of the front passenger seat side airbag harness at the seat adjustment slide rail damages the insulation, causing a short circuit between wires.— Connector water ingress and corrosion: Poor sealing of the airbag connector under the seat or lower B-pillar allows water ingress after driving through water, causing a short circuit between pins.+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal, remove the high-voltage service disconnect switch (if applicable), and wait at least 90 seconds for the SRS capacitor to discharge completely. Never measure the airbag igniter directly using a multimeter ohm setting.— Visual inspection: Check the front passenger seat side airbag and B-pillar curtain airbag for damage. Check the yellow SRS connector under the seat for water ingress, corrosion, or looseness. Check the wiring harness at the seat slide rail for signs of wear.+5 more →
B163B›
This DTC indicates a Parking Assist System (PAS/PSD) fault. Specifically, the Left Rear Ultrasonic Sensor detects an abnormally low resistance signal (typically <0.8kΩ or a short to ground). Normal ultrasonic sensor operating resistance ranges from 9-11kΩ. The sensor transmits and receives 40kHz ultrasonic signals to detect the distance to rear obstacles. The system sets this DTC when the sensor’s internal piezoelectric ceramic element shorts, wiring harness insulation chafes and grounds, connector water ingress shorts the signal wire to ground, or an incorrect sensor installation gap causes continuous false triggering. This fault prevents obstacle detection in the vehicle’s left rear blind spot, causes missing or false reversing sensor warning tones, and severely compromises parking safety. This DTC relates exclusively to the Parking Assist System, not the "front passenger side airbag" described in the original data. Airbag resistance faults typically trigger other codes (such as the B163C series).
Causes
— Left rear radar sensor damaged: Internal piezoelectric ceramic element cracking, aging, or seal failure causes a short circuit and reduces resistance to a very low level.— Wiring harness and connector fault: Pinched or chafed wiring harness inside the bumper causing a short to ground, or aged connector seals allowing water ingress and pin oxidation, resulting in abnormal signals.— Incorrect installation gap: Bumper modification, repair, or deformation causes an excessive (>2mm) or insufficient (<0.3mm) gap between the sensor and bumper surface, affecting ultrasonic transmission and triggering an impedance detection fault.+2 more →
Actions
— Diagnostic scan: Use VDS or Launch X-431 to read the fault code. Confirm whether B163B is a current code (Active) or history code (History). Check for accompanying sub-codes (e.g., B163B-11 short to ground, B163B-13 open circuit) and record freeze frame data.— Visual inspection: Check the left rear bumper radar sensor for cracks, dents, or contamination. Clean the sensor surface. Verify the sensor is flush with the bumper surface (deviation <0.5mm).+5 more →
B163B1A›
DTC B163B1A indicates the squib circuit resistance of the front passenger side airbag (typically mounted on the outboard side of the front passenger seat or inside the right front door trim panel) falls below the minimum threshold set by the SRS control module (ACM) (typically below 1.0-1.5 Ω; normal range is 2.0-3.0 Ω). This condition indicates a partial or complete short in the squib circuit. Damaged wiring, water ingress at the connector, or an internal airbag fault can cause this issue. This fault triggers the safety protection mechanism. The SRS system disables the airbag circuit to prevent unintended deployment and illuminates the airbag warning light on the instrument cluster. During a side impact, this airbag may fail to deploy normally, severely compromising occupant safety.
Causes
— Airbag igniter internal short circuit: Aging, moisture ingress, overheating, or manufacturing defects cause an inter-turn short circuit in the front passenger side airbag igniter coil, resulting in abnormally low resistance.— Wiring harness short circuit: Wear, crushing, an overtightened retaining clip, or animal damage to the 2-core wiring harness connecting the airbag and ACM (routed through the right front door hinge or seat rail) causes a short circuit between the positive and negative wires.— Connector water ingress or corrosion: Poor sealing of the right front door wiring harness connector (inside the door hinge rubber boot) or the airbag connector under the seat allows water entry after wading or car washing, causing a short circuit between pins or electrolytic conduction.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal. Wait at least 3 minutes to discharge the SRS capacitor to prevent accidental airbag deployment. Wear an anti-static wrist strap.— Fault code confirmation: Connect the diagnostic tool, read and record the DTC. Confirm B163B1A is a current fault (Current DTC), not a history fault. Check the data stream to verify the airbag resistance value shows <1.0Ω.+5 more →
B163C-00›
This DTC indicates the airbag control unit (SRS ECU) detects the resistance of the front passenger side airbag (typically the seat side airbag or door side airbag) ignition circuit exceeds the calibrated threshold (normal value typically 2.0-3.0Ω, fault threshold typically >4.0Ω). This indicates a high-resistance condition in the ignition circuit, classified as a soft fault (precursor to an intermittent open circuit). Poor connector contact, a partially broken wiring harness, increased contact resistance in the clock spring (spiral cable), or aging of the internal resistance wire in the airbag module can cause this condition. This fault causes the SRS system to mark the airbag as unreliable. During a collision, the airbag may fail to deploy normally or experience a deployment delay. The system illuminates the airbag warning lamp and disables the airbag function, severely compromising passive safety performance.
Causes
— Oxidation, loose connection, or water ingress at the airbag connector (yellow plug) under the front passenger seat, causing increased contact resistance (common after vehicle wading or prolonged exposure to damp environments).— Wear, poor contact, or partial open circuit of the internal slip ring in the spiral cable (clock spring), causing unstable signal transmission resistance.— Aging, cold solder joints, or partial breakage of the internal igniter resistance wire in the side airbag module, causing increased internal resistance.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS system and prevent accidental airbag deployment.— Data reading: Use the BYD VDS2000/VDS2100 diagnostic tool to read the detailed data stream. Record the current resistance value, the ambient temperature when the historical fault occurred, and the vehicle status.+6 more →
B163C›
Fault code B163C has different definitions across BYD vehicle platforms. On early e-Platform 2.0 models (e.g., Yuan 2019, Song MAX 2019, Qin 2020), this fault code indicates excessive resistance in the front passenger side airbag. The SRS system detects that the right-hand Seat Side Airbag ignition circuit resistance exceeds the calibrated threshold (normal range: 2.0–3.0 Ω; fault threshold: >4.5 Ω). This condition can prevent proper airbag deployment during a collision. On newer e-Platform 3.0 and DM-i models (e.g., Han EV, Tang DM-i, Seal, Qin Plus), the ADAS system defines B163C as a Front Millimeter Wave Radar sensor signal fault or communication interruption. This fault indicates abnormal communication between the radar and the ADAS controller (ACC/ESP module) exceeding the specified time (usually >100 ms), or a radar self-check detecting an internal hardware fault (e.g., RF front-end anomaly or signal processing unit fault). This disables functions including Adaptive Cruise Control (ACC), Automatic Emergency Braking (AEB), and Intelligent Cruise Control (ICC). Poor wiring harness connections, airbag unit aging, or connector oxidation typically cause excessive resistance in the airbag system. Physical damage, water ingress, or incorrect installation angles typically cause radar system faults.
Causes
— Front millimeter-wave radar sensor assembly damaged: Front bumper impacts, high-speed stone strikes, water ingress from high-pressure car washing, or long-term vibration causing internal circuit board corrosion or RF module failure.— Radar mounting position misaligned: Failing to tighten the radar to the standard torque (usually 8-10 Nm) during reinstallation after front bumper repair (painting or sheet metal work) causes the horizontal or pitch angle to deviate beyond the allowable ±3° range.— Wiring harness and connector faults: backed-out radar connector pins, oxidized pins, failed seal causing water ingress (common after car washes or heavy rain), poor connection or abnormal resistance in the CAN-H/CAN-L lines.+2 more →
Actions
— Initial inspection: Visually inspect the front bumper area for impact damage, radar mounting bracket deformation, and scratches or contaminants on the radar surface. Check the vehicle history for recent front-end repairs or high-pressure washing.— Diagnostic scan: Use the BYD dedicated diagnostic tool (VDS2000/3000) to read the fault code status and confirm if B163C is a current fault (Current). Check the freeze frame data (Freeze Frame) for the vehicle speed and ambient conditions recorded when the fault occurred. Enter the ADAS system to read the data stream. Check the radar communication status, supply voltage, and horizontal/vertical angle data.+5 more →
B163C1B›
DTC B163C1B indicates the front passenger side airbag igniter circuit resistance exceeds the normal threshold (typically 2.0–3.0 Ω). The system triggers this fault upon detecting resistance > 6 Ω or an open circuit. This fault falls under the SRS (Supplemental Restraint System) passive safety category, specifically indicating a high-resistance fault in the front passenger seat-mounted side airbag or curtain airbag electrical circuit. High resistance indicates poor circuit contact, a broken wiring harness, an oxidized connector, or an open airbag igniter. This condition may prevent proper airbag deployment during a collision, constituting a safety-related functional fault.
Causes
— Loose or oxidized airbag wiring harness connector under the front passenger seat: Qin PRO series seats are electrically adjustable. Frequent forward and backward movement causes the yellow airbag connector under the seat (usually located on the inner side of the seat rail) to loosen, terminals to back out, or pins to oxidize, increasing contact resistance.— Internal open circuit in the clock spring (spiral cable): The clock spring under the steering wheel primarily connects the driver-side airbag, but some models route the passenger-side airbag signal through it. Fatigue fracture of the internal flat cable causes abnormal circuit resistance.— Airbag igniter internal open circuit: The internal igniter resistance wire in the front passenger side airbag module (integrated into the side of the seat backrest) broke due to aging, or poor welding in the production batch caused resistance drift.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to discharge residual charge in the system capacitors. Use a multimeter to confirm the SRS system voltage is 0V. Wear an anti-static wrist strap.— Read data stream: Use the BYD VDS2000/VDS3000 diagnostic tool to access the SRS system. Read the B163C1B freeze frame data. Confirm the current resistance value (typically 10Ω or higher, or displays 'open circuit') and confirm the fault frequency (current/history).+4 more →
B1640-00›
This DTC indicates the Airbag Control Unit (ACU) detects an open circuit or abnormal resistance in the driver-side seat belt pretensioner circuit. The pretensioner contains a squib and a resistance wire; normal resistance typically measures 2.0-3.0Ω. The ACU triggers B1640-00 when it detects infinite resistance (open circuit) in the pretensioner circuit or when the resistance remains outside the threshold range for a specified time. During a collision, this fault may prevent the driver-side seat belt pretensioner from deploying and tightening, severely compromising occupant restraint protection. The fault also forces the SRS system into a degraded protection mode and continuously illuminates the airbag warning light.
Causes
— Dedicated yellow airbag connector under the seat (usually located on the inner side of the seat rail) is loose, oxidized, or has recessed pins, causing poor contact or an open circuit.— Open circuit inside the seat belt pretensioner unit, usually an open igniter circuit or burnt internal coil. Common causes include water ingress, previous deployment without replacement, or end of service life.— Pretensioner wiring harness wire broken in the transition area between the seat frame and vehicle body (inside the outer seat trim panel or floor harness corrugated conduit) due to long-term bending and wear.+2 more →
Actions
— Safe power-down: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS system capacitors and prevent accidental airbag deployment during repair.— Visual inspection: Verify the yellow dedicated connector under the driver's seat (marked AIRBAG or SRS) is fully locked. Inspect the inside of the connector for water stains, green corrosion, or backed-out or deformed pins.+4 more →
B1640›
DTC B1640 indicates the SRS (Supplemental Restraint System) ECU detects an open circuit or out-of-range resistance in the driver-side seat belt pretensioner circuit (normal resistance is typically 2.0–3.0 Ω). The pretensioner is a key component of the passive safety system. During a collision, it ignites a pyrotechnic charge to generate gas, pulling the seat belt retractor and instantly tightening the seat belt to secure the occupant. This fault indicates the driver-side pretensioner may fail to deploy during a collision, increasing occupant forward displacement and injury risk. The SRS ECU also illuminates the instrument cluster airbag warning light. The system may enter a fail-safe mode, restricting certain airbag functions.
Causes
— The pretensioner wiring harness connector (yellow connector) under the driver's seat is loose, has a backed-out terminal, or makes poor contact, usually resulting from wear when moving the seat back and forth or failing to fully seat the connector after previous seat removal.— Open circuit or resistance drift beyond tolerance (>5Ω or <1Ω) in the seat belt pretensioner internal resistance wire. Pretensioner aging, moisture ingress, or internal pyrotechnic charge deterioration usually cause this.— Oxidized or corroded pins in the mating connector between the seat wiring harness and the body floor wiring harness (usually located on the inner side of the seat slide rail), or a broken wire in the harness. This commonly occurs after driving through water or prolonged use in damp environments.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS3000) to read the fault code. Confirm B1640 is a current (Active) fault, not a history fault. Record the ambient temperature and vehicle status from the freeze frame data.— Disconnect the battery negative terminal and wait at least 3 minutes for the SRS system capacitors to fully discharge. Remove the driver's seat (retain 4 bolts for easier handling). Visually inspect the yellow pretensioner connector under the seat to confirm it is fully inserted and locked. Verify the connector waterproof seal is intact.+4 more →
B16401B›
DTC B16401B indicates the Airbag Control Unit (ACU) detects the driver-side seat belt pretensioner circuit resistance falls outside the normal range (typically 2.0-3.0 Ω), indicating an open circuit or disconnected state. This active SRS fault means the driver-side seat belt pretensioner may fail to ignite and retract during a collision, increasing seat belt slack and reducing occupant restraint protection. The '1B' fault code suffix typically represents a specific subtype high-byte/low-byte coding, specifically denoting an open circuit or high-resistance fault. This fault illuminates the airbag warning light continuously. Some models may sound a warning buzzer and force the airbag system into a degraded protection mode, allowing only partial airbag deployment.
Causes
— Loose or poor contact at the pretensioner wiring harness connector under the seat: Frequent seat adjustments can cause the yellow pretensioner connector near the seat rail (usually on the inner side or underside of the seat) to loosen from vibration, or pin oxidation can increase contact resistance.— Seat belt pretensioner internal open circuit: Moisture in the pretensioner gas generant, an aged or broken igniter tube, or an open internal bridge wire causes a loss of circuit continuity.— Seat wiring harness wear and breakage: Repeated bending during forward and backward seat sliding causes fatigue fractures in the internal copper wires of the pretensioner harness (especially sections routed through the seat track or under the carpet), while the outer insulation remains intact.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the driver seat (or lift only the front of the seat). Verify the yellow pretensioner connector under the seat (usually marked 'SBT' or 'D-PRET') is fully seated. Inspect the connector latch for breakage and the pins for oxidation or backing out.+6 more →
B1641-00›
DTC B1641-00 indicates an abnormal short to body ground in the driver-side seat belt pretensioner igniter circuit. In the BYD SRS (Supplemental Restraint System) architecture, a low-impedance igniter (normal resistance 2.1–3.0 Ω) triggers the pretensioner. When the ECU detects circuit resistance below the threshold (typically <0.8 Ω), it determines a short to ground. This fault causes the following: 1) The SRS system enters fail-safe mode, disabling the driver-side airbag and pretensioner functions; 2) The pretensioner may fail to deploy during a collision, causing occupant restraint failure; 3) Continuous short-circuit current risks unintended pretensioner deployment or SRS ECU driver circuit burnout. This DTC is a hard fault requiring physical repair before clearing.
Causes
— Worn wiring harness insulation under the seat rail: Frequent forward and backward movement of the driver seat causes the pretensioner wiring harness (usually located near the left seat rail) to rub against the metal bracket. Damaged insulation allows the copper core to contact chassis ground.— Pretensioner connector water ingress and oxidation: Water from vehicle wading or interior cleaning enters the poorly sealed pretensioner connector (usually a yellow plug located below the B-pillar or under the seat), creating an electrolytic conductive path between the terminals.— Pretensioner unit internal short circuit: Moisture in the gas generator igniter powder or a manufacturing defect causes igniter coil insulation failure, creating a short circuit to the metal housing.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the VDS2000 or Launch PAD5 diagnostic tool to read all DTCs. Check for accompanying fault codes (e.g., B1642 passenger side short circuit). Record the ambient temperature and vehicle status from the freeze frame data.+6 more →
B1641›
DTC B1641 indicates an abnormally low-resistance path to body ground (short circuit) in the driver-side seat belt pretensioner ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, the pretensioner is a pyrotechnic safety device with a normal squib resistance of approximately 2.0-3.0 Ω. The SRS control unit triggers this DTC when it detects the circuit resistance to ground falls below the threshold (typically <1.0 Ω). This fault forces the SRS into fail-safe mode: the airbag warning lamp remains illuminated, and the fault may completely disable the system. During a collision, the pretensioner fails to deploy and retract the seat belt, severely threatening occupant safety. Furthermore, a continuous short to ground can overheat and damage the internal driver circuit of the SRS control unit, expanding the repair scope.
Causes
— Worn insulation on the pretensioner wiring harness under the driver's seat contacts the metal seat frame or slide rail, causing a short to ground. This commonly occurs in vehicles with frequent seat adjustments or detached harness retaining clips.— Water ingress into the yellow under-seat SRS connector (usually on the inner side of the seat rail), or corroded, bent, or deformed pins, causes a short circuit between the signal wire and ground. This frequently occurs after driving through water or deep interior cleaning.— A manufacturing defect or aging of the seat belt pretensioner internal igniter causes an internal short to ground. This commonly occurs in aftermarket parts used during accident repairs or components degraded by prolonged high-temperature exposure.+2 more →
Actions
— Safety preparation: Disconnect the negative battery terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment. Before disconnecting, record radio presets and one-touch window positions.— Fault confirmation: Connect the VDS or dedicated diagnostic tool, confirm DTC B1641 is Active, and record the ambient temperature and operating voltage from the Freeze Frame data.+7 more →
B164111›
This DTC indicates the driver-side seat belt pretensioner ignition circuit shorts to body ground (GND). The BYD SRS (Supplemental Restraint System) pretensioner typically uses a pyrotechnic or motor-driven design with an operating resistance of approximately 2.0–3.0 Ω. When the ACU (Airbag Control Unit) detects the insulation resistance between the driver pretensioner circuit and ground drops below the threshold (typically <100 Ω), it logs a short to ground. This fault triggers the SRS fail-safe mode: the airbag warning light remains illuminated, the affected pretensioner may fail to deploy during a collision, and the system may stop monitoring other restraint devices, posing a severe safety hazard. The short circuit may occur at the pretensioner itself, the under-seat wiring harness, the floor wiring harness, or the ACU connector.
Causes
— Worn wiring harness under the seat: During driver seat fore/aft adjustment, the pretensioner wiring harness rubs against the seat rail or floor metal edge. Prolonged friction damages the insulation, shorting the copper core to body ground.— Connector water ingress and corrosion: Vehicle wading, a blocked sunroof drain, or water entering the B-pillar or under-seat area during washing oxidizes the pretensioner connector terminals (usually located under the seat or behind the B-pillar trim). A conductive water film or verdigris forms between the pins, causing a short to ground.— Pretensioner internal fault: Aged and cracked insulation layer on the internal squib, or poor internal coil insulation from manufacturing causing a short circuit between the two terminals.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds for the SRS capacitor to discharge. Verify the high-voltage system is in a safe state (applicable to hybrid/battery electric vehicles).— Initial inspection: Visually inspect the pretensioner connectors (usually yellow plugs) under the driver's seat and inside the lower B-pillar trim panel for signs of water ingress, corrosion, loose connections, or physical damage.+6 more →
B1642-00›
DTC B1642-00 indicates the driver-side seat belt pretensioner ignition circuit shorts to the vehicle power supply (B+). In the BYD SRS (Supplemental Restraint System) architecture, the pretensioner operates as a pyrotechnic actuator. Normally, both terminals exhibit a high-resistance state (open circuit) to power and ground. This fault indicates a wire in the pretensioner harness or connector shorts to constant power. This condition can cause: 1) the SRS ECU to detect abnormal voltage, illuminate the airbag warning lamp, and disable the airbag system; 2) the pretensioner to deploy accidentally in extreme cases; 3) the pretensioner to fail during a collision, endangering occupant safety. This fault involves the dedicated yellow SRS harness under the driver's seat, an area prone to mechanical wear from fore-aft seat movement.
Causes
— SRS wiring harness worn under driver seat rail: Frequent fore-and-aft seat adjustment causes the seat rail edge to cut the harness insulation, shorting it against body power wires (such as the seat heater supply wire or constant power memory wire).— Floor harness connector water ingress: Liquid penetrates the driver's footwell area during wading or cleaning, causing an electrolytic short circuit between the pretensioner connector pins (usually located under the seat or B-pillar), especially if foreign matter bridges the pins.— SRS ECU internal drive circuit fault: Ignition drive transistor breakdown inside the airbag control module causes the pretensioner port to continuously output power supply voltage.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the driver's seat (leave the wiring harness connected). Inspect the yellow SRS wiring harness sleeve under the seat rail for wear. Inspect the connector under the seat (usually marked DAB or Pretensioner) for water ingress, corrosion, or bent pins.+4 more →
B1642›
DTC B1642 indicates a short to power (+B) in the driver seat belt pretensioner ignition circuit. The pretensioner is a key actuator in the SRS safety system containing a pyrotechnic igniter and a gas generator. Normal static resistance is approximately 1.5-3.0Ω. The SRS ECU sets this fault code upon detecting abnormal continuity between the pretensioner circuit and the vehicle power supply (12V constant power or IGN power). This fault presents two risks: first, it can cause the pretensioner to deploy and tighten unexpectedly while driving, startling or injuring the driver; second, during an actual collision, the power supply clamps the circuit, preventing the pretensioner from receiving sufficient ignition current and neutralizing its protective function. Additionally, this fault forces the SRS system into fail-safe mode, potentially disabling the entire airbag system.
Causes
— Worn wiring harness under the driver's seat: Moving the seat forward and backward causes the pretensioner wiring harness to rub against the seat track or frame. Over time, this friction damages the insulation, allowing the internal copper wire to contact and short-circuit with a power wire (such as the seat heater or seat power supply wire).— Floor wiring harness interference: A detached vehicle floor wiring harness retaining clip causes the pretensioner wiring harness and the main wiring harness power wire to chafe and short circuit due to vehicle vibration.— Internal connector short circuit: Water ingress, corrosion, or bent pins in the pretensioner connector (usually yellow) under the driver's seat or lower B-pillar bridge the power and signal pins.+2 more →
Actions
— Safety preparation: Turn off the vehicle, disconnect the negative battery cable, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Move the driver's seat to the fully forward and fully rearward positions. Inspect the pretensioner wiring harness (yellow corrugated conduit) under the seat, inside the B-pillar trim panel, and under the floor carpet for wear, cuts, or burn marks. Check the connector for looseness or water ingress.+4 more →
B164212›
This DTC indicates an abnormal electrical connection between the driver-side seat belt pretensioner squib circuit and vehicle power positive (B+), causing the SRS control unit to detect a continuous high voltage (near 12V) across the pretensioner terminals. As a key actuator in the passive safety system, the pretensioner has a normal operating resistance of 2.0-3.0 ohms. The SRS ECU supplies a momentary deployment current only upon receiving a collision signal. A short to power causes the SRS ECU to immediately enter fault protection mode and disable all airbag deployment functions. During a collision, the pretensioner fails to deploy and tighten the seat belt. In extreme cases, the short circuit may trigger unintended pretensioner activation, severely threatening occupant safety. This is a hard fault; once confirmed, it typically does not self-recover.
Causes
— Mechanical wear of the under-seat wiring harness: Repeated movement of the driver's seat fore-and-aft adjustment mechanism rubs the pretensioner wiring harness against the seat rail and metal bracket. This friction damages the insulation, allowing the conductor to contact the power wire and create a short circuit.— Connector water ingress or corrosion: Vehicle wading, interior cleaning, or a sunroof leak causes liquid to enter the pretensioner connector under the seat (e.g., KJG series plug). Terminal oxidation produces conductive material, causing a short circuit between adjacent pins.— Pretensioner internal igniter fault: Damaged insulation on the internal pyrotechnic charge cartridge or bridge wire shorts the internal coil to the housing or power terminal, usually resulting in abnormal resistance.+2 more →
Actions
— Safety Preparation: Turn the ignition switch to the OFF position and disconnect the low-voltage battery negative terminal. Wait at least 90 seconds (3 minutes for some models) to fully discharge the SRS energy storage capacitor and prevent accidental airbag deployment.— DTC confirmation and freeze frame analysis: Connect the diagnostic tool to read all DTCs and freeze frame data. Record the vehicle status at the time of the fault (e.g., seat position, ambient temperature). Verify if it is a current fault (Current Code).+6 more →
B1645-00›
This DTC indicates the SRS control module detects the driver-side seat belt pretensioner squib circuit resistance at or near 0 ohms, indicating a short circuit. As a key actuator in the passive safety system, the pretensioner ignites the squib during a collision to generate gas and tighten the seat belt, eliminating slack between the occupant and the belt. A 0-ohm resistance indicates an internal short circuit in the squib, a short to ground in the wiring harness, or a fault in the internal driver circuit of the SRS module. This fault causes the SRS system to enter degraded mode. The driver-side airbag may fail to deploy properly, and the airbag warning lamp illuminates. On some BYD new energy models, similar DTCs may relate to the high-voltage system (such as the traction battery charging circuit). However, the official repair manual explicitly assigns B1645-00 to the SRS restraint system.
Causes
— Driver seat belt pretensioner squib internal short circuit (blown internal bridge wire or damp propellant causing continuity)— Pretensioner wiring harness worn or pinched, causing a short to body ground (commonly near the seat rail or inside the B-pillar trim).— SRS control module internal igniter driver circuit fault (MOSFET breakdown or filter capacitor short circuit)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use VDS or a dedicated diagnostic tool to read all DTCs, check for accompanying fault codes (e.g., B1644-00 Driver Pretensioner Resistance Too High), and record freeze frame data.+5 more →
B1645›
DTC B1645 indicates the driver-side seat belt pretensioner squib circuit resistance measures 0 Ω or close to 0 Ω, confirming a short circuit. The pretensioner is a critical SRS (Supplemental Restraint System) component. During a collision, it fires the squib to rapidly tighten the seat belt and secure the occupant in the seat. A 0 Ω resistance typically indicates an internal short circuit in the pretensioner squib, a wiring harness short to ground, bridged connector terminals, or a faulty internal driver circuit in the SRS control module. This fault forces the SRS into fail-safe mode and continuously illuminates the instrument panel airbag warning light. In a collision, the affected pretensioner will fail to deploy. This condition may also disrupt normal airbag deployment logic, creating a severe safety hazard.
Causes
— Pretensioner squib internal short circuit: Moisture ingress, aging, or manufacturing defects cause an internal bridge wire short circuit in the seat belt retractor pretensioner.— Harness short to ground: Floor harness insulation chafes near the seat slide rail, shorting the pretensioner power or signal wire to body ground.— Connector fault: Water ingress, terminal corrosion, or short circuit between terminals at the yellow SRS connector under the seat (usually located at the B-pillar or seat base), or terminal bridging due to improper connection during repairs.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds (or the time specified in the repair manual) to allow the SRS backup capacitor to fully discharge and prevent accidental airbag deployment. Wear an anti-static wrist strap and disable the vehicle high-voltage system (for new energy vehicles).— Preliminary inspection: Visually check the airbag warning light status on the instrument panel. Use the diagnostic tool to read and record the complete fault codes. Confirm B1645 is a current fault (not a history fault). Check the yellow SRS connectors under the driver's seat and at the B-pillar for looseness, water ingress, corrosion, or foreign matter.+5 more →
B1646-00›
DTC B1646-00 indicates the driver-side seat belt pretensioner circuit resistance is below the standard threshold set by the SRS control unit (typically 2.0Ω±0.1Ω). The pretensioner is a pyrotechnic actuator containing an igniter pellet and a heating wire; normal resistance is 1.5-3.0Ω. Low resistance typically indicates a short circuit (such as a short to ground, a wire-to-wire short, or an internal pretensioner short), reducing current path resistance. This fault forces the SRS system into a degraded mode. During a collision, the system may fail to deploy the driver-side pretensioner or, in extreme cases, cause unintended deployment, severely compromising passive safety system functionality.
Causes
— Water ingress or moisture in the pretensioner connector: Water accumulation on the driver side floor, car wash fluid ingress, or an A/C condensate leak causes a short circuit between the connector terminals, reducing circuit resistance.— Harness insulation damaged and shorted to ground: Frequent forward and backward seat adjustment causes the pretensioner harness (usually routed along the seat rail) to rub against the metal bracket. Damaged insulation shorts the wire to the vehicle body.— Connector terminal deformation or oxidation: Loose plugs, bent pins, or electrolytic corrosion cause abnormal conduction between terminals, forming a parallel resistance path.+2 more →
Actions
— Safe power-down procedure: Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate the pretensioner assembly: Remove the driver's seat (Qin series typically requires removing 4 retaining bolts) and find the yellow pretensioner connector under the seat (typically a 2-pin connector marked with the SRS label).+5 more →
B1646›
DTC B1646 indicates the SRS (Supplemental Restraint System) detects driver-side seat belt pretensioner circuit resistance below the calibrated threshold (typically <1.0Ω or near a short circuit). The pretensioner contains an internal squib with a normal resistance between 1.5 and 3.0Ω (depending on specific vehicle calibration). Low resistance indicates a short circuit risk. Potential causes include an inter-turn short within the pretensioner igniter, a wiring harness short to ground, or abnormal connector continuity. The SRS control unit classifies this fault as a high-risk condition, illuminates the airbag warning lamp, and may trigger the system self-protection mechanism (disabling the driver-side airbag and pretensioner). This prevents the seat belt from retracting properly during a collision, severely compromising passive safety functions.
Causes
— Pretensioner internal igniter short circuit: Moisture, aging, or manufacturing defects damage the insulation of the igniter resistance wire inside the seat belt retractor, causing an internal short circuit.— Under-seat harness wear: Frequent fore-aft adjustment of the driver's seat wears through the pretensioner harness insulation (usually located under the seat or at the base of the B-pillar), causing it to contact the vehicle body metal and create a short to ground.— Connector water ingress or corrosion: Vehicle wading, car wash fluid ingress, or electrolytic corrosion creates continuity between the internal terminals of the yellow SRS connector (with shorting bar), resulting in abnormally low resistance.+2 more →
Actions
— Safety preparation: Switch off the ignition, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Code Analysis: Connect the BYD VDS or dedicated diagnostic tool, read the B1646 freeze frame data, and record the resistance value when the fault occurred (e.g., 0.3Ω, 0.8Ω) to distinguish between a hard fault and an intermittent fault.+8 more →
B16461A›
This DTC indicates the measured resistance of the driver-side seat belt pretensioner ignition circuit falls below the SRS control module threshold (typically <1.0Ω). The seat belt pretensioner is a pyrotechnic actuator containing a resistance wire and ignition charge; normal resistance ranges from 2.0-5.0Ω. Low resistance typically indicates a circuit short to ground, a wire-to-wire short, a partial short in the pretensioner internal resistance wire, or grounded connector pins. This fault causes the SRS system to enter fail-safe mode. During a collision, the pretensioner may fail to deploy and tighten the seat belt, or in extreme cases, poses a safety risk of unintended deployment.
Causes
— The seat slide rail pinches and wears the pretensioner wiring harness (yellow harness) under the driver's seat, exposing the wire core and causing a short to ground.— Pretensioner connector (located at the B-pillar or under the seat) exhibits water ingress, oxidation, corrosion, or bent pins, causing abnormal low-resistance continuity.— Short circuit in the internal resistance wire of the seat belt pretensioner body (due to aging, moisture ingress, collision impact, or manufacturing defects)+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal and wait at least 90 seconds to ensure the SRS capacitor discharges fully. Wear an anti-static wrist strap. Do not use a multimeter resistance setting to measure an energized airbag assembly.— Initial inspection: Remove the driver-side B-pillar lower trim panel and the seat. Visually inspect the yellow dedicated wiring harness for damage, crushing, or signs of water ingress. Focus on interference points between the seat slide rail travel path and the wiring harness.+3 more →
B1647-00›
This fault code indicates the airbag control unit (SRS ECU) detects the driver-side seat belt pretensioner circuit resistance exceeds the standard range (normal: 2.0-3.0Ω; high resistance generally indicates >5Ω or a near open circuit). The pretensioner contains an electrothermal igniter (squib). The ECU continuously monitors circuit resistance using a low-current signal to verify continuity. High resistance typically indicates high impedance or an open circuit. This condition may prevent the pretensioner from deploying and retracting the seat belt during a collision, severely compromising occupant protection. The SRS system enters fail-safe mode, illuminates the instrument cluster airbag warning light, and may disable the front airbags on certain models.
Causes
— Pretensioner connector poor contact or oxidation: Frequent vibration or damp environments cause terminal oxidation, back-out, or looseness in the dedicated yellow connector located at the base of the B-pillar or under the seat, creating contact resistance.— Pretensioner internal open circuit: The pretensioner igniter (squib) opens internally due to aging, moisture ingress, or a previous abnormal voltage surge, resulting in infinite resistance.— Wiring harness wear or breakage: Long-term seat adjustment wears the insulation on the wiring harness near the seat rail, or removing and installing the B-pillar interior trim panel pinches the harness, breaking the copper core.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS backup capacitor. Wear an anti-static wrist strap. Never measure the pretensioner directly using a multimeter resistance setting (use a dedicated diagnostic tool or high-impedance test equipment).— Visual inspection: Verify the dedicated yellow SRS connector below the B-pillar (or under the seat) is fully locked. Inspect the terminals for green oxidation or burn marks, and check the wiring harness sleeve for damage.+3 more →
B1647›
DTC B1647 indicates the driver-side seat belt pretensioner circuit resistance exceeds the upper limit set by the SRS control unit (standard value typically 2.0-3.0 Ω; refer to the vehicle workshop manual). The seat belt pretensioner uses a pyrotechnic squib; its resistance reflects the electrical integrity of the firing element. High resistance indicates an additional high-impedance point in the circuit. Potential causes include an aging or broken internal pretensioner resistance wire, oxidized or corroded harness connectors, internal wire breaks, or poor contact. This fault causes the SRS system to deem the pretensioner circuit unreliable. During a collision, the pretensioner may fail to deploy, preventing the seat belt from retracting in time and severely compromising occupant protection.
Causes
— Internal aging of the seat belt pretensioner assembly: Time, temperature, or manufacturing defects cause the internal resistance wire to oxidize and break, gradually increasing the resistance value.— Poor wiring harness connector contact: Oxidation, looseness, or corrosion from water ingress at the pretensioner connector below the driver-side B-pillar or under the seat increases contact resistance.— Wiring harness mechanical damage: Frequent fore-and-aft seat adjustment or improper B-pillar trim removal and installation causes fatigue fractures in the internal copper strands (outer insulation intact but internal strands partially broken), resulting in high resistance.+2 more →
Actions
— Safety preparation: Disconnect the negative battery terminal and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Visual inspection: Remove the driver's side B-pillar lower trim panel. Check the seat belt pretensioner wiring harness connector (usually located at the base of the B-pillar or under the seat) for looseness, oxidation, or signs of water ingress.+6 more →
B16471B›
DTC B16471B indicates the driver-side seatbelt pretensioner circuit resistance exceeds the normal threshold set by the SRS control module (typical normal range: 1.5-4.0 Ω; detected value is high). The pretensioner is a pyrotechnic component of the passive safety system, containing a resistance wire and an igniter charge. Excessive resistance indicates high circuit impedance resulting from poor contact, wiring harness oxidation, connector corrosion, or pretensioner aging. This fault forces the SRS system into a degraded mode and continuously illuminates the airbag warning light. During a collision, the driver-side seatbelt pretensioner may fail to deploy and retract, severely compromising occupant restraint protection.
Causes
— A loose connection, backed-out terminals, or oxidized pins at the yellow pretensioner connector under the driver's seat (usually marked D+, D-) increase contact resistance. This is the most common cause, especially after frequent fore-and-aft seat adjustment or driving through water.— Internal slip ring wear in the clock spring (spiral cable) or poor contact in the ribbon cable causes unstable or excessively high resistance in the pretensioner signal circuit.— Aging, breakage, or moisture corrosion of the internal resistance wire in the seat belt pretensioner unit causes resistance to exceed the tolerance range (typically 5-10 Ω or higher).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal, wait at least 3 minutes for the SRS capacitor to discharge, disable the airbag system, and wear an anti-static wrist strap.— Visual inspection: Verify the yellow SRS connector under the driver's seat is fully locked. Inspect the terminals for green corrosion, burning, or backed-out pins. Check the wiring harness for wear at the seat slide rail.+5 more →
B164A-00›
This DTC indicates the airbag control unit (SRS ECU) detects an open circuit or abnormal resistance in the front passenger seat belt pretensioner circuit. Specifically, the ECU continuously monitors the pretensioner deployment circuit resistance via an internal bridge circuit (standard range: 1.6–3.0 Ω). The ECU triggers DTC B164A-00 if it detects a resistance >6 Ω (open circuit) or <1 Ω (short circuit), or a communication interruption with the pretensioner. As an active safety device, the pretensioner uses a pyrotechnic gas generator to generate tension within approximately 15 milliseconds of a collision, instantly retracting the seat belt webbing to eliminate slack against the occupant. This fault indicates complete failure of this protective function. Per the BYD SRS safety strategy, the system may enter a degraded mode (e.g., disabling side or curtain airbags), significantly increasing the risk of injury to the front passenger during a collision.
Causes
— Loose or poor contact at the dedicated yellow SRS connector under the front passenger seat (most common; frequent forward and backward seat adjustment loosens or partially disconnects the plug).— Long-term fatigue of the pretensioner wiring harness at the seat slide rail bend breaks the internal copper strands (outer insulation intact but core wire broken, creating an intermittent open circuit).— Open circuit in the seat belt pretensioner internal resistance wire (due to aging, moisture ingress, or an internal break in the pyrotechnic unit from a previous collision impact)+2 more →
Actions
— Safety preparation and initial diagnosis: Disconnect the 12V battery negative terminal for 3 minutes to discharge residual system voltage. Use a dedicated BYD diagnostic tool (VDS or X-431) to read freeze frame data and record information such as vehicle speed and seat position at the time of the fault. Clear the fault code and road test the vehicle to determine if the fault is intermittent.— Visually inspect the connector: Move the front passenger seat to the rearmost position. Inspect the dedicated yellow SRS connector under the seat (usually with a red locking tab). Verify the plug seats fully and the locking clip engages. Inspect the plug interior for water ingress, oxidation, or foreign objects.+4 more →
B164A›
DTC B164A indicates the SRS (Supplemental Restraint System) electronic control unit detects abnormal resistance in the deployment circuit of the front passenger seat belt pretensioner (or driver-side airbag, depending on vehicle configuration), identifying an open circuit (disconnected). The SRS system continuously monitors the circuit resistance of the airbag/pretensioner gas generator (normal value approximately 2-3 Ω, including the series diagnostic resistor) to ensure reliable ignition during a collision. The ECU triggers DTC B164A when it detects infinite resistance (>6 Ω) or a communication interruption. This fault prevents the deployment circuit from firing correctly during a collision, illuminates the airbag warning light continuously, and forces the system into fail-safe mode. On some BYD models, DTC B164A specifically indicates a driver airbag (DAB) circuit fault. The underlying issue remains the same type of abnormal connection in the deployment circuit.
Causes
— Broken spiral cable or burnt contacts inside the clock spring (airbag spiral cable/Clock Spring), causing an intermittent open circuit during steering wheel rotation.— Loose connector, backed-out pins, or oxidized/corroded terminals under the front passenger seat or at the B-pillar seat belt pretensioner, or connector position assurance (CPA) lock not fully engaged, causing an intermittent connection.— Airbag module or pretensioner wiring harness connector not fully seated after accident repairs, or pulling during repairs deformed the pins.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds (some models require 2 minutes) to fully discharge the SRS capacitor and prevent accidental deployment.— Diagnostic confirmation: Use the BYD VDS2000/VDS diagnostic tool to read the fault code and check the freeze frame data. Determine whether the fault is historical or current, and confirm the specific faulty component (front passenger pretensioner or driver airbag).+5 more →
B164A1B›
This fault code indicates the Supplemental Restraint System (SRS) detected an open circuit or high resistance condition in the front passenger seat belt pretensioner circuit (resistance value outside the calibrated range of 2-5Ω). As a key actuator in the passive safety system, the seat belt pretensioner contains a pyrotechnic device. During a frontal collision, electronic detonation generates a reaction force to rapidly tighten the seat belt and remove slack between the occupant and the belt. Fault code B164A1B indicates the SRS control unit (ACU) cannot establish an effective electrical connection with the front passenger pretensioner. This condition prevents the pretensioner from deploying during a collision, continuously illuminates the instrument cluster airbag warning light, and forces the system into a degraded protection mode. Some models may also limit power output or disable other associated safety functions.
Causes
— Pretensioner connector loose or disconnected: Frequent seat adjustment or foreign object impact loosens the yellow dedicated connector (usually fitted with a shorting bar) under the front passenger seat. This is the most common cause on E2, E3, and Qin EV models.— Wiring harness mechanical damage: Long-term repeated movement of the seat slide rail wears the wiring harness insulation, or a sharp edge on the seat frame cuts the pretensioner circuit wire, causing a hidden open circuit.— Open circuit inside the pretensioner unit: Moisture, static electricity, or manufacturing defects cause an open circuit in the internal igniter or bridge wire, resulting in infinite resistance.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS system and prevent accidental airbag deployment during repair.— Fault Code Confirmation: Use a VDS2000 or Launch X431 diagnostic tool to access the SRS system. Read current fault code B164A1B and freeze frame data. Record the vehicle speed, timestamp, and ambient temperature at the time of occurrence. Confirm if this is a current hard fault.+4 more →
B1650-00›
DTC B1650-00 indicates the passenger seat belt pretensioner circuit resistance falls below the normal threshold set by the SRS control module (typically <2.0Ω; normal range is 2.0-3.0Ω). The pretensioner contains a pyrotechnic squib. The ECU continuously monitors the squib resistance using a low-current signal. Low resistance typically indicates a short to ground in the squib circuit, a ground fault from damaged wiring insulation, an internal connector short, or an internal short within the pretensioner component. This fault forces the SRS system into a degraded mode, meaning the pretensioner may fail to deploy during a collision (seat belt fails to tighten) or may deploy inadvertently (unexpected firing). ISO 15031 and BYD safety system design classify this as a Level 2 safety fault requiring immediate repair.
Causes
— Wiring harness wear under the seat or inside the B-pillar causing a short to ground: Frequent fore-and-aft adjustment of the front passenger seat or passenger foot movement wears through the harness insulation, grounding the copper core to the vehicle body.— Pretensioner internal component short circuit: Moisture ingress, aging, or manufacturing defects in the squib cause the internal resistance wire to short circuit, reducing resistance to <1.0Ω.— Connector short circuit: Bent pins, backed-out pins, or water ingress corrosion in the yellow SRS connector (usually located under the seat or inside the B-pillar trim) cause a short circuit between pins or to ground.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation and freeze frame recording: Use the VDS2000/VDS1000 diagnostic tool to read the fault code. Confirm B1650-00 is a current fault (Active) and record the freeze frame data (mileage, temperature, voltage, etc.).+7 more →
B164B-00›
DTC B164B-00 indicates the airbag control unit (SRS ECU) detects an abnormally low-resistance path (typically <1Ω) from the front passenger seat belt pretensioner ignition circuit to body ground. The pretensioner is a pyrotechnic safety device containing an igniter and a gas generator, with a normal resistance of approximately 2.0-3.0Ω. A short to ground indicates damaged insulation on at least one of the two ignition circuit wires contacting vehicle body metal, or an internal short circuit within the pretensioner igniter. The system classifies this fault as severe because: 1) the short circuit can cause unintentional pretensioner deployment, injuring the occupant; 2) it can prevent pretensioner deployment during a collision, causing a loss of restraint protection; 3) the SRS system enters fail-safe mode, which can disable the front airbags.
Causes
— Damaged pretensioner wiring harness sleeve under the front passenger seat: Frequent fore-and-aft seat adjustment causes continuous bending of the wiring harness below the B-pillar or near the seat rail, wearing through the insulation and causing a short to ground against the vehicle body metal.— Pretensioner connector water ingress and oxidation: Vehicle wading, a blocked sunroof drain tube, or deep interior cleaning allows liquid to seep into the front passenger pretensioner connector (usually located under the seat or inside the B-pillar trim panel), causing a short circuit between terminals or a short to ground.— Internal pretensioner igniter damaged: Previous physical impact, dropping, or aging caused a short circuit between the internal bridge wire and the housing, or moisture in the igniter charge caused an abnormal resistance drop.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, wait at least 90 seconds (to fully discharge the SRS capacitor), and wear an anti-static wrist strap.— Visual Inspection: Remove the front passenger seat (or lift the rear section only). Inspect the yellow pretensioner harness connector under the seat and below the B-pillar (inside the sill trim) for obvious damage, burn marks, or liquid ingress.+6 more →
B164B›
DTC B164B indicates the airbag control unit (SRS ECU) detects an abnormally low-resistance path (typically <1.5Ω) between the front passenger seat belt pretensioner ignition circuit and body ground (GND). As a pyrotechnic safety device, the pretensioner igniter has a normal resistance of approximately 2.0-3.0Ω. A short to ground causes the SRS system to detect a front passenger pretensioner circuit fault, illuminate the 'Airbag Fault Warning Light' continuously, and enter fail-safe mode. During a collision, the system may fail to deploy the front passenger pretensioner and may subsequently disable the front passenger airbag. This fault is a hard short to ground. Repair immediately to ensure passive safety system integrity.
Causes
— Damaged yellow SRS wiring harness sleeve under the front passenger seat. Long-term friction between the wire and the seat slide rail or body metal wears through the insulation, causing a short to ground.— Poorly sealed pretensioner connector (usually located below the B-pillar or under the seat) allows water ingress after car washes or wading, causing a short circuit between terminals or a short to ground.— Frequent forward and backward seat adjustment causes the seat rail to pinch the wiring harness, or a loose wiring harness retaining clip allows the wire to contact a sharp edge on the vehicle body.+2 more →
Actions
— Safety Preparation: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the BYD dedicated diagnostic tool (ED400 or VDS), read the DTC B164B status, confirm it is an 'Active' fault rather than a history fault, and record the freeze frame data.+6 more →
B164B11›
This DTC indicates the SRS (Supplemental Restraint System) control unit detected a short to ground in the front passenger seat belt pretensioner ignition circuit. The seat belt pretensioner is a pyrotechnic safety device containing a gas generator and a resistance wire igniter, with a normal operating resistance of approximately 1.5-2.5Ω. The BYD diagnostic protocol defines the DTC suffix '11' as a short to ground fault. The SRS module sets this code when it detects pretensioner circuit resistance below the threshold (typically <1.0Ω) or abnormal voltage to ground. This fault forces the SRS into a degraded mode, disables the front passenger pretensioner, and illuminates the instrument cluster airbag warning lamp. Because the pretensioner contains pyrotechnics, a short circuit risks accidental deployment or failure during a collision. Address this highest safety level (Level 3) fault immediately.
Causes
— The pretensioner wiring harness insulation under the front passenger seat rail or at the base of the B-pillar degrades from wear and aging, or the seat adjustment mechanism pinches it, causing the wire to directly contact the vehicle body metal frame (ground).— Pretensioner connector (usually a yellow waterproof plug located beside the seat or in the floor wiring harness): water ingress, corroded or bent pins, or loose terminals contacting nearby grounded components.— Insulation breakdown on the gas generator resistance wire inside the pretensioner body, causing an internal short circuit (usually resulting in an abnormal resistance drop to <1Ω).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Never measure the pretensioner terminals directly with a multimeter resistance setting to prevent the test current from deploying the device.— Visual inspection: Remove the front passenger seat (keep the wiring harness connected) and the lower B-pillar trim panel. Check the pretensioner wiring harness (wrapped in yellow corrugated conduit) for damage, water stains, or crush marks. Focus on wiring harness wear points within the seat slide rail adjustment range.+4 more →
B164C-00›
This DTC indicates an abnormal short circuit between the front passenger seat belt pretensioner ignition circuit and the vehicle power supply (+B, typically the positive terminal of the 12V battery). The pretensioner is a pyrotechnic device. During a collision, the SRS control unit sends an ignition signal to trigger the internal gas generator and rapidly tighten the seat belt. A short to power in the pretensioner circuit indicates damaged wiring insulation or internal connector bridging, applying a continuous high potential across the pretensioner terminals. This condition forces the SRS system into fail-safe mode, disabling the front passenger airbag and pretensioner functions. Extreme cases risk unintended pretensioner deployment or complete failure, posing a severe safety hazard.
Causes
— Chafed or crushed wiring harness under the front passenger seat: Seat fore-and-aft adjustment or passenger foot movement damages the pretensioner wiring harness insulation (usually located near the seat rail), causing it to contact a power wire (such as the seat heater or seat adjustment motor power wire) and short circuit.— Water ingress into the B-pillar or sill wiring harness connector: Vehicle wading or poor sealing corrodes the internal terminals of the pretensioner connector (usually located behind the B-pillar trim panel or under the seat), creating a conductive path and causing a short to power.— Pretensioner internal fault: Insulation failure of the igniter (squib) inside the pretensioner assembly causes a short circuit between the ignition terminal and the housing or power terminal. Abnormal resistance (below 1.5Ω or above the normal range) usually accompanies this condition.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to fully discharge and prevent accidental airbag deployment.— Fault Confirmation: Use the BYD dedicated diagnostic tool (VDS or ED400) to read fault codes. Confirm B164C-00 is a current fault (Active), record freeze frame data, and check for accompanying B164B (open circuit) or B164D (short to ground) fault codes.+5 more →
B164C›
DTC B164C indicates an unintended electrical connection between the front passenger-side seat belt pretensioner control circuit and the vehicle power supply (B+). The seat belt pretensioner is a key actuator in the SRS system and contains a pyrotechnic device. Under normal conditions, the airbag ECU triggers the pretensioner only during a collision via a low-level signal. A short to power continuously exposes the pretensioner supply or control circuit to 12V. This fails the system self-check, illuminates the SRS warning lamp, and creates a severe safety risk: the short-circuit current may accidentally trigger the pretensioner (instantly and permanently locking the seat belt), or circuit protection mechanisms may prevent proper pretensioner deployment during a collision. Repair this hard short-circuit fault immediately to ensure full passive safety system functionality.
Causes
— Mechanical wear of the under-seat wiring harness: Frequent front passenger seat movement or pinching by objects damages the pretensioner wiring harness insulation, causing a short circuit to the seat frame or power wiring harness.— Connector water ingress or corrosion: Spilled drinks, improper car washing, or wading causes a short circuit across the internal terminals of the pretensioner connector (usually located below the B-pillar or under the seat), or metal terminal oxidation causes electrochemical migration.— Pretensioner internal coil insulation failure: Aging, overheating, or manufacturing defects damage the pretensioner internal squib coil insulation layer, causing the coil to short to the housing (ground) or power supply wire.+2 more →
Actions
— Safe power-down and wait: Turn the power switch to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor and prevent accidental deployment).— Fault status confirmation: Reconnect the diagnostic tool and read the Freeze Frame data. Confirm B164C is a current fault (Active) rather than a history fault. Record the vehicle status when the fault occurred.+5 more →
B164C12›
DTC B164C12 indicates the airbag control unit (SRS ECU) detects an abnormally low-impedance connection between the front passenger seat belt pretensioner drive circuit and the vehicle power supply (B+). The pretensioner is essentially an electric squib with a normal operating resistance of approximately 2.0-3.0Ω. When damaged wiring harness insulation causes contact with a constant power wire, the ECU detects an abnormal voltage (approaching 12V/B+ voltage) instead of the expected open circuit or low-resistance state. This fault triggers the SRS fail-safe mode. The system disables the front passenger airbag and pretensioner functions to prevent injury from accidental deployment, and illuminates the airbag warning light to alert the driver. Excessive short-circuit current also risks unintended pretensioner deployment or burning out the SRS driver chip.
Causes
— Wiring harness abrasion under the front passenger seat: Frequent forward and backward seat adjustment wears the insulation of the pretensioner wiring harness (usually routed near the seat rail), causing it to contact the seat heating power wire or constant power harness and create a short circuit.— Connector terminal displacement or water ingress: Water exposure, improper cleaning, or vibration causes terminal bridging in the pretensioner connector (yellow plug) located under the seat base or lower B-pillar; or a failed locking tab causes the terminal to contact the metal frame.— Internal short circuit in the pretensioner unit: Although rare, insulation breakdown in the pretensioner igniter can cause a short circuit between the terminals, to the housing (ground), or to the power supply wire.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor. Wear an anti-static wrist strap. Never directly measure the pretensioner using a multimeter resistance setting.— Visual inspection: Remove the front passenger seat (leave the wiring harness connected). Inspect the pretensioner wiring harness (yellow corrugated conduit) under the seat rail for abrasion or crushing marks. Focus on the crossover points with the seat heating module harness and the seat belt reminder sensor harness.+5 more →
B164F-00›
B164F-00 indicates the measured resistance of the front passenger seat belt pretensioner is 0 ohms, signifying a short circuit fault in the pretensioner circuit (short to ground or internal short). In the SRS (airbag) system, normal pretensioner resistance is typically 2.0-3.0 ohms. The ECU monitors circuit current to determine component status. A 0-ohm resistance indicates an abnormal current path. The ECU registers a short circuit fault, illuminates the airbag warning light, and may disable the passenger airbag and pretensioner functions, severely compromising occupant protection during a collision. Differentiate this fault from "resistance too high" (open circuit). A 0-ohm reading typically indicates a hard short circuit or a direct harness short to ground.
Causes
— Pretensioner internal short circuit: The front passenger seat belt pretensioner squib shorts internally, causing resistance to approach 0. Component aging or manufacturing defects usually cause this.— Wiring harness chafed to ground: Frequent fore-and-aft seat adjustment wears through the insulation on the pretensioner wiring harness (yellow dedicated harness) under the front passenger seat, allowing direct contact with body metal and causing a short to ground.— Connector water ingress short circuit: Vehicle wading or improper cleaning causes water to enter the under-seat pretensioner connector (usually located near the seat slide rail), creating a short circuit between pins or a short to ground.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds for the SRS capacitor to fully discharge. Never work on the airbag system with the power on.— Visual inspection: Remove the front passenger seat (or lift the seat carpet) and inspect the yellow SRS wiring harness under the seat for obvious wear, cuts, or crush marks. Focus on the seat slide rail mounting points and harness bend points.+5 more →
B164F›
DTC B164F indicates the measured circuit resistance of the front passenger side (front right) seat belt pretensioner is 0 ohms. In BYD SRS (Supplemental Restraint System) circuit logic, a 0-ohm resistance typically indicates a short to ground or a low-impedance short, rather than an open circuit. The pretensioner contains a squib and heating wire; normal resistance is 1.5-3.0 Ω. This fault causes the SRS control module to register an abnormal pretensioner circuit, meaning the pretensioner may fail to tension the seat belt during a collision. The instrument cluster AIRBAG/SRS warning light remains illuminated, the system enters fail-safe mode, and the SRS module may simultaneously disable the front airbags, severely compromising occupant protection.
Causes
— Water ingress, oxidation, or bent metal terminals in the pretensioner wiring harness connector under the front passenger seat, causing a short circuit between the positive and negative terminals.— Insulation breakdown of the internal igniter wire in the seat belt pretensioner causes an internal short circuit (squib fault)— Prolonged friction from the seat rail adjustment mechanism damages the wiring harness insulation, causing the core wire to directly contact the body ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to discharge fully to prevent accidental airbag deployment.— Visual inspection: Remove the front passenger seat (or lift the front of the seat). Check the yellow pretensioner connector (usually located on the outboard side or underside of the seat) for looseness, water ingress, corrosion, or foreign objects causing a terminal short circuit. Check the wiring harness for wear at the seat slide rail.+4 more →
B164F1A›
DTC B164F1A indicates the Airbag Control Unit (ACU) detects a front passenger seat belt pretensioner circuit resistance of 0 ohms or close to 0 ohms, determining a short circuit fault. The pretensioner contains a pyrotechnic squib with a normal resistance between 1.5 and 3.0 Ω. A resistance of 0 indicates an internal short circuit in the pretensioner, a wiring harness short to ground, or a pin-to-pin short at the connector. This fault prevents the SRS system from triggering the front passenger seat belt pretensioner during a collision (failing to tighten the seat belt). In extreme cases, the short circuit illuminates the airbag warning light continuously and locks the entire airbag system, severely compromising passive safety performance.
Causes
— Pretensioner squib internal short circuit: Damaged insulation on the internal heating wire of the pretensioner body shorts the positive and negative terminals. Manufacturing defects or hidden damage in an unreplaced unit following an accident usually cause this fault.— Harness damaged and shorted to ground: Frequent seat sliding, pinching by foreign objects, or abrasion against metal edges damages the pretensioner harness insulation under the front passenger seat or inside the B-pillar trim panel, shorting the harness to the vehicle body.— Connector water ingress, corrosion, and short circuit: Vehicle wading, car washing, or sunroof leaks allow water to enter the pretensioner connector (usually located below the B-pillar or under the seat), causing electrolyte conduction between the pins and creating a short circuit.+2 more →
Actions
— Safe power-down: Switch off the ignition, disconnect the 12V battery negative terminal, and wait at least 3 minutes to fully discharge the SRS system high-voltage capacitors and prevent accidental airbag deployment.— Fault confirmation: Connect the VDS2000 or Launch X-431 diagnostic tool, read the SRS system fault codes, and confirm B164F1A is a current fault that returns after clearing.+8 more →
B1650›
DTC B1650 indicates the SRS (Supplemental Restraint System) control module detects the front passenger-side seat belt pretensioner igniter circuit resistance is below the calibrated threshold (typically <1.0 Ω; normal range: 2.0-3.0 Ω). This indicates a potential short circuit in the internal pretensioner bridge wire, or a short to ground or wire-to-wire short in the harness. This fault prevents the SRS from triggering the front passenger seat belt pretensioner during a collision (loss of pretensioning protection), or creates a risk of unintended deployment in extreme cases. The system illuminates the airbag warning lamp and may disable the front passenger airbag deployment function. In some BYD model years, this code may also indicate an Occupant Classification System (OCS) communication fault. However, based on the provided fault context, prioritize checking the pretensioner assembly and its wiring harness resistance.
Causes
— Seat belt pretensioner internal squib short circuit (internal bridge wire broken and shorted to ground, or manufacturing defect causing excessively low resistance)— Chafed wiring harness insulation under the seat or inside the B-pillar trim panel causes the power wire to short to body ground.— Pretensioner connector (yellow waterproof plug, usually located under the seat or at the base of the B-pillar): Water ingress, oxidation, or bent pins causing a short circuit between pins.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate the component: Remove the front passenger lower B-pillar trim and seat side trim, then find the yellow seat belt pretensioner connector (usually integrated into the bottom of the seat belt retractor or below the B-pillar).+5 more →
B16501A›
DTC B16501A indicates the airbag system (SRS) detects the front passenger seat belt pretensioner resistance is below the calibrated threshold (typically below 1.0Ω-1.5Ω; normal range is approximately 2.0Ω-3.5Ω; refer to the repair manual for exact specifications). The seat belt pretensioner is a pyrotechnic actuator containing a resistance wire (squib) and an ignition charge. Low resistance typically indicates an internal short circuit in the pretensioner, a wiring harness short to ground, a short between connector terminals, or a sampling circuit fault in the SRS control module (ACU). This fault causes the SRS to register a pretensioner circuit fault, illuminate the airbag warning lamp, and potentially fail to deploy the front passenger seat belt pretensioner during a collision, severely compromising occupant protection.
Causes
— Front passenger seat belt pretensioner internal short circuit: Moisture, aging, or manufacturing defects short-circuit the squib's internal resistance wire, dropping the resistance to nearly 0 Ω.— Harness short to ground: Wear, crushing, or rodent chewing damages the wire insulation on the pretensioner harness under the seat or near the B-pillar, causing contact with the vehicle body ground.— Connector fault: Water ingress, oxidation, backed-out terminals, or short circuit between terminals at the yellow pretensioner connector (usually located under the seat or inside the B-pillar trim), causing abnormal resistance.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the front passenger seat (or move it to the fully forward/rearmost position). Inspect the seat belt pretensioner connector (usually a yellow plug) for looseness, water ingress, or oxidation. Inspect the wiring harness under the seat and at the B-pillar for signs of abrasion, crushing, or damage.+4 more →
B1651-00›
This DTC indicates the airbag control unit (SRS ECU) detects the front passenger seat belt pretensioner circuit resistance exceeds the calibrated upper limit (typically >3.5Ω, standard value approximately 2.0Ω±0.4Ω). Electrically, the pretensioner is essentially a squib consisting of a resistance wire and an igniter charge. High resistance usually indicates high impedance or an open circuit. Potential causes include a partially blown internal resistance wire in the pretensioner, increased connector contact resistance, or a hidden open circuit in the wiring harness. This fault causes the SRS system to enter degraded mode: during a frontal collision, the front passenger seat belt fails to pretension automatically, and the system may suppress the front passenger airbag deployment strategy, severely compromising passive safety performance.
Causes
— Internal aging of the seat belt pretensioner assembly: Long-term vibration or thermal cycling oxidizes and thins the pretensioner igniter resistance wire, causing the resistance value to drift beyond the threshold.— Poor wiring harness connector contact: Oxidized or loose terminals in the yellow SRS connector under the seat or at the B-pillar (usually beside the front passenger seat rail or inside the lower B-pillar trim), or the shorting bar fails to fully disengage, causing increased contact resistance.— Floor wiring harness damaged: Vehicle wading, carpet cleaning, or liquid spills in the front passenger footwell cause wiring harness corrosion; frequent fore-and-aft seat adjustment causes wiring harness fatigue and breakage (especially repeated bending when the under-seat wiring harness retaining clip detaches).+2 more →
Actions
— Safety preparation: Switch the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds for the SRS capacitor to fully discharge. Wear an anti-static wrist strap and disable wireless communication devices.— Fault Confirmation: Connect the VDS2000 or BYD dedicated diagnostic tool and read the fault code status. Confirm whether B1651-00 is 'Active' or 'History'. If multiple SRS fault codes exist, troubleshoot common power supply and ground issues first.+6 more →
B1651›
DTC B1651 indicates the Airbag Control Unit (ACU) detects the front passenger-side seat belt pretensioner circuit resistance exceeds the calibrated threshold (typically above 4.8Ω or open circuit). The pretensioner utilizes a squib structure with a normal resistance of 2.0±0.3Ω. Excessive resistance indicates a high-resistance or open-circuit risk in the firing circuit. During a collision, this prevents the ACU from reliably triggering the pretensioner, leaving the seat belt unable to tighten promptly and severely compromising occupant protection. This constitutes a Level 2 SRS fault. The system illuminates the airbag warning lamp and may force the front passenger airbag into a degraded protection mode.
Causes
— Loose or oxidized wiring harness connector under the seat: Frequent fore-and-aft movement of the front passenger seat causes the pretensioner wiring harness connector (usually located beside the seat rail or below the B-pillar) to loosen, or causes pins to oxidize or back out, increasing contact resistance.— Pretensioner internal squib open circuit: The bridge wire inside the seat belt pretensioner assembly squib breaks due to prolonged vibration, moisture ingress, or manufacturing defects, causing high resistance or an open circuit.— Seat wiring harness broken: Repeated bending of the pretensioner wiring harness in the transition area between the seat and vehicle body (inside the wiring grommet) fractures the copper core, leaving only a few wire strands connected or causing a complete break.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the airbag capacitor and prevent accidental pretensioner deployment.— Fault Confirmation: Read the fault code using the BYD VDS diagnostic tool. Confirm B1651 is a current (Active) fault, not a historical fault, and record the freeze frame data (ambient temperature, voltage, etc.).+5 more →
B16511B›
This DTC indicates the SRS (Supplemental Restraint System) detects the front passenger-side seat belt pretensioner squib resistance exceeds the system calibration threshold (typically >4Ω or near open circuit). The pretensioner is a critical component of the airbag system. During a collision, it fires a pyrotechnic charge to rapidly tighten the seat belt and eliminate slack between the occupant and the belt. High resistance indicates the ECU may fail to supply sufficient current to deploy the pretensioner during a collision. This deprives the front passenger of pretensioner protection and increases injury risk. This is a hard fault. The SRS warning lamp remains illuminated and the system enters degraded mode.
Causes
— Loose pretensioner connector plug, oxidized terminal pins, or water ingress corrosion increasing contact resistance (common after driving through water or washing the vehicle).— Aging, moisture, or a partial open circuit in the seat belt pretensioner internal igniter increases internal resistance (the pretensioner is a single-use component; resistance drifts after aging).— A hidden open circuit, a partial copper core break, or a poor crimp connection in the wiring causes abnormally high circuit resistance (common in accident-repaired vehicles or crushed wiring harnesses).+2 more →
Actions
— Safe power-off: Turn off the ignition switch. Disconnect the negative battery terminal and wrap it with insulating tape. Wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Check the yellow pretensioner-specific connector below the front passenger-side B-pillar (or on the outer side of the seat) for looseness, backed-out terminals, oxidation, or water ingress. Check the wiring harness sleeve for damage.+5 more →
B1654-00›
DTC B1654-00 indicates a communication interruption or abnormal signal between the airbag control unit (SRS ECU) and the left front impact sensor. This sensor typically mounts inside the left front fender or on the longitudinal beam. It uses a two-wire communication circuit (signal wire and ground wire) and contains a piezoelectric or MEMS accelerometer with a normal resistance of approximately 2-3 kΩ. The ECU sets this DTC if it cannot detect the sensor feedback signal during a self-test or drive cycle, if the resistance falls outside the calibrated range (open or short circuit), or if communication verification fails. This fault disables the left front collision detection zone. During a collision, it may prevent accurate airbag deployment or cause unintended deployment, making it a safety-critical fault.
Causes
— Loose connector, backed-out pins, or oxidation: Sensor plug latch failure, terminal corrosion, or water ingress causes excessive contact resistance. This is the most common cause of intermittent faults.— Harness open circuit or damage: Sharp sheet metal edges cut the harness after left front fender repairs or collisions, or vibration breaks the wire during long-term use.— Internal sensor fault: Piezoelectric element aging, or moisture causing an internal circuit short or open, preventing the sensor from generating a correct acceleration signal.+2 more →
Actions
— Safety preparation: Power down the vehicle, disconnect the battery negative terminal, and wait at least 90 seconds to prevent accidental airbag deployment.— Fault confirmation: Connect the BYD dedicated diagnostic tool (such as X-431 or ED400), read and record DTCs, and confirm B1654-00 is a current fault, not a history fault.+8 more →
B1654›
DTC B1654 indicates the SRS (Supplemental Restraint System) ECU detected a communication interruption or abnormal circuit impedance between the Left Front Impact Sensor and the main controller during self-check or operation. This sensor typically mounts to the left front longitudinal beam, headlamp bracket, or fender reinforcement beam to monitor collision acceleration on the left front side of the vehicle. The ECU sets this DTC if it fails to receive a valid signal from the sensor within a predetermined time, or if it detects an open or short circuit in the wiring. Under this condition, the airbag system enters fail-safe mode, potentially disabling the left front collision detection function. This compromises the deployment logic of the airbags and seatbelt pretensioners during a frontal collision, posing a major safety risk.
Causes
— Sensor harness open or short circuit: improperly secured harness after front-end accident repairs, harness damage from vibration and friction during long-term use, or severed wiring from rodent damage.— Poor connector contact: Left front crash sensor plug is loose, terminals are backed out, or pins are oxidized or corroded (common after driving through water or high-pressure washing), interrupting signal transmission.— Sensor hardware fault: A damaged internal piezoelectric or capacitive accelerometer element or an open internal diagnostic resistor prevents the sensor from returning the correct bias voltage or PWM signal to the SRS ECU.+2 more →
Actions
— Diagnostic confirmation: Use VDS2000 or a dedicated BYD diagnostic tool to read the fault code. Confirm if B1654 is an Active or History fault. For History faults, check the trigger conditions (vehicle speed, timestamp) in the freeze frame data.— Visual inspection: Open the motor compartment and locate the left front crash sensor (typically at the front of the left front frame rail, with a yellow connector). Inspect the sensor exterior for physical damage or cracks, check the mounting bracket for deformation, and check the installation torque marks for misalignment.+5 more →
B165400›
DTC B165400 indicates the airbag control unit (SRS ECU) detects a communication interruption with the Left Front Impact Sensor during a self-test or drive cycle. This sensor typically mounts on the left front longitudinal member (inside the fender or near the headlamp bracket) and detects front collision acceleration signals. "Not connected" indicates a disconnected physical plug, an open circuit in the sensor power/ground wiring, an open CAN/LIN communication line, an internal sensor open circuit, or a poor connection at the ECU connector. An active fault forces the SRS system into a degraded mode. This condition may prevent the left front airbag, driver airbag, or seatbelt pretensioner from deploying correctly during a collision, and illuminates the instrument cluster airbag warning light (flashing or solid).
Causes
— After front-end accident repairs, the left front crash sensor connector is not fully seated, or a broken locking tab causes it to loosen. This commonly occurs after removing and installing the front bumper, headlight, or fender.— Sensor wiring harness wear causing an open circuit. This mostly occurs in the front side member area. Bottoming out, wading, or long-term vibration damages the harness insulation and breaks the internal copper wires, especially due to an aged protective sleeve where the harness passes through the front side member hole.— Internal sensor fault, such as a damaged piezoelectric element, internal open circuit, or ID chip failure, preventing valid communication with the SRS ECU.+2 more →
Actions
— Connect the VDS2000 or Launch X431 diagnostic tool, enter the SRS system, and read the complete fault codes to confirm whether B165400 is a current fault (Active) or a history fault (History). After clearing the fault codes, perform a road test or simulated vibration test to observe whether the fault reoccurs. Simultaneously record the Freeze Frame data to check the vehicle speed and ambient temperature when the fault occurred.— Disconnect the battery negative terminal (follow the high-voltage power-down procedure; for hybrid models, ensure the READY light is off). Wait 90 seconds for the capacitors to discharge. Remove the left front fender liner or front bumper. Visually inspect the 2-pin or 3-pin connector of the left front crash sensor (located at the front of the left front longitudinal beam or below the headlamp) for a secure connection. Inspect the locking tab for breakage and the terminals for backing out, corrosion, water ingress, or white oxidation.+3 more →
B1655-00›
DTC B1655-00 indicates the airbag control unit (SRS ECU) detects an abnormally low-resistance path (typically <10Ω) between the left front impact sensor (FIS) signal circuit and body ground. In the BYD SRS architecture, this sensor is typically a piezoelectric acceleration sensor. It communicates with the SRS ECU via a shielded twisted-pair wire and operates on a 2.5V reference bias voltage. A short to ground causes the ECU to continuously receive a 0V low-level signal, potentially causing the following: 1) the system misinterprets the condition as a sensor fault, enters fail-safe mode, and disables airbag deployment; 2) in extreme cases, intermittent changes in short-circuit resistance may cause unintended airbag deployment. This is a hard-wire fault, not a communication fault. It directly affects the trigger logic for the driver front airbag and seat belt pretensioner.
Causes
— Wiring harness insulation damage in the left front side member area: The sensor wiring harness runs along the left front side member. Flying road debris or underbody bottoming out can wear through the outer sheath, causing the copper core to directly contact the vehicle body metal and create a short to ground.— Connector seal failure and water ingress: The sensor connector is located near the front wheel arch or side member. An aging sealing ring allows water to enter during wading or high-pressure washing. Electrolytes in the water cause a short circuit between pins or to ground.— Internal sensor circuit breakdown: A voltage surge (such as incorrect battery connection or welding without disconnecting the wiring harness) breaks down the internal capacitor or Zener diode of the crash sensor, causing an internal short circuit between the power supply pin and the ground pin.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the VDS or Launch diagnostic tool to read freeze frame data. Record the vehicle speed and ambient temperature at the time of the fault. Clear the fault code, then perform an SRS self-check to confirm if B1655-00 is a Current Code.+5 more →
B1655›
DTC B1655 indicates a short to ground in the Left Front Impact Sensor signal circuit. In the BYD SRS (Supplemental Restraint System) architecture, this sensor typically mounts on the left front longitudinal beam or bumper reinforcement to detect frontal collision acceleration. A short to ground means the resistance between the sensor signal wire (usually the positive or communication wire) and the vehicle body ground drops abnormally (<1Ω). This prevents the SRS control module (ACU) from receiving a valid acceleration signal or causes it to continuously receive a 0V level. This fault forces the airbag system into fail-safe mode: during a collision, the system may fail to deploy the left front airbag and side curtain airbag, or extreme signal interference could cause unintended deployment. ISO 26021 classifies this as a Class A passive safety system fault. Immediately remove the vehicle from service to avoid safety risks.
Causes
— Front bumper wiring harness wear: Vibration and friction damage the left front crash sensor wiring harness insulation where it passes through the longitudinal beam or bumper bracket, causing direct contact with the metal body and a short to ground.— Sensor connector water ingress: During vehicle wading or car washing, poor sealing of the left front sensor connector (usually located in the left front wheel arch or on the inner side of the side member) causes a short circuit between terminals or a short to ground.— Internal sensor fault: Damage to the piezoelectric element or integrated circuit inside the crash sensor causes internal continuity between the signal output terminal and the ground terminal.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Confirmation: Use VDS2000 or a dedicated BYD diagnostic tool to read the fault code. Verify B1655 is an active code, not a history code. Record the short-circuit resistance value from the freeze frame data.+6 more →
B165511›
B165511 is a BYD SRS (Supplemental Restraint System / airbag system) circuit diagnostic trouble code. B1655 specifically designates the Left Front Frontal Impact Sensor circuit, and 11 is the subtype code indicating a Short to Ground. This fault indicates the SRS control module detects an abnormally low-resistance path (typically less than 1 ohm) between the left front impact sensor signal circuit and vehicle body ground, preventing the control module from correctly receiving the sensor acceleration signal. This fault forces the airbag system into fail-safe mode and continuously illuminates the instrument panel SRS warning light. During a collision, this condition may prevent the left front airbag from deploying normally or delay its deployment. This constitutes a severe fault affecting occupant safety.
Causes
— Incorrect wiring harness connection after accident repair (e.g., reversed pin positions or mismatched color markings causing the signal wire to short to ground)— A metal edge pinched or chafed the wiring harness inside the front bumper or left front fender, damaging the insulation and causing a short to ground.— Water ingress, corrosion, or deformed pins in the crash sensor connector causing a short circuit between the signal and ground terminals.+2 more →
Actions
— Use a dedicated diagnostic tool (such as VDS or Launch X-431) to read fault codes and confirm B165511 is a current fault (Current DTC), not a history fault.— Turn off the ignition, wait at least 90 seconds to allow the SRS capacitor to discharge, then disconnect the left front crash sensor connector (usually located at the front of the left front longitudinal beam or the left side of the bumper).+6 more →
B165600›
This fault code indicates the SRS (airbag) control module detects an abnormal signal from the Left Front Impact Sensor or an internal sensor fault. The Left Front Impact Sensor mounts to the front section of the left front longitudinal rail or near the headlamp bracket to detect deceleration changes during a frontal collision. The SRS module sets DTC B165600 when it detects a sensor signal voltage outside the normal range (typically 0.5-4.5V), a signal interruption, or an internal sensor self-check failure. This fault degrades frontal collision protection. In extreme cases, it may prevent the front airbags from deploying correctly during a collision or cause unintended deployment. The sensor uses a piezoelectric or capacitive accelerometer and communicates with the SRS module via a hardwired connection. The fault may involve the 12V sensor power supply, ground, or signal circuit (PWM or analog signal).
Causes
— Internal circuit damage in the sensor body: Piezoelectric element aging, internal IC chip failure, or seal failure causing water ingress and corrosion, resulting in signal drift or no signal output.— Wiring harness and connector fault: Vibration, water ingress, or accidents during vehicle operation cause loose connectors, oxidized terminals, wiring harness breakage, or a short to ground or power in the left front longitudinal beam area wiring harness.— Installation issue: Incorrect sensor installation after front-end accident repairs, deformed mounting bracket causing abnormal stress on the sensor, or incorrect fastening torque (typical standard: 8-10 N·m).+2 more →
Actions
— Safety preparation: Use a diagnostic tool (VDS or dedicated equipment) to read all DTCs, confirm B165600 is a current fault (Active), and record freeze frame data. Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS system capacitors.— Visual inspection: Inspect the left front crash sensor (located at the front of the left front longitudinal rail or below the headlamp bracket) for physical damage, cracks, or signs of water ingress. Inspect the mounting bracket for deformation and verify the correct sensor installation direction (arrow pointing toward the front of the vehicle).+4 more →
B165700›
DTC B165700 indicates abnormal configuration parameters for the Left Front Impact Sensor. This sensor is a critical component of the SRS (Supplemental Restraint System/Airbag System) and detects frontal collision acceleration. "Parameter error" indicates the calibration data, configuration code, or communication protocol stored within the sensor does not match the SRS control module (ACU), or the sensor's physical installation angle/position deviates from the design specification. This fault may cause: 1) Delayed or failed airbag deployment during a collision; 2) Unintended airbag deployment in non-collision scenarios; 3) Vehicle high-voltage interlock shutdown (some models cut off high voltage upon detecting abnormal collision signals). Unlike DTC B165600 (hardware fault) and B165800 (communication fault), this fault relates specifically to data configuration and installation geometry parameters.
Causes
— Incorrect sensor installation: deformed or loose mounting bracket, or incorrect orientation (sensor directional arrow must face vehicle front), causing installation angle deviation to exceed the ±5° allowable range.— Poor connector contact: Terminals in plug KJG05-18 and others exhibit oxidation, water corrosion, backed-out pins, or insufficient contact pressure, causing configuration data read errors or supply voltage fluctuations.— Low-voltage power supply system fault: Unstable DC-DC converter output voltage (outside the 9-16V range) or a loose ground point compromises the integrity of the sensor's internal memory data.+2 more →
Actions
— Connect the VDS or Launch X-431 diagnostic tool, enter the SRS system, and read the complete fault codes and freeze frame data. Check for accompanying fault codes such as B167200 (right-side sensor fault), B17A400 (SRS hardwire signal abnormality), or U029800 (DC communication fault).— Visually inspect the left front crash sensor installation: verify the sensor retaining bolt torque (usually 8-10 N·m), inspect the mounting bracket for deformation, and verify the sensor arrow points directly to the front of the vehicle with no tilt or rotation.+8 more →
B165800›
This DTC indicates a communication link fault between the SRS (Supplemental Restraint System) control unit and the Left Front Impact Sensor (LFIS). This typically indicates an interrupted LIN bus or private CAN communication between the sensor and the Airbag Control Module (ACM), a data validation failure, or a signal timeout. The LFIS monitors deceleration changes in the vehicle's left front area and provides the SRS control unit with critical collision severity data to determine whether to deploy the driver airbag, left curtain airbag, and seatbelt pretensioner. This communication fault prevents the control unit from receiving collision information for this zone. Consequently, it may cause unintended airbag deployment (fail-safe mode) or delay or prevent the activation of left-side protection devices during an actual collision. This constitutes a critical fault in the active safety system.
Causes
— Water ingress, oxidation, or backed-out pins in the left front crash sensor wiring harness connector: This sensor is located near the left front longitudinal beam or bumper bracket. Poor connector sealing allows water entry after wading, washing the vehicle, or driving in the rain, causing terminal corrosion and increased contact resistance.— Sensor power supply or ground circuit fault: includes blown fuses and open or short circuits (especially after front-end collision repairs, where improperly secured wiring harnesses rub against metal body edges and damage the insulation).— Left front crash sensor internal fault: A damaged internal accelerometer or communication chip prevents the sensor from responding to the SRS control unit handshake signal.+2 more →
Actions
— Use the BYD VDS2000 or Launch X431 diagnostic tool to access the SRS system. Read the complete fault codes and record the freeze frame data. Confirm if B165800 is a current fault (Present) or a history fault (History), and check for related fault codes (such as B165700 parameter error).— Disconnect the battery negative terminal and wait 3 minutes for the SRS capacitor to fully discharge for safety. Locate the left front crash sensor (usually mounted on the front section of the left front longitudinal beam or behind the headlamp bracket). Inspect the sensor housing for physical damage, cracks, or signs of water ingress.+5 more →
B165D-00›
DTC B165D-00 indicates a communication link interruption between the Supplemental Restraint System (SRS) Electronic Control Unit (ECU) and the Right Front Frontal Impact Sensor (RFFIS). In BYD vehicle architectures, this sensor typically features a 2-wire (signal loop) or 3-wire (power/signal/ground) design. It communicates via a hard-wired connection through the SRS ECU G10 connector, specifically the G10-3 signal terminal and G10-14 return terminal. The ECU sets this DTC if it detects the sensor circuit resistance exceeds the threshold (open circuit >10kΩ or short circuit <200Ω) during a monitoring cycle, or if it receives no valid sensor data for 3 consecutive monitoring cycles. This fault forces the SRS into a degraded mode, disabling the right-side frontal collision detection function. During a frontal impact, the system may delay or fail to deploy the right front airbag and right-side seat belt pretensioner. The instrument cluster SRS warning light remains illuminated to indicate a system fault.
Causes
— Sensor electrical connector loose, terminal backed out, or poor contact: commonly caused by failing to fully lock the connector latch after front bumper repair, headlamp replacement, or accident repair, or by vibration loosening the connector during prolonged driving on rough roads.— Wiring harness open circuit or damaged insulation: In the front longitudinal beam area, panel adhesive covered the wiring harness during accident repairs, sharp edges cut the harness, or long-term bending broke the internal copper strands; rodents chewed the harness insulation, causing a hidden short circuit.— Connector corrosion and oxidation: Driving through water, direct high-pressure washing of the motor compartment, or an aging seal allows rainwater to enter the sensor connector, causing copper corrosion on the terminals and increasing contact resistance (>5Ω).+2 more →
Actions
— Safe power-down: Turn off the ignition switch and disconnect the 12V battery negative cable. Wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Locate the component: Open the hood, remove the right front wheel arch liner or front bumper upper cover, and find the right front crash sensor mounted on the right side of the radiator support or behind the right front headlamp.+8 more →
B165D›
DTC B165D indicates the airbag control unit (ACU/SRS ECU) detects an open circuit in the right front impact sensor (RFIS) communication circuit. The ECU fails to receive a valid signal from the sensor within the specified monitoring period or detects infinite circuit resistance. Typically mounted on the right front side member (behind the headlamp or inside the fender), the sensor detects collision acceleration at the right front of the vehicle. This fault forces the airbag system into degraded mode. In a frontal collision, the ACU may fail to accurately determine impact severity. This failure delays or prevents the deployment of passive safety devices, such as airbags and seat belt pretensioners, severely increasing occupant injury risk. The vehicle remains drivable, but safety protection functions are compromised.
Causes
— Sensor wiring harness connector loose, detached, or poor contact: Long-term vehicle vibration, water ingress, or incomplete seating during previous repairs causes a gap or oxidation between the plug and socket.— Wiring harness open circuit: Crushing or cutting the wiring harness during accident repairs, or long-term wear and aging breaking the wire, results in an open signal circuit.— Sensor mounting failure: A broken sensor mounting bracket or retaining clip loosens the sensor, straining the wiring harness connector and resulting in poor contact.+2 more →
Actions
— Safety preparation: Set power mode to OFF, disconnect the 12V battery negative terminal and wait 3-5 minutes (to fully discharge the SRS capacitor), then hang a high-voltage/airbag repair warning sign.— Visual inspection: Remove the right front fender liner or bumper. Inspect the right front crash sensor for visible damage. Check the wiring harness for obvious damage, crushing, or abrasion. Verify the connector is fully inserted.+6 more →
B165D00›
DTC B165D00 indicates the airbag control unit (SRS ECU) detects a communication interruption or physical connection loss with the Right Front Frontal Impact Sensor. This sensor typically mounts inside the right front bumper reinforcement beam or at the front of the right fender to monitor collision acceleration at the right front of the vehicle. The SRS ECU sets this fault code if it fails to receive a valid signal from the sensor within a predefined cycle, or if it detects an open circuit or abnormal resistance in the sensor circuit. The airbag system then enters fail-safe mode, which may prevent the right front airbag, side airbag, or seat belt pretensioner from deploying normally during a collision. The instrument cluster airbag warning light remains illuminated, and some models may sound a warning buzzer.
Causes
— Sensor wiring harness connector loose, disconnected, or poor contact: Commonly caused by an unseated connector or broken retaining clip after front bumper removal and installation, accident repairs, or water exposure.— Wiring harness open or short circuit: A front-end collision stretched and broke the wiring harness, long-term chafing against the fender or bumper reinforcement damaged the harness, or rodent chewing shorted the signal wire to ground.— Crash sensor internal fault: Internal accelerometer damage, electronic component aging, or seal failure causes an internal short circuit. This prevents the sensor from returning the correct resistance value (normally 2-3kΩ) to the SRS ECU.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the airbag system capacitor and prevent accidental airbag deployment during repair.— Location and inspection: Remove the right front bumper cover or right fender liner, locate the right front impact sensor (usually marked 'Front Impact Sensor' or with a part number), and visually verify that the connector is fully seated, the locking tab is intact, and the wiring harness shows no external damage.+5 more →
B165E-00›
DTC B165E-00 indicates an abnormally low-impedance connection (short to ground) between the airbag system (SRS) right front impact sensor signal or power circuit and body ground (GND). This sensor typically mounts on the right front side member, radiator support, or fender reinforcement to detect collision acceleration on the right front side of the vehicle. A short to ground prevents the SRS control unit (ACU) from correctly reading the sensor's acceleration signal output (typically an analog or digital signal from a piezoelectric or MEMS sensor). This causes the following conditions: 1) airbags failing to deploy during an actual collision; 2) the system entering fail-safe mode and illuminating the SRS warning lamp; 3) in extreme cases, abnormal signals causing unintended airbag deployment. This safety-critical fault requires immediate repair.
Causes
— Front bumper wiring harness wear: Vehicle vibration causes the right front crash sensor wiring harness to rub against the body metal frame (such as the side member or fender liner). This friction damages the insulation, exposes the wire, and creates a short to body ground. This typically occurs after accident repairs with improperly secured harnesses or missing retaining clips.— Water ingress or corrosion: During high-pressure washing or when driving the vehicle through water (water level above the wheel center), water seeps through the sensor connector seal or wiring harness corrugated conduit. This oxidizes and electrolytically corrodes the connector terminals, creating a short-to-ground path. This condition is common in older vehicles with poor sealing.— Improper modification or repair damage: When routing wires for aftermarket LED headlights, front radars, or dash cams, technicians bind the aftermarket wiring harness too tightly to the SRS wiring harness with cable ties, or cut the original wiring harness insulation when drilling holes. This exposes the core wire and causes a short circuit to the vehicle body.+2 more →
Actions
— Safety preparation: Shift the vehicle into P or Neutral, apply the parking brake, turn off the ignition, and disconnect the negative battery cable. Wait at least 90 seconds to fully discharge the airbag system capacitors and prevent accidental airbag deployment during repair.— Fault confirmation: Connect the BYD dedicated diagnostic tool (VDS2000/3000). Enter the SRS system to read fault codes. Confirm B165E-00 is a current fault (not a history fault). Record freeze frame data (such as vehicle speed and time of occurrence). Attempt to clear the fault code and confirm if it immediately recurs.+5 more →
B165E›
DTC B165E indicates the Right Front Impact Sensor detects a low-impedance or zero-impedance circuit, meaning the sensor signal wire or power wire is shorted to body ground. This piezoelectric acceleration sensor monitors collision deceleration at the front right side of the vehicle. A short to ground prevents the SRS ECU from receiving the correct collision signal and triggers a Level 3 severe fault: 1) the right-side airbag and seat belt pretensioner may fail to deploy in time during a collision; 2) the system may falsely report a collision signal, causing unintended deployment; 3) the entire SRS system enters fail-safe mode, restricting all airbag functions. Typical causes for this fault include damaged wiring harness insulation, water ingress in the connector, an internal sensor short circuit, or an ECU drive circuit fault.
Causes
— Wiring harness chafing in the right front longitudinal beam area: Prolonged friction during driving between the wiring harness and body metal edges, retaining clips, or the front bumper bracket damages the insulation and causes a short to ground. Commonly caused by improperly secured harnesses after accident repairs or underbody scraping.— Sensor connector water ingress and corrosion: Car washing, wading, or poor front sealing allows water to enter the connector (usually located inside the right front fender liner or below the headlamp). Pin oxidation causes a short to ground, accompanied by white or green corrosion marks.— Internal sensor circuit fault: Internal breakdown of the piezoelectric element or signal processing chip causes a power supply short to ground. Physical damage to the sensor housing or internal seal failure usually accompanies this.+2 more →
Actions
— Safety Preparation: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to allow the SRS capacitor to discharge. Wear an anti-static wrist strap. Do not measure the airbag circuit directly with a multimeter resistance setting.— Fault confirmation and freeze frame analysis: Use the diagnostic tool to read the DTC B165E status (current/history). Record the vehicle speed and sensor voltage values from the freeze frame data, and confirm the environmental conditions at the time of the fault.+6 more →
B165E11›
DTC B165E11 indicates the SRS (Supplemental Restraint System) control unit detects an abnormally low-resistance path (typically <1Ω) between the right front impact sensor signal or power circuit and body ground, constituting a short to ground. In BYD E2/E3/Qin EV architectures, this sensor utilizes a bipolar MEMS accelerometer and communicates with the SRS ECU via a hardwire or LIN bus connection. A short to ground causes the ECU to continuously receive a 0V reference signal, preventing it from distinguishing between "no collision" and "circuit fault" states. Per ISO 26262 functional safety requirements, the system enters Fail-Safe mode: it immediately illuminates the airbag fault warning lamp and disables right front airbag and side curtain airbag deployment to prevent unintended triggering or failure to deploy. This represents a severe ASIL-D fault.
Causes
— Internal short circuit in the sensor body: Overvoltage, static electricity, or aging causes a breakdown between the power supply pin and ground within the right front crash sensor integrated circuit (ASIC). This commonly occurs after driving through water or a battery system insulation fault.— Wiring harness mechanical damage: Front bumper removal and installation, accident repairs, or overly tight fender liner retaining clips abrade the sensor wiring harness insulation (usually located on the outer side of the right front longitudinal rail), causing the copper core to directly contact the vehicle body metal frame.— Connector water ingress and corrosion: A degraded sealing ring on the wiring harness connector inside the right front bumper (usually located behind the headlamp or on the right side of the radiator support) allows water to accumulate inside after washing the vehicle or driving through water, causing an electrolytic short to ground between the pins.+2 more →
Actions
— Safe power-down and discharge: Turn off the ignition switch, disconnect the low-voltage battery negative terminal, wait at least 90 seconds (to ensure the SRS energy storage capacitor fully discharges), and wear an anti-static wrist strap.— Initial visual inspection: Remove the right front bumper cover. Inspect the right front crash sensor (located at the front of the right front longitudinal beam or below the headlamp bracket) for physical damage or cracks. Inspect the wiring harness corrugated conduit for wear or crush marks. Inspect the connector for looseness or signs of water ingress (white powder or verdigris).+6 more →
B165F00›
DTC B165F00 indicates the SRS (Supplemental Restraint System) ECU detected a functional fault or communication error in the right front impact sensor. This sensor mounts near the right front side member or bumper reinforcement beam. It detects deceleration changes during a frontal collision and sends a crash signal to the airbag control unit. The '00' in the fault code typically indicates an internal sensor self-test failure, an out-of-range signal, or a communication interruption between the sensor and the ECU (non-specific short or open circuit). This fault disables the right front crash detection circuit. During a frontal collision, this failure may delay or prevent the deployment of the right front airbag and side curtain airbags, severely compromising passive safety performance. Consequently, the SRS illuminates the airbag warning light and may disable related airbag functions.
Causes
— Internal sensor fault: A damaged accelerometer element or failed signal processing circuit inside the right front crash sensor causes an abnormal output signal or no response. This commonly occurs after minor front-end impact vibrations or natural component aging.— Wiring harness connector issue: Sensor connector in the right front fender or bumper has loose or backed-out terminals, corrosion, or water ingress. Poor contact typically results from driving through water, washing the vehicle, or failing to fully seat the connector after accident repairs.— Physical damage to the wiring harness: Accident repairs or front bumper removal and installation crushed, chafed, or broke the right front wiring harness, causing an intermittent open circuit in the signal wire, power wire (12V), or ground wire.+2 more →
Actions
— Initial Diagnosis and Freeze Frame Recording: Use a dedicated diagnostic tool (VDS or ED400) to read complete DTC information. Record freeze frame data (vehicle speed, timestamp, etc. when the fault occurred). Confirm if B165F00 is a current fault (Active) and check for other related crash sensor fault codes (such as B165E11 short to ground).— Visual and physical inspection: Turn off the ignition. Remove the right front bumper or fender liner. Inspect the right front crash sensor exterior for damage or cracks. Check the mounting torque (typically 8-10 N·m). Confirm the sensor installation arrow points directly to the front of the vehicle. Verify the connector is fully locked and the sealing ring is intact.+3 more →
B166000›
DTC B166000 indicates the airbag control unit (SRSECU) detects the internal parameters of the Front Right Impact Sensor exceed the calibrated tolerance range. This sensor typically uses a MEMS capacitive or piezoelectric accelerometer to detect collision deceleration at the front right of the vehicle. "Parameter error" specifically indicates the sensor self-check detected sensitivity drift, zero offset exceeding the ±5% standard value, an abnormal temperature compensation curve, or corrupted calibration data stored in the EEPROM. This fault prevents the ECU from accurately interpreting the analog/digital signals transmitted by the sensor, potentially causing delayed deployment, non-deployment, or unintended deployment of the airbag during a collision (although unintended deployment probability remains low because the ECU utilizes a multi-sensor fusion algorithm). This represents a critical safety fault in the SRS system.
Causes
— Aging, debonding, or severe impact-induced microcracks in the accelerometer chip inside the sensor body permanently alter its piezoelectric or capacitive characteristics, causing the output signal slope to deviate from the factory calibration curve.— Deformed sensor mounting bracket, loose retaining bolts (standard torque typically 8-10 N·m), or paint/rust on the mounting surface reduces sensor-to-body connection rigidity, altering collision mechanical wave transmission characteristics and causing the ECU to detect a 'parameter abnormality'.— Oxidation, looseness, or water ingress at the wiring harness connector terminals causes increased contact resistance (>1Ω) or signal interference, leading the ECU to detect an abnormal sensor response time constant or amplitude-frequency characteristics.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 3 minutes (90 seconds for some models) to fully discharge the SRS backup power capacitor and prevent accidental airbag deployment.— Visual inspection: Locate the right front crash sensor (typically installed on the front section of the right front longitudinal beam, the right side of the radiator support, or the inner side of the right front fender reinforcement beam). Check the housing for cracks, deformation, or signs of water ingress. Check the mounting bracket for deformation.+5 more →
B166100›
DTC B166100 indicates a communication interruption or data abnormality between the Airbag Control Unit (ACU) and the Front Right Impact Sensor. The sensor mounts on the right front longitudinal beam or the right side of the bumper reinforcement beam to detect front-right collision acceleration. This communication error prevents the ACU from receiving real-time collision signals from this area, forcing the airbag system into a degraded mode. During a frontal collision, the system cannot accurately determine impact severity and direction, delaying or preventing deployment of the front right airbag and right-side pretensioner, which severely compromises occupant protection. This fault constitutes an active safety system failure and requires immediate repair.
Causes
— Right front crash sensor wiring harness connector loose, oxidized, or corroded by water ingress (sensor located in the front bumper area; vulnerable to water wading or high-pressure washer impact).— Accelerometer or communication IC chip failure inside the sensor body (due to prolonged vibration or electromagnetic interference)— Open or short circuit in the front wiring harness (improperly secured harness after front-end accident repairs, or wire breakage due to long-term vibration)+2 more →
Actions
— Use the BYD VDS diagnostic tool to read all fault codes, check for accompanying code B166000 (parameter error) or other communication faults, and record the freeze frame data.— Switch off the ignition, disconnect the negative battery terminal, and wait 90 seconds. Check the right front crash sensor connector (located at the front of the right front longitudinal beam or the right side of the bumper reinforcement) for looseness, water ingress, or pin corrosion.+4 more →
B1666-00›
DTC B1666-00 indicates the Airbag Control Unit (ACU) detected a communication loss or abnormal signal from the Left Side Impact Sensor (LSIS). This sensor, typically located in the left B-pillar or left front door area, monitors vehicle side-impact acceleration. Root causes include: 1) Open circuit in the sensor power or ground lines; 2) Open circuit, short circuit, or short to ground in the communication harness (LIN bus or hardwire); 3) Failure of the sensor internal piezoelectric accelerometer or signal processing circuit; 4) Incorrect sensor installation causing the signal to fall outside the calibrated range. This safety-critical fault may prevent the left side airbag and curtain airbag from deploying during a side impact, or cause unintended deployment during normal driving.
Causes
— Loose connectors, backed-out pins, or oxidized/corroded terminals in the left front door or B-pillar wiring harnesses, especially after frequent door cycling or water wading.— Internal fault in the left side impact sensor, such as a damaged accelerometer element or open internal circuit.— Physical damage to the wiring harness, including crushing or breakage after accident repairs, or broken copper wires due to long-term bending.+2 more →
Actions
— Use the dedicated diagnostic tool to read the complete fault codes and freeze frame data. Check for an accompanying B1667 (right side impact sensor) or other SRS fault codes, and verify the vehicle status at the time of the fault.— Disconnect the battery negative terminal and wait 3 minutes. Visually inspect the left side impact sensor (located inside the left B-pillar trim panel or behind the left front door trim panel) and its wiring harness connector for water stains, corrosion, or physical damage.+6 more →
B1666›
This DTC indicates interrupted communication or a physical disconnection between the airbag control unit (SRS ECU) and the Left Side Impact Sensor. The Left Side Impact Sensor typically mounts in the lower left B-pillar or the left front seat side trim area. It monitors left-side collision acceleration signals and provides key input for side airbag deployment decisions (including side airbags and side curtain airbags). The ECU records B1666 if it fails to receive the sensor ID response code within the specified monitoring period, if LIN bus communication times out, or if it detects an open power or ground circuit. This fault forces the left-side airbag system into fail-safe mode. During a side impact, the airbags may fail to deploy or deploy late, severely compromising occupant side-impact protection. Additionally, the instrument panel SRS warning lamp (airbag warning light) illuminates continuously, and the system may report the safety system fault status to the vehicle control unit via the CAN bus.
Causes
— Sensor harness connector loose, terminal backed out, or completely disconnected: Commonly occurs after accident repairs or interior trim removal/installation (such as replacing the left front door or B-pillar trim) due to failure to tighten the connector to the standard torque (usually 8-10 N·m), or a broken connector latch causing the connector to vibrate loose during driving.— Wiring harness physical damage or corrosion: Water ingress, underbody scraping, or rodent damage to the left sill wiring harness causes an open circuit or short to ground in the power supply line (+B), ground line (GND), or LIN communication line. Connector pin oxidation creates high resistance (>5Ω).— Internal sensor body fault: damaged internal accelerometer element, cold solder joints on the PCB, aged sealing ring causing water ingress and an internal short circuit, or sensor software version mismatch with the ECU (common after accident repairs using non-genuine parts).+2 more →
Actions
— Diagnostic confirmation: Use a BYD VDS2000/3000 or Launch X-431 diagnostic tool to access the SRS system and read all fault codes. Confirm whether B1666 is an Active or History code. Review the vehicle status in the freeze frame data (vehicle speed, timestamp). Check for an accompanying B1667 (left-side communication error) or U-series communication fault codes.— Safety preparation and visual inspection: Switch off the ignition, disconnect the negative battery terminal, and wait 90 seconds (to ensure the SRS capacitor discharges). Remove the left B-pillar lower trim panel (trim clips are usually beside the seat belt retractor cover). Verify the white connector on the crash sensor (part number usually starts with 5A-) inserts fully with an audible 'click' locking sound. Check the connector for a missing waterproof sealing ring.+3 more →
B166600›
DTC B166600 indicates a communication interruption between the SRS (Supplemental Restraint System) ECU and the left side impact sensor, or circuit resistance exceeding the calibrated range (typically >10kΩ or open circuit). On BYD E2/E3/Qin series models, the left side impact sensor mounts below the left B-pillar or on the left front door inner sheet metal to monitor left-side impact acceleration. The ECU triggers this DTC and illuminates the airbag warning lamp upon detecting a continuous open sensor signal circuit, an open internal sensor circuit, or an abnormal sensor power/ground circuit. Under this condition, side and curtain airbags may fail to deploy, but front airbag function usually remains unaffected.
Causes
— Loose or oxidized left front door wiring harness connector: Frequent door operation loosens the wiring harness connector near the door hinge, or water ingress after car washing corrodes the terminals, resulting in poor contact or an open circuit in the signal line.— Internal open circuit in the side impact sensor: A damaged internal piezoelectric element or integrated circuit prevents the sensor from sending a crash signal to the SRS ECU. Common causes include vehicle water ingress or sensor aging (vehicles over 5 years old).— Physical damage to the wiring harness: The seat rail pinches the wiring harness inside the left front door sill trim panel or B-pillar, an aftermarket audio wiring harness chafes it, or incorrect routing during accident repairs causes a short to ground or open circuit in the signal wire.+2 more →
Actions
— Safety precautions: Disconnect the 12V battery negative terminal. Wait at least 90 seconds for the SRS capacitor to fully discharge to prevent accidental airbag deployment. Wear an anti-static wrist strap.— Fault confirmation: Connect the VDS or Launch diagnostic tool. Read the complete DTCs and record the freeze frame data. Confirm the fault is current (Active) and not historical. Check for accompanying communication fault codes (such as the B165X series).+5 more →
B1667-00›
DTC B1667-00 indicates the airbag control unit (SRS ECU) detects a short to body ground in the signal circuit of the left side impact sensor (typically installed inside the left B-pillar reinforcement panel). This sensor is typically a MEMS capacitive or piezoelectric accelerometer. During normal operation, it returns a bias resistance of approximately 2.1-2.9 kΩ and a signal voltage of approximately 2.5 V to the ECU. When wiring harness insulation breaks, water enters the connector, or the sensor shorts internally, the ECU detects a continuous voltage signal below 0.5 V (short-to-ground threshold) and triggers this DTC. This fault disables the trigger threshold determination for the left side airbag and curtain airbag. During a side collision, the airbags may fail to deploy promptly, or signal interference during normal driving may cause unintended deployment. This is a highest-level safety fault.
Causes
— Sensor wiring harness insulation damage causing a short to ground: commonly caused by underbody scraping, loose harness retaining clips causing the harness to rub against metal body edges, or harness crush damage during sill trim panel removal and installation.— Connector water ingress and corrosion: Poor sealing in the left B-pillar area, a blocked and leaking sunroof drain hose, or directly spraying the B-pillar with a high-pressure washer causes connector terminal oxidation, resulting in a short to ground.— Internal damage to the sensor body: Severe vibration (such as improper removal and installation, or accidents) causes internal piezoelectric element or circuit board breakdown, or electronic components fail due to aging after the sensor exceeds its 5-year service life.+2 more →
Actions
— Safety preparation: Wear insulated gloves, disconnect the 12V low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system capacitors (confirm the READY light is off for the new energy vehicle high-voltage system).— Fault confirmation: Use a BYD dedicated diagnostic tool (VDS or ED400) to read SRS system fault codes, confirm B1667-00 is the current fault code, and record freeze frame data (ambient temperature, voltage value).+8 more →
B1667›
System definitions for DTC B1667 vary across BYD models. Original documentation classifies it under the SRS as "left side impact sensor short to ground." However, in practice for BYD F3, G6, S6, S7, Song, Tang, and Qin series models, B1667 generally indicates a Body Control System fault: "driver side (left) door mirror vertical adjustment motor fault/stuck." Based on circuit operation, the BCM (Body Control Module) identifies the fault by monitoring the drive current and position feedback signal of the door mirror vertical adjustment motor. The BCM stores this DTC when it detects a short to ground, abnormal current (too high or too low), motor stall, or an open circuit in the motor circuit. This fault disables the electric vertical adjustment of the door mirror. It typically does not affect horizontal adjustment, mirror heating, or folding functions (if equipped).
Causes
— Worn carbon brushes, oxidized commutator, or internal short circuit in the rearview mirror vertical adjustment motor, causing abnormal drive current.— Rearview mirror drive mechanism (plastic worm gear, gear set) lacks lubrication, is worn or broken, or binds due to foreign matter (such as dust or rust particles).— Prolonged bending of the door wiring harness at the A-pillar or hinge damages the insulation, causing a power wire short to ground or a signal wire open circuit.+2 more →
Actions
— Use a BYD dedicated diagnostic tool or generic OBD device to read the Body Control Module (BCM) fault codes, confirm B1667 is present, and check for an accompanying B1668 (right side) or other related fault codes.— Check the rearview mirror/window system fuse in the engine compartment or dashboard fuse box (commonly F16/15A or F17/20A). If blown, do not install a higher-capacity fuse; locate the short circuit first.+5 more →
B166711›
DTC B166711 indicates a short to ground in the signal circuit of the airbag system (SRS) left side impact sensor. This sensor typically mounts inside the driver-side B-pillar trim panel and detects left-side impact acceleration. The SRS control unit sets this fault when it detects abnormal voltage to ground on the sensor signal wire (continuous low level) or a resistance value below the threshold. This fault causes the airbag system to enter fail-safe mode. During a side collision, the left side airbag and left curtain airbag may fail to deploy. The instrument panel continuously illuminates the airbag warning light. The BYD diagnostic protocol defines the DTC suffix '11' as 'Shorted to Ground', distinguishing it from '00' (open circuit/not connected) or other fault types.
Causes
— Left B-pillar wiring harness worn or crushed: Frequent door operation over time rubs the B-pillar wiring harness against the metal body frame. Damaged insulation shorts the wire to body ground.— Sensor connector water ingress or corrosion: Driving in rain, improper car washing, or poor window seals allow water to seep into the left B-pillar, causing oxidation or a short circuit at the sensor connector terminals.— Side impact sensor internal fault: Damage to the internal piezoelectric element or circuit board causes the signal terminal to short to ground, resulting in an abnormal drop in resistance (normal: 2-3 kΩ).+2 more →
Actions
— Connect the VDS diagnostic tool to the vehicle OBD port, read the SRS system fault codes, confirm DTC B166711 (Left side impact sensor short to ground) is currently present, and record the freeze frame data.— Switch off the ignition and remove the driver side B-pillar lower trim panel (remove the seat belt pretensioner trim panel) to expose the left side impact sensor assembly.+6 more →
B166800›
DTC B166800 indicates a functional fault in the Left Side Impact Sensor within the Supplemental Restraint System (SRS). This sensor typically mounts inside the left B-pillar trim panel or near the left side sill beam. It contains a built-in accelerometer to detect side-impact acceleration on the left side of the vehicle. When the sensor detects acceleration exceeding a specific threshold, it sends a crash signal to the SRS ECU, which then determines whether to deploy the left side airbag and side curtain airbag. This DTC triggers when the SRS ECU continuously fails to receive a valid signal from the sensor (due to communication loss, abnormal signal voltage, or sensor unresponsiveness), disabling the left-side impact protection function. In this fault state, the side airbag and side curtain airbag may fail to deploy during a side collision, severely endangering occupant safety.
Causes
— Loose left side impact sensor wiring harness connector, water ingress, or terminal corrosion (common at the B-pillar due to long-term wiring harness bending from frequent door operation)— Internal failure of the accelerometer element in the sensor body or signal processing circuit fault (due to aging, vibration, or electromagnetic interference)— Sensor power supply circuit (usually 5V reference voltage) short to ground, short to power, or open circuit, or signal circuit (LIN or CAN communication line) short or open circuit.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read complete fault codes and freeze frame data. Verify environmental parameters at the time of the fault, including vehicle speed and temperature. Check for related history fault codes (e.g., B166711 short to ground or B166900 configuration error).— Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds (to ensure the SRS capacitor discharges). Remove the left B-pillar lower trim panel. Visually inspect the left side impact sensor for physical damage, cracks, or loose mounting.+6 more →
B166900›
This fault code indicates the SRS (Supplemental Restraint System) control module detects the configuration parameters for the left side impact sensor (typically mounted on the left B-pillar, left front door intrusion beam, or under the driver's seat, depending on vehicle configuration) do not match expected system values. This is not a simple electrical open/short circuit (DTC B166800) or communication interruption (DTC B166A00). Instead, it indicates the SRS control module EEPROM contains abnormal or missing data for the sensor's hardware ID code, calibration coefficients, software version identifier, or installation position parameters. Specifically, the control module cannot correctly identify the sensor. This may cause the side airbag and curtain airbag deployment thresholds to deviate from design values, or cause the system to fail to deploy during a side impact. Common trigger scenarios include: failing to perform online configuration (coding) after sensor replacement, failing to migrate data after an SRS control module software update, using non-genuine parts (lacking vehicle configuration data), or SRS module data area damage following a collision. This fault is a functional safety configuration error. Repair immediately to restore normal side impact protection function.
Causes
— Failure to execute the 'Sensor ID Learning' or 'SRS System Configuration' procedure using the BYD VDS diagnostic tool after replacing the left side impact sensor (or after accident repairs) prevents writing the new sensor hardware ID to the control module.— The SRS control module software version does not match the sensor hardware version. Common causes include a failed vehicle software OTA update, mixing parts from different model years (for example, installing a 2020 sensor in a 2018 vehicle), or replacing the control module without synchronizing the configuration.— Water ingress, oxidation, or backed-out pins at the left side impact sensor wiring harness connector (usually the GJK plug inside the left B-pillar trim or the G10 plug under the seat), causing a CRC check failure when reading configuration data.+2 more →
Actions
— Connect the BYD VDS2000/VDS3100 diagnostic tool to the vehicle. Read all DTCs and freeze frame data. Confirm whether B166900 is an Active or History fault. Check for accompanying B166A00 (communication error) or B166800 (hardware fault) codes to rule out multiple faults.— Visually inspect the mounting status of the left side impact sensor (located inside the lower-middle trim panel of the left B-pillar or under the seat). Confirm the part number (e.g., BYD-3636900-XX) matches the vehicle model year. Check the wiring harness connector for looseness, water ingress, or oxidation (focus on the GJK connector sealing ring inside the B-pillar trim). Measure the sensor supply voltage (9-16V, ignition ON).+3 more →
B166A00›
DTC B166A00 indicates interrupted communication or abnormal data between the airbag control unit (SRS ECU) and the Left Side Impact Sensor. This sensor typically mounts at the lower B-pillar or under the left front seat and monitors left-side impact acceleration. A communication error prevents the ECU from receiving real-time impact data from the sensor, causing the side and curtain airbags to fail to deploy accurately during a collision, or risking unintended deployment. This fault constitutes an active safety system failure. The vehicle remains drivable, but side-impact protection functions degrade.
Causes
— Left side impact sensor wiring harness connector loose, oxidized/corroded, or has backed-out pins. Common after water wading, car washes, or failing to fully seat the connector after accident panel repair.— Internal fault in the sensor body, including damaged MEMS accelerometer chip, internal water ingress, or dry solder joints from prolonged vibration.— Wiring harness short or open circuit, especially sill wiring harness damage from seat rail pinching, rodent damage, or aftermarket modifications (such as installing illuminated scuff plates or ambient lighting).+2 more →
Actions
— Use a VDS or X431 diagnostic tool to read all SRS system fault codes. Confirm whether B166A00 is a current (Active) or historical (History) fault, and record the freeze frame data.— Visually check the dashboard airbag warning light status and confirm the lamp circuit operates normally during the system self-check (the light should turn off 6 seconds after turning the ignition switch ON; if it remains illuminated, confirm the fault exists).+6 more →
B166F-00›
DTC B166F-00 indicates the airbag control unit (SRS ECU) detects a communication loss or electrical disconnection with the right side impact sensor. This sensor typically mounts in the right B-pillar or inside the door to monitor side-impact acceleration and serves as the key input device to trigger the right side airbag and curtain airbag. The ECU sets this fault code if it fails to receive a valid signal from the sensor within the set cycle, or detects an open or short circuit in the wiring. This fault forces the right side airbag system into fail-safe mode. The airbags may fail to deploy during a side impact, severely compromising occupant passive safety. The instrument cluster continuously illuminates the SRS warning light.
Causes
— Loose connector or poor contact: Right side impact sensor connector not fully locked, or terminal backed out or oxidized, interrupting signal transmission. This commonly occurs after vehicle wading, car washing, or vibration from repeated door opening and closing.— Wiring harness open or short circuit: The harness connecting the sensor to the SRS ECU shows wear, insulation damage, or breakage at the door hinge, B-pillar wiring pass-through, or body bend points, or shorts to ground or power.— Sensor body internal fault: An open internal circuit or damaged communication chip prevents the ECU from recognizing the sensor ID and signal.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read fault codes. Confirm B166F-00 is a current fault (Active), record freeze frame data, and check for other SRS fault codes.— Turn the power to OFF, disconnect the battery negative terminal, and wait at least 90 seconds to ensure system discharge. Inspect the right side impact sensor (usually located inside the right B-pillar trim or inside the door) for physical damage or signs of impact.+6 more →
B166F›
DTC B166F indicates a loss of communication between the SRS (Supplemental Restraint System) ECU and the Right Side Impact Sensor (RSIS). This sensor typically mounts below the B-pillar on the right front door frame or the lower section of the right centre pillar to detect side-impact acceleration on the right side of the vehicle. The SRS ECU sets this fault code if it fails to receive a signal from the sensor within a predetermined time, or detects circuit resistance outside the normal range (open/short circuit). This fault may prevent the right side airbag and right curtain airbag from deploying correctly during a side impact, severely compromising occupant side-impact protection. It does not affect frontal impact protection.
Causes
— Poor connector contact: Right crash sensor connector K05(B) and body wiring harness connector KG10 are not fully locked, the retaining clip is damaged, or the terminals are oxidized, interrupting signal transmission.— Wiring harness open circuit or wear: Long-term vibration at the wiring harness retaining clip inside the B-pillar trim panel damages the insulation and partially breaks the wire, or pinching the harness during repairs causes an intermittent open circuit.— Sensor body damaged: Collision impact, water ingress, or electrical overload damaged the sensor's internal piezoelectric accelerometer element or signal processing circuit, causing an open circuit.+2 more →
Actions
— Safety preparation: Turn the power mode to OFF, disconnect the negative battery cable, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate component: Remove the right B-pillar lower trim panel, locate the right side impact sensor (usually marked RSIS or SIS-R), and verify the connection status of connector K05(B).+6 more →
B166F00›
This fault code indicates the airbag control unit (SRS ECU) detects a communication loss or open circuit at the right side impact sensor. The sensor typically mounts inside the right front door trim panel or below the B-pillar and monitors the right-side collision acceleration signal. The SRS ECU triggers DTC B166F00 if it fails to receive a valid signal from the sensor within the preset monitoring period or detects an open circuit in the sensor power or communication lines. This fault may prevent the side airbag and side curtain airbag from deploying correctly during a side impact, but does not cause accidental deployment. The system illuminates the instrument cluster SRS warning light to indicate a safety system fault.
Causes
— Repeated bending of the right front door wiring harness at the door hinge causes internal wire breaks or poor connections (common fault point).— Right side impact sensor connector (usually marked K05(B)) is loose, has backed-out terminals, water ingress and oxidation, or poor contact.— Sensor body internal circuit fault, chip damage, or signal processing module failure+2 more →
Actions
— Use VDS2000 or a BYD dedicated diagnostic tool to read the fault code, confirm whether B166F00 is a current (Active) or history (History) fault, and record freeze frame data.— Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS system to discharge. Verify the right side impact sensor connector (located inside the right front door trim panel or below the B-pillar) is secure. Inspect the connector for water ingress, terminal corrosion, or backed-out pins.+4 more →
B1670-00›
DTC B1670-00 indicates an abnormally low-resistance connection between the right side impact sensor (SIS) signal circuit and body ground, resulting in a short to ground. The BYD SRS (Supplemental Restraint System) architecture utilizes a piezoelectric or MEMS accelerometer for the right side impact sensor. This sensor mounts inside the right B-pillar or the right front or rear door cavity and monitors side impact acceleration. A short to ground prevents the SRS control unit (ACU) from receiving a valid analog acceleration signal (typically a 0.5-4.5V voltage signal). Instead, the ACU receives a ground potential near 0V. This condition triggers the ACU to enter fault protection mode, disable the right side airbag and curtain airbag deployment, and illuminate the airbag fault warning lamp. If the short circuit occurs during an impact, it can cause unintended airbag deployment or failure to deploy, creating a serious safety hazard.
Causes
— Repeated flexing of the right front or right rear door wiring harness at the door hinge wears the insulation, causing the signal wire (usually yellow) to contact the metal door frame and short to ground.— Internal sealing failure of the right side impact sensor body allows rainwater or car wash fluid to enter the sensor, shorting the circuit board. This commonly occurs due to incorrect installation of the waterproof sealing ring after accident repairs.— Water ingress or a damp environment oxidized or corroded the terminals in the sensor connector (2-pin or 3-pin plug) below the right B-pillar, causing a partial short circuit or a complete short to ground.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds to ensure the SRS capacitor discharges fully to prevent accidental airbag deployment. Wear an anti-static wrist strap. Prepare a multimeter and insulated probes.— Locate the sensor: Refer to the vehicle repair manual (E1/Qin series) to confirm the right side impact sensor location (usually inside the right B-pillar lower trim panel or at the front of the right front door cavity). Remove the corresponding interior trim panel to expose the sensor.+4 more →
B1670›
DTC B1670 indicates an abnormally low-resistance connection (short to ground) between the right Side Impact Sensor (SIS) signal circuit and body ground (GND). Electrically, this typically indicates damaged signal wire insulation contacting body metal, an internal connector short, or a sensor internal integrated circuit fault shorting the signal output terminal to the housing. This fault causes the Airbag Control Unit (ACU) to continuously receive a false 'crash trigger' signal (voltage near 0V) or completely lose sensor communication. Consequently, the ACU enters fail-safe mode, disabling the right airbag and side curtain airbag to prevent accidental deployment. Additionally, if the system identifies the short circuit as a continuous crash signal on certain models, it may trigger unintended airbag deployment. This fault constitutes a severe safety hazard and requires immediate repair.
Causes
— Right side impact sensor wiring harness wear: During long-term vehicle use, the sensor wiring harness located in the right B-pillar or sill trim rubs against body metal edges or retaining clips, damaging the insulation and shorting the copper core to body ground.— Connector water ingress or corrosion: Vehicle wading, a blocked sunroof drain tube, or improper car washing allows moisture to enter the right crash sensor connector (usually located below the B-pillar or under the seat), causing a short circuit between pins or to ground.— Internal sensor body fault: Damage to the crash sensor internal piezoelectric element or signal processing circuit causes the signal output terminal to short to the sensor housing (ground).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to discharge the airbag system energy storage capacitor to prevent accidental airbag deployment during repair.— Fault confirmation and freeze frame recording: Use the BYD VDS diagnostic tool to read the DTC B1670 status (current/history), record the freeze frame data (vehicle speed, timestamp, and sensor voltage values at the time of the fault), and confirm the specific location of the right sensor (front/center/rear).+5 more →
B167011›
DTC B167011 indicates a short to ground in the Right Side Impact Sensor (RSIS) signal circuit. This sensor typically mounts on the right B-pillar, right front door, or right front side member to monitor acceleration changes during a side impact. The SRS control module logs this fault when it detects the sensor signal wire resistance to ground falls below the threshold (typically 0-5Ω). An insulation failure in the sensor circuit causes this fault. The control module receives a continuous 0V signal (ground potential), preventing it from correctly determining impact severity. This fault triggers fail-safe mode, disabling the right side airbag and side curtain airbag, and illuminates the instrument panel airbag warning light. It severely compromises occupant protection during a side impact and constitutes a high-risk safety fault.
Causes
— Harness mechanical damage: Long-term bending, wear, or accident crushing damages the harness insulation at the right B-pillar or door hinge, causing the wire to directly contact the vehicle body metal and create a short to ground.— Sensor connector fault: aged connector seal, internal water ingress after driving through water causing pin corrosion and short circuit, connector not fully seated during repair, or bent pin contacting the connector housing (ground terminal).— Internal short circuit in the sensor body: A damaged piezoelectric element or processing circuit inside the crash sensor causes the power or signal terminal to short to ground. Measured resistance typically approaches 0Ω (normal: 1.9-2.3kΩ).+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the negative battery terminal, and wait at least 3 minutes to fully discharge the SRS system capacitor and prevent accidental airbag deployment during repair.— Fault confirmation: Use VDS or a Launch diagnostic tool to read fault codes. Confirm B167011 is a current fault (Present). Record freeze frame data and check for accompanying related fault codes (such as U0151 communication fault).+6 more →
B167100›
The Right Side Impact Sensor is a key safety component of the Supplemental Restraint System (SRS). The sensor typically mounts in the right B-pillar, right front door, or right C-pillar. It monitors acceleration changes on the right side of the vehicle. Upon detecting severe deceleration from a side impact, the sensor sends a crash signal to the SRS control unit to trigger the right side airbag and/or side curtain airbag deployment. DTC B167100 indicates the SRS control module fails to receive a valid signal from the Right Side Impact Sensor, or the received signal falls out of range (including open circuit, short circuit, signal distortion, or no sensor response). This fault disables the right side impact protection function. The airbags may fail to deploy during a side collision. The system illuminates the airbag warning light to alert the driver of a safety system fault.
Causes
— Right side impact sensor internal damage or sensitivity drift (e.g., piezoelectric element aging or internal circuit fault)— Sensor harness open circuit, short to ground, or short to power (commonly from harness wear at the door hinge or inside the B-pillar trim panel).— Poor contact at the sensor connector, oxidized or loose pins, or corrosion from water ingress (especially after driving through water or washing the vehicle)+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS/VDS2000) to read the DTC freeze frame data, verify the environmental conditions when the fault occurred (vehicle speed, temperature, voltage), and attempt to clear the DTC to determine if the fault is intermittent.— Turn off the ignition, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor. Inspect the right side impact sensor for physical damage, cracks, or water ingress.+4 more →
B167200›
DTC B167200 indicates the airbag system (SRS) detects a mismatch between the configuration parameters of the Right Side Impact Sensor (typically mounted inside the right B-pillar) and the calibration data stored in the SRS control module. This is not a basic circuit continuity fault; it involves sensor ID recognition failure, hardware parameter verification errors, or lost/corrupted software configuration data. In the BYD architecture, this sensor monitors lateral acceleration changes and provides critical data for side airbag and side curtain airbag deployment decisions. This fault forces the SRS into a degraded mode. The right side airbag and side curtain airbag may fail to deploy during a collision. Additionally, the system may send an abnormal crash signal via a hardwired connection to the BMS and Vehicle Control Unit (VCU), triggering high-voltage system power cut-off protection or a reduced power mode.
Causes
— Poor contact or terminal back-out at the sensor wiring harness connector: The right side impact sensor is located on the B-pillar. Long-term vibration or a loose connection causes internal connector terminals to oxidize or back out. This intermittently interrupts signal transmission or causes abnormal resistance, triggering a configuration verification failure.— SRS control module software defect or calibration data loss: Early production SRS module software versions contain bugs, or vehicle power disconnection or low battery voltage erases stored sensor ID matching data and calibration parameters.— Sensor hardware fault: A damaged internal MEMS accelerometer or ASIC chip causes the output signal parameters to exceed the SRS module tolerance range.+2 more →
Actions
— Initial diagnosis: Connect the VDS2000 or BYD dedicated diagnostic tool. Enter the SRS system to read all fault codes. Confirm whether B167200 is a current or history code. Read the data stream to check the right side impact sensor status (should display 'normal' or a specific voltage value). Check for other related fault codes (such as B165700, B17A400, etc.).— Physical inspection and cleaning: Disconnect the negative battery terminal, wait 3 minutes, then remove the right B-pillar lower trim panel. Locate the right side impact sensor (usually a black square component with a 2-3 pin connector). Inspect the connector for looseness, water ingress, or oxidation. Unplug the connector and inspect the terminals for push-out or deformation. Clean with electrical contact cleaner and apply conductive grease.+4 more →
B167300›
This fault code indicates a communication failure between the airbag control module (SRS ECU) and the right side impact sensor (SIS). On models such as the BYD Qin PRO, the right side impact sensor typically mounts inside the right front door trim panel, below the right B-pillar, or beside the right front seat. The sensor connects to the SRS ECU via a LIN bus or hardwire to monitor real-time lateral acceleration changes on the right side of the vehicle. The ECU triggers DTC B167300 if it fails to receive valid data frames from the sensor over several consecutive ignition cycles, detects a bus short or open circuit, or encounters a data checksum failure. This fault may prevent the right side airbags (curtain and seat side airbags) from deploying during a side impact. Consequently, the airbag warning lamp (SRS lamp) illuminates continuously, and the vehicle passive safety system enters degraded protection mode.
Causes
— Internal circuit damage in the right side impact sensor (e.g., MEMS accelerometer chip failure or internal capacitor breakdown), commonly occurring after vehicle wading or a previous side impact.— Loose connectors, backed-out pins, oxidation, or water intrusion in the wiring harness between the sensor and the SRS ECU, especially harness wear at the door hinge and inside the sill trim caused by frequent door operation or wading.— Poor contact in the sensor power supply circuit (+B power) or ground circuit (GND) causing abnormal voltage (normal: 9-16 V; voltages below 8 V may trigger a communication fault).+2 more →
Actions
— Use the BYD VDS2000 dedicated diagnostic tool or Launch X-431 to access the SRS system. Read the complete DTC freeze frame data (record vehicle speed, temperature, and voltage when the fault occurred). Clear the fault code to distinguish between intermittent and persistent faults.— Visually inspect the right front door trim panel, lower B-pillar trim panel, and sill wiring harness sleeve. Check the door hinge wiring harness specifically for breaks, wear, or signs of water ingress. Inspect the right front carpet and under the seat for water stains to determine if the vehicle has flood damage.+5 more →
B167500›
DTC B167500 indicates a communication interruption or data anomaly between the Airbag Control Unit (ACU) and the Left Rear Side Impact Sensor (typically mounted in the left C-pillar, left rear door frame, or rear seat side panel area). This sensor communicates with the ACU via a LIN bus or dedicated CAN line to monitor collision acceleration at the left rear of the vehicle. The ACU sets this code when it fails to receive a valid data frame from the sensor within a set cycle (typically 100-500ms) or receives data with a checksum error. This safety-critical fault prevents the side curtain airbag (CAB) and left rear side airbag from triggering accurately during a side impact, or in extreme cases, causes unintended airbag deployment.
Causes
— Loose, oxidized, or poor contact at the left rear side impact sensor wiring harness connector (commonly results from water leaking through an aging left rear door frame seal, or failing to fully seat the connector after removing and installing the C-pillar trim panel).— Internal fault in the sensor body (damaged MEMS accelerometer chip, LIN transceiver fault, or internal voltage regulator circuit failure)— Wiring harness open or short circuit (prolonged bending, water ingress, or rodent damage to the main wiring harness inside the sill trim causes a LIN wire short to ground or power, or a short between the signal wire and shielding layer)+2 more →
Actions
— Use the VDS2000 or a dedicated BYD diagnostic tool to access the SRS system, read all DTCs, and record the freeze frame data. Check for accompanying fault codes such as B1676 (sensor not connected) and verify the ACU software is up to date.— Remove the left C-pillar trim panel or left rear door seal and locate the left rear side impact sensor (part number usually starts with 5A-). Visually inspect the connector for looseness and the pins for oxidation or discoloration. Measure the voltage between pin 1 (power) and pin 2 (ground) at the sensor connector. The voltage should be 9-16V.+4 more →
B1676-00›
DTC B1676-00 indicates the airbag control module (SRS ECU) detects a communication interruption or circuit fault in the Left Rear Side Impact Sensor (LR-SIS). The sensor typically mounts on the vehicle's left rear side panel, inside the C-pillar trim panel, or on the side of the rear seat to monitor collision acceleration at the left rear of the vehicle. The ECU sets this fault code when it detects an open circuit, a short circuit, or internal sensor resistance outside the calibrated range (typically 2.0–3.0 kΩ, depending on the vehicle model). This SRS communication link fault may prevent the side airbags and side curtain airbags from deploying correctly during a side impact. It can also force the entire airbag system into a degraded protection mode, severely compromising passive safety performance.
Causes
— Sensor connector loose, oxidized, or water ingress: Because the left rear side impact sensor mounts in the vehicle side panel, wading, car washing, or damp conditions can oxidize or corrode the plug. Vehicle vibration can also loosen the plug.— Wiring harness wear or breakage: Rear seat adjustment, pinching by objects, or aftermarket audio/soundproofing installation may crush or cut the wiring harness in the C-pillar or under the seat, causing an open circuit or intermittent poor contact.— Sensor fault: A damaged internal piezoelectric element or processing circuit causes abnormal resistance values or no signal output.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Locate the sensor: Refer to the workshop manual, remove the left rear quarter trim panel or lower C-pillar trim panel, and find the left rear side impact sensor (usually marked 'SIS LR' or similar).+5 more →
B1676›
DTC B1676 indicates the airbag control unit (SRS ECU) detected a communication loss or physical disconnection at the Left Rear Side Impact Sensor. Located in the left rear C-pillar or rear door frame area, this sensor monitors collision acceleration at the left rear of the vehicle. The SRS ECU stores this DTC if it fails to receive a sensor signal within a predetermined time or detects abnormal circuit resistance (open/short circuit). This fault forces the side airbag system (including the side curtain and/or rear seat side airbags) into a degraded mode. The airbags may fail to deploy during a left-side collision, severely compromising passive safety. Repair immediately.
Causes
— Loose sensor connector, backed-out pins, or oxidized/corroded terminals inside the left rear C-pillar trim panel (common after vehicle wading, high-pressure washing, or prolonged exposure to damp environments)— Internal wire breakage in the sensor wiring harness due to long-term bending and wear at the door hinge or C-pillar sheet metal hole.— Internal accelerometer in the side impact sensor damaged (e.g., previous side impact without airbag deployment, or sensor failure due to aging)+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds for the SRS system energy storage capacitor to fully discharge to prevent accidental airbag deployment.— Visual inspection: Remove the left rear C-pillar trim panel and sill trim panel. Locate the side impact sensor (usually marked 'SIDE IMPACT' or with a part number). Verify the connector is fully seated, check for broken locking tabs, and inspect the pins for green oxidation, corrosion, or backed-out terminals.+3 more →
B167600›
This DTC indicates the airbag control unit (SRS ECU) detects a communication loss or open circuit between the Left Rear Side Impact Sensor (typically installed on the left rear quarter panel or C-pillar area) and the main control unit. Specifically, during the ignition ON self-check or continuous monitoring while driving, the ECU detects the sensor circuit resistance exceeds the normal range (exhibiting high resistance or an open circuit) and fails to receive a valid acceleration signal. This fault causes the SRS system to disable deployment of the left side airbag and side curtain airbag. In a left-side collision, these airbags may fail to deploy, severely compromising passive safety performance. The vehicle drive system remains unaffected.
Causes
— Loose sensor wiring harness connector or poor contact (common after vehicle wading, severe vibration, or incomplete connector seating during repairs)— Internal open circuit in the left rear side impact sensor (component aging, internal circuit board fracture, or water ingress corrosion)— Wiring harness open circuit or damaged insulation (long-term friction against the left rear door frame seal, or a detached wiring harness retaining clip causing tension and breakage)+2 more →
Actions
— Use a BYD VDS2000 or Launch X431 diagnostic tool to read complete DTCs and freeze frame data, confirm B167600 is the current fault code, and record the vehicle status at the time of the fault.— Switch off the ignition, disconnect the negative battery terminal, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.+7 more →
B1677-00›
DTC B1677-00 on BYD new energy vehicles (including DM hybrid and EV models) is a manufacturer-defined fault code. It denotes a communication fault between the Battery Management System (BMS) and the Motor Control Unit (MCU/VTOG), or a High Voltage Interlock Loop (HVIL) fault, rather than an SRS airbag crash sensor fault. This fault indicates an open circuit, short circuit, or communication interruption in the high-voltage safety interlock loop. When the BMS detects a high-voltage safety risk, it triggers a protection mechanism and cuts off the high-voltage power supply, preventing the vehicle from powering on, driving, or charging. This fault involves high-voltage safety and requires immediate repair.
Causes
— Loose high-voltage interlock (HVIL) plug, backed-out terminal, poor connection, or corroded/oxidized pins causing abnormal circuit resistance.— Open circuit, short to ground, harness wear, interference, or water ingress in the high-voltage interlock loop wiring.— CAN communication wiring harness fault between BMS and MCU (open circuit, short circuit, electromagnetic interference)+2 more →
Actions
— Use the BYD dedicated diagnostic tool (ED400/Launch X-431) to read BMS system fault codes. Confirm B1677-00 and related freeze frame data. Check for accompanying communication fault codes.— Perform a high-voltage interlock loop continuity test: disconnect the low-voltage battery negative terminal, wait 5 minutes, and measure the total resistance of the HVIL circuit using a multimeter. The resistance must be less than 10Ω. If the resistance is excessive or infinite, inspect the interlock pins of each high-voltage component section by section (BMS → service disconnect switch → power battery → PDU → MCU → compressor → PTC).+4 more →
B1677›
DTC B1677 indicates a short to ground in the left rear side impact sensor (SIS) signal circuit. In the BYD SRS (Supplemental Restraint System) architecture, the left rear side impact sensor typically mounts below the B-pillar or near the left rear door frame to monitor collision acceleration at the left rear of the vehicle. When the sensor signal wire shorts to the vehicle body ground, the SRS control module (ACM) detects a signal voltage continuously below the threshold (usually <0.5V) and logs a short-to-ground fault. This fault disables the left rear side collision detection function, forces the system into fail-safe mode, and illuminates the instrument cluster SRS warning lamp. During a side collision, the left-side curtain airbag and seat side airbag may fail to deploy, posing a serious safety risk.
Causes
— Internal short circuit in the sensor body: Damage to the piezoelectric element or signal processing circuit inside the left rear side impact sensor causes the resistance between the signal terminal and ground terminal to drop abnormally (<10Ω).— Wiring harness insulation wear causing short to ground: Vibration and friction damage the insulation where the harness passes through body sheet metal holes, retaining clips, or floor cable channels, allowing the copper core to contact the vehicle body metal.— Connector water ingress and corrosion: Wading, washing the vehicle, or poor sealing allows water to enter the sensor connector (usually located inside the B-pillar trim panel or under the seat), forming an electrolytic conductive path between the pins.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to discharge the SRS system capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS or Launch X-431 diagnostic tool to read the fault code. Confirm B1677 is a current fault (Active) and record freeze frame data (vehicle speed, timestamp, etc.).+8 more →
B167711›
B167711 is a BYD Supplemental Restraint System (SRS) diagnostic code indicating a short to ground in the left rear side impact sensor signal circuit. This sensor typically mounts in the left B-pillar or C-pillar area. It detects acceleration changes during a side impact and provides a collision severity signal to the Airbag Control Unit (ACU). A short to ground indicates insulation failure between the sensor signal wire (SIG) or power wire (VB) and the vehicle body ground (GND), dropping the resistance below the normal threshold (typically <5Ω). This fault prevents the ACU from receiving the collision signal, triggers the system fail-safe mechanism, disables deployment of the left rear side airbag and side curtain airbag, and illuminates the airbag warning light. During a severe collision, the affected airbags may fail to inflate, posing a severe safety hazard.
Causes
— Wiring harness physical damage: Long-term vibration, pinching, or chafing damages the insulation on the sensor wiring harness inside the left rear side trim panel, below the B-pillar, or near the seat rail. The exposed wire contacts the vehicle body metal, causing a short to ground.— Internal sensor fault: Crash sensor internal IC circuit, filter capacitor, or Zener diode breakdown causes internal conduction between the signal and ground terminals. This typically results from sensor aging or severe vibration.— Connector water ingress and corrosion: Driving through water, direct high-pressure washing, or aging seals allow water to seep into the left rear side panel. This oxidizes and electrolytically corrodes the sensor connector pins (usually located below the B-pillar or inside the sill beam), forming a short circuit path.+2 more →
Actions
— Safety preparation: Park the vehicle on a level surface, turn the ignition switch to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS2000/VDS3000 diagnostic tool to access the SRS system, read DTC B167711 to confirm if it is a current (Active) fault, and record the freeze frame data (ambient temperature and vehicle status).+6 more →
B167800›
This DTC indicates the SRS electronic control unit detects a functional fault in the Left Rear Side Impact Sensor (mounted in the lower left B-pillar or inside the left rear quarter panel). Specifically, the ECU receives no valid acceleration signal, the signal exceeds the normal threshold (typically 0.5-4.5V), or the system detects an open or short circuit. This sensor monitors side-impact acceleration on the left rear of the vehicle. The ECU uses this signal to determine whether to deploy the left curtain airbag and rear side airbag. When this fault occurs, the system enters fail-safe mode, illuminates the airbag warning light, and disables the related side airbags, significantly increasing the risk of occupant protection failure during a side collision.
Causes
— The piezoelectric accelerometer or signal processing IC inside the sensor body is damaged, causing output signal drift or no signal.— Water ingress and oxidation at the wiring harness connector at the bottom of the left B-pillar (common after car washing or wading) increases contact resistance or causes a short circuit in the signal wire.— Body wiring harness broken at the B-pillar hinge bend, or failure to properly reinstall the wiring harness after accident repairs causes an open circuit.+2 more →
Actions
— Use the BYD VDS3000 diagnostic tool to read the complete fault codes and freeze frame data. Check for accompanying sub-fault codes such as B167711 (short to ground) or B167712 (short to power). Record the vehicle speed and ambient temperature at the time of occurrence.— Disconnect the 12V battery negative terminal and wait at least 90 seconds to ensure the SRS capacitor fully discharges. Remove the left lower B-pillar trim panel and the left rear door sill trim panel. Visually inspect the crash sensor exterior for cracks and the installation torque mark for misalignment (standard torque is typically 8-10 N·m).+6 more →
B167900›
DTC B167900 indicates a logic error or communication protocol mismatch in the parameter data transmitted from the left rear side impact sensor (typically installed in the left C-pillar or rear door frame area) to the SRS airbag control unit. This is not a simple circuit fault (such as an open or short circuit). Instead, specific identification parameters uploaded by the sensor (such as part number ID, calibration zero offset value, sensitivity coefficient, or communication checksum) exceed the SRS ECU storage range or fail verification. Possible causes include: - Incorrect sensor configuration (e.g., failing to write parameters after accident repairs) - Corrupted parameter data stored in the sensor's internal ASIC chip - LIN/CAN bus communication interference causing data frame errors - Unstable sensor supply voltage causing abnormal analog-to-digital conversion This fault prevents the SRS system from confirming sensor data reliability. The system may enter a degraded mode, disabling window airbag or side curtain airbag deployment and significantly reducing side impact protection.
Causes
— Prolonged bending at the C-pillar or rear door hinge causes internal wire wear or poor contact in the left rear side impact sensor wiring harness, resulting in power supply or signal voltage drift.— Oxidized pins, backed-out pins, or sealing ring failure at the sensor connector (yellow waterproof connector), causing increased contact resistance or an intermittent open circuit.— Water seeps into the left rear sensor mounting hole during vehicle wading or washing, causing moisture damage to the parameter storage unit on the sensor internal circuit board.+2 more →
Actions
— Safety Preparation: Disconnect the negative battery terminal and wait at least 3 minutes to discharge the SRS capacitor. Use the VDS2000 or a dedicated diagnostic tool to read all fault codes. Confirm B167900 is a current fault (Active) and check for an accompanying B167800 (hardware fault) or communication fault codes.— Physical inspection: Remove the left rear C-pillar trim panel and sill trim panel to locate the side impact sensor (yellow marking). Visually inspect the sensor housing for impact marks, cracks, or water ingress. Disconnect the connector. Inspect the pins for oxidation, backing out, or deformation. Verify the integrity of the connector sealing ring.+3 more →
B167A-00›
DTC B167A-00 indicates the airbag control unit (SRS ECU/ACU) detects an open circuit, abnormal resistance, or complete loss of communication in the Right Rear Side Impact Sensor (RR-SIS) circuit. This sensor typically mounts in the right rear C-pillar, D-pillar, or inside the right rear quarter panel to monitor collision acceleration signals from the right rear of the vehicle. The ACU sets this DTC if it fails to receive a valid signal from the sensor within a predetermined time, or if it detects circuit resistance exceeding the threshold (typically >10kΩ or an open circuit). This fault forces the right side airbag system (side airbag/side curtain airbag) into fail-safe mode. The system may fail to deploy correctly during a side impact, severely compromising occupant protection. The front airbag system typically remains operational.
Causes
— Sensor plug loose or disconnected: The right rear side impact sensor is located behind the C-pillar or D-pillar trim panel. This results from failing to connect the sensor plug correctly after accident repairs, interior trim removal/installation, or rear quarter panel sheet metal repairs. A broken plug retaining clip can also cause an intermittent connection.— Wiring harness open circuit or wear: The wiring harness from the ACU to the right rear sensor routes through the right B-pillar, C-pillar sill, or under the rear seat. Crushing from the seat adjustment mechanism, water ingress corrosion, rodent damage, or accident deformation can break the internal copper wires.— Sensor body internal fault: Damaged piezoelectric accelerometer element inside the sensor or open internal circuit prevents valid crash signal generation or interrupts communication.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds (120 seconds for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Location and removal: Refer to the vehicle repair manual (E1/Qin series) to remove the right rear C-pillar trim panel or right rear fender liner, and locate the right rear side impact sensor (usually a black or yellow connector, 2-pin or 3-pin).+6 more →
B167A›
DTC B167A indicates the SRS (Supplemental Restraint System) ECU detects a communication interruption or physical disconnection of the Right Rear Side Impact Sensor (SIS). This sensor mounts in the right C-pillar area or near the rear door frame to monitor collision acceleration signals from the right rear of the vehicle. The SRS ECU sets this DTC if it fails to receive a valid signal from the sensor within the specified detection period, or if it detects circuit resistance outside the calibrated range (open circuit ∞Ω or short circuit 0Ω). This safety-critical fault severely compromises rear occupant side-impact protection. During a right-side collision, it may cause the side and curtain airbags to fail to deploy or deploy with incorrect timing.
Causes
— Sensor wiring harness connector loose, disconnected, or making poor contact (common after accident repairs, improper seating during interior trim reassembly, or connector loosening due to prolonged driving on rough roads).— Wiring harness open or short circuit (harness damage resulting from frequent chafing by rear passengers entering and exiting, crushing by luggage, vehicle accidents, or rodent bites)— Internal fault in the sensor body (accelerometer element aging, cracked internal solder joints, moisture ingress, or physical impact damage preventing signal output)+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the battery negative terminal, and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Fault Confirmation: Use the BYD dedicated diagnostic tool (VDS2000/VDS6000) to read fault codes. Confirm B167A is a current fault (Current DTC), not a history fault. Check for accompanying SRS-related fault codes (such as B1675, B1676, etc.).+5 more →
B167A00›
This DTC indicates the airbag control unit (SRS ECU) detects a communication loss or open circuit at the Right Rear Side Impact Sensor. The sensor typically mounts in the right C-pillar, rear sill, or right rear door frame area to monitor acceleration changes during a right rear side impact. The ECU sets DTC B167A00 when it fails to receive the sensor signal or detects abnormal circuit resistance (open circuit). This fault disables the right rear side collision detection function. During a side impact, the system may fail to accurately determine collision severity, causing the side airbag and curtain airbag to fail to deploy or deploy at the incorrect time, severely compromising occupant safety.
Causes
— Loose sensor wiring harness connector or poor contact: The right rear side impact sensor is located in the body sill or C-pillar area. Driving through water, rough roads, or previous disassembly and reassembly can cause the connector to loosen, terminals to back out, or oxidation and corrosion to form.— Wiring harness open circuit or wear: The sensor wiring harness passes through the door hinge, sill trim panel, or under the carpet. Prolonged bending, pinching, or underbody scraping may cause internal wire breakage or insulation damage.— Internal sensor fault: A damaged internal accelerometer or communication chip prevents the sensor from sending a valid signal to the SRS ECU or causes a high-impedance state.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS) to read the fault code, determine if B167A00 is a current or history fault, view the freeze frame data, and record the vehicle status at the time of the fault.— Disconnect the battery negative terminal and wait at least 3 minutes to allow the SRS system to fully discharge. Remove the right rear sill trim, C-pillar interior trim, or right rear seat (depending on the vehicle model), then locate the right rear side impact sensor (usually marked SR or SRS, with a yellow connector).+4 more →
B167B-00›
This DTC indicates the airbag control unit (SRS ECU) detects an abnormally low-resistance connection (short to ground) between the right rear side impact sensor (SIS) signal circuit and body ground (GND). BYD SRS architecture typically uses piezoelectric or acceleration-type side impact sensors. These sensors mount inside the right rear door, behind the C-pillar trim panel, or beside the rear seat to monitor lateral impacts to the right rear of the vehicle. When the sensor signal wire shorts to ground, the ECU continuously receives a low-level signal near 0V and cannot correctly identify actual collision deceleration signals. This causes the following: 1) the right rear airbag (side airbag/curtain airbag) may fail to deploy during a side impact; 2) the system enters fail-safe mode, illuminates the airbag warning lamp, and may disable the entire airbag system. Cycling the ignition typically cannot clear this hard fault.
Causes
— Internal integrated circuit fault in the right rear side impact sensor causes a breakdown short circuit between the signal output terminal and the sensor housing (ground).— Sensor wiring harness chafes at the door hinge, inside the corrugated harness conduit, or at the floor harness grommet, allowing damaged wire insulation to contact the metal body frame.— Vehicle wading, blocked sunroof drain leaks, or direct high-pressure washing causes water ingress at the sensor connector (usually located below the C-pillar or inside the sill beam), creating an electrolytic short circuit between pins or a short to ground.+2 more →
Actions
— Safety Preparation: Shift the vehicle into P, apply the parking brake, turn off the ignition, and disconnect the 12V battery negative terminal. Wait at least 90 seconds to fully discharge the SRS system backup power and prevent accidental airbag deployment.— Fault confirmation: Use the BYD dedicated diagnostic tool (VDS or ED400) to read fault codes. Confirm B167B-00 is a current fault (Active). Record freeze frame data and check for other accompanying crash sensor fault codes.+7 more →
B167B›
DTC B167B indicates the Supplemental Restraint System (SRS) detects an unintended low-resistance connection (short to ground) between the Right Rear Side Impact Sensor signal circuit and vehicle ground (GND). This sensor typically mounts in the right C-pillar, rear rocker panel, or rear seat side panel area to monitor side-impact acceleration at the right rear of the vehicle. During a short to ground, the SRS control module detects an abnormal drop in sensor voltage (approaching 0V) and registers a sensor circuit fault. This fault forces the SRS into a degraded mode: the right side airbag and curtain airbag may fail to deploy during a collision, or the system may falsely trigger its fail-safe mechanism, keeping the airbag warning lamp illuminated and severely compromising passive safety.
Causes
— Physical damage to the wiring harness: Long-term vibration and chafing of the right rear wiring harness near the door sill, C-pillar, or seat rail damages the insulation, causing the wire to directly contact the body metal and create a short to ground.— Connector fault: Improperly locked sensor connector, aged sealing ring causing water ingress and corrosion, or bent or deformed pins shorting the signal terminal to the ground terminal.— Sensor internal short circuit: A fault in the crash sensor internal piezoelectric element or processing circuit shorts the power/signal line to the housing (ground).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to fully discharge, preventing accidental airbag deployment.— Fault confirmation: Connect the diagnostic tool and read the freeze frame data. Confirm the sensor voltage when the fault occurred (normally approx. 2.5V; close to 0V when shorted to ground). Clear the fault code and check if it returns.+5 more →
B167B11›
DTC B167B11 has different definitions depending on the vehicle model. Early models, such as the BYD E2, E3, and Qin EV, define this fault as a short to ground in the right rear side impact sensor (SIS) signal circuit within the SRS airbag system. Newer models, such as the Han EV, define it as a short to ground in the left front seat heater circuit. Regardless of the application, sub-code '11' indicates a short to ground. For the SRS system, this fault indicates the airbag control unit (ACU) continuously detects 0V on the right rear side impact sensor signal wire (below the 0.3V threshold), preventing the ACU from receiving the correct collision acceleration signal. This triggers the SRS fail-safe mode, constituting a serious safety hazard. The fault may prevent the side airbag or side curtain from deploying correctly during a side impact, or falsely trigger the airbag warning lamp while driving. For the seat heater definition, this fault indicates the heating element circuit current increased abnormally, causing the control module to activate overcurrent protection.
Causes
— Worn right rear side impact sensor wiring harness insulation contacts the body sheet metal or seat frame, causing a short to ground (common when improperly securing the wiring harness after removing and installing the rear fender liner).— Water ingress and corrosion in the sensor connector causing the signal pin to short to ground (common after vehicle wading, car wash fluid residue, or seal aging)— Crash sensor internal electronic component failure causes the signal wire to short to ground (internal capacitor breakdown or IC damage).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge SRS system capacitors) to prevent accidental airbag deployment; wear an anti-static wrist strap.— Locate the sensor: Remove the right rear C-pillar trim panel and rear fender liner, then locate the right rear side impact sensor (usually above the rear sill beam, at the lower C-pillar, or behind the rear seat backrest).+6 more →
B167C00›
DTC B167C00 indicates the Right Rear Side Impact Sensor in the Supplemental Restraint System (SRS) detects an internal functional fault. The sensor typically mounts in the vehicle C-pillar or right rear quarter panel area to monitor collision acceleration on the right rear side. The SRS control module sets this fault code when the sensor experiences an internal circuit fault, communication interruption, or abnormal signal. This fault may prevent the right rear side airbag or curtain airbag from deploying normally during a side impact, severely compromising passive safety performance. It does not directly affect normal vehicle driving functions.
Causes
— Sensor internal circuit damage or aging causes abnormal signal output.— Poor contact, oxidation, or terminal back-out at the sensor wiring harness connector; repeated bending damages the wiring harness inside the C-pillar trim panel.— Improper sensor installation position or insufficient retaining bolt torque after rear-end accident repairs causes reduced sensor sensitivity.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read and confirm the DTC status. Check for related DTCs (such as B167B11 and B167D00). Record the freeze frame data, then attempt to clear the DTC and observe if the fault is intermittent.— Remove the right rear C-pillar trim panel. Inspect the side impact sensor for physical damage, cracks, or water stains. Confirm the correct sensor installation direction and verify the tightening torque meets the standard (usually 8-10N·m).+5 more →
B167D00›
This DTC indicates the internal parameters of the right rear side impact sensor (typically located in the right C-pillar or rear door frame area for side impact detection) exceed the normal tolerance range or fail validation. Unlike a simple communication error, this fault confirms a normal communication link between the sensor and the SRS control module. However, the sensor detected abnormal internal calibration data, sensitivity parameters, or zero-point offset during self-check. Potential causes include corrupted internal sensor EEPROM data, physical characteristic drift from long-term use, A/D conversion errors resulting from unstable supply voltage, or internal accelerometer reference shift due to sensor installation stress deformation. This fault prevents the SRS system from accurately determining right-side impact severity. It may delay or incorrectly trigger the side airbag or side curtain airbag, severely compromising passive safety performance. The system typically defaults to a degraded protection mode.
Causes
— Corrupted or missing internal sensor calibration data (EEPROM fault) causes parameter verification failure during self-test.— Sensor mounting bracket loose, deformed, or under concentrated stress, causing a physical offset in the internal accelerometer reference.— Excessive voltage drop in the power supply circuit (contact resistance > 1 Ω) or poor ground connection, causing the operating voltage to fall outside the standard range of 5 V ± 0.25 V.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the DTC freeze frame data. Record key parameters at the time of the fault, such as ambient temperature, battery voltage, and vehicle status, to confirm whether the fault is intermittent.— Disconnect the battery negative terminal, wait 3 minutes, then remove the right rear C-pillar interior trim panel. Visually inspect the crash sensor for physical damage or cracks. Verify the mounting bolt torque (standard is usually 8-10 N·m) and check the bracket for deformation.+5 more →
B167E00›
This DTC indicates interrupted data communication between the Airbag Control Unit (ACU) and the right rear Side Impact Sensor (SIS). The sensor typically mounts inside the right rear door trim panel or below the C-pillar and connects to the ACU via a LIN bus or hardwire connection. The fault occurs when the ACU fails to receive a valid data frame from the sensor within the specified time window (typically 100-500ms) or receives incorrect checksum data. Consequently, the ACU cannot obtain real-time collision acceleration data from the vehicle's right rear, directly affecting the deployment logic for the side and curtain airbags. The system enters fail-safe mode, illuminates the airbag warning lamp, and may disable the right-side airbag circuit. This condition can prevent proper airbag deployment during a side collision, posing a severe safety risk.
Causes
— Long-term repeated bending at the door hinge breaks the internal wire or damages the insulation of the right rear door wiring harness, causing a LIN line open circuit or intermittent poor contact.— Water ingress and oxidation in the sensor connector (commonly due to vehicle wading, high-pressure car wash fluid seepage, or aging door seals), causing a short circuit between terminals or increased resistance.— Right rear side impact sensor internal fault (e.g., damaged MEMS accelerometer chip, communication IC fault, or internal power supply circuit failure)+2 more →
Actions
— Use the BYD VDS 2000 or Launch X431 diagnostic tool to read all DTCs. Confirm whether B167E00 is a current or historical fault. Check for accompanying B167D00 (parameter error) or U-series communication fault codes.— Disconnect the battery negative terminal and wait 3 minutes for the SRS system capacitor to discharge. Remove the right rear door trim panel. Visually inspect the side impact sensor (part number usually starts with 95920-) for secure mounting and physical damage.+6 more →
B1680-00›
DTC B1680-00 indicates the SRS (Supplemental Restraint System) control module detected an open circuit in the Passenger Airbag Cutoff Switch or its related wiring. This switch, typically located in the center console or glovebox area, manually disables the airbag when a child seat occupies the front passenger seat. The fault occurs because the SRS ECU fails to detect a valid resistance signal from the switch during the self-check cycle (normally a specific resistance range, such as 2-5kΩ, or a ground signal), triggering a level-two safety warning. This condition may forcibly disable the front passenger airbag or place it in an uncertain state, severely compromising the occupant protection strategy during a collision. The fault also illuminates the SRS warning light on the instrument cluster and prevents the vehicle from passing a safety inspection.
Causes
— Physical damage to the front passenger airbag deactivation switch or oxidation of its internal contacts causes signal interruption.— Pin back-out, loose connection, or corrosion between the switch and wiring harness connector, especially if moisture enters the front passenger footwell.— Open circuit, crush damage, or short to ground/power in the wiring harness between the switch and the SRS ECU. Incorrect harness routing after dashboard removal and installation commonly causes this.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED-400), read all fault codes, and confirm B1680-00 is current (Active). Record the freeze frame data and check for other accompanying SRS-related fault codes.— Locate the front passenger airbag deactivation switch (usually on the right side of the center console or inside the glove box on Qin series models). Visually inspect the switch exterior for damage, verify the connector is fully seated, and confirm the locking tab is intact.+4 more →
B1680›
This DTC indicates the airbag control unit (SRS ECU) detects a communication loss or abnormal signal from the passenger airbag cutoff switch (PAD switch). Typically located on the right side of the center console or inside the glovebox, this switch manually controls the front passenger airbag activation/deactivation status (e.g., when installing a child safety seat). The ECU triggers DTC B1680 if it fails to detect a valid resistance signal within a set cycle (normal operation uses different resistance values to distinguish ON/OFF positions, such as 2.2kΩ/4.7kΩ) or detects an open circuit (infinite resistance). This fault causes: 1) the front passenger airbag status to enter an unknown mode, where the system may default to disabling the airbag to prevent unintended deployment, reducing crash protection; 2) the instrument panel airbag warning light to illuminate continuously; 3) some models to record abnormal crash event readiness data, affecting accident liability determination.
Causes
— Switch connector loose or disconnected: Commonly occurs after dashboard removal/installation, cabin air filter replacement, center console repair, or large screen retrofit. Caused by failing to securely reconnect the PAD switch connector or a poor connection due to a broken locking clip.— Internal fault in the PAD switch assembly: Internal carbon film resistor wear, contact oxidation or sulfidation, or spring plate fatigue causes the output resistance to fall outside the ECU recognition range (typically ±5% tolerance), especially in vehicles operating in high-humidity areas.— Wiring harness open or short circuit: Sharp frame edges wear through the internal dashboard wiring harness, rodents chew the wires, or accident repairs crush the harness, causing the signal wire (usually the yellow wire) to open or short to ground.+2 more →
Actions
— Diagnostic tool deep scan: Use VDS2000 or a dedicated BYD diagnostic tool to read B1680 freeze frame data. Confirm the fault frequency (intermittent/continuous), ambient temperature, and voltage at the time of occurrence. Check for accompanying SRS communication fault codes.— Physical connection check: Locate the PAD switch (Song MAX/Yuan EV: usually on the right side of the glove box; Tang/Qin: on the right side of the centre console). Visually verify the connector is fully inserted, confirm the locking mechanism (CPA lock) is intact, and gently pull the wiring harness to confirm it is secure.+5 more →
B168000›
DTC B168000 indicates the SRS (Supplemental Restraint System) control module detected a communication interruption or physical disconnection between the Passenger Airbag Disable (PAD) switch and the main control unit. The PAD switch typically mounts in the center console or near the glovebox to manually disable the front passenger airbag (e.g., when installing a child safety seat). The SRS module triggers this fault code if it fails to receive the switch resistance signal (typically a specific resistance range, such as 2kΩ-5kΩ indicating different states) within a predetermined time, or if it detects an open circuit (infinite resistance). This fault forces the front passenger airbag system into fail-safe mode and continuously illuminates the instrument cluster airbag warning lamp. During a collision, the front passenger airbag may fail to deploy or exhibit unpredictable behavior, severely compromising passive safety.
Causes
— Loose, disconnected, or poor contact at the front passenger airbag deactivation switch wiring harness connector, especially from failing to reconnect it correctly after glovebox or center console removal and repair.— Long-term friction against moving parts, such as the front passenger seat slide rails or hinges, causes an open circuit in the floor or instrument panel wiring harness, or the copper wire inside the harness breaks while the insulation remains intact (hidden open circuit).— Internal contact oxidation, spring failure, or mechanical binding in the airbag deactivation switch causes resistance to fall outside the standard range (normally 2.5kΩ-4.8kΩ, depending on switch position).+2 more →
Actions
— Connect the BYD VDS2000 or Launch X-431 diagnostic tool. Access the SRS system to read DTC B168000 and freeze frame data. Verify the vehicle status (voltage, temperature, mileage) at the time of the fault, and attempt to clear the fault code to determine if the fault is intermittent.— Visually inspect the front passenger airbag deactivation switch near the centre console or glovebox. Confirm the switch body has no physical damage. Verify the wiring harness connector is fully seated and the locking mechanism engages securely. If necessary, disconnect the connector and inspect the terminals for back-out, oxidation, or deformation.+5 more →
B1681-00›
On BYD vehicles, B1681-00 typically indicates an immobilizer authentication failure or communication fault between the Body Control Module (BCM), the smart key, and the immobilizer reader coil (antenna). This fault prevents the BCM from verifying key validity, triggering the anti-theft lockout. Symptoms include failure to start, failure to engage high-voltage power (OK mode), or the instrument cluster displaying "Please check the starting system". Although some documents describe this code as an airbag switch short to ground, repair experience and fault code definitions confirm it primarily points to an interrupted immobilizer authentication process involving the low-frequency antenna, immobilizer coil, or a BCM software or hardware fault.
Causes
— Internal open circuit in the Immobilizer Coil, or a loose or oxidized connector, preventing the system from reading the key chip signal.— BCM software version defect (e.g., authentication logic flaws in early versions such as Ver 1.02) or poor solder joint on the internal EEPROM chip.— Low smart key battery (<2.8V) or damaged key chip causing insufficient signal strength.+2 more →
Actions
— Connect the VDS2000 or Launch X431 diagnostic tool, read all BCM (Body Control Module) fault codes, and confirm B1681-00 and any accompanying U-series communication or antenna fault codes.— Check the smart key battery voltage (standard: ≥3.0V) and signal strength. Test with the spare key to rule out a fault with the key itself.+5 more →
B1681›
DTC B1681 indicates the Passive Anti-Theft System (PATS) transceiver module fails to receive a valid signal or cannot establish normal communication with the engine control module (PCM/ECM). This fault belongs to the Body Security system, not the SRS airbag system (Note: original documentation may misclassify the airbag switch). The fault triggers the vehicle anti-theft immobilizer, preventing the engine from starting (No Crank/No Start). The instrument cluster Security Light typically flashes rapidly. The fault stems from abnormalities in key transponder recognition, 125kHz radio frequency signal transmission at the transceiver coil, or data exchange on the dedicated communication line between the PATS module and the PCM. Consequently, the PCM cannot verify key validity and inhibits engine starting.
Causes
— Internal circuit fault or poor thermal stability in the PATS transceiver module (located around the ignition lock cylinder or under the steering wheel), causing failure to generate the 125 kHz excitation signal or demodulate the 64-bit rolling code from the key chip.— Transceiver coil (induction coil around the ignition lock cylinder) open circuit, short circuit, or abnormal resistance (normal resistance approx. 0.5-1.5 Ω), resulting in failure to energize the key chip or receive signals.— Open circuit, short circuit, or short to ground in the communication wiring between the PATS module and the PCM/ECM (typically a twisted pair, such as grey/orange and white/light green wires), especially wiring harness expansion causing poor contact after the vehicle warms up.+2 more →
Actions
— Initial diagnosis: Use the diagnostic tool to read the fault code and confirm if B1681 clears or returns immediately; observe the immobiliser light status on the instrument cluster to confirm if the vehicle has entered immobiliser lock mode; attempt to start the vehicle with the spare key to rule out a single key fault.— Basic circuit inspection: Check the PATS transceiver module power supply fuse, and the voltage drops on the constant power (+12V) and ground (GND) circuits. Verify the connector is secure and free of oxidation. Check the continuity and insulation of the communication twisted pair between the module and the PCM. Inspect the harness for wear, focusing on routing through the firewall and near the steering column.+3 more →
B168111›
DTC B168111 indicates the front passenger Occupant Classification System (OCS) detects a short to ground or abnormal signal. The system uses pressure or capacitive sensors integrated into the seat to monitor passenger occupancy status and weight data to control the passenger airbag deployment strategy. When the system detects a sensor circuit short to ground, internal sensor damage, or an abnormal signal, it logs this DTC and illuminates the airbag warning light. Under these conditions, the passenger airbag may enter fail-safe mode (forced off or deployed based on the worst-case scenario) and fail to provide effective protection during a collision. This is a severe safety fault.
Causes
— Front passenger seat occupant detection sensor (ODS) wiring harness connector loose, terminal backed out, or locking tab damaged, causing poor contact or intermittent short to ground.— Prolonged chafing between the under-seat wiring harness and the seat rail or bracket damages the insulation. The exposed copper wire contacts the vehicle body metal, causing a short to ground.— Sensor damage from liquid corrosion (spilled drinks, water ingress) or an internal circuit fault causes abnormal signal output.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000 or Launch X431) to read the SRS system fault codes, confirm whether B168111 is a current or historical fault, and check the front passenger occupancy status in the data stream.— Visually inspect the ODS wiring harness connector under the front passenger seat (usually a white 4-pin connector) for looseness, water ingress, or corrosion. Verify the connector locking mechanism is intact and inspect the connector pins for copper corrosion or oxidation.+5 more →
B1684-00›
DTC B1684-00 indicates a functional fault in the Occupant Classification System (OCS). The OCS is a key subsystem of the Supplemental Restraint System (SRS). Located inside the front passenger seat, the system uses a pressure sensing mat and an electronic control module to monitor the seat load status in real time (empty seat/child/adult). It sends classification signals to the SRS ECU to determine the front passenger airbag deployment strategy during a collision (deployment decision, force, and timing). This DTC triggers when the OCS and SRS ECU lose communication, a sensor signal exceeds its threshold, the system loses calibration data, or a hardware failure occurs. This fault forces the airbag system into fail-safe mode. During a collision, this condition may cause unintended airbag deployment (injuring a child) or failure to deploy (loss of protection). This poses a serious safety risk and requires immediate repair.
Causes
— Physical damage or aging of the front passenger seat OCS pressure sensing mat (commonly resulting from water or liquid ingress into the seat, prolonged pressure from heavy objects, or pet scratching causing the sensing mat to break)— Loose, oxidized, backed-out pins, or poor contact at the OCS control module wiring harness connector (plug wear caused by frequent seat fore/aft movement or height adjustment)— Failure to perform OCS system zero-point and weight calibrations after accident repairs, seat removal/installation, or replacement; or an interrupted calibration process resulting in abnormal data.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/3000) to read SRS system fault codes, confirm B1684-00 is a current active fault, record freeze frame data, and check for related fault codes such as B1685 (OCS sensor fault).— Inspect the OCS module connector under the front passenger seat (usually a yellow waterproof plug). Verify the locking tab engages fully. Inspect the pins for oxidation, push-out, or water ingress. Measure the supply voltage (12V ± 0.5V), ground resistance (<1Ω), and CAN-H/CAN-L line voltages (approximately 2.5V).+4 more →
B1684›
In BYD vehicles, DTC B1684 indicates an Occupant Classification System (OCS) fault. The OCS mounts inside the front passenger seat and consists of the OCS control module and pressure sensors. The system detects pressure distribution and weight on the seat surface to identify the front passenger seat status (empty/child/adult). It sends occupant presence and type signals to the airbag control unit (SRS ECU). The SRS ECU uses these signals to determine the front passenger airbag deployment strategy (whether to deploy and deployment force) during a collision. When the SRS ECU detects a communication loss with the OCS module, an abnormal sensor signal, or missing system calibration data, it logs DTC B1684-00, illuminates the airbag warning light, and enters fail-safe mode (typically disabling front passenger airbag deployment). Consequently, the system may fail to protect the front passenger effectively during a collision, or it may deploy accidentally when no one occupies the seat, causing secondary injury.
Causes
— Internal circuit fault or software crash in the OCS control module (located under the front passenger seat), preventing sensor signal processing or interrupting communication with the SRS ECU.— Seat pressure sensor (Bladder Sensor, integrated into the seat foam) is damaged, deteriorated and leaking, or has an open circuit, preventing accurate detection of pressure changes.— Under-seat wiring harness connector (yellow waterproof connector) is loose, oxidized, corroded from water ingress, or making poor contact. This commonly occurs after driving through water or cleaning the interior.+2 more →
Actions
— Connect the BYD VDS or Launch X-431 diagnostic tool and enter the SRS (airbag) system. Read and record the fault codes. Confirm B1684-00 is present and will not clear. Check for accompanying OCS-related fault codes such as B1680 and B1681.— Visually inspect the connection status of the yellow OCS module plug under the front passenger seat. Verify the plug lock fully engages. Inspect the terminals for oxidation, backed-out pins, or signs of water ingress. If necessary, clean the terminals with electrical contact cleaner and apply conductive grease.+4 more →
B168400›
DTC B168400 indicates the Occupant Classification System (OCS) detects an internal fault or abnormal signal. Installed inside the front passenger seat, this key subsystem of the SRS airbag system uses a pressure sensor matrix to monitor seat occupancy status in real time (empty seat/child/adult). The OCS controls the front passenger airbag deployment strategy (suppression, low-power deployment, or full-power deployment) based on the occupant weight class (usually Class 0, Class 1, Class 2, or Class 3). When this DTC triggers, the SRS ECU cannot accurately determine the front passenger occupant status. The system enters fail-safe mode, disables the front passenger airbag by default (to prevent injury to children), and illuminates the airbag fault warning lamp. This fault may prevent correct front passenger airbag deployment during a collision or cause unintended deployment when the seat is empty, severely compromising passive safety performance.
Causes
— Internal fault in the front passenger seat OCS pressure sensor assembly (damaged sensor diaphragm, strain gauge open circuit, or damaged signal processing chip), usually due to fatigue from long-term use or excessive seat load.— Poor contact between the OCS control module and the wiring harness connector, pin oxidation, or water ingress corrosion, common after driving through water, seat cleaning fluid leakage, or parking in a damp basement.— Short to ground, short to power, or open circuit in the OCS system power supply or CAN communication circuit, involving wiring harness wear at the dedicated yellow SRS connector under the seat.+2 more →
Actions
— Use the BYD VDS or DTS diagnostic tool to read the complete fault code stream, check for accompanying sub-codes B168401-B1684FF, and verify if the Occupancy Status and Weight Class values in the OCS live data stream display as 'Invalid' or 'Error'.— Switch off the ignition, disconnect the negative battery terminal, and wait 3 minutes (for SRS system capacitor discharge). Visually inspect the yellow OCS connector under the front passenger seat for looseness, water ingress, or green corrosion on the pins. If necessary, clean with electrical contact cleaner and apply conductive grease.+5 more →
B168500›
DTC B168500 indicates an invalid configuration fault in A/C System Circuit 1 (specifically the electric compressor drive circuit). On BYD Qin PRO models, 'Circuit 1' typically refers to the electric A/C compressor high-voltage drive and LIN communication circuits. 'Invalid configuration' indicates mismatched communication parameters between the HVAC ECU and the compressor control unit, an unconfigured LIN address, or abnormal circuit topology recognition. This fault completely disables the A/C cooling function and may limit vehicle power output. Although some sources classify this as an SRS fault, the BYD fault code structure (B16xxxx) categorizes it under the body HVAC system, with no direct relation to the airbags.
Causes
— Electric compressor LIN line communication fault (open circuit, short circuit, or high contact resistance)— Control unit coding/parameter configuration not performed after replacing the electric compressor.— Air conditioning controller (HVAC ECU) software version outdated or internal fault.+2 more →
Actions
— Connect the diagnostic tool and enter the HVAC system to read the complete fault codes and freeze frame data. Check 'Compressor Status' and 'LIN Communication Status' in the data stream.— Check the front compartment electric compressor wiring harness connectors (especially the high-voltage plug and low-voltage signal plug) for looseness, water ingress, oxidation, or burn damage.+5 more →
B168600›
DTC B168600 indicates the SRS (Supplemental Restraint System/airbag) control module detects an abnormal configuration status in "Circuit 2" (typically the front passenger-side airbag deployment circuit). In the BYD Qin PRO airbag architecture, the control module determines system status by monitoring circuit resistance (standard value 2.0–3.0 Ω) and configuration data. "Invalid configuration" means the control module reads a circuit resistance outside the threshold (open circuit >10 Ω or short circuit <1 Ω), or detects circuit configuration data that does not match the vehicle VIN or lacks correct coding. This fault may prevent the passenger-side airbag from deploying properly during a collision. The system also illuminates the instrument cluster airbag warning light and may disable the entire airbag system to enter fail-safe mode.
Causes
— Resistance drift or damage to the internal igniter of the front passenger airbag module causes abnormal circuit resistance.— The yellow connector between the floor wiring harness and the airbag module (usually located behind the glove box or on the right side of the center console) is loose, oxidized, corroded by water ingress, or has backed-out pins.— Internal open or short circuit in the spiral cable (clock spring), affecting the circuit 2 signal transmission path.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS3000) to read all DTCs. Confirm B168600 is a current fault, not a history fault, and record the circuit resistance value from the freeze frame data.— Disconnect the battery negative cable and wait at least 3 minutes for the SRS capacitor to discharge completely to prevent accidental airbag deployment.+6 more →
B168700›
DTC B168700 indicates the Airbag Control Module (SRS ECU) detects that the configuration parameters for Ignition Circuit 3 (typically the left front seat belt pretensioner or left side airbag deployment circuit) do not match the actual vehicle configuration. Specifically, the airbag type, resistance range, or circuit topology data stored in the control module does not match the installed hardware, preventing the system from validating the circuit. This fault prevents the safety device corresponding to Circuit 3 from deploying during a collision, creating a severe safety hazard that requires immediate repair. Common causes include failing to complete online programming after replacing the SRS control module, installing non-genuine parts with different resistance characteristics, or modifying or damaging the wiring harness, which alters the circuit's electrical properties.
Causes
— Failure to perform vehicle configuration (coding) after replacing the SRS control module, or incorrect programming data, prevents the control module from identifying Circuit 3 hardware parameters.— The seat belt pretensioner or side airbag assembly model for Circuit 3 does not match the vehicle configuration (e.g., installing a part from a different model year or trim level results in a resistance outside the 1.5-3.5Ω standard range).— Poor contact, oxidized or corroded pins, or worn insulation at the under-seat SRS wiring harness connector (usually beside the left front seat slide rail) causes an intermittent short or open circuit, which the control module misinterprets as a configuration fault.+2 more →
Actions
— Connect the VDS2000/VDS diagnostic tool. Read the complete fault codes and freeze frame data. Confirm whether 'Circuit 3' refers to the left front seat belt pretensioner or the left side airbag, and record the environmental data when the fault occurred.— Execute the SRS control module 'Vehicle Configuration' function to verify the system correctly wrote the VIN, vehicle model code, and airbag configuration code. If the control module was just replaced, perform Online Coding to match the actual vehicle hardware configuration.+4 more →
B168800›
DTC B168800 indicates the SRS (Supplemental Restraint System) control unit detects invalid configuration parameters in circuit 4 (typically the driver-side seat belt pretensioner circuit). Specifically, the control unit detects the circuit resistance falls outside the standard range (normally 2-3 ohms), or the identified hardware configuration does not match the software calibration. This constitutes a hard fault in the passive safety system. During a collision, the corresponding restraint device (seat belt pretensioner or airbag) may fail to deploy, severely compromising occupant protection. Upon fault detection, the SRS control unit illuminates the instrument cluster airbag warning light and may disable the entire airbag system.
Causes
— Driver side seat belt pretensioner internal open circuit or resistance drift (pretensioner deployed or internal coil damaged)— Loose or oxidized pretensioner wiring harness connector under the seat, or backed-out terminals, causing excessive contact resistance.— Prolonged chafing of the wiring harness near the seat slide rail causes insulation damage, broken wires, or intermittent short circuits.+2 more →
Actions
— Use the BYD VDS2000/VDS3000 dedicated diagnostic tool to read all fault codes, record freeze frame data, and check for accompanying communication fault codes such as U0151.— Inspect the driver-side seat belt pretensioner for obvious signs of deployment (tightened webbing, cracked housing). Measure the pretensioner resistance (standard value: 2.0-3.0 Ω). Replace the assembly if the resistance is out of range.+7 more →
B168900›
DTC B168900 indicates the SRS (Supplemental Restraint System) control module detects invalid configuration data for deployment loop 5 (typically the right front seat side airbag or right curtain airbag, depending on vehicle trim level). This constitutes a Configuration Error rather than a simple open or short circuit. The electrical characteristics of this loop (e.g., igniter resistance, loop integrity detection parameters) do not match the calibration data stored in the ECU. Possible causes include: loop resistance outside the threshold (>5Ω or <1Ω), incorrect ECU coding, failure to write configuration data after replacing the airbag module, crash data corruption, or a software version mismatch. This fault may prevent the specific airbag from deploying during a collision and illuminates the airbag warning light.
Causes
— Circuit 5 wiring harness connector loose, oxidized, or terminal pins backed out (on Qin PRO models, Circuit 5 typically routes under the right front seat or at the B-pillar; frequent seat adjustment causes wiring harness fatigue)— Internal igniter resistance drift or failure in the airbag module (side airbag or curtain airbag for circuit 5) causes the ECU to identify the component as 'invalid'.— Corrupted configuration data stored in the SRS control unit (ACU) internal EEPROM. Common causes include vehicle battery disconnection for more than 30 minutes, interrupted software updates, or circuit board corrosion after water ingress.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS2000/2100 diagnostic tool to read the DTC. Confirm B168900 is a current fault (Active), not a history fault. Record the environmental conditions from the freeze frame data.+7 more →
B168A00›
DTC B168A00 indicates the Airbag Control Unit (ACU) detects the configuration parameters for Circuit 6 (typically the right side airbag/side curtain or right rear side airbag ignition circuit) do not match the system calibration data. This is an SRS configuration fault, not a simple open or short circuit. "Invalid configuration" means the control unit's internal algorithm detects the circuit's electrical characteristics (such as squib resistance, capacitance, or internal ECU configuration code) differ from the vehicle factory settings or current hardware configuration. This condition can prevent the airbag from deploying correctly or cause unintended deployment during a collision, constituting a Level 2 safety fault.
Causes
— Incorrect coding configuration after Airbag Control Unit (ACU) replacement, or software version mismatch.— Installed a non-genuine or incorrectly programmed side airbag module (aftermarket or used part with a mismatched part number).— Modifications or accident repairs to the circuit 6 wiring harness changed the circuit impedance (e.g., installing non-genuine seat covers, crushed wiring, or oxidized connectors caused the resistance to deviate from the 2.0Ω±0.3Ω standard range).+2 more →
Actions
— Use the BYD VDS2000/VDS3100 diagnostic tool to read all fault codes and freeze frame data, confirm the fault status (current/history), and record the vehicle VIN and specific configuration.— Refer to the vehicle repair manual to identify the specific component corresponding to Circuit 6 (on the Qin PRO, this is typically the right side airbag or right curtain airbag). Inspect the component appearance, connector condition, and wiring harness integrity.+3 more →
B168B00›
DTC B168B00 indicates the SRS (airbag system) control module detects invalid configuration parameters for Airbag Loop 7. In the BYD Qin PRO SRS architecture, Loop 7 typically corresponds to the right front seat side airbag or the right rear side curtain module. During self-diagnosis, the SRS control module detects that the loop's electrical impedance, squib resistance, or configuration coding does not match the calibrated value (typically 2.0-3.0Ω), or the configuration data stored in the module's internal EEPROM is corrupted or missing. This is a configuration validity fault rather than a simple open or short circuit. This fault can prevent the corresponding airbag from deploying during a collision, illuminates the airbag warning lamp continuously, and forces the system into fail-safe mode.
Causes
— Abnormal resistance in the internal igniter of the circuit 7 airbag assembly (seat airbag or curtain airbag) due to aging, moisture, or an incorrect model causes impedance to fall outside the 1.6-3.5Ω standard range.— Poor wiring harness connector contact, especially at the yellow SRS connector (G07 or GJK20 series) under the seat, where frequent seat sliding causes terminal back-out, oxidation, or intermittent contact.— SRS control module software version defect (early versions contain a configuration verification algorithm flaw), or power fluctuations (depleted 12V battery, improper jump-starting) corrupting internal module configuration data.+2 more →
Actions
— Use the VDS2000/VDS2100 diagnostic tool to read complete fault codes and Freeze Frame data. Record environmental data such as vehicle speed, voltage, and temperature at the time of the fault. Confirm whether the fault is Current rather than History.— Check the SRS system power supply: measure the battery voltage (should be ≥12.4V), check for blown dashboard fuses F2/3 (SRS power) and F2/4 (SRS ignition power), and verify ground points G201 and G301 are secure and free of oxidation.+5 more →
B168C00›
DTC B168C00 indicates the airbag control unit (SRS ECU) detects an invalid or missing configuration parameter for Trigger Circuit 8 (Loop 8). In the BYD Qin PRO SRS architecture, Loop 8 typically corresponds to the driver-side airbag ignition circuit or the front passenger-side pretensioner circuit. This is a Configuration Fault, not a hardware short or open circuit. The ECU recognizes the loop hardware, but the internally stored configuration data (such as resistance thresholds, ignition characteristic curves, and installation position coding) mismatches the actual vehicle, or the ECU programming table does not activate the loop. This fault disables the safety function of the affected loop, but typically does not affect the protective functions of other correctly configured loops.
Causes
— Failure to perform online programming or configuration writing after replacing the airbag control module (SRS ECU) causes the new module to lack vehicle-specific circuit configuration data.— After accident repairs, the technician replaced airbag components (such as the driver airbag or pretensioner) but did not use a diagnostic tool to update the SRS ECU configuration or perform coding.— SRS ECU internal memory data corruption or checksum error. Attempting to start the system with low battery voltage (<9V) or an ECU hardware fault may cause configuration area data loss.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (ED400/ED300), enter the SRS system to read the complete fault codes and freeze frame data, and confirm the specific physical location (driver airbag/passenger airbag/pretensioner) and configuration status of Circuit 8.— Visually inspect the circuit 8 wiring harness connector (usually located on the steering column below the steering wheel or under the center console). Check for oxidized or backed-out terminals, and measure the circuit resistance (normal value is 2.0-3.0 Ω, including igniter and wiring harness resistance).+3 more →
B168D00›
DTC B168D00 indicates the Airbag Control Unit (ACU) detects invalid configuration data for Ignition Loop 9. In the BYD Qin PRO SRS system, Loop 9 typically corresponds to the front passenger knee airbag or rear seat side airbag circuit, depending on the vehicle configuration level. "Invalid configuration" means the "configuration present flag", "rated resistance parameter", or "capacity type" in the ACU EEPROM data does not match the installed hardware. This condition also occurs if the ACU detects a load on a circuit marked "not installed", or detects an open circuit on a loop marked "installed". This fault causes the ACU to enter degraded mode. During a collision, the ACU may fail to deploy the airbag on this circuit, or it may trigger a fail-safe strategy that restricts overall SRS functionality.
Causes
— Failure to write configuration data or incorrect data entry after replacing the Airbag Control Unit (ACU) (e.g., installing a used ACU with a stored configuration that does not match the original vehicle configuration).— ACU internal data corruption after a vehicle collision, or failure to update configuration parameters after replacing the airbag assembly (e.g., installing a high-spec airbag in a low-spec vehicle without reconfiguration).— Poor contact, short circuit, or abnormal resistance in the Circuit 9 wiring harness connector causes the ACU to incorrectly detect a configuration error (actual hardware does not match the configuration).+2 more →
Actions
— Connect the VDS2000 or BYD dedicated diagnostic tool to the vehicle, read all fault codes, confirm B168D00 is a current fault (Active), and record the freeze frame data.— Confirm the exact vehicle configuration: check the vehicle VIN and configuration sheet to verify the vehicle actually has the specific component corresponding to circuit 9 (knee airbag/rear side airbag).+6 more →
B168E00›
DTC B168E00 indicates an invalid configuration in Ignition Loop 10 of the Supplemental Restraint System (SRS). On the BYD Qin PRO, Loop 10 typically corresponds to the ignition circuit for the right seat belt pretensioner or the right side curtain airbag. "Invalid configuration" means the SRS control unit detects a circuit resistance outside the standard range (2.0-3.0Ω), or the stored configuration data does not match the installed hardware. This fault prevents the corresponding airbag or pretensioner from deploying normally during a collision. The system also illuminates the airbag warning lamp and may disable the entire SRS, severely impacting passive safety performance.
Causes
— Abnormal internal resistance in the seat belt pretensioner or airbag module (short or open circuit) causes circuit resistance to deviate from the standard value (normal: 2-3 Ω; below 1 Ω indicates a short circuit; above 6 Ω indicates an open circuit).— Poor wiring harness connector contact, water ingress corrosion, or backed-out pins causing unstable circuit resistance or abnormal communication.— Internal configuration data in the SRS control unit (ACU) is missing, corrupted, or does not match the vehicle hardware configuration (e.g., failure to perform online coding or write configuration parameters after replacing the control unit).+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault codes and freeze frame data. Verify the environmental conditions at the time of the fault (temperature, voltage, etc.) and attempt to clear the fault code. If the fault code is intermittent, check the trigger conditions in the history log.— Refer to the BYD Qin PRO workshop manual wiring diagram to identify the specific component corresponding to circuit 10 (usually the right front seat belt pretensioner R19 or the right curtain airbag). Disconnect the battery negative terminal and wait 3 minutes. Unplug the SRS control unit connector and measure the resistance between the circuit 10 pins.+4 more →
B168F00›
DTC B168F00 indicates the Airbag Control Unit (ACU) detects the configuration data for ignition circuit 11 (typically the driver-side seat side airbag or left seat belt pretensioner circuit) does not match the actual vehicle configuration. On the BYD Qin PRO, circuit 11 typically corresponds to the side airbag module built into the driver seat. This fault occurs when configuration parameters stored in the ACU (such as airbag resistance threshold, serial number, and installation status) do not match the actual detected circuit characteristics. This mismatch can prevent the airbag from deploying properly during a collision or trigger the system to enter a safety downgrade mode (cutting power to the circuit). Common causes include replacing the seat assembly, ACU, or wiring harness without performing online configuration (Coding), or a loose wiring harness connector under the seat preventing the ACU from correctly identifying the airbag module.
Causes
— Replacing the driver seat assembly (including the side airbag) without performing online configuration or coding in the ACU causes the new airbag resistance/ID to mismatch the system records.— Loose or oxidized under-seat SRS wiring harness connector (yellow connector) or backed-out pins, causing abnormal circuit resistance and leading the ACU to falsely detect a configuration fault.— Airbag Control Unit (ACU) software version is outdated, or internally stored configuration data is corrupted/lost (e.g., due to prolonged vehicle power loss or a discharged battery).+2 more →
Actions
— Use the BYD VDS2000 or Launch X-431 diagnostic tool to access the SRS system, read the freeze frame data, and confirm the Circuit 11 resistance value at the time of the fault (Normal range: 2.0-3.0 Ω; invalid configurations usually display 0 Ω or >10 Ω).— Check the yellow SRS wiring harness connector under the driver's seat (usually located on the inner side of the seat rail). Verify the connector locks fully and shows no oxidation or corrosion. Inspect for backed-out connector pins. If necessary, clean and apply special conductive grease.+4 more →
B169000›
DTC B169000 indicates the airbag control unit (SRS ECU) detects an abnormal configuration parameter in Loop 12. In the BYD Qin PRO SRS system, "Loop 12" typically corresponds to the communication/ignition circuit for the left front seat side airbag (or seat occupancy recognition sensor). "Invalid configuration" means the configuration data stored in the ECU does not match the connected hardware. Causes include circuit resistance outside the standard range (normal: 2.0-3.0 Ω), wiring open or short circuits, or failing to write the configuration after replacing the airbag assembly or control unit. This fault may prevent the corresponding airbag from deploying properly during a collision or create an unintended deployment risk, classifying it as a functional safety fault.
Causes
— Worn or broken under-seat wiring harness: Frequent seat adjustment on Qin PRO models repeatedly bends the yellow airbag wiring harness (circuit 12) beneath the seat frame. Prolonged bending breaks the internal copper wires or damages the insulation, causing abnormal resistance.— SRS control unit configuration data lost: Vehicle power loss (e.g., discharged battery or battery replacement) or control unit software malfunction causes validation of the stored circuit configuration parameters to fail.— Seat airbag assembly not programmed after replacement: Replacing the left front seat assembly or side airbag module without performing the 'Airbag Configuration' function using VDS2000 prevents the ECU from recognizing the correct resistance configuration.+2 more →
Actions
— Diagnostic scan: Use BYD VDS2000/VDS3000 to access the SRS system, read freeze frame data, and verify the Circuit 12 resistance value at the time of the fault (normal: 2.0–3.0 Ω; >6 Ω indicates open circuit; <1 Ω indicates short circuit).— Locate the Circuit 12 component: Refer to the Qin PRO workshop manual wiring diagram to confirm Circuit 12 corresponds to the left front seat side airbag (on some models, this may also refer to the seat occupancy sensor). Inspect the component for visible damage.+5 more →
B1691-00›
B1691-00 (Factory Encrypted) is a safety configuration fault code for the BYD SRS (Supplemental Restraint System). It indicates an error in the unique encrypted configuration data stored within the airbag ECU (Electronic Control Unit) and bound to the vehicle VIN. This fault indicates the ECU detected missing, corrupted, or mismatched internal safety configuration data, triggering the system safety lock mechanism. In this state, the airbag system disables deployment to prevent accidental deployment or failure caused by an unauthorized ECU, incorrect configuration, or data corruption. This condition severely compromises the vehicle's passive safety performance. Reconfigure the system using the manufacturer's dedicated diagnostic equipment.
Causes
— Failure to perform the 'ECU Configuration' or 'Factory Mode' encrypted write operation using the BYD dedicated diagnostic tool (VDS/ED-400) after replacing the airbag ECU.— Severe vehicle battery discharge, prolonged power disconnection, or power interruption during maintenance caused the loss of encrypted configuration data in the ECU internal volatile memory.— After a vehicle collision, the SRS system triggers lockout protection and the ECU enters the 'deployed' or 'requires reconfiguration' state.+2 more →
Actions
— Basic circuit check: Measure battery voltage (must be ≥12V). Verify normal voltage at power supply pins (B+, IG1) on SRS ECU connector G36. Measure resistance between ground pin G36-35 and body ground (should be <1Ω) to rule out wiring faults.— Fault confirmation and recording: Connect the BYD dedicated diagnostic tool, enter the SRS system, and read and record all fault codes. Confirm B1691-00 is present. Check historical faults and freeze frame data to verify no other accompanying hardware fault codes exist.+3 more →
B169100›
DTC B169100 indicates the Supplemental Restraint System (SRS) is in "Factory Lock" mode. BYD uses this protective locking mechanism during production, transport, or after SRS control module replacement. This state forces the Airbag Control Unit (ACU) into factory test mode and electrically disables all airbags, side curtain airbags, and seat belt pretensioners. These components will not deploy even in a severe collision. This status is a software configuration issue, not a hardware fault. It continuously illuminates the airbag warning light and completely disables the vehicle's passive safety functions. Resolve this condition immediately.
Causes
— Failure to complete the Pre-Delivery Inspection (PDI) procedure before new vehicle delivery, and failure to perform the "Exit Factory Mode" operation using the dedicated diagnostic tool.— Failure to perform online programming, coding configuration, or anti-theft matching after replacing the airbag control module (SRS ECU) causes the new module to default to a locked state.— Severe vehicle battery discharge, power interruption, or excessive voltage fluctuation causes SRS control module data loss or checksum failure, triggering a protective lockout.+2 more →
Actions
— Connect the BYD VDS2000/3000 or ED400 diagnostic tool and enter the SRS airbag system to read fault codes. Confirm B169100 is the primary fault code and check for accompanying related fault codes such as B169200 (Factory Mode Active).— Check the vehicle repair history to confirm if the vehicle is new or has a recently replaced SRS module; measure the SRS control module power supply (constant B+, ignition IG1) and ground circuits to verify normal voltage (12V±0.5V).+4 more →
B1691›
DTC B1691 indicates the Airbag Control Module (ACM) detects a verification failure of its internally stored factory-encrypted data or security authentication key. This fault involves the SRS security authentication mechanism. The module triggers this fault when its stored factory configuration data, encryption key, or anti-theft authentication information does not match the reference data stored in the VCU/BCM. Common causes include: installing a non-genuine airbag module without online matching, corrupted internal EEPROM data, vehicle power system anomalies causing encrypted data loss, or failing to complete the module matching procedure correctly during production or repair. This safety-related fault causes the airbag system to enter a degraded mode and may limit normal airbag deployment.
Causes
— Replacing the airbag control module (ACM) with a non-genuine part or failing to perform online matching causes an encryption key mismatch with the vehicle.— Electromagnetic interference, static electricity, or hardware failure corrupted the factory configuration data or encryption key stored in the airbag module.— Severe vehicle battery discharge, improper jump-starting, or power supply system voltage fluctuations causing module data loss.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault codes and freeze frame data, verify if B1691 is a current fault, and record the vehicle status at the time of the fault.— Check the airbag control module (ACM) power supply (constant B+, ignition IG1), ground, and CAN-H/CAN-L circuit connections. Verify the supply voltage is 12V ± 0.5V and the ground resistance is less than 1Ω.+3 more →
B1693-00›
DTC B1693-00 indicates high resistance or an intermittent open circuit in the Supplemental Restraint System (SRS) Electronic Control Unit (ECU) ground circuit. Specifically, the resistance of the ground path from the SRS ECU through connector G36 (specifically terminal G36-35) to the main body ground point exceeds the calibrated threshold (normally less than 1Ω). This fault causes an unstable ECU power supply reference potential, triggers a system self-check failure, and continuously illuminates the airbag warning lamp (SRS lamp). In extreme cases, this condition prevents airbag deployment during a collision or causes unintended deployment, severely compromising passive safety system functionality.
Causes
— Loose earth point bolt or insufficient torque: Prolonged driving vibration loosens the SRS ECU earth bolt located on the instrument panel frame or centre tunnel, increasing contact resistance.— Ground point oxidation or corrosion: Water ingress, high humidity, or battery leakage causes the ground terminal to rust or oxidize, forming an oxide layer that obstructs current flow.— Internal damage to the ground wiring harness: Crushing or excessively bending the wiring harness during accident repairs breaks or partially breaks the internal copper strands, resulting in hidden high resistance.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED400) to read the fault code, confirm B1693-00 is present, and record the freeze frame data.— Turn the power mode to OFF, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor.+9 more →
B2AB049›
DTC B2AB049 indicates a malfunction in the current sampling circuit of the electric compressor drive controller in the thermal management system. This circuit typically uses a Hall effect sensor or a precision shunt resistor to monitor the compressor motor operating current in real time, enabling overcurrent protection, closed-loop torque control, and stall detection. The controller sets this fault when it detects a sampled value outside the valid range (e.g., signal line open circuit, short to ground or power, sampled value continuously at zero or saturated, or an abnormal three-phase current vector sum). When this fault occurs, the compressor initiates a protective shutdown, disabling the air conditioning cooling and heating functions. If the vehicle uses a heat pump system or relies on the air conditioning system for battery cooling, prolonged operation may overheat the battery or motor, but generally does not directly affect driving safety.
Causes
— Internal Hall current sensor in the electric compressor controller is damaged or has cracked solder joints, causing sampling signal drift or interruption.— A backed-out terminal or water ingress causing oxidation at the compressor low-voltage wiring harness connector (usually an 8-pin or 12-pin plug) causes excessive contact resistance in the sampling signal wire.— Compressor motor winding inter-turn short circuit or three-phase imbalance distorts the actual current waveform, triggering abnormal sampling protection.+2 more →
Actions
— Use VDS2000 or the dedicated BYD diagnostic tool to read all fault codes and freeze frame data. Check for accompanying codes B2AA000 (compressor communication fault) or B2AB149 (compressor drive fault). Check if 'compressor phase current' and 'bus current' in the data stream display 0, 65535, or abnormal fluctuations.— Verify the locking mechanism of the low-voltage connector on the front compartment electric compressor controller is intact. Visually inspect the pins for green corrosion, burn marks, or backed-out pins. Measure the current sampling signal wire voltage to ground (typically a thin wire of a specific color; refer to the Qin EV wiring diagram). Normal static voltage is approximately 2.5V bias or 0V; compare this reading against the workshop manual standard value.+4 more →
B1693›
The BYD SRS (Supplemental Restraint System) strictly defines DTC B1693 as "Driver Airbag Circuit Resistance Low/Short to Ground", not a simple ground connection issue. This fault indicates the airbag control unit (ACU) detects the driver-side airbag (steering wheel airbag) firing circuit resistance is below the standard threshold (normal range 2.0–3.0 Ω; values below 1.5 Ω trigger this code). Potential causes include an internal short circuit in the steering wheel clock spring flexible printed circuit, abnormal contact resistance at the airbag connector, damaged wiring harness insulation causing a short to ground, or a faulty ACU internal firing driver circuit. This fault prevents airbag deployment during a collision (open-circuit condition) or causes unintentional deployment without a collision (short-circuit condition), representing a critical safety function failure.
Causes
— Short circuit or break in the internal FPC ribbon cable of the steering wheel clock spring: Long-term steering wheel rotation causes fatigue damage to the flexible printed circuit inside the clock spring, resulting in abnormal circuit resistance or an intermittent short to ground.— Poor contact at the driver-side airbag connector: loose airbag plug latch at the rear of the steering wheel, oxidized terminals, or water ingress, causing resistance fluctuations or a false short circuit.— Steering column wiring harness mechanical wear: Steering wheel rotation causes the airbag wiring harness to rub against the steering column and instrument panel frame, damaging the insulation and causing the harness to short to body ground.+2 more →
Actions
— Safe power-down: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Initial visual inspection: Inspect the airbag wiring harness below the steering wheel for obvious wear or damaged insulation; verify the airbag connector (usually yellow) is fully inserted and locked, and check for a broken retaining clip.+6 more →
B1694-00›
The SRS (airbag system) control unit records DTC B1694-00 when it detects its operating supply voltage falls below the calibrated threshold (typically 9.0V-10.5V, depending on specific vehicle calibration). This fault indicates a voltage drop in the airbag ECU constant power or IGN supply circuit, which may prevent the airbag system from deploying properly during a collision or cause unintentional deployment while driving. This fault triggers a safety system degraded mode. The ECU illuminates the airbag fault warning lamp and stores the fault code. On some models, this condition also limits functions such as the seat belt pretensioners and airbag backup power supply.
Causes
— Battery aging or depletion, or charging system fault: Battery voltage is below 11V, or DC-DC converter output voltage is unstable, causing a voltage drop during startup or under high-current loads.— Loose or oxidized ground point: Loose or corroded SRS ECU housing ground or G10/G36 connector ground points (G10-28, G10-35, G36-35), increasing circuit resistance (>1Ω).— Instrument panel power distribution box power supply fault: Abnormal output voltage at terminal G2C-3, or burnt IG1 main relay contacts or coil fault, causing insufficient power supply in the ON position.+2 more →
Actions
— Basic check: Measure battery static voltage (should be ≥12.4V) and starting/charging voltage (should be 13.5-14.5V). Check battery terminals for tightness and oxidation. Charge or replace battery if necessary.— Fuse check: Inspect the SRS system-related fuse (such as F2/17) in the instrument panel fuse box for a blown condition or poor contact. Measure the voltage drop across the fuse holder.+4 more →
B1694›
DTC B1694 indicates the airbag control unit (SRS ECU) detects its operating supply voltage is below the system threshold (usually 9.0V-9.5V, depending on vehicle calibration). The SRS system uses a dual power supply design: constant power (+B, memory power) and ignition switch power (IG). This ensures airbag deployment during a collision even if the ignition switch is off. Low voltage prevents normal operation of the airbags, seat belt pretensioners, crash sensors, and CAN communication. The system enters fail-safe mode (the instrument cluster airbag warning light remains illuminated). In extreme cases, this causes deployment failure during a collision or risks unintended deployment. New energy vehicles use a DC-DC converter instead of a traditional alternator for low-voltage charging. Abnormal DC-DC output or high-voltage system power loss also triggers this code.
Causes
— Low-voltage battery aging or deep discharge: Battery state of health (SOH) below 70% and insufficient cold cranking amps (CCA) cause static voltage to drop below 12.0V or excessive voltage drop under dynamic load.— Poor contact in the SRS power supply circuit: Increased contact resistance caused by an oxidized SRS fuse (usually F1/14 or F2/03) or loose socket in the instrument panel junction box (EJB), or water ingress and oxidation at the SRS ECU connector (32-pin/48-pin).— DC-DC converter fault (new energy vehicles): DC-DC output voltage falls below 13.5V or becomes unstable, failing to maintain the 12V low-voltage power supply. Common causes include high-voltage interlock faults or DC-DC module damage in models such as the Tang DM-i and Song PLUS EV.+2 more →
Actions
— Read freeze frame: Use the VDS 2000/3000 diagnostic tool to access the SRS system and record the freeze frame data for DTC B1694. Review the 'Battery Voltage' value and mileage at the time of the fault to determine if it is an intermittent fault.— Battery inspection: Use a battery tester to measure CCA and SOH. Static voltage must be ≥12.4V and cranking voltage must be ≥9.6V. If voltage is below 12.0V or SOH <70%, charge or replace the battery (requires ≥60Ah AGM specification). Clear the fault code and road test the vehicle.+5 more →
B169416›
DTC B169416 indicates the airbag control unit (SRS ECU) detects an internal operating voltage below the calibrated threshold (typically below 9V), or a functional fault in the ECU internal power management module or voltage regulation circuit. This hardware-level fault indicates the SRS ECU cannot maintain the stable operating voltage required for its internal microprocessor, acceleration sensor, and ignition circuit. When triggered, the ECU enters fail-safe mode. This condition can cause complete airbag system failure (airbags fail to deploy during a collision), prevent seat belt pretensioner activation, or generate a false alarm resulting in unintended airbag deployment. This fault poses a severe safety risk and requires immediate repair.
Causes
— A damaged internal power management chip or voltage regulation circuit in the SRS ECU fails to convert battery voltage into a stable 5V/3.3V internal operating voltage.— Severely discharged vehicle battery, faulty generator, or excessive voltage drop in the dedicated SRS power supply circuit, causing the ECU input voltage to remain continuously below 9V.— Pin oxidation, backed-out terminals, or poor contact at the SRS ECU connector (usually located under the centre console) causing abnormally high resistance in the power supply circuit.+2 more →
Actions
— Use the BYD VDS2000 or Launch X431 diagnostic tool to read the complete fault code stream. Confirm B169416 is active. Check for accompanying fault codes such as B1694-00 (Power supply voltage too low) or U0151 (Lost communication with SRS). Record the voltage value in the freeze frame data.— Measure battery static voltage (should be ≥12.4V) and charging voltage after startup (should be 13.5-14.5V). Check if the SRS ECU fuse (F1/15, usually 10A or 15A) in the instrument panel fuse box is blown. Measure the voltage between ECU connector pin 1 (constant power) and body ground.+3 more →
B1695-00›
DTC B1695-00 indicates the airbag control unit (SRS ECU) detected its operating supply voltage exceeds the system safety threshold (typically >16V). On BYD new energy vehicles, this fault means the 12V low-voltage system supply voltage rose abnormally, exceeding the tolerance range of the SRS ECU internal circuits. The SRS system is highly sensitive to voltage. Excessive voltage can cause reference voltage drift in the internal A/D converter, capacitor breakdown, or unintended airbag deployment. As a safety mechanism, the ECU illuminates the airbag warning lamp, stores the fault code, and enters a fail-safe mode. This mode disables the airbags and seat belt pretensioners, preventing abnormal voltage from causing unintended deployment or failure during a collision.
Causes
— DC-DC converter (high-to-low voltage) fault or regulator failure causes output voltage to exceed 16V and fail to stabilize within the normal 13.5-14.5V range.— 12V battery aging, sulfation, or internal short circuit reduces charge acceptance, causing terminal voltage to spike to an abnormally high level during initial charging.— Intermittent short circuit between the SRS ECU power supply circuit and the high-voltage circuit, or poor contact in the ground circuit (GND), causes reference voltage drift, resulting in the ECU detecting a falsely high voltage.+2 more →
Actions
— Use the VDS2000 or BYD dedicated diagnostic tool to read the DTC freeze frame data. Record the exact voltage value, vehicle speed, timestamp, and system load status when the fault occurred to determine whether the fault is persistent or intermittent.— Measure the current 12V battery static voltage (should be 12.4-12.8V with the vehicle off). Enter Ready mode or start the engine and measure the dynamic charging voltage. Check if the voltage continuously exceeds 15.5V or shows fluctuation spikes.+5 more →
B1695›
In the BYD SRS (airbag) system, DTC B1695 indicates a front passenger Occupant Classification System (OCS) fault, rather than the literal "power supply voltage too high". This DTC indicates the SRS ECU detected an abnormal front passenger seat occupancy sensor signal, a communication interruption, or calibration data outside the valid range. The OCS uses a piezoelectric sensor mat to detect front passenger seat occupancy and occupant weight category to control airbag deployment and staged inflation force. If sensor resistance drifts, signal voltage is abnormal (standard no-load value is 1.2-1.5V), the communication circuit opens, or system calibration is incorrect, the SRS ECU triggers DTC B1695 and illuminates the airbag warning lamp. This creates a serious safety risk, as the front passenger airbag may deploy incorrectly or fail to deploy during a collision.
Causes
— OCS sensor body aging, internal piezoelectric film breakage, or moisture ingress causing resistance drift (normal: 2.3-2.7 kΩ) or abnormal output voltage.— Oxidation or water ingress in the under-seat wiring harness connector (especially in high-humidity southern environments), terminal back-out, or a broken locking clip causing intermittent poor contact.— Vehicle modifications (such as installing leather seat covers or replacing seat foam) or accident repairs deformed the sensor mounting bracket, causing abnormal fitment between the sensor and seat foam (gap must be <2mm).+2 more →
Actions
— Use a BYD VDS or Launch X-431 diagnostic tool to access the SRS system, read the DTC B1695 freeze frame and live data stream, and check the sensor no-load voltage (normal: 1.2-1.5V) and load change rate for abnormalities.— Remove and inspect the OCS module connector under the front passenger seat. Inspect the pins for oxidation or copper corrosion (typically green) and measure the sensor resistance. Check the wiring harness for interference with the seat slide rail and verify the connector locking mechanism is intact.+4 more →
B169517›
DTC B169517 indicates the airbag control unit (SRS ECU/ACU) detected an anomaly during internal self-check, usually pointing to a fault in the ECU internal processor, memory, or power management module. In the BYD diagnostic protocol, sub-code '17' specifically indicates an internal ECU circuit fault or a logic error resulting from supply voltage exceeding the threshold. When the SRS ECU detects an internal oscillator fault, EEPROM data checksum failure, ADC conversion error, or watchdog reset, it sets this code and enters degraded mode. This mode may disable some or all airbag deployment functions. Because the ECU is the core of the passive safety system, this fault presents a severe safety risk and can prevent normal airbag deployment during a collision.
Causes
— Abnormal battery voltage or power fluctuation: Prolonged battery depletion, battery aging, or a charging system fault causes the SRS ECU supply voltage to drop below 9V or exceed 16V, triggering ECU under-voltage/over-voltage protection and logging an internal fault.— SRS ECU internal hardware damage: Aging internal capacitors, PCB corrosion (common in flood-damaged vehicles), or physical damage to the processor chip causes the self-check procedure to fail.— Poor wiring harness connector contact: Oxidized or loose power, ground, or CAN bus pins at the ECU connector (usually located under the center console or behind the armrest box) cause intermittent communication loss or unstable power supply.+2 more →
Actions
— Preliminary inspection: Use VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Confirm whether B169517 is a current fault (Current) or a history fault (History). Check the battery voltage (standard: 12.6V or higher; 13.8-14.5V with the motor running) to rule out power supply system issues.— Visual and connection inspection: Disconnect the battery negative terminal, wait 3 minutes, then inspect the SRS ECU exterior (usually located below the gear selector or inside the center tunnel) for physical damage, water ingress, or a burnt odor. Inspect connector CA1 (or the corresponding connector) for looseness, oxidized pins, or backed-out pins. Measure the resistance at ground point G101 (or the corresponding ground point); the resistance must be less than 1Ω.+4 more →
B1696-00›
DTC B1696-00 indicates an internal hardware or software fault in the airbag electronic control unit (SRS ECU). This fault points to an abnormality in the ECU internal microprocessor, memory (EEPROM), power management module, or internal communication bus, preventing the ECU from completing self-checks or running safety algorithms normally. This fault is a current hard fault (Present DTC), meaning the ECU has detected substantial internal damage and cannot perform normal crash detection and airbag deployment decision functions. While the fault is present, the airbag system may enter fail-safe mode (fully disabled or partially restricted). In a collision, the airbags may fail to deploy properly, creating a severe safety hazard. This fault differs from external wiring or sensor faults; repairing the wiring harness will not resolve it.
Causes
— Cold or broken solder joints on the internal ECU circuit board, or aging and failure of key components (capacitors, resistors, chips), commonly resulting from exposure to high temperatures or prolonged vibration.— During a vehicle collision, even if the airbag does not deploy, high surge current or mechanical stress may physically damage internal ECU chips or data memory.— Power system fault (such as incorrect jump-starting, voltage surge, or reversed battery polarity) causing breakdown of the ECU internal power management module.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD ED400 or Launch X431) to read SRS system fault codes, confirm B1696-00 is a current fault (Active), and record history fault codes.— Check the SRS ECU power supply circuit: Disconnect connector G36. Measure the voltage at G36-34 (constant power supply) and G36-33 (IGN power supply). Standard value: 11-14V. Measure the resistance between G36-35 (ground) and body ground. The resistance must be less than 1Ω.+6 more →
B1696›
For the BYD SRS (Supplemental Restraint System/airbag system), DTC B1696 indicates a fault in the Seat Occupancy Sensor or its related circuit, not hardware damage to the SRS ECU itself. This sensor mounts inside or underneath the driver or front passenger seat. It detects seat occupancy and classifies occupant weight, serving as a key input signal for the airbag deployment logic. When the ECU detects an open circuit, short circuit, abnormal signal, or communication failure in the sensor circuit, it illuminates the airbag warning lamp. The system may default to disabling the corresponding airbag and illuminate the 'airbag off' indicator. This severely compromises occupant protection during a collision. On some models, failing to perform the online configuration learning procedure after replacing the seat or sensor also triggers this code.
Causes
— Seat occupancy sensor wiring harness connector loose, oxidized, or making poor contact: Frequent fore-and-aft seat adjustment or cleaning loosens the yellow connector (usually 4-pin), and oxidized terminals interrupt the signal.— Seat wiring harness mechanical damage: Seat frame edges or slide rails wear through the wiring harness insulation over time, causing a signal wire short to ground or open circuit, especially during water fording or on rough roads.— Sensor body damage: Water ingress (wading repair), aging, or heavy loads cause abnormal internal resistance in the seat pressure sensor, preventing it from outputting the normal 0.5-4.5V pressure signal.+2 more →
Actions
— Use the BYD VDS or Launch X-431 diagnostic tool to read the complete fault codes and freeze frame data. Confirm whether the fault is on the driver or passenger side. Check if the 'seat occupancy status' in the data stream changes when applying pressure.— Visually inspect the yellow wiring harness connector under the affected seat (usually marked 'SRS' or 'Airbag'). Check for looseness, water ingress, pin oxidation, or corrosion. Clean with electrical contact cleaner and re-secure.+5 more →
B1697-00›
DTC B1697-00 indicates the airbag control unit (SRS ECU) internal self-test detected a critical function fault. The ECU integrates the acceleration sensor, safing sensor, firing decision logic, and diagnostic communication module. Potential root causes include: 1) Data verification failure in the ECU internal microprocessor or memory (EEPROM/Flash); 2) Abnormal output from the power management module (12V-5V/3.3V voltage regulator circuit); 3) The crash detection algorithm continuously detecting an internal logic conflict; 4) Communication interface circuit fault with the crash sensors (front door, side airbag, center sensor). This fault causes the ECU to enter a degraded mode, disabling deployment of the airbags, seat belt pretensioners, and pedestrian protection devices. In extreme cases, it may cause unintended airbag deployment or failure to deploy during a collision. This is a safety-critical fault.
Causes
— SRS ECU内部电源IC（如TLE7263或同类车规级稳压芯片）热疲劳虚焊或击穿，导致内核供电电压跌落至3.0V以下（正常需3.3V±0.1V）— 车辆蓄电池亏电或搭电操作时产生电压浪涌（>16V），导致ECU内部EEPROM数据块损坏或校验和错误— 前碰/侧碰传感器回路对地或对电源短路（阻抗<1Ω或>5Ω），ECU启动保护性锁止并记录内部故障+2 more →
Actions
— 安全断电：断开低压蓄电池负极，等待至少90秒（确保SRS备用电容电压<1V），禁止在通电状态下插拔气囊相关线束— 外观与连接检查：拆卸中控台下方饰板，检查SRS ECU连接器（通常为24针或32针黑色插头）是否存在松脱、退针、铜绿氧化或进水痕迹，测量端子保持力+6 more →
B1697›
DTC B1697 indicates the airbag control unit (SRS ECU) detected an internal hardware fault or critical support circuit error, forcing the system into fail-safe mode. This fault involves an internal microprocessor calculation error, EEPROM data corruption, an abnormal internal accelerometer signal, an ignition driver circuit fault, or a severe fault in the external power supply, ground, or communication lines. When triggered, the SRS ECU disables deployment of all airbags and seat belt pretensioners. The vehicle provides no passive safety protection during a collision. This severe fault compromises driving safety.
Causes
— SRS ECU internal hardware fault: Damaged main control chip (MCU), internal memory data checksum failure, swollen capacitors, or dry solder joints causing functional failure.— Abnormal power supply: Poor connection or unstable voltage in the constant power (B+) circuit, poor contact in the ignition switch power (IG1) circuit, or oxidation in the dedicated fuse socket (usually 10A-15A) causing power interruption.— Ground system fault: Corroded SRS ECU ground terminals (G101/G102), broken ground harness, or excessive contact resistance (>1Ω), causing control unit reference voltage drift.+2 more →
Actions
— Fault confirmation and data recording: Use the BYD dedicated diagnostic tool (VDS2000 or Launch X431) to read the complete DTC list. Record the B1697 freeze frame data. Determine if the fault is current or history. Observe if the instrument panel SRS warning light is solid or flashing.— Power and ground circuit inspection: Disconnect the battery negative terminal and wait 90 seconds (for capacitor discharge). Disconnect the SRS ECU connector. Measure the voltage at the power supply terminals (constant power and IG power) (standard value: 11-14V; 13.5-14.5V with the engine running). Measure the resistance between the ground terminal and body ground (must be <1Ω). Check the connector pins for oxidation or backed-out pins.+4 more →
B169700›
This DTC has two definitions across different BYD vehicle platforms: 1) In early models such as the E2, E3, and Qin EV, it indicates an internal fault in the SRS_ECU (airbag control unit) involving communication, power supply, or internal circuit failures in the main safety system control module, potentially affecting crash protection functions. 2) In models equipped with seat memory such as the Song MAX, Song Pro, Tang, and Song PLUS, repair databases indicate this DTC usually flags a Driver Seat Position Memory - Store 1 Malfunction. This involves Seat Control Module (SCM) storage or recall failures for memory position 1, or distorted signals from related position sensors (fore-aft/height/tilt). In either case, the control module detects abnormal internal storage, a communication timeout, or actuator feedback signals exceeding the threshold. Confirm the fault subtype using the VDS diagnostic tool based on the specific vehicle model.
Causes
— Abnormal power supply or ground to the Seat Control Module (SCM) or SRS ECU, specifically a voltage drop or momentary power loss in the IG1 power supply under specific operating conditions.— Abnormal seat position sensor (fore-aft position, height adjustment, backrest recline) signal, faulty sensor, or sensor wiring harness pinched or chafed during seat rail movement, causing a short or open circuit.— Oxidation, looseness, or terminal back-out at the under-seat wiring harness connector (such as connector M1), causing excessive contact resistance.+2 more →
Actions
— Use the VDS2000 diagnostic tool to scan all vehicle systems. Verify the specific definition, freeze frame data, and environmental conditions of DTC B169700. Read the seat position sensor data stream (fore-aft, height, and backrest angle values) or the SRS system status.— Check the power supply circuits (constant B+, ignition switch IG1) and ground points of the relevant control module (seat control module or SRS ECU). Measure the voltage to verify it is within 12V ± 0.5V, and check if fuse F2/14 (seat control) is blown.+4 more →
B1698-00›
B1698-00 indicates the airbag system electronic control unit (SRS ECU) detects an internal fault or critical function abnormality. This fault code typically indicates an SRS ECU internal memory error, processor fault, power supply voltage out of operating range (overvoltage or undervoltage), or a persistent communication bus fault between the ECU and the crash sensors or airbag modules. In BYD Qin series vehicles, this fault forces the airbag system into fail-safe mode and continuously illuminates the instrument panel airbag warning lamp. During a collision, the vehicle may fail to deploy the airbags and seat belt pretensioners, posing a severe safety hazard. This fault code is a hard fault that does not clear automatically and requires professional diagnosis and repair.
Causes
— Abnormal SRS ECU power supply circuit: unstable battery voltage, blown fuse (e.g., dedicated SRS fuses F1/14, F1/15), poor power supply circuit connection, or excessive voltage drop.— Poor ground connection: The SRS ECU ground terminal (usually located on the instrument panel frame or lower A-pillar) is loose, oxidized, or corroded, causing excessive ground resistance (standard: < 1Ω).— SRS ECU internal hardware fault: internal capacitor aging, memory data corruption, microprocessor malfunction (common in early-batch 2017-2018 Qin series models).+2 more →
Actions
— Safety check and preliminary inspection: Disconnect the high-voltage manual service disconnect (MSD) and wait 5 minutes for the high-voltage system to discharge. Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS capacitor to discharge fully, preventing accidental airbag deployment.— Visual inspection: Check the SRS ECU for physical damage, water stains, or burn marks. Check the SRS ECU wiring harness connector (usually 24-48 pins) located under the dashboard or in the center tunnel for looseness, backed-out terminals, or corrosion.+5 more →
B1698›
DTC B1698 indicates the airbag system electronic control unit (ACU/SRS ECU) detects an internal system fault or critical function failure. This fault involves an ECU internal processor self-check anomaly, memory data checksum error, power supply monitoring circuit fault, firing circuit diagnostic system anomaly, or interrupted communication with the vehicle CAN network. As the core control module of the passive safety system, the SRS ECU monitors crash sensor signals in real time and controls the firing circuits for multiple airbags and seat belt pretensioners. When B1698 triggers, the system typically enters fail-safe mode and automatically disables all airbag and pretensioner deployment. This causes a complete loss of vehicle crash protection capability and poses a severe safety hazard.
Causes
— SRS ECU internal hardware fault: Internal processor damage, EEPROM data corruption, power management chip failure, or aging internal capacitors causing unstable operating voltage.— Power supply system fault: battery voltage too low (<9V) or too high (>16V), poor connection in ECU constant power/ignition power circuit, poor contact at fuse F1/FB07, corroded ground wires G103/G303 causing increased contact resistance (>1Ω)— CAN communication bus fault: Interrupted communication with the Gateway Controller (GWC); CAN-H and CAN-L lines shorted to ground or power; wiring harness open circuit; or abnormal terminal resistor (120Ω) causing network failure.+2 more →
Actions
— Use the VDS2000 or a dedicated BYD diagnostic tool to read the complete DTC list. Record the Freeze Frame data, specifically check for accompanying U-series communication fault codes (such as U0151, U0164), and save data stream screenshots.— Check SRS ECU power and ground: Disconnect the battery negative terminal for 3 minutes, then unplug the ACU connector (usually located under the center console or behind the center armrest). Measure voltage at Pin 30 (constant B+) and Pin 28 (ignition IG1). Voltage must be 9-16 V. Measure resistance between Pin 24 (ground GND) and body ground. Resistance must be <1 Ω. Inspect the connector for water ingress, pin corrosion, or backed-out terminals.+4 more →
B169800›
DTC B169800 indicates an internal fault or communication failure in the airbag control unit (SRS ECU). As the core control module of the airbag system, the SRS ECU monitors crash sensor signals, processes crash algorithms, and controls airbag and seat belt pretensioner deployment. This DTC indicates the ECU self-check detected an internal processor fault, memory error, power supply fault, or CAN communication interruption with other modules (such as the Vehicle Control Unit or Body Control Module). This fault poses a severe safety risk and may cause the airbags to fail to deploy or to deploy inadvertently during a collision. Repair immediately.
Causes
— Poor contact in the SRS ECU power supply or ground circuit, or abnormal voltage (below 9V or above 16V)— SRS ECU internal hardware fault (processor, memory, or internal sensor damage)— CAN bus communication fault (loss of communication between SRS ECU and vehicle network, or signal interference)+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Confirm if B169800 is a current or historical fault, and check for accompanying communication fault codes (such as codes starting with U).— Check the instrument panel SRS warning light status (solid or flashing). Disconnect the battery negative terminal for 5 minutes, then restore power. Perform a system self-check and observe if the fault code reappears.+4 more →
B1699-00›
B1699-00 indicates an internal hardware or basic software fault in the airbag electronic control unit (SRS ECU). This ECU integrates a central acceleration sensor, a crash detection algorithm processor, ignition driver circuits, and an energy storage capacitor. The following conditions trigger the DTC: abnormal ECU supply voltage (below 9V or above 16V for longer than the set time), internal memory (EEPROM/Flash) checksum failure, main control chip (MCU) watchdog reset, acceleration sensor self-test failure, or CAN communication controller fault. This is a hard fault. The ECU enters fail-safe mode and disables all airbag ignition circuits, preventing the airbags and seat belt pretensioners from deploying during a collision and posing a severe safety hazard.
Causes
— SRS ECU internal hardware damage (voltage regulator chip breakdown, main control MCU cold solder joint, acceleration sensor module failure)— Power supply system fault (discharged battery, blown fuse SB09, burnt ignition switch contacts causing unstable voltage)— Ground circuit fault (loose or oxidized G36 connector or broken ground wiring harness causing contact resistance greater than 1Ω)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS ECU energy storage capacitor to fully discharge to prevent accidental airbag deployment.— Visual inspection: Inspect the SRS ECU housing located under the dashboard or center console for physical damage, burn marks, or liquid ingress.+8 more →
B1699›
DTC B1699 indicates an internal self-check fault in the airbag system Electronic Control Unit (SRS ECU). As the core control module of the passive safety system, the SRS ECU integrates acceleration sensors, safing sensors, ignition driver circuits, and a microprocessor. This DTC triggers when the ECU detects an internal processor fault, memory data checksum error, internal communication bus anomaly, or power management module fault during the self-check. The airbag system enters fail-safe mode, meaning the airbags and seat belt pretensioners may fail to deploy during a collision. The instrument panel SRS warning light illuminates continuously. External power supply or ground faults typically trigger specific DTCs such as B1693 (poor ground) and B1694/B1695 (abnormal supply voltage). DTC B1699 specifically indicates an internal circuit fault within the ECU itself.
Causes
— Hardware damage to the SRS ECU main control chip, memory, or ignition drive circuit, common in older vehicles or vehicles exposed to strong electromagnetic interference.— Abnormal ECU supply voltage (battery voltage continuously exceeding 16V or falling below 9V) causes internal power management module breakdown or protection circuit latching.— During a previous vehicle collision, the ECU internal acceleration sensor detected an impact but the airbag did not deploy, locking the internal diagnostic circuit or physically damaging the sensor.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED400). Enter the SRS system to read all fault codes and freeze frame data. Verify B1699 is a current fault and the only code present. Rule out any accompanying communication or sensor faults.— Check the SRS ECU power supply circuit: Measure the voltage from connector G36 pin 35 (constant power +B) to ground; it must be battery voltage. Pin 34 (IG1 power) must be 12V with the ignition ON. Check fuse F4/9 and related relays.+8 more →
B169C00›
DTC B169C00 indicates the airbag control unit (SRS ECU) detected a severe fault during its internal self-check. This typically involves an ECU internal memory (EEPROM/Flash) data checksum failure, a main processor (MCU) calculation error, or an internal power supply/clock circuit fault. This is a hard fault; the ECU cannot guarantee correct deployment of the airbags, seat belt pretensioners, and high-voltage interlock cut-off function during a collision. Upon triggering, the SRS ECU enters fail-safe mode, illuminates the instrument cluster airbag warning light, and disables the entire airbag system. Although the vehicle remains drivable, crash protection functions fail completely, posing a major safety risk.
Causes
— SRS ECU internal memory data corruption or checksum failure (due to electromagnetic interference, voltage transients, or memory aging)— ECU power supply system fault (unstable constant power (BAT+) or ignition power (IG+) voltage, or ground point oxidation causing reference voltage drift)— CAN communication bus physical layer fault (CAN-H and CAN-L shorted together or shorted to ground, preventing the ECU from synchronizing with the vehicle network)+2 more →
Actions
— Use the VDS2100/VDS3.0 diagnostic tool to read all DTCs, confirm B169C00 is a current fault (Active), record freeze frame data, and check for accompanying U-class communication DTCs.— Perform a key cycle test and observe if the fault code resets. If the fault persists, disconnect the battery negative terminal for 5 minutes, clear the fault code, power on the vehicle for a self-check, and verify fault reproducibility.+6 more →
B169A-00›
B169A-00 indicates an internal fault in the airbag control unit (SRS ECU) or a system-level communication fault. The SRS ECU is the core control module of the vehicle’s passive safety system, responsible for monitoring crash sensors, controlling airbag deployment, triggering seat belt pretensioners, and recording crash data. This fault code indicates the ECU self-check detected an internal processor fault, memory checksum failure, internal bus communication interruption, or critical circuit abnormality. This fault constitutes a serious safety hazard; it may prevent the airbag system from deploying correctly during a collision or cause unintended deployment. In BYD Qin series vehicles, the SRS ECU typically mounts beneath the center console or in the central armrest area, communicating with the vehicle network via the CAN bus.
Causes
— SRS ECU internal hardware fault: Damaged microprocessor, EEPROM memory chip, or internal power supply circuit causing self-test failure.— Power supply system fault: battery voltage too low (below 9V) or too high (above 16V), blown SRS dedicated fuses (ECU-B, AIR BAG), or loose or oxidized ground terminal.— CAN bus communication fault: Short circuit or open circuit in the CAN-H and CAN-L lines, or abnormal terminating resistance, interrupts communication between the ECU and the vehicle network.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read all fault codes. Check for accompanying U-series communication fault codes (such as U0151, U0164) and historical freeze frame data.— Check the vehicle battery voltage (static voltage ≥12.4V; 13.5-14.5V after startup). Check if the SRS system fuse in the dashboard fuse box (usually labeled SRS, AIR BAG, or ECU-B) is blown.+4 more →
B169A›
DTC B169A indicates the airbag control unit (SRS ECU) detects an internal system fault or critical function failure. This fault code typically indicates an abnormality in the ECU internal processor, memory, or power management module, forcing the airbag system into a degraded mode or complete failure state. Specific symptoms include crash detection algorithm failure, ignition loop driver circuit faults, or interrupted communication with other safety modules (such as seatbelt pretensioners and crash sensors). This fault directly prevents airbag deployment during a collision, disables seatbelt pretensioners, and continuously illuminates the instrument cluster airbag warning light. On some models, this fault restricts Child Presence Detection (CPD) and smart key system functions, as these systems share sensor data or communication buses.
Causes
— SRS ECU internal hardware fault: main control chip (MCU) damage, EEPROM data corruption, internal capacitor aging, or ignition drive circuit short/open circuit.— Power supply system fault: Unstable constant power (+B) circuit voltage (below 9V or above 16V), loose or corroded ground terminal, or abnormal ignition switch signal causing ECU restart.— Communication bus fault: CAN-H and CAN-L line short/open circuit, terminating resistance deviation (not standard 60 Ω), LIN bus crash sensor communication timeout.+2 more →
Actions
— Initial diagnosis: Use the BYD dedicated diagnostic tool (VDS2000/VDS6000) to read all DTCs. Confirm whether B169A is an active or history fault. Read the freeze frame data to record the vehicle status when the fault occurred.— Power supply and ground check: Measure the voltage at SRS ECU connector terminal +B (constant power) (standard: 11-14V), check the resistance at ground terminals G101/G102 (must be less than 1Ω), and confirm the IGN signal is at battery voltage with the ignition ON.+5 more →
B169B-00›
DTC B169B-00 indicates an internal self-diagnostic fault or severe communication error within the airbag control unit (SRS ECU). This fault indicates the microprocessor, memory (EEPROM/Flash), power supply monitoring circuit, or watchdog circuit within the SRS ECU detected an abnormality, preventing guaranteed airbag deployment. When this fault occurs, the SRS ECU enters fail-safe mode, illuminates the airbag warning light, and disables all airbags, seat belt pretensioners, and crash unlock functions, severely compromising passive safety. This is a Hard Fault; disconnecting the power typically will not clear it. Repair the power supply or communication wiring, or replace the ECU.
Causes
— SRS ECU internal circuit board damage: Voltage surges (such as reversed polarity during jump-starting or charger surges), long-term thermal cycling causing solder joint cracking, or internal capacitor aging causing power supply filtering failure.— Abnormal power supply: Prolonged low (<9V) or high (>16V) battery voltage, poor connection in the IGN power circuit, poor fuse contact, or oxidation at ground point G201 (left side of instrument panel) causing reference voltage drift.— CAN bus communication fault: Short or open circuit in the CAN-H (orange/black) or CAN-L (orange/brown) lines between the SRS ECU, gateway, and vehicle control unit; abnormal terminating resistance (120Ω); or bus voltage out of standard range (CAN-H 2.5-3.5V, CAN-L 1.5-2.5V).+2 more →
Actions
— Diagnostic scan: Use VDS2000 or a dedicated BYD diagnostic tool to access the SRS system and read freeze frame data. Confirm whether B169B-00 is an active or history fault. Record vehicle speed, battery voltage, temperature, and other parameters at the time of the fault. Check for accompanying fault codes (such as U-prefix communication faults or B16XX-series sensor faults).— Power and ground check: Turn off the ignition. Measure the voltage to ground at pin 16 (constant power B+) and pin 15 (IGN) of the SRS ECU connector. The voltage must be 11-14V. Measure the resistance between the ground pin (usually pin 14) and the vehicle body. The resistance must be <1Ω. Inspect fuses SB11 (10A, instrument panel power distribution box) and SB15 (15A) for blown elements or poor contact. Check the power supply waveform using an oscilloscope to rule out excessive ripple voltage (>100mV).+4 more →
B169B›
DTC B169B (usually with sub-code -00) indicates a range/performance fault or invalid signal in the driver seat horizontal position sensor (DSeat Horizontal Position Sensor) circuit. This three-wire sensor (5V reference supply, signal ground, analog signal output) mounts on the driver seat slide rail to monitor the fore-and-aft seat position in real time (0-240 mm travel range). The BCM or seat control module sets this DTC when it detects the sensor output voltage falls outside the calibrated range (normally 0.5-4.5V, changing linearly with position), an open or short circuit, or a value that remains unchanged for an extended period. This fault directly affects the seat memory and welcome seat rearward movement functions. It may also prevent the airbag system from optimizing pretensioner force based on seat position (linked with the SRS on some models). This fault compromises user experience and vehicle safety.
Causes
— Loose sensor plug or oxidized terminal pins: Frequent fore-and-aft seat movement causes wiring harness fatigue. A loose 5-pin plug or copper corrosion interrupts the signal (accounts for 80% of cases).— Water ingress and corrosion under the seat: Car wash fluid penetration, water leaks from aged door seals, or a blocked sunroof drain tube causing the sensor connector or wiring harness to short to ground.— Mechanical interference between the wiring harness and seat slide rail: The wiring harness retaining clip between the seat slide rail and vehicle body detached. During seat movement, the harness rubs against the metal slide rail, breaking the internal copper wires.+2 more →
Actions
— Use VDS2000 or an equivalent diagnostic tool to read the fault codes and data stream. Move the seat forward and backward, and observe if the 'Driver's Seat Horizontal Position' value changes accordingly (normally 0-240 mm) to confirm the fault condition.— Visually inspect the sensor connector under the seat (usually located in front of the left seat rail). Check the connector for looseness and the pins for oxidation (green corrosion). If necessary, clean the connector with electrical contact cleaner and apply conductive grease. Fully seat the connector and secure it with a cable tie.+7 more →
B169C›
DTC B169C indicates the airbag control unit (SRS ECU) detects a critical internal function failure or self-diagnostic abnormality. This typically involves an ECU internal processor (MCU) calculation error, a non-volatile memory (EEPROM/Flash) data verification failure, abnormal power management module (PMIC) output, or the safety monitoring circuit (Watchdog) triggering a reset. As the core of the passive safety system, the SRS ECU receives crash sensor signals, determines collision severity, and triggers airbag deployment and seat belt pretensioners. This fault means the ECU cannot guarantee a normal response during a collision, potentially causing the airbags to fail to deploy or deploy unintentionally. This constitutes an Automotive Safety Integrity Level (ASIL) D functional safety fault.
Causes
— SRS ECU internal hardware fault: damaged main control chip (e.g., Infineon TriCore series), corrupted memory data block, or failed internal voltage regulator (supplying 5V/3.3V sensor reference voltage).— Power supply system fault: poor connection in the constant power (B+) circuit, voltage drop in the ignition switch power supply (IG1/IG2), or corrosion at ground points (G101/G102, etc.) causing increased contact resistance (>1Ω).— Communication bus fault: Short circuit between CAN-H and CAN-L, short to power or ground, or terminating resistor drift (standard 60 Ω, deviation exceeding 5 Ω), preventing the ECU from establishing secure authentication communication with the BCM and instrument cluster.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge the SRS ECU internal storage capacitor). Inspect the ECU exterior for physical damage, water ingress, or burn marks.— Power supply and ground check: Use a multimeter to measure the voltage at ECU connector terminal 30 (constant power) and terminal 15 (ignition power). Standard value: 11-14V. Measure the ground resistance; the value must be less than 1Ω. Check the fuse (typically a dedicated 10A-15A fuse in the dashboard fuse box).+5 more →
B169D-00›
DTC B169D-00 indicates the airbag control unit (SRS ECU) detects an internal fault or abnormal system communication. This ECU is the core control module of the airbag system. It monitors crash sensor signals, determines crash severity, controls the deployment timing of the airbags and pretensioners, and records crash data (EDR). Faults in the ECU internal processor, memory, or power management circuit, interrupted communication with the vehicle CAN network, or data checksum errors trigger this fault code. This fault may cause the airbag system to enter fail-safe mode, preventing normal airbag deployment during a collision and severely compromising occupant passive safety protection. This is a critical safety-related fault.
Causes
— SRS ECU internal hardware fault: Damage to the control module internal CPU, memory chip, or power regulation circuit causes the self-check program to fail.— Power supply and ground fault: Unstable voltage or excessive voltage drop in the constant power (+BAT) or ignition switch power (+IG) supply, or ground harness contact resistance exceeding the limit (>10Ω), causing abnormal ECU power supply.— CAN bus communication fault: Short circuit, open circuit, or abnormal terminal resistance in the CAN-H/CAN-L lines between the SRS ECU, vehicle gateway, and instrument cluster (normally 60 Ω in parallel), interrupting data exchange.+2 more →
Actions
— Use a BYD VDS2000 or Launch X431 diagnostic tool to access the SRS system, read and record all DTCs and freeze frame data, and confirm B169D-00 is a current (Active) fault, not a history fault.— Check the SRS ECU exterior and installation condition. Confirm there is no physical damage or signs of water ingress. Check the wiring harness connector (usually located under the centre console or central tunnel) for looseness, water ingress, or oxidized pins.+5 more →
B169D›
DTC B169D indicates the SRS (Supplemental Restraint System) ECU (Electronic Control Unit) detected a critical fault during its internal self-check. Specifically, this code indicates the airbag control module's internal monitoring circuit detected a processor fault, memory checksum error, power management circuit abnormality, or safety watchdog timeout. As the core of the passive safety system, the SRS ECU monitors crash sensor data in real time, diagnoses system integrity, and precisely controls the deployment timing of the airbags, seat belt pretensioners, and active head restraints during a collision. When B169D sets, the ECU cannot guarantee its decision-making logic reliability. It enters fail-safe mode and disables all airbag deployment functions. As a result, the airbags may fail to deploy during a frontal, side, or rear-end collision, and the instrument cluster airbag warning light remains illuminated. Although the vehicle remains drivable, the significantly reduced passive safety protection creates a serious safety risk.
Causes
— SRS ECU internal integrated circuit fault: Physical damage, cold solder joints, or aging in the control unit's microprocessor, memory chip, or power regulation circuit causes the self-test to fail.— Abnormal power supply: battery voltage too low (<10V) or too high (>16V), poor contact in the SRS ECU constant power (B+) circuit, momentary interruption of the ignition power (IGN), or excessive resistance in the ground circuit (>1Ω), causing unstable ECU power supply or reset.— Communication bus fault: Diagnostic CAN bus (CAN-H or CAN-L) short to power or ground, open circuit, or abnormal terminal resistance (deviating from 60Ω), interrupting communication between the ECU and the vehicle network or causing data validation failure.+2 more →
Actions
— Initial diagnosis: Use VDS2000 or a dedicated BYD diagnostic tool to read the complete DTC list. Check for accompanying U-class (communication) or B16XX (sensor) fault codes. Record the voltage values and mileage from the freeze frame data.— Power supply system check: Measure battery static voltage (standard 12.6V±0.2V) and voltage with motor running (13.8-14.4V). Check voltage drop at SRS ECU connector terminals (constant power B+, IGN power, GND). Voltage drop must be <0.1V and ground resistance <1Ω.+5 more →
B169D00›
DTC B169D00 indicates the airbag control unit (SRS ECU/ACU) detects an internal systemic fault. The ECU sets this code when it detects an abnormality in the processor core, non-volatile memory (NVM), safety sensor interface, or internal communication bus during the Power-on Self Test or cyclic monitoring. As the core controller of the passive safety system, the SRS ECU monitors crash acceleration sensor signals in real time, processes crash algorithm decisions, and controls the firing circuits for the airbag modules and seat belt pretensioners. This fault causes the ECU to enter Limp Home mode or fail completely. Consequently, the ECU cannot correctly determine crash severity or trigger the corresponding protective devices during a collision, leading to airbags failing to deploy or deploying unintentionally. This is an ASIL-D safety-critical fault. Potential causes include ECU hardware damage, software runaway, abnormal supply voltage (below 9V or above 16V lasting beyond the set threshold), CAN/LIN communication physical layer faults, or system lockout resulting from a short or open circuit in the external crash sensor wiring.
Causes
— SRS ECU internal hardware fault: damaged main control chip (e.g., Infineon TC2xx/TC3xx series MCU), memory (Flash/EEPROM) data checksum failure, or internal safety watchdog timeout.— Power supply and ground system fault: unstable battery voltage (depleted battery or charging system fault), loose or oxidized SRS ECU dedicated ground points (G101/G102, etc.) causing excessive voltage drop, excessive contact resistance at the constant power (+B) circuit fuse.— Communication bus fault: Diagnostic CAN or private security CAN bus (CAN-H/CAN-L) short to power/ground, open circuit (common at the dashboard wiring harness junction), or terminating resistor drift (deviating from the standard 60Ω value) compromising signal integrity.+2 more →
Actions
— Perform a full system scan using the BYD VDS2000 or DMS diagnostic tool. Record the B169D00 freeze frame data, noting the vehicle status at the time of the fault (ignition cycle, vehicle speed, supply voltage). Check for accompanying U-class communication fault codes (e.g., U0151 Lost Communication with SRS) or B13xx-class sensor fault codes.— Flash the SRS ECU software: Attempt to flash the latest ECU firmware via OTA or offline (usually located in the safety system flashing menu). If the flash process interrupts or fails, diagnose an ECU hardware fault directly. After a successful flash, perform an ignition cycle test and check if the fault code recurs.+4 more →
B169E-00›
DTC B169E-00 indicates the airbag electronic control unit (SRS ECU/ACU) detected a fault during its internal self-check. Specifically, this constitutes a hardware or logic fault in the ACU internal processor, memory (EEPROM/Flash), power management module, or internal communication bus, rather than a problem with external sensors, wiring harnesses, or crash detection circuits. This fault indicates the ACU cannot guarantee reliable execution of the airbag deployment logic during a collision, making it a safety-critical fault. In BYD Qin series vehicles, the ACU typically mounts in the center tunnel or beneath the dashboard and manages multiple deployment circuits, including the front airbags, side curtain airbags, and seat belt pretensioners.
Causes
— ACU internal power management IC fault: A damaged internal voltage regulator chip causes abnormal power supply to the 3.3V or 5V logic circuit, triggering an internal watchdog reset failure.— EEPROM data corruption: Electromagnetic interference, voltage transients, or aging cause CRC check errors in memory configuration data, crash records, or calibration parameters.— Main control MCU crash or program runaway: ARM core processor enters an unrecoverable state due to abnormal clock signal, PCB dry solder joint, or software bug.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD VDS or Launch X431) to read all fault codes, check for B169E-00 and any accompanying U-series communication fault codes, and record the freeze frame data.— Perform the ACU power supply integrity check: measure constant power (B+, should be 12V±0.5V), ignition power (IGN, should be 12V at key ON), and ground (GND, resistance <1Ω) to rule out external power supply issues.+6 more →
B169E›
B169E (SRS_ECU Fault) indicates the Airbag Control Unit (ACU) detected an internal circuit abnormality, a power supply/ground fault, or a critical communication bus interruption. This fault code signifies the SRS ECU cannot execute the self-test procedure, or it detected a functional failure in the internal processor, memory, or ignition loop monitoring circuit. This is a Hard Fault, meaning the airbag system may be in a complete failure or degraded mode. In a collision, the airbags or pretensioners may fail to deploy, posing a severe safety hazard.
Causes
— Abnormal SRS ECU power supply circuit: Includes a blown constant power (BAT+) fuse, poor contact at the IGN power relay, or loose or corroded ground points (G701/G702, etc.), causing the ECU operating voltage to drop below 9V or momentary power loss.— ECU internal hardware fault: Internal capacitor aging and leakage, main control chip (MCU) damage, ignition circuit driver transistor breakdown, or memory (EEPROM) data checksum failure.— CAN communication bus fault: Open or short circuit in the power CAN or dedicated safety CAN line between the SRS ECU and the vehicle gateway (GWM), or an abnormal terminal resistor (120Ω), causing a communication timeout.+2 more →
Actions
— Safety Preparation and Initial Diagnosis: Disconnect the high-voltage system (execute the high-voltage power-down procedure for new energy vehicles). Use a dedicated diagnostic tool (VDS3000/BYD dedicated diagnostic tool) to read the complete fault code stream. Record whether B169E is a Current or History code. Check for accompanying B1650-B1680 series sensor faults.— Power supply and earth circuit check: Open the dashboard and locate the SRS ECU (usually under the centre console or in front of the gear selector). Measure the voltage between ECU connector terminal 30 (constant power), terminal 15 (IG power) and earth. Verify static voltage is ≥12 V and ≥10.5 V during start-up. Verify earth resistance is <1 Ω. Check fuses SB13 and SB14 (refer to the specific vehicle wiring diagram).+3 more →
B169F-00›
DTC B169F-00 indicates the Airbag Control Unit (SRS ECU) detected a severe internal self-check fault, preventing normal system operation. As the core of the passive safety system, the SRS ECU monitors subsystems in real time, including crash acceleration sensors, side pressure sensors, and seat occupancy detection. Upon detecting a collision, the ECU triggers the airbags, seat belt pretensioners, and high-voltage interlock cut-off. This fault indicates a hardware-level error in the internal ECU processor, memory unit, power management module, or communication interface, or a communication interruption or error between the ECU and the vehicle network (CAN/LIN). When this fault triggers, the SRS system enters fail-safe mode and the airbag warning lamp illuminates continuously. All airbags and pretensioners disarm and may fail to deploy during an actual collision. Additionally, the vehicle high-voltage system may fail to execute the collision power cut-off, creating a severe safety hazard.
Causes
— SRS ECU internal circuit board fault: Long-term thermal cycling causes capacitor swelling, cold solder joints, or internal processor chip damage.— Power supply system fault: Low battery charge or generator regulator fault causes voltage to drop below 9V or rise above 16V, exceeding the ECU operating range.— Poor connector contact: Oxidized or backed-out ECU pins, loose retaining clips, or wiring harness wear causing an intermittent open/short circuit.+2 more →
Actions
— Safety preparation: Turn the power switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS system capacitor.— Visual inspection: Remove the instrument panel trim. Check the SRS ECU exterior for physical damage or signs of water ingress. Verify the connector is secure and the locking tab is engaged.+6 more →
B169F›
In BYD new energy vehicles, DTC B169F indicates an ESP (Electronic Stability Program) control unit communication fault, not an SRS airbag fault (early documentation may contain classification errors). This fault code indicates the powertrain CAN or chassis CAN bus fails to receive a valid data frame from the ESP control module (integrated into the vehicle stability system, typically located on the left side of the engine compartment or inside the left front wheel arch), or the received signal fails verification. This disables the Electronic Stability Program, traction control, anti-lock braking system (ABS), and advanced driver assistance functions relying on ESP signals (such as adaptive cruise control and lane keeping). Root causes include a physical-layer CAN bus communication interruption, abnormal terminating resistance, a control unit power supply/ground fault, or a software version mismatch.
Causes
— Poor contact, oxidation, or water ingress at the ESP control module wiring harness connector (the module mounting location exposes it to splashed mud and car wash water, causing pin corrosion).— CAN bus circuit fault (CAN-H or CAN-L short circuit, open circuit, damaged twisted-pair spacing, or termination resistance deviating from the standard value of 60Ω)— Abnormal power supply or ground to the ESP control unit (blown fuse, poor relay contact, or loose ground point causing voltage drop)+2 more →
Actions
— Use BYD diagnostic tool VDS2000/VDS3000 to read all fault codes and freeze frame data. Check for accompanying fault codes such as U010104 (lost communication with ESP) or U030198 (software version mismatch).— Check the power supply voltage (standard 12V±0.5V) and ground resistance (less than 1Ω) of the ESP control module (typical part number BYD-3636100 series) to confirm the power and ground circuits are normal.+5 more →
B169F00›
DTC B169F00 indicates the Airbag Control Unit (SRS ECU) detected a severe fault during its internal self-test. As the core controller of the passive safety system, the SRS ECU integrates lateral/longitudinal acceleration sensors, the crash algorithm processor, and the ignition drive circuit. This DTC triggers when the ECU internal processor, memory (EEPROM/Flash), power monitoring module, or internal communication bus experiences an irreversible hardware or software anomaly. Upon detecting this fault, the ECU enters a degraded mode and may disable the ignition output for the airbags and seat belt pretensioners, resulting in partial or complete loss of crash protection functions. This safety-critical fault requires immediate action.
Causes
— SRS ECU internal hardware fault: main control chip (MCU) damage, internal accelerometer signal processing circuit fault, ignition driver transistor breakdown, or memory data checksum failure— Power supply system fault: battery voltage below 9V or above 16V; poor contact at the dedicated SRS fuse (usually 10A or 15A); loose connection in the ECU constant power (B+) or ignition power (IG) circuit; corroded ground terminal causing reference voltage drift.— CAN network communication fault: A short or open circuit in the Powertrain CAN or Comfort CAN bus prevents the ECU from communicating with the Vehicle Control Module (VCM) and Instrument Cluster Module (ICM), triggering a watchdog reset.+2 more →
Actions
— Use the BYD VDS2000/3000 diagnostic tool to perform a deep scan. Record all fault codes and freeze frame data. Check specifically for accompanying B16XX series sensor faults or U-class communication faults.— Perform power integrity check: Measure battery static voltage (should be ≥12.4V); check continuity and terminal fit of the SRS fuse in the instrument panel fuse box (F1/16 or F2/08, depending on model); measure voltage to ground at ECU terminals B01-1 (B+) and B01-2 (IG); check resistance to ground at B01-3 (GND) (should be <1Ω).+3 more →
B16A0-00›
DTC B16A0-00 indicates the airbag control unit (SRS ECU/ACM) detected a severe fault during its internal self-test. This indicates a hardware-level anomaly in the ECU internal processor, memory, power regulation circuit, or safety monitoring circuit, rather than an external sensor or actuator fault. The SRS ECU integrates crash discrimination algorithms, firing decision logic, and fault diagnostic functions. This safety-critical fault means the ECU cannot guarantee reliable airbag and pretensioner deployment during a collision. The root cause may be internal EEPROM data corruption, CPU calculation errors, abnormal internal voltage monitoring, or watchdog circuit triggering. This fault typically requires ECU assembly replacement rather than repair.
Causes
— ECU internal electronic component failure: Internal energy storage capacitor aging, damaged main control chip (MCU), or corrupted memory (EEPROM/Flash) data causing self-test failure.— Power supply system fault: Battery voltage too low (<9V) or too high (>16V), momentary voltage drop at ignition ON, or poor ground wire contact (oxidation at ground points G201/G301), causing abnormal operation of the ECU internal power management module.— Water ingress or corrosion: Vehicle wading, A/C condensate leakage, or improper motor compartment cleaning causes corrosion and short circuits on the internal circuit board of the SRS ECU located in the center tunnel (beneath the gear selector on Qin series models).+2 more →
Actions
— Diagnostic confirmation: Use the BYD VDS2000/VDS6000 diagnostic tool to read fault codes. Confirm if only DTC B16A0-00 is present or if accompanied by other communication faults (such as U0146). Record freeze frame data (vehicle speed, voltage, etc. at the time of occurrence).— Basic circuit check: Measure the pin voltages at SRS ECU connectors G09/G10 — constant power (B+) should be 12V±0.5V, IGN power should be 12V in the ON position, ground resistance <1Ω, and CAN-H (2.6V) / CAN-L (2.4V) terminal resistance approximately 60Ω.+6 more →
B16A0›
DTC B16A0 indicates a fault in the passenger-side Occupant Classification System (OCS) rather than a purely SRS_ECU hardware fault. The system uses a pressure sensor matrix integrated into the front passenger seat cushion and the OCS control module to monitor front passenger seat occupancy and weight category (adult/child/empty) in real time, and sends commands to the SRS_ECU to suppress or allow airbag deployment. The OCS sets DTC B16A0 when it detects an open circuit, short circuit, abnormal signal, or loss of calibration data in the sensor circuit. This fault prevents the SRS_ECU from accurately determining the front passenger status, posing the following risks: 1) Unnecessary airbag deployment when the front passenger seat is empty, increasing repair costs; 2) Airbag suppression during a collision due to incorrectly identifying the passenger as a child, resulting in inadequate occupant protection; 3) Abnormal seat belt pretensioner operating logic. The system uses a 5V reference voltage circuit and is extremely sensitive to changes in circuit resistance and connector contact resistance.
Causes
— Seat occupancy sensor (OCS) wiring harness connector loose, oxidized, or corroded by water ingress, causing increased contact resistance or intermittent signal interruption.— Physical damage to the pressure sensor pad (pressure sensing film) inside the seat cushion, such as sharp object punctures, plastic deformation from prolonged heavy object pressure, or folding creases.— Seat adjustment slide rail interferes with the OCS wiring harness during movement, causing harness insulation wear, copper core breakage, or a short circuit.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Confirmation: Use the BYD dedicated diagnostic tool (VDS2000) to read the DTC. Confirm B16A0 is the current fault code. Record freeze frame data (including vehicle speed, seat status signal voltage, etc. at the time of the fault).+6 more →
B16A1-00›
DTC B16A1-00 indicates the Airbag Control Unit (ACU) detected a communication anomaly or internal circuit fault in the Left Side Impact Sensor. The SRS_ECU continuously monitors the supply voltage, signal circuit resistance, and LIN/CAN communication frame rate of each impact sensor. The ECU sets this DTC if it detects an open circuit, short to ground, or short to power in the left sensor wiring, or a sensor data validation error (e.g., capacitance drift, acceleration signal out of range) lasting over 200ms. Once set, the system enters a degraded mode. This mode may disable the left side airbag and curtain airbag deployment, or on certain models, restrict the entire airbag system, posing a severe safety hazard.
Causes
— Internal accelerometer damage or capacitor degradation in the left side impact sensor (located inside the left B-pillar trim panel) causes abnormal signal output.— Loose connection, water ingress, oxidation, backed-out pins, or poor contact at the wiring harness connector between the SRS ECU and the left-side impact sensor (usually located under the left front seat or at the base of the B-pillar)— Airbag Control Unit (ACU) internal memory damage, power supply chip fault, or software logic error triggering a false sensor fault.+2 more →
Actions
— Connect the VDS2000 or BYD dedicated diagnostic tool. Enter the SRS system and read all DTCs. Confirm whether B16A1-00 is a current fault (Active) or a history fault (History). Record the vehicle speed and sensor voltage values from the freeze frame data.— Disconnect the 12V battery negative terminal, wait 90 seconds for the capacitor to discharge, then remove the left B-pillar lower trim panel. Verify the side impact sensor connector (black plug, 2-pin or 3-pin) locks securely, and inspect the pins for oxidation or backing out. Apply conductive grease if necessary.+4 more →
B16A1›
DTC B16A1 indicates the airbag control unit (SRS ECU) detects an internal fault or abnormal communication with connected left-side safety system components. Specific causes include an SRS ECU internal processor error, memory fault, software anomaly, or a communication interruption with the left side impact sensor (left B-pillar), left seat belt pretensioner, or left seat occupancy detection sensor. This critical airbag system fault indicates the ECU may fail to receive left-side impact signals or execute airbag deployment commands. Consequently, the left side airbag, side curtain airbag, or seat belt pretensioner may fail to deploy during a side impact. This severely degrades vehicle passive safety protection and requires immediate repair.
Causes
— SRS ECU internal circuit board fault, processor crash, or incorrect software version— Left side impact sensor (located in the left B-pillar or left front door) damaged, connector loose, or wiring open/short circuit.— Abnormal left seat belt pretensioner circuit resistance (open circuit, short circuit, or resistance outside the standard 2.0-3.0Ω range)+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read all fault codes and freeze frame data, confirm B16A1 is a current fault, and check for accompanying left-side safety component fault codes (e.g., B16A0, B16A2).— Check the SRS ECU power supply circuits (including constant power +B and ignition power) and ground circuits. Measure the voltage; it should remain stable between 11-14V. Check for blown fuses SB02, SB03, and others.+4 more →
B16A100›
DTC B16A100 actually indicates an AVAS (Acoustic Vehicle Alerting System) fault, not an SRS airbag system fault. This DTC signifies the Pedestrian Warning Speaker has an open or short circuit, or the AVAS control module detects a speaker circuit fault. AVAS is a mandatory safety feature on new energy vehicles that simulates engine sound to warn pedestrians at low speeds (0-20 km/h). The system triggers this DTC when it detects abnormal speaker circuit resistance (normal range: 4-8 Ω), a wiring short to ground or open circuit, or an internal control module fault. This disables the low-speed warning sound and compromises safety compliance.
Causes
— Pedestrian warning speaker unit damaged: Internal coil burned out causing a short circuit (resistance close to 0Ω) or coil open circuit (infinite resistance). Common causes include water ingress, aging, or quality defects.— Wiring harness connector fault: loose plug, oxidized or corroded terminals, poor contact, or water ingress after wading causing an abnormal signal.— Wiring harness mechanical damage: Front compartment wiring harness chafes against sharp edges such as the fender liner and bumper bracket, causing insulation damage, intermittent short to ground, or open circuit.+2 more →
Actions
— Use VDS2000 or an original BYD diagnostic tool to read the fault code. Confirm if B16A100 is a current or history fault. Record the freeze frame data (vehicle speed, temperature, etc. at the time of occurrence).— Visually inspect the pedestrian warning speaker (typically installed at the front right side of the front compartment or inside the front bumper) for external damage. Check the AVAS control module (typically located near the front compartment fuse box or inside the dashboard) and all related connectors for signs of water ingress, corrosion, or looseness.+7 more →
B16A2-00›
B16A2-00 indicates an internal fault or performance degradation in the airbag control unit (SRS ECU). This is not an external sensor or actuator issue, but an abnormality in the microprocessor, memory chip, power management module, or internal acceleration sensor on the ECU main board. This fault causes the airbag system to enter a degraded mode or fail completely. Front airbags, side airbags, and pretensioner seatbelts may fail to deploy normally during a collision. It may also trigger a high-voltage interlock cut-off, preventing the vehicle from powering up or causing a loss of high voltage while driving. This DTC is a Hard Fault. Simply disconnecting the power usually cannot clear it. Perform an in-depth diagnosis of the hardware or software status.
Causes
— Aged or damaged components on the SRS ECU internal circuit board (such as bulging electrolytic capacitors or cold solder joints on the main control chip)— Abnormal power supply (unstable battery voltage, excessive voltage drop in the ECU power supply circuit, ground point oxidation causing reference voltage drift)— Uncleared ECU internal trigger record after a vehicle collision, or a short circuit in the crash sensor circuit causing ECU self-protection.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the complete DTC list, check for accompanying communication or power supply fault codes such as B16A3 and B1650, and record the freeze frame data.— Check the SRS ECU power supply (constant +B, ignition switch IG1) and ground (G10A/G10B) voltages. Standard value: 12V±0.5V. Check fuse SB02/FB14 (depending on vehicle model).+5 more →
B16A2›
DTC B16A2 indicates the airbag control unit (SRS ECU) detects an internal fault or system-level communication error. As the core control module of the passive safety system, the SRS ECU monitors crash sensor signals, deploys airbags and seat belt pretensioners, and executes post-collision fuel cut-off protection. This DTC indicates an anomaly in the ECU internal processor, memory, or communication interface. It also triggers upon detecting a power/ground circuit fault, CAN bus communication interruption, or crash data lock (incorrectly reset after a collision). This fault may prevent the airbag system from deploying during an actual collision or cause related functions, such as seat belt pretensioners and seat occupancy detection, to fail. This severe fault compromises driving safety.
Causes
— Abnormal SRS ECU power supply: Includes low battery voltage (<9V), blown dedicated fuse (usually located in the dashboard fuse box or front compartment power distribution box), or loose or corroded power supply circuit.— Ground circuit fault: ECU ground point is loose, oxidized, or has excessive contact resistance (>1Ω), causing unstable control unit operation.— CAN bus communication fault: SRS ECU lost communication with the vehicle network (powertrain CAN or comfort CAN). Possible causes include a wiring short circuit, open circuit, or abnormal terminating resistor.+2 more →
Actions
— Step 1: Use the BYD dedicated diagnostic tool (VDS2000/6000) to access the SRS system, read the complete fault codes and freeze frame data, check for accompanying fault codes (such as B16A0, B16A1, etc.), and view the 'collision history record' data stream to confirm if the vehicle experienced a collision.— Step 2: Check the SRS ECU power supply circuit. Disconnect the negative battery terminal, wait 3 minutes, and unplug the ECU connector. Measure the voltage from the ECU connector power pins (constant power +B, ignition switch IG) to ground and check fuse continuity. Verify the voltage is 9-16V. Measure the resistance from the ground pins to ground; it must be <1Ω.+4 more →
B16A3-00›
DTC B16A3-00 indicates an internal self-check failure or core function fault within the airbag control unit (SRS ECU). Specifically, this code indicates the ECU detects an internal processor fault, EEPROM memory error, abnormal internal power reference voltage, or SRS-CAN (Supplemental Restraint System CAN bus) communication interruption during the startup self-check or operation. In BYD Qin series models, the SRS ECU integrates crash criteria algorithms, high-voltage interlock cut-off control logic, and multi-sensor data fusion functions. This fault causes the airbag system to enter Fail-Safe mode, disabling the deployment of airbags, side curtain airbags, seat belt pretensioners, and the high-voltage system emergency cut-off function, while illuminating the instrument cluster SRS warning lamp. If a collision occurs, the occupant protection system will fail and the high-voltage battery may not disconnect automatically, creating an extremely high safety risk.
Causes
— SRS ECU internal hardware fault (damaged MCU processor, memory data checksum error, or capacitor aging causing internal power supply ripple to exceed limits)— Abnormal vehicle battery voltage (prolonged depletion below 10.5V or charging system fault causing voltage to exceed 16V), resulting in unstable ECU power supply or current surge during startup.— SRS-CAN bus physical layer fault (short circuit between CAN-H and CAN-L, short to ground or power, or terminating resistor drift causing signal reflection interference)+2 more →
Actions
— Use the BYD dedicated diagnostic tool VDS2000 or VDS1000 to perform a full vehicle scan. Confirm B16A3-00 is a current (Active) fault, not a history fault. Record the vehicle status in the freeze frame data (vehicle speed, ignition cycle count, battery voltage).— Check the battery state of health (SOH) and static voltage (standard: above 12.6V). Measure the generator output voltage (13.8-14.8V) to rule out power supply system fluctuations causing false DTCs.+5 more →
B16A3›
DTC B16A3 indicates an internal fault in the airbag electronic control unit (SRS ECU, also known as the ACU - Airbag Control Module). This fault points to an abnormality within the ECU processor, memory (EEPROM), power supply monitoring circuit, or safety sensor monitoring circuit, rather than an issue with external airbags, sensors, or wiring harnesses. The ECU internal self-diagnostic program triggers this DTC when it detects key circuit parameters exceeding thresholds (e.g., internal voltage reference deviation, memory checksum failure, or watchdog reset). This fault may prevent the airbag system from deploying normally during a collision or create a risk of unintended deployment. It constitutes a core fault in the passive safety system and requires immediate resolution.
Causes
— SRS ECU internal memory damaged or data verification failed (crash algorithm parameters and configuration codes stored in the EEPROM lost or corrupted).— ECU internal power supply monitoring circuit fault (abnormal internal voltage regulator output causes the ECU to incorrectly determine its power supply status)— External power supply system fault (IG1 power supply voltage fluctuation or excessive ground point contact resistance, causing ECU internal low-voltage reset)+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the capacitors and prevent accidental airbag deployment; read and record all fault codes and freeze frame data.— Basic inspection: Check the SRS ECU exterior for physical damage or water ingress; check if fuse F1/15 (IG1 power supply) is intact; check ECU connectors G36/G37 for oxidation or backed-out pins.+4 more →
B16A4-00›
DTC B16A4-00 indicates the airbag control unit (SRS ECU) detects an internal or systemic fault. As the core control module of the safety system, the SRS ECU monitors crash sensor status, controls the firing and deployment of airbags and seat belt pretensioners, and communicates with the vehicle CAN network. This fault indicates potential hardware damage, software malfunction, or power/communication interruption in the ECU’s internal microprocessor, memory, power regulation circuit, or communication interface. When this DTC triggers, the SRS system enters fail-safe mode. All airbags (driver, passenger, side, and curtain) and seat belt pretensioners may fail to deploy during a collision. The instrument cluster continuously illuminates the airbag warning light, severely compromising passive safety protection.
Causes
— SRS ECU internal hardware fault: Aging, overheating, or manufacturing defects caused a short or open circuit in the capacitors, resistors, processor chip, or ignition drive circuit on the control unit internal circuit board.— Abnormal power supply: unstable constant power (B+) or ignition power (IG) voltage (below 9V or above 16V), excessive contact resistance in the power supply circuit, blown fuse, or loose or corroded ground points G501/G502.— CAN bus communication fault: Short circuit between the H and L lines of the powertrain CAN or body CAN, short to ground or power, open circuit, or abnormal terminal resistance preventing the ECU from communicating with the vehicle network.+2 more →
Actions
— Fault confirmation and freeze frame recording: Use a BYD VDS2000 or Launch X-431 diagnostic tool to read the complete DTCs, record the freeze frame data (vehicle speed, voltage, and temperature at the time of the fault), and check for related fault codes (such as U0140-00 BCM communication fault and B16A5-00 internal fault).— Power supply and ground circuit inspection: Disconnect the battery negative terminal, wait 3 minutes, then unplug the SRS ECU connector. Measure the voltage between pin 1 (B+ constant power) and ground, and between pin 17 (IG power) and ground (should be 12V±0.5V). Measure the resistance between the ground pin (e.g., pin 34) and body ground (should be less than 1Ω). Check fuses SB03/SB08.+5 more →
B16A4›
DTC B16A4 indicates the airbag control unit (SRS ECU) detected an internal system fault or critical support circuit abnormality. As the core of the passive safety system, the ECU processes real-time data from the front and rear crash sensors, side pressure sensors, and accelerometers. It determines airbag deployment, seat belt pretensioner activation, and high-voltage interlock disconnection. This DTC triggers when the ECU self-diagnostic detects an internal CPU processing error, an EEPROM memory checksum failure, a transient voltage drop at the power supply monitoring circuit, or a communication interruption between the master and slave safety chips. In this condition, the system enters fail-safe mode. This mode may disable all airbag deployment functions and fails to guarantee normal protection logic during a collision, creating a severe safety hazard.
Causes
— Poor solder joint on the SRS ECU internal PCB, or hardware fault in the main control chip (such as Infineon or Renesas series)— ECU power supply circuit fault: excessive resistance in the constant power (+B) circuit, poor contact at the ignition switch power supply (IG1), or corrosion at ground terminals G301/G302 causing voltage fluctuation.— CAN bus communication fault: Electromagnetic interference disrupts power CAN or chassis CAN signals between the SRS ECU, instrument cluster, and VCU, or a terminating resistor mismatch causes data frame loss.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (ED400 or VDS) to read the complete DTC list. Check for accompanying B16A3 (SRS ECU internal fault), U0155 (lost communication with instrument cluster), or B1B00-series sensor fault codes, and record the freeze frame data.— Check battery voltage and body ground points. Measure voltage at SRS ECU connector terminal 1 (+B constant power) and terminal 9 (IG1 power). Verify static voltage is ≥12.4 V and dynamic voltage is ≥9 V. Verify ground circuit resistance is <1 Ω.+5 more →
B16A5›
DTC B16A5 indicates an internal self-diagnostic fault in the airbag control unit (SRS ECU). The SRS ECU is the core control module of the safety system, responsible for monitoring crash sensors and controlling airbag deployment, seat belt pretensioners, and seat occupancy detection. This fault code specifically points to a hardware-level abnormality in the ECU internal processor, memory (EEPROM/Flash), power supply monitoring circuit, or clock circuit, rather than an external wiring or sensor fault. This internal fault can force the airbag system into fail-safe mode, preventing normal airbag deployment during a collision or creating a risk of unintended deployment, making it a severe safety fault. Upon detecting the fault, the ECU illuminates the airbag fault warning light and may disable related functions such as the seat belt pretensioners and child monitoring system.
Causes
— Power supply system fault: Unstable battery voltage (continuously below 9V or above 16V), poor contact in the SRS ECU power supply circuits (B+, IGN), or transient overvoltage damaging the internal power management chip.— Internal memory fault: EEPROM data corruption, Flash memory read/write error, or checksum failure. Typically results from software bugs, electromagnetic interference, or incomplete software updates.— ECU hardware aging: poor internal PCB solder joints, capacitor aging, processor crystal oscillator failure, or internal chip circuit breakdown (common in high-temperature, high-humidity environments or after driving through water).+2 more →
Actions
— Use a BYD dedicated diagnostic tool (ED400 or VDS) to read the complete DTC information. Record the freeze frame data (vehicle speed, timestamp, voltage value) and confirm whether B16A5 is a current or history code.— Perform a full vehicle scan and check for U-class communication fault codes (such as U0100 or U0151) to rule out false internal faults caused by CAN bus interference.+7 more →
B16A7-00›
The definition of DTC B16A7-00 varies across BYD vehicle platforms. In early models such as the Qin 100, Qin 80, and Qin EV450, this code indicates an internal fault in the SRS_ECU (airbag control unit). It signifies an abnormality in the main control chip, internal memory, or ignition circuit driver, preventing the airbag system from executing collision detection and airbag deployment logic. DM-i and e-Platform 3.0 models, such as the Qin PLUS, Song Pro, and Tang DM, often reuse this DTC as a hardware fault code for the seat occupancy recognition sensor (SBR) or the ultrasonic radar/blind spot monitoring radar. This indicates the ECU received an invalid or out-of-range sensor signal. Regardless of the definition, this fault causes the airbag system to enter degraded mode and illuminates the instrument cluster SRS warning lamp. It may also cause seat belt pretensioner failure, airbag suppression, or a risk of unintended deployment. Repair immediately.
Causes
— Seat occupancy detection sensor (pressure film) fatigue fracture or open circuit. Prolonged improper sitting posture or frequent seat adjustment often breaks the film wiring (Qin PLUS/Han models).— Water ingress and oxidation at the radar sensor wiring harness connector, especially after wading or car washing. Poor sealing of the rear bumper wiring harness causes terminal corrosion and open circuits (Song Pro/Tang DM models).— Damaged internal transducer or shorted coil in the ultrasonic/millimetre-wave radar sensor due to minor impacts, paint overspray, or internal ageing (Yuan Pro/Song Pro models)+2 more →
Actions
— Use BYD dedicated diagnostic tool VDS2000 or Launch X431 to read the complete fault code stream, confirm the B16A7-00 subtype description (e.g., 'left rear radar', 'driver seat sensor', or 'SRS internal'), and record the freeze frame data.— Check the waterproof sealing of the SRS system wiring harness connectors (especially under the seats and inside the bumper). Measure the sensor supply voltage (12V±0.5V or 5V±0.25V, depending on the specific sensor) and the CAN line voltage (CAN-H 2.6V / CAN-L 2.4V).+4 more →
B16A7›
DTC B16A7 indicates the airbag control unit (SRS ECU) internal self-check detected a systemic fault. This fault involves abnormalities in the SRS ECU internal microprocessor, memory (EEPROM/Flash), power management circuit, or watchdog circuit. Specific causes include an internal 5V/3.3V reference voltage regulator fault, an acceleration sensor (Satellite Sensor) communication timeout, an internal algorithm self-check failure, or a non-volatile memory data checksum error. Upon detecting this fault, the SRS ECU enters Fail-Safe Mode. This mode may disable some or all airbag deployment and seat belt pretensioner activation functions, and illuminate the instrument cluster airbag warning light. Because the airbag system is a critical passive safety system, this fault indicates the vehicle may fail to provide the designed occupant protection during a collision, creating a severe safety hazard.
Causes
— SRS ECU internal hardware fault: includes PCB capacitor aging and leakage, BGA chip cold solder joints, and internal acceleration sensor (MEMS) zero-point drift or damage. Common in vehicles operating in high-temperature, high-humidity environments.— Power supply system fault: unstable battery voltage (below 9V or above 16V), oxidized ground point causing excessive contact resistance, or excessive voltage drop in the ignition switch power (IG1) circuit, especially during startup, triggering an ECU reset.— Wiring harness connector fault: Recessed pins, backed-out pins, oxidation, or water ingress at the SRS ECU 16-pin/24-pin connector terminals (common after driving through water), causing abnormal power supply, ground, or CAN bus (HS-CAN) communication.+2 more →
Actions
— Use VDS2000 or a BYD dedicated diagnostic tool (such as ED400) to read the complete DTC list. Check for accompanying B16A5 (internal fault), U-series communication fault codes, or collision sensor-related faults. Record the freeze frame data.— Perform a key cycle test (Ignition ON 6 seconds → OFF 10 seconds → ON). Observe if the fault code is Current or History. Check if the instrument cluster airbag warning light remains illuminated or flashes a specific fault code.+6 more →
B16AC-00›
DTC B16AC-00 indicates an internal hardware or software fault in the airbag control unit (SRS ECU), specifically a malfunction in the ECU internal processor, memory, power management circuit, or reference voltage circuit. This core control module fault may cause the airbags to fail to deploy during a collision or deploy unintentionally in non-collision situations, severely compromising occupant passive safety. Abnormal ECU internal voltage regulation circuits (5V reference voltage fluctuation), main control chip (e.g., NXP SPC5604) processor errors, crystal oscillator failure, internal memory data corruption, or lost configuration parameters typically cause this fault, rather than external sensor or wiring harness issues.
Causes
— Internal ECU water ingress and corrosion: A blocked or restricted air conditioning drain hose allows condensation to seep under the centre console. Poor sealing of the SRS ECU housing exposes the internal circuit board to moisture, causing a short circuit in the voltage regulator circuit or corrosion on the chip pins.— Power supply system fault: Improper power disconnection when servicing the high-voltage system or 12V battery generates voltage surges that impact the ECU internal power management module, or prolonged low voltage causes abnormal processor operation.— Physical hardware damage: cold solder joints on the main control chip BGA, stalled 32.768kHz crystal oscillator, resonant capacitor failure, or PCB interlayer short circuit. This typically occurs in vehicles with no collision history but exposed to vibration or severe temperature fluctuations.+2 more →
Actions
— Connect the diagnostic tool (Launch X-431 or BYD VDS) and access the SRS system. Read and record all fault codes. Verify B16AC-00 is a current fault that will not clear. Check for accompanying fault codes (such as B1696, B1684).— Check the ECU power supply system: Measure the voltage at SRS ECU connector terminal B16 (constant power); it should be 12V. Measure the voltage at terminal B1 (IGN power); it should be 12V with the ignition in the ON position. Verify the ground harness connection is secure, and measure the CAN-H (2.6V) and CAN-L (2.4V) communication voltages to confirm they are normal.+5 more →
B16AC›
For BYD new energy models (Qin, Tang, Song, Yuan, and Han series), DTC B16AC indicates an air conditioning evaporator temperature sensor circuit fault (Evaporator Temperature Sensor Circuit Range/Performance), not the SRS_ECU fault stated in the original information. This NTC thermistor mounts on the air conditioning evaporator surface. It monitors the evaporator temperature in real time to prevent surface icing from blocking the air ducts. The controller sets this DTC and triggers the air conditioning system protection strategy (compressor shutdown or restricted cooling) upon detecting an out-of-range sensor signal voltage (close to 5V during an open circuit, close to 0V during a short circuit, or unresponsive to temperature changes), abnormal resistance, or an abnormal sampling frequency. This fault results in a lack of cooling, intermittent A/C operation, or evaporator icing.
Causes
— Evaporator temperature sensor failure: Internal thermistor open circuit, short circuit, or resistance drift causes the signal voltage to remain fixed at a specific value (such as 4.9V or 0.1V) regardless of temperature.— Wiring harness open circuit or poor contact: The signal wire, 5V reference voltage wire, or ground wire from the sensor to the air conditioning controller breaks at the glovebox hinge or firewall grommet due to repeated bending or interference.— Connector oxidation or looseness: High humidity near the front passenger evaporator housing causes copper corrosion or an oxide layer to form on the sensor connector terminals, resulting in contact resistance fluctuations (0.5Ω-50Ω).+2 more →
Actions
— Connect the VDS or X431 diagnostic tool. Access the air conditioning system and read the fault codes. Confirm whether B16AC is a current fault (Active) or a history fault (History). Record the ambient temperature and evaporator temperature values from the freeze frame data.— Read the data stream and observe the 'evaporator temperature sensor' value. During the cooling process, it should gradually drop from ambient temperature (25-30°C) to 2-5°C. A reading of -40°C, -25°C, 85°C, or a fixed value indicates an abnormal signal.+6 more →
B16AC00›
B16AC00 (Config_Error) indicates the internally stored configuration data in the airbag control unit (SRS ECU/ACU) does not match the actual vehicle hardware configuration, or the configuration data checksum failed. In BYD E2, E3, Qin EV, and similar models, this fault typically means the ACU coding data and vehicle configuration parameters (such as airbag quantity, seat belt pretensioner configuration, crash sensor type, and child seat recognition configuration) do not match the actual installed equipment, or data corruption occurred during writing or storage. This fault forces the SRS system into fail-safe mode, potentially disabling airbag deployment or causing complete system failure. This is a critical fault affecting passive safety.
Causes
— Incomplete online configuration/coding procedure after replacing the SRS control unit (ACU), resulting in a mismatch between the default configuration in the new module and the actual vehicle hardware.— Severe vehicle battery discharge or prolonged power disconnection causes loss or corruption of configuration data stored in the ACU internal EEPROM.— Interruption during the SRS software upgrade or flashing process (such as power loss or communication failure), causing incomplete configuration data writes.+2 more →
Actions
— Use the official BYD diagnostic tool (BYD-EDS or VDS) to read complete fault code information, including Freeze Frame data and history records, and check for other accompanying communication or hardware fault codes.— Check the power supply, ground, and CAN line connections of the SRS control unit (usually located under the center console or gear selector). Measure the voltage and terminal resistance to verify they are normal (approximately 60 Ω between CAN-H and CAN-L).+3 more →
B16AD-00›
DTC B16AD-00 indicates an internal fault or communication error in the Supplemental Restraint System Electronic Control Unit (SRS ECU). As the core module of the airbag system, this control unit monitors vehicle collision acceleration in real time, processes crash sensor signals, determines airbag deployment timing, and drives the ignition circuits. This fault may force the airbag system into Fail-Safe Mode, preventing the front dual airbags, side airbags, and curtain airbags from deploying during a collision. The condition may also cause seat belt pretensioner failure and disrupt the crash fuel cut-off function. The root cause typically involves an ECU internal microprocessor or memory failure, an abnormal 12V power supply (overvoltage/undervoltage), or an ECU malfunction resulting from a CAN network communication disruption, rather than a single sensor fault.
Causes
— SRS ECU internal circuit board fault (such as aging filter capacitors, cold solder joints on the main control chip, or chip damage)— Abnormal power supply (unstable battery voltage, blown dedicated SRS fuse, poor or corroded ECU ground)— CAN bus communication fault (short circuit, open circuit, abnormal terminating resistor, or signal interference on powertrain CAN or dedicated airbag CAN)+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS 2000 or VDS 2100) to read all fault codes, confirm B16AD-00 is a current fault (Current DTC) rather than a history fault, and check for accompanying communication fault codes (e.g., codes starting with U).— Check the SRS ECU power supply circuit: Measure the voltage at the ECU connector B+ terminal (constant power) and IGN terminal (ignition switch power). The standard value is 11-14V. If the voltage is below 10V or above 16V, repair the power supply system.+6 more →
B16AD›
DTC B16AD indicates an internal fault or critical communication error in the airbag control unit (SRS ECU). This fault points to a hardware-level failure in the ECU internal microprocessor, non-volatile memory (EEPROM/Flash), power management module, or acceleration sensor interface circuit, rather than an external wiring issue. The ECU sets this code when its self-check detects a failed internal diagnostic test, a calibration data checksum error, a watchdog reset, or a critical circuit voltage deviating from threshold limits. This fault forces the SRS system into fail-safe mode: the system either completely disables the airbags (no deployment during a collision) or enters a degraded mode (only partial circuits operate), and illuminates the airbag warning lamp. Because this fault affects the passive safety system, the vehicle remains drivable but poses a severe safety risk.
Causes
— SRS ECU internal hardware fault: Damaged ECU main control chip (MCU), memory, or power regulation circuit. Common causes include long-term vehicle aging, overheating, or voltage surges (such as reversed polarity during jump-starting).— Power supply system fault: Unstable battery voltage (persistently below 9V or above 16V), poor contact at the dedicated SRS fuse, or ECU ground terminal oxidation causing reference voltage drift, triggering internal ECU undervoltage/overvoltage protection.— CAN bus communication fault: Power CAN or dedicated SRS-CAN bus short circuit (short between H and L, short to power, or short to ground), open circuit, or abnormal terminating resistance prevents the ECU from communicating with the vehicle network, resulting in a timeout.+2 more →
Actions
— Initial diagnosis and safety preparation: Connect the BYD VDS2000/Launch X431 diagnostic tool, read the complete DTCs and freeze frame data, and confirm if B16AD is an active or history code. Disconnect the battery negative terminal and wait 3 minutes to discharge the capacitors. Inspect the SRS ECU exterior for physical damage, water stains, or burn marks.— Power and ground circuit inspection: Reconnect the battery, turn the ignition switch to ON (do not start), and measure the voltage to ground at ECU connector pin16 (B+ constant power) and pin15 (IGN power). The voltage must be 12V±0.5V. Measure the resistance to ground at pin14 (ground). The resistance must be less than 1Ω. Inspect the connector terminals for backed-out pins or oxidation.+4 more →
B16AE›
DTC B16AE indicates the Supplemental Restraint System (SRS) detects a squib encryption verification failure or abnormal encrypted communication in the ignition circuit. In BYD vehicles, the airbag ECU uses an encrypted communication mechanism (Ignition Encryption Protocol) with each airbag module and seat belt pretensioner to prevent accidental deployment or malicious interference. The SRS ECU stores this fault code when it cannot verify the squib identity encryption key, or when it detects ignition circuit resistance outside the standard range (typically 2.0-3.0Ω) accompanied by an abnormal encryption signal. This fault may prevent the corresponding airbag from deploying normally during a collision, or trigger the system to enter fail-safe mode (disabling some airbag functions).
Causes
— Airbag ECU internal software error or encryption chip fault prevents correct verification of the igniter identity.— Airbag squib (driver/passenger/side airbag) wiring harness connector oxidized, loose, or with excessive contact resistance, affecting encrypted signal transmission.— Installing a non-genuine airbag assembly or failing to perform encryption matching after accident repairs causes an encryption key mismatch between the new and old components.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS ECU capacitor to fully discharge to prevent accidental airbag deployment.— Diagnostic tool check: Use the VDS2000/BYD dedicated diagnostic tool to read the complete fault code. Verify the code is B16AE-00 and record the voltage value and igniter position from the freeze frame data.+5 more →
B16AE00›
Internal fault in the SRS_ECU (airbag control unit) or systemic power supply/communication fault. This DTC indicates the airbag control module detects a functional fault in its processor, memory, power management circuit, or internal communication bus, preventing the system from guaranteeing accurate crash detection and reliable airbag deployment. Upon triggering, the SRS system enters fail-safe mode, disables all airbag and seat belt pretensioner functions, and continuously illuminates the instrument panel airbag warning light. The system may fail to provide occupant protection during a collision, and other safety systems may experience limited functionality.
Causes
— SRS ECU internal circuit board fault (damaged main control chip, memory, or power management IC, usually due to voltage fluctuations or component aging)— Abnormal ECU supply voltage (battery voltage below 9V or above 16V, dedicated fuse blown, ground terminals G301/G302 loose, oxidized, or corroded)— CAN bus communication fault (HS-CAN line short circuit, open circuit, abnormal terminating resistor, or electromagnetic interference interrupting communication between the ECU and vehicle network)+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read all DTCs. Confirm B16AE00 is a current fault, not a history fault. Record freeze frame data (including vehicle speed, voltage, etc. at the time of the fault). Clear the DTC and perform a road test to verify if the fault returns.— Check the SRS ECU power supply system: measure the voltage at the ECU connector B+ terminal (standard 12V ± 0.5V), check the dedicated SRS fuse in the dashboard fuse box (usually F1/15 10A or F2/10 15A), and check ground terminals G301/G302 for tightening torque (standard 9-11 N·m) and oxidation.+4 more →
B16B0›
DTC B16B0 indicates the Airbag Control Unit (SRS ECU) internal self-diagnosis detected a critical function abnormality. This ECU integrates the main control MCU, backup power supply, crash sensors (accelerometers), and ignition driver circuit. An "internal fault" specifically refers to compromised ECU core hardware or firmware integrity, including internal voltage regulator module failure (e.g., 5V/3.3V reference voltage deviation), EEPROM data checksum errors, interrupted communication between the main and backup CPUs, crash sensor signal processing circuit faults, or ignition loop driver chip damage. This fault forces the airbag system into fail-safe mode. During a collision, the system may fail to deploy airbags or activate seat belt pretensioners. It also carries a risk of unintended deployment, classifying it as a highest-level safety-related fault.
Causes
— ECU internal power management chip failure: Prolonged battery depletion or voltage surges (such as reversed polarity during jump-starting) burn out the ECU internal DC-DC converter or voltage regulator module, preventing stable operating voltage supply to the main control chip.— Acceleration sensor (MEMS) fault: The crash sensor integrated inside the ECU exhibits zero-point drift, a stuck-high/low signal, or an SPI communication fault, causing the ECU to determine a loss of its sensing capability.— Software/firmware corruption: Electromagnetic interference, interrupted programming, or physical aging of the Flash memory causes calibration data or control algorithm checksum errors.+2 more →
Actions
— Initial diagnosis: Use the BYD VDS2000/VDS1000 diagnostic tool to read all DTCs. Confirm if B16B0 is a current (Active) code and check for accompanying codes (e.g., B16B1, U0151). Record freeze frame data (vehicle speed, timestamp, battery voltage) and check if the instrument cluster SRS warning light remains illuminated.— External factor troubleshooting: Disconnect the battery negative terminal and wait 3 minutes. Check the SRS ECU wiring harness connector (usually located under the center console or in front of the gear selector) for oxidation or backed-out pins. Measure the constant power (B+) and ignition switch power (IG1) voltages, and verify the ground wire resistance is <1Ω. Measure the CAN-H and CAN-L line voltages (approximately 2.5V) and terminating resistance (approximately 60Ω) to rule out misdiagnosis caused by external power or communication faults.+4 more →
B16B000›
DTC B16B000 indicates the airbag electronic control unit (SRS ECU) detects an internal system fault or a deployment circuit abnormality. This fault may involve an internal ECU processor fault, a power/ground abnormality, a CAN communication fault, or, more commonly, the driver-side airbag deployment circuit resistance falling outside the calibrated range (normal 2.0-3.0 Ω). When the ECU detects high circuit resistance (>5 Ω), an open circuit, low circuit resistance (<1 Ω), or a short circuit, it sets this code and illuminates the instrument cluster airbag warning lamp. The system enters fail-safe mode, and the airbag may fail to deploy during a collision.
Causes
— Broken internal ribbon cable or poor contact within the clock spring (spiral cable): Repeated steering wheel rotation wears the internal flat cable, causing an intermittent or permanent open circuit.— Airbag module ignition circuit fault: Broken internal clock spring after collision, connector oxidation, or internal module open circuit, causing abnormal circuit resistance.— Wiring harness water corrosion: Waterproofing failure in the under-seat or floor wiring harness allows water to enter the connector. This produces copper corrosion, increasing contact resistance or causing signal interference.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS ECU capacitor. Do not work on the airbag system with the ignition switch ON.— Diagnostic tool check: Use the BYD VDS2000 or ED400 to read all fault codes and freeze frame data. Determine if the fault is historical or current. Check the 'DAB Resistance' (driver airbag resistance) value in the data stream.+6 more →
B16B9-00›
DTC B16B9-00 indicates an Airbag Control Unit (SRS ECU) internal self-test failure. Specific causes include a microprocessor logic error, internal memory (EEPROM/Flash) data checksum failure, power management module anomaly, or internal accelerometer signal processing circuit fault. This indicates an ECU hardware or low-level software fault, not a peripheral wiring or sensor issue. Upon entering fail-safe mode, the ECU disables all airbags, seat belt pretensioners, and collision unlock functions. The instrument cluster airbag warning light remains illuminated, and the occupant protection system may fail to operate during a collision.
Causes
— Damaged ECU internal microprocessor or memory chip, causing a CRC check failure during the power-on self-test (POST).— Vehicle power supply system malfunction (such as a voltage surge during jump-starting or overvoltage caused by a generator regulator failure) damages the internal ECU power management IC.— Aging and failure of the ECU internal backup power supply (energy storage capacitor/battery) causes data loss or logic errors during power-off.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS3100) to read the fault code, confirm B16B9-00 is a current fault (Active), and record the voltage and mileage from the freeze frame data.— Check the SRS ECU power supply and ground: measure the constant power (B+) and ignition power (IG) at connector M11 (or corresponding vehicle connector). Voltage must be between 11-14V, and ground wire resistance must be less than 1Ω. This rules out misdiagnosis resulting from external power supply issues.+6 more →
B16B9›
DTC B16B9 indicates the airbag electronic control unit (SRS_ECU) detects an internal hardware fault or critical communication anomaly. This fault involves a self-test failure of the ECU internal processor, non-volatile memory (NVM), or power management module. It may also indicate a communication interruption or data checksum error between the ECU and the vehicle CAN network (powertrain CAN or body CAN). When this fault triggers, the SRS system typically enters fail-safe mode, disabling airbag and seat belt pretensioner deployment during a collision, and illuminates the instrument cluster airbag warning light. This safety-critical fault requires immediate repair to ensure correct occupant restraint system operation.
Causes
— Abnormal SRS ECU supply voltage: Battery voltage is below 9V or above 16V, or the IGN power supply momentarily drops during ECU operation, triggering the internal reset circuit.— ECU internal memory data corruption: Electromagnetic interference, interrupted software flashing, or prolonged low battery voltage causes calibration data or crash threshold parameter verification failure.— Airbag CAN bus communication fault: Short circuit between CAN-H and CAN-L, short to power/ground, or terminating resistor (usually 120Ω) drift compromising signal integrity.+2 more →
Actions
— Connect the BYD VDS2000/3000 diagnostic tool, access the SRS system, and read the complete DTC freeze frame data. Confirm whether B16B9 is a current fault (Active) or a history fault (History), and record the vehicle status at the time of the fault (vehicle speed, voltage, temperature).— Check the power supply system: Measure the battery static voltage (should be 12.4-12.6V) and the voltage after start-up (should be 13.8-14.8V). Inspect the SRS fuse in the instrument panel power distribution box (usually F4/9, 10A/15A) for a blown condition or poor contact.+5 more →
B16BA-00›
DTC B16BA-00 indicates the Airbag Control Unit (SRS ECU) detected an abnormality during its internal self-check or lost normal function. This fault indicates an SRS ECU hardware failure, software malfunction, power supply or communication interruption, or internal algorithm error, rather than an external sensor or actuator issue. The SRS ECU serves as the core of the safety system and monitors the crash sensors, seat belt pretensioners, airbag ignition circuits, and occupant classification system. This fault forces the entire airbag system into fail-safe mode; the system may fail to deploy the airbags and pretensioners during a collision. The instrument cluster airbag warning light (AIRBAG/SRS light) remains illuminated, and some models trigger a buzzer alarm. Due to the highly integrated SRS ECU in Qin series models (especially 2017-2018 models), related communication or internal fault codes in the B16B0-B16BF range may accompany this fault.
Causes
— SRS ECU internal processor or memory fault: Voltage fluctuations, component aging, or electrostatic breakdown damage the control module's internal circuit board, preventing it from correctly executing the deployment algorithm or storing crash data.— Power supply system fault: Battery voltage too low (<9V) or too high (>16V), blown SRS dedicated fuse (typically in dashboard fuse box IF08 or engine compartment fuse box EF15), or poor contact at ECU ground wires G301/G302, causing ECU reset or unstable operation.— CAN communication bus fault: Short or open circuit in the power CAN or dedicated safety CAN lines between the SRS ECU and the BCM or instrument cluster (on Qin series models, the instrument harness is particularly prone to wear at the A-pillar junction), resulting in ECU communication loss.+2 more →
Actions
— Initial diagnosis: Connect the VDS2000/3000 diagnostic tool to the vehicle OBD port and read all SRS fault codes. Check if B16BA-00 appears alone or with related codes such as U0155 (lost communication with instrument cluster) and B16B1 (abnormal internal voltage). Record the voltage and temperature values from the freeze frame data.— Power and ground check: Disconnect the battery negative terminal and wait 3 minutes. Check the SRS ECU connector (16-pin or 24-pin, located under the center console; requires removing the passenger glovebox or center armrest box). Measure voltage from Pin 1 (constant B+) and Pin 8 (IG power) to ground; voltage should be 12V. Measure resistance from Pin 16/32 (ground) to ground; resistance should be <1Ω. Check if fuse IF08 (10A) is blown.+4 more →
B16BA›
DTC B16BA indicates an internal fault or system-level communication fault in the airbag control unit (SRS ECU). As the core controller of the passive safety system, the SRS ECU monitors crash sensor signals, evaluates crash severity, triggers airbag and seat belt pretensioner deployment, and continuously performs system self-diagnostics. This DTC typically indicates an internal ECU microprocessor fault, an EEPROM data checksum failure, a power supply monitoring circuit abnormality, or a CAN bus communication interruption. The ECU sets this DTC and enters degraded mode when it detects an internal circuit fault, a supply voltage outside the normal 9-16V range, or a loss of communication with the vehicle network exceeding the specified time (typically >500ms). In this state, the vehicle may completely lose crash protection functions (airbags will not deploy) or risk unintended deployment. This constitutes a high-risk safety fault.
Causes
— SRS ECU internal hardware fault: internal capacitor aging and leakage, MCU crash, memory data corruption (EEPROM checksum error). Common in 2018-2020 controller batches.— Power supply system fault: Battery voltage below 9V or above 16V, excessive contact resistance in the IGN+ power supply circuit (>1Ω), or a loose or oxidized ECU ground wire, causing ECU reset or unstable operation.— CAN network communication fault: Short or open circuit in the Powertrain CAN (PT-CAN) or Body CAN (Body-CAN) wiring, or terminal resistance deviation (normal: 60Ω±5Ω), preventing ECU communication with the Vehicle Control Unit.+2 more →
Actions
— Safety Preparation and Initial Inspection: Disconnect the 12V battery negative terminal and wait 3 minutes to discharge residual voltage. Inspect the SRS ECU exterior for physical damage, water ingress, or burn marks. Inspect the SRS-related fuses in the dashboard fuse box (usually 10A-15A) and the cabin wiring harness connectors (near the OBD port/GW connector).— Power and ground circuit test: Use a multimeter to measure the voltage to ground at ECU connector Pin30 (constant power +B) and Pin15 (IGN power). The standard value is battery voltage ±0.5V. Measure the resistance to ground at ground Pin31; the value must be <1Ω. Inspect the connector terminals for backed-out pins, enlarged sockets, or green oxidation.+4 more →
B16BB-00›
DTC B16BB-00 indicates the Airbag Control Unit (SRS ECU) internal self-check detected a critical fault. This fault involves a hardware-level abnormality in the ECU internal processor, memory module, or power management unit, which may cause the airbag system to fail to deploy during a collision or deploy unintentionally in non-collision situations. This DTC indicates a permanent hardware fault that a simple code clear usually cannot resolve. Thoroughly inspect the ECU power supply stability, CAN communication integrity, and internal circuit board condition. In BYD Qin series vehicles, this ECU integrates crash decision algorithms and multi-point sensor data processing functions. The fault triggers the system to enter safety protection mode, disabling airbag deployment for safety.
Causes
— SRS ECU internal memory or processor hardware damage, typically due to internal circuit failure from voltage fluctuations, overheating, or component aging.— Abnormal power supply, including excessive contact resistance in the +B power supply circuit, a loose ground terminal, or unstable battery voltage causing an ECU reset.— CAN bus communication fault, such as a short circuit, open circuit, or electromagnetic interference in the powertrain CAN or dedicated airbag CAN wiring, preventing normal ECU communication.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000 or ED400) to read the complete fault code stream, record freeze frame data, and check for accompanying communication fault codes (such as codes starting with U).— Check the SRS ECU power supply: Measure the voltage at the ECU connector +B terminal (should be a stable 9-16V), check the ground harness resistance (should be less than 1Ω), and verify the power supply waveform has no abnormal pulses.+5 more →
B16BB›
DTC B16BB indicates the Airbag Control Unit (SRS_ECU) detected a severe fault during its internal self-test. This typically points to a hardware-level fault in the ECU internal processor, memory, power regulation circuit, or ignition driver circuit. This means the SRS_ECU cannot execute the crash detection algorithm, cannot drive the airbag ignition circuits, or detected a program memory error during the cyclic redundancy check (CRC). This safety-critical fault forces the entire airbag system into fail-safe mode. During a collision, all airbags (front airbags, side curtain airbags, knee airbags) and seat belt pretensioners may fail to deploy. The fault may also affect the active head restraint and crash fuel cut-off functions.
Causes
— Reversed polarity during jump-starting, alternator voltage regulator failure, or incorrect connection to a 24V power supply often burns out the SRS ECU internal power supply chip or voltage regulator circuit.— ECU internal EEPROM memory data corruption, possibly due to a high-current surge during a vehicle collision, electromagnetic interference (EMI), or interrupted software flashing.— ECU seal failure causes internal PCB corrosion, commonly occurring after driving through water, a blocked and leaking sunroof drain tube, or long-term parking in a high-humidity environment.+2 more →
Actions
— Use the VDS3000 diagnostic tool to perform a full SRS system scan. Confirm B16BB is a current fault (Active) and will not clear. Check for accompanying communication fault codes (such as codes starting with U).— Check the SRS ECU power supply: Measure the voltage at connector terminal 30 (constant +B) and terminal 15 (ignition switch power); the voltage must be 9-16V. Measure the resistance between ground terminal 31 and body ground; the resistance must be less than 0.5Ω.+6 more →
B16BC-00›
DTC B16BC-00 indicates the airbag control unit (SRS ECU) internal self-check detected a severe fault, causing the system to enter fail-safe mode. This fault involves hardware failures or data checksum errors in core ECU components, including the main control processor (MCU), internal acceleration sensor (G-sensor), power management module, or memory (EEPROM/Flash). When this fault occurs, the SRS ECU may fail to accurately assess collision severity, preventing passive safety devices such as airbags and seat belt pretensioners from deploying correctly during a crash, or creating a risk of unintended deployment. The system illuminates the instrument cluster airbag warning light and disables the entire airbag system. The vehicle remains drivable but loses crash protection functions, constituting a severe fault that affects driving safety.
Causes
— Internal fault in the SRS ECU power supply regulation circuit (e.g., damaged 12V to 5V/3.3V voltage regulator chip) causes abnormal MCU power supply and triggers an internal watchdog reset.— Internal memory data corruption (verification failed for collision threshold, VIN, and configuration parameters stored in EEPROM). Commonly occurs after disconnecting vehicle power during maintenance or voltage instability.— Built-in acceleration sensor (MEMS chip) signal drift or failure prevents the ECU from obtaining accurate vehicle deceleration data.+2 more →
Actions
— Use the BYD ED400/ED600 diagnostic tool to read the complete fault code, confirm if B16BC-00 is a current (Active) or history (History) fault, and record the freeze frame data (crash sensor values, supply voltage, temperature, etc.).— Check the SRS ECU power supply circuit: measure the connector terminals for constant power (B+, should be 12V battery voltage), ignition switch power (IG, should be 12V in the ON position), and the ground wire (GND, resistance should be less than 1Ω). Check fuse F1/17 (SRS ECU power supply, usually 10A/15A).+5 more →
B16E300›
DTC B16E300 indicates a current monitoring anomaly or communication error in the Electronic Parking Brake (EPB) left rear wheel actuator (motor). The EPB control module sets this fault when it detects the left rear parking motor operating current exceeds the calibrated threshold (normal range approximately 8-15 A) or fails to establish valid communication with the left rear motor. Possible causes include an internal motor short or open circuit, mechanical binding, poor wiring connections, or a control module fault. When this fault triggers, the system enters a safety protection mode. This mode may prevent the electronic parking brake from releasing or applying, disable the Auto Hold function, and illuminate an instrument cluster warning. Extreme cases immobilize the vehicle or create a rollaway risk.
Causes
— Excessive wear of the internal carbon brushes or commutator ablation in the left rear EPB motor abnormally increases contact resistance and causes the operating current to deviate from the standard value.— Motor wiring harness connector oxidation, corrosion from water ingress, or backed-out pins causing excessive contact resistance or interrupted signal transmission.— Mechanical binding or incomplete return of the left rear brake caliper, causing motor overload and triggering overcurrent protection.+2 more →
Actions
— Use the VDS2000/VDS3.0 diagnostic tool to read all fault codes and freeze frame data. Determine if B16E300 is a current or history fault, and record the specific abnormal current monitoring values.— Raise the vehicle and visually inspect the condition of the left rear wheel EPB motor wiring harness connector. Check the sealing ring for aging. Measure the supply voltage at the connector (should be 12V constant power) and verify a good ground connection.+5 more →
B16BC›
DTC B16BC indicates the airbag control unit (SRS ECU) detects an internal system fault or critical safety circuit abnormality. Specifically, this fault typically indicates an SRS ECU internal processor self-test failure, corrupted non-volatile memory (NVM) data, a power management module fault, or a communication interruption between the driver-side Occupant Classification System (OCS) and the ECU. BYD e-platform models integrate the SRS ECU near the body control module. The ECU monitors crash sensors, seat belt pretensioners, airbag ignition circuits, and seat occupancy status. This fault may prevent the airbag system from deploying correctly during a collision or trigger a warning without a collision. It constitutes a critical fault affecting passive safety.
Causes
— SRS ECU internal hardware fault: Voltage fluctuations, static electricity, or aging usually damage the control unit's internal processor, memory, or power supply regulator chip.— Driver seat Occupant Classification Sensor (OCS) fault: Damaged seat pressure sensor, or a loose wiring harness connector, water ingress, or oxidized pins causing an abnormal signal.— Abnormal power supply: Blown SRS ECU power supply fuse (e.g., SB03/IG1 power in the instrument panel fuse box), battery voltage below 9V or above 16V, or poor ground circuit contact.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the battery negative terminal, and wait at least 3 minutes to fully discharge the airbag system and prevent accidental deployment.— Initial diagnosis: Use the BYD VDS2000/VDS6000 diagnostic tool to access the SRS system. Read the complete fault code list and freeze frame data. Check for accompanying B16BB (SRS_ECU internal fault), U-series communication faults, or seat occupancy-related fault codes.+5 more →
B16BD-00›
DTC B16BD-00 indicates a LIN (Local Interconnect Network) bus communication fault between the Body Control Module (BCM) and the left front window motor. Some early documents label this code as SRS-related; however, it actually indicates a loss of communication or abnormal signal voltage at the left front window motor (LHD Driver Door Motor). The LIN bus uses a single-wire circuit (typically green/white) with a normal operating voltage of 9-11V. The BCM sets this DTC if it fails to receive a response signal from the motor within the specified time, or if it detects a bus open, short to ground, or short to power. This fault disables left front window operation and the anti-pinch function. The BCM may also enter protection mode and cut power to the motor.
Causes
— Shorted or burnt-out internal LIN transceiver chip in the left front window motor, pulling the bus voltage low (commonly 2-3 V).— Poor connection or break in the LIN wiring harness at the door hinge (repeated door opening and closing causes copper wire fatigue and breakage, leaving only a few strands connected)— Aged and failed motor connector waterproof rubber seal allows water ingress from rain or car washing, causing connector oxidation and a LIN line short to ground.+2 more →
Actions
— Connect the BYD VDS diagnostic tool, enter the BCM system to read fault codes, confirm whether B16BD-00 is a current or history fault, and record the freeze frame data.— Check the left front window motor power supply (constant 12V, connector pin 1) and ground (connector pin 2) to rule out basic circuit faults.+6 more →
B16BD›
SRS ECU (Airbag Electronic Control Unit) internal self-test fault or abnormal external communication/power supply. This DTC indicates the Airbag Control Unit (ACU) detected a functional fault in its processor, memory, power management circuit, or critical sensor interfaces during the self-test. This triggers the system to enter fail-safe mode (disabling all airbags, seat belt pretensioners, and the crash fuel cut-off function). Specific fault conditions include: 1) ECU internal hardware damage (e.g., BGA chip cold solder joints or aging electrolytic capacitors); 2) Abnormal impedance in the 12V power supply or ground circuit causing an ECU reset; 3) CAN network communication interruption (loss of synchronization with the vehicle control unit and instrument cluster); 4) Short or open circuit in the signal links of critical safety sensors (front impact sensor, side impact pressure sensor, seat occupancy sensor) exceeding the calibrated threshold. This fault may prevent airbag deployment during a collision or risk unintended static deployment. Immediately remove the vehicle from service and perform repairs.
Causes
— SRS ECU internal hardware fault: Main control chip (e.g., NXP SPC56 series) memory checksum failure, damaged internal voltage regulator module, or capacitor aging and leakage causing power supply ripple to exceed specifications.— Power supply system fault: battery voltage below 9V or above 16V; poor contact in the ECU constant power (B+) or ignition power (IGN) circuit (loose connector, loose fuse connection); ground point oxidation causing increased resistance (>1Ω)— CAN bus communication fault: Wiring harness short/open circuit between SRS and diagnostic CAN (or private CAN), terminal resistor drift (deviating from 60Ω±5Ω), electromagnetic interference causing message loss+2 more →
Actions
— Safety preparation and initial inspection: Disconnect the battery negative terminal and wait at least 3 minutes to discharge residual energy in the storage capacitors. Visually inspect the SRS ECU housing for physical damage, water ingress, or burn marks. Inspect the ECU connector (usually yellow) located under the center console or floor for looseness, backed-out pins, or corrosion.— Power supply and ground diagnosis: Restore power supply (do not start vehicle). Use a multimeter to measure voltage at ECU connector terminal 30 (constant power) and terminal 15 (IGN). Standard: 12V±0.5V. Measure resistance between the ground point and vehicle body. Resistance must be less than 1Ω. Use an oscilloscope to measure power supply ripple. Peak value must be less than 100mV.+4 more →
B16BE›
DTC B16BE indicates an internal fault or functional failure of the airbag system electronic control unit (SRS ECU). The SRS ECU is the core module of the safety system. It monitors the crash acceleration sensors in real time, processes the crash algorithm, and controls the deployment strategy for the airbags and seat belt pretensioners. The ECU internal self-check routine detects this hardware abnormality, which may involve: a main processor (MCU) calculation error, a non-volatile memory (NVM) data integrity check failure, abnormal output from the internal power regulation circuit, a safety monitoring watchdog timeout, or a deployment circuit driver chip fault. The ECU immediately enters Fail-Safe mode, disconnects power to all airbag deployment circuits, and disables airbag deployment to prevent unintended triggering, resulting in a loss of occupant protection during a collision. This fault is a Hard Fault. Disconnecting power or clearing the code usually cannot resolve it. Perform a hardware-level repair or replace the unit.
Causes
— ECU internal power management chip fault: A damaged voltage regulation circuit (usually providing a 5V/3.3V reference voltage) disrupts processor power supply and triggers an internal reset.— Memory data corruption: Electromagnetic interference or voltage fluctuations corrupt calibration data, crash threshold parameters, or VIN configuration information in Flash or EEPROM, resulting in a CRC check failure.— CAN bus communication fault: Short circuit, open circuit, or abnormal terminating resistor in the diagnostic CAN (CAN-H/CAN-L) wiring harness causes communication timeout between the ECU and vehicle network, triggering safety monitoring.+2 more →
Actions
— Read the complete DTC list and freeze frame data using the BYD dedicated diagnostic tool (VDS2000/VDS2100). Confirm B16BE is a Current fault rather than a History fault, and record the vehicle status at the time of the fault.— Perform network test: Measure resistance between diagnostic CAN-H and CAN-L (standard value: 60Ω±5Ω, power off) and dynamic voltage (CAN-H: 2.5-3.5V, CAN-L: 1.5-2.5V) to rule out false reports caused by communication line faults.+6 more →
B16BE-00›
DTC B16BE-00 indicates the airbag control unit (SRS ECU) detected a critical internal functional fault. This condition represents a functional failure in the ECU internal microprocessor, memory, power regulation circuit, or internal self-test logic, preventing the control unit from executing its safety monitoring algorithms. The ECU sets this DTC during the power-on self-test if it detects an internal data checksum failure, abnormal core circuit operation, or an internal communication bus fault. This fault forces the SRS system into fail-safe mode, potentially preventing the airbags and seat belt pretensioners from deploying correctly during a collision, or in extreme cases, creating a risk of unintended deployment. This is a critical fault affecting occupant passive safety.
Causes
— SRS ECU internal processor or memory hardware fault (such as chip damage, cold solder joints, or corrupted memory data)— Faulty ECU internal power regulation module or abnormal voltage monitoring circuit causing unstable internal operating voltage.— Vehicle electrical system abnormalities (such as jump-starting a discharged battery or a voltage surge caused by an alternator voltage regulator fault) cause internal ECU lock-up or memory data corruption.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Wear an anti-static wrist strap and avoid using radio equipment near the airbag sensor.— Initial inspection: Inspect the SRS ECU housing (usually located beneath the centre console or in front of the gear selector) for physical damage, signs of water ingress, or burn marks. Inspect the G36 connector for looseness and the terminals for corrosion or backed-out pins.+7 more →
B16BF-00›
B16BF-00 indicates the airbag control unit (SRS ECU) detected an internal fault or critical function failure. This DTC represents a core Safety System fault, indicating the SRS ECU cannot execute crash detection algorithms, airbag deployment logic, or communication with other safety modules (such as seat belt pretensioners, crash sensors, and the vehicle CAN network). Specific causes include an ECU internal processor or memory fault, a power management module anomaly, a damaged deployment circuit driver chip, a Safing Sensor self-test failure, or an EEPROM data checksum error. This fault forces the entire airbag system into fail-safe mode. During a collision, the system may fail to deploy the driver airbag, front passenger airbag, side airbags, and seat belt pretensioners, posing a severe safety hazard.
Causes
— Abnormal SRS ECU power supply/ground: Includes a poor connection in the battery constant power (+B) circuit, a blown fuse in the ignition switch power (IG) circuit, or oxidized/corroded ground terminals causing unstable voltage, triggering an ECU reset or logic errors.— CAN bus communication fault: Short circuit, open circuit, or terminal resistor drift (standard 60Ω) on the power CAN or dedicated safety CAN between the SRS ECU and the vehicle gateway or instrument cluster, isolating the ECU from the network.— ECU internal hardware damage: capacitor aging and leakage, cracked PCB solder joints (common in early Qin series models), main control chip (MCU) program crash, or Flash data corruption.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 5 minutes (10 minutes for some models) to fully discharge the SRS ECU internal backup capacitor and prevent accidental airbag deployment. Wear an anti-static wrist strap.— Initial inspection: Check the instrument panel AIRBAG warning light status. Use a VDS2000/3000 or Launch X431 diagnostic tool to read all DTCs and check for accompanying B16C0 (passenger airbag fault), U-series communication faults, or specific sensor faults. Inspect the SRS ECU exterior and mounting bracket for collision deformation or water ingress.+6 more →
B16BF›
DTC B16BF indicates an internal fault in the airbag electronic control unit (SRS ECU) or a system-level functional failure. This fault involves an ECU internal processor self-check anomaly, memory checksum failure, power management module fault, or CAN communication interface fault. The SRS ECU continuously monitors the internal operating voltage (3.3V/5V regulated output), EEPROM data integrity, watchdog timer status, and communication quality with the vehicle CAN network. The system sets this DTC when the ECU detects an internal circuit fault, supply voltage outside the 9-16V range, excessive ground resistance (>1Ω), or CAN signal distortion. This safety-critical fault may cause complete airbag system failure (airbags fail to deploy during a collision), unintended deployment, or seat belt pretensioner failure.
Causes
— Internal hardware fault in the SRS ECU: damaged main control chip (such as Infineon or Renesas series), aging and leaking electrolytic capacitors, or PCB interlayer short circuit. The ECU housing usually heats up, or the diagnostic tool fails to establish communication.— Power supply system fault: poor contact of the SRS fuse (usually 10A or 15A) in the instrument panel power distribution box; loose connection causing voltage to drop below 8V; depleted battery or unstable generator output causing ECU reset.— Ground circuit fault: A loose, oxidized, or paint-covered G101 ground point (located on the instrument panel crossmember or below the A-pillar) causes ground resistance to exceed 5Ω, resulting in ECU operating voltage drift.+2 more →
Actions
— Initial diagnostic scan: Use VDS2000/VDS3000 to access the SRS system. Read the complete fault code list and freeze frame data. Verify if B16BF is a current (Active) fault. Check for accompanying U-class communication fault codes (e.g., U0140, U0151). Record the vehicle status at the time of the fault (voltage, temperature, vehicle speed).— Power and ground measurement: Disconnect the battery negative terminal and wait 90 seconds for the SRS capacitor to discharge. Remove the SRS ECU (usually located under the center console or in front of the gear selector). Measure the voltage to ground at connector pin 1 (constant +B, BATT) and pin 2 (IGN power). The voltage must be 12.0V ± 0.5V. Measure the resistance between the ground pin (GND) and body ground. The resistance must be less than 1Ω. Check the connector for green corrosion or pin back-out.+4 more →
B16C0›
On BYD vehicles, DTC B16C0 indicates a front passenger Occupant Classification System (OCS) sensor fault, not an internal SRS ECU fault. The system detects seat load status using a capacitive or piezoresistive pressure-sensing membrane inside the front passenger seat cushion. It distinguishes between an adult, a child, or an unoccupied seat to control the front passenger airbag deployment strategy (deployment decision, timing, and force). When the SRS ECU detects an OCS sensor signal open circuit, short circuit, out-of-range value, or incomplete calibration, it sets this DTC and illuminates the airbag warning lamp. This fault creates an extreme safety risk: the system may incorrectly identify the seat as unoccupied and disable airbag deployment, or erroneously deploy the airbag when a child seat is installed. This safety hazard requires immediate repair.
Causes
— Oxidation, looseness, or poor contact at the yellow 2-pin wiring harness connector under the seat, causing signal transmission interruption or abnormal resistance.— Prolonged chafing between the wiring harness and the seat metal frame damages the insulation, causing a short to ground or short to power.— OCS sensor mat cut, folded, or physically damaged during front passenger seat modification (leather retrim, foam replacement).+2 more →
Actions
— Connect the VDS2000 or X431 diagnostic tool. Access the SRS to read fault codes and freeze frame data. Check the 'Passenger Seat Status' and 'OCS Sensor Resistance' values in the data stream to determine if the fault is permanent or intermittent.— Disconnect the yellow connector under the front passenger seat (usually located in front of the seat slide rail). Check for oxidized or backed-out pins. Clean the pins with electrical contact cleaner and apply conductive grease. Measure the resistance between the connector terminals (normal unloaded resistance is 2.5 kΩ-3.0 kΩ; resistance changes when occupied).+4 more →
B16C0-00›
DTC B16C0-00 indicates the Airbag Electronic Control Unit (SRS ECU) detected an abnormality during its internal self-check. This typically indicates a hardware fault in the ECU internal processor, memory, or power management module, or a communication failure between the ECU and the vehicle CAN network. This fault forces the airbag system into fail-safe mode. In a collision, the system may fail to deploy the airbags and seat belt pretensioners, or activate the high-voltage interlock cut-off function, posing a severe safety risk. This DTC is a hard fault and generally will not clear automatically. Perform a hardware-level repair or replace the ECU.
Causes
— Damaged components on the SRS ECU internal circuit board (e.g., swollen electrolytic capacitor, cold solder joint on the main control chip, or chip breakdown)— Abnormal ECU power supply circuit (unstable voltage at constant power supply B+ or ignition power supply IG1, poor fuse contact, or oxidized ground point)— Vehicle CAN network communication fault (short circuit between CAN-H and CAN-L, short to ground, or open circuit prevents the ECU from communicating with the vehicle)+2 more →
Actions
— Use the VDS diagnostic tool to read the complete DTC and freeze frame data. Confirm environmental parameters at the time of the fault, such as vehicle speed, supply voltage, and temperature. Attempt to clear the fault code to verify if it is an intermittent fault.— Disconnect the 12V battery negative terminal, wait 3 minutes, then remove and inspect the SRS ECU (usually located under the center console or beneath the center armrest). Inspect the housing seal and check for internal water marks, burn marks, or physical damage.+4 more →
B16C1-00›
DTC B16C1-00 indicates an internal fault or functional failure of the airbag system electronic control unit (SRS_ECU). This fault represents a core self-check abnormality of the airbag control module. It typically indicates a hardware-level fault in the ECU internal processor, memory, power management circuit, or safety monitoring circuit. This fault causes the airbag system to enter a degraded mode or complete failure state. During a collision, the system may fail to deploy the airbags, making this a critical fault affecting vehicle passive safety. Upon fault detection, the SRS system typically illuminates the instrument cluster airbag warning light (solid) and logs a non-clearable hard fault code. Some models may also trigger the seat belt pretensioner disable logic.
Causes
— SRS ECU internal circuit board fault: Aging, cold solder joints, or burned-out internal control module components (CPU, capacitors, resistors, or integrated circuits) cause the self-check procedure to fail.— Abnormal power supply: excessive battery voltage fluctuation (above 16V or below 9V), poor contact in the ECU constant power or ignition power circuits, or ground point corrosion causing unstable ECU operating voltage.— CAN communication bus fault: Abnormal communication between the SRS ECU and the vehicle network, including short circuit, open circuit, or abnormal resistance in the CAN-H or CAN-L lines, preventing the ECU from completing the network communication self-check.+2 more →
Actions
— Diagnostic confirmation: Use the BYD VDS2000 or VDS3100 diagnostic tool to read all fault codes. Confirm only B16C1-00 is present, or appears with related communication fault codes. Record the fault code freeze frame data. Check the instrument panel SRS warning light status.— Power supply and ground check: Disconnect the battery negative terminal. Measure the voltage between the SRS ECU connector constant power (B+) terminal and ground (should be battery voltage). Check the continuity of the ignition switch power (IGN). Measure the ground wire resistance (should be less than 1Ω). Check if fuses F1/15 (10A) and F1/16 (10A) are blown.+6 more →
B16C1›
DTC B16C1 indicates the airbag control unit (SRS ECU) detected an internal system fault or an external power supply or communication abnormality. Specifically, this code points to a functional failure in the ECU power management module, internal memory (EEPROM/Flash) self-check, watchdog timer, or main processor. The SRS ECU triggers this fault code and illuminates the airbag warning lamp if it detects an operating voltage outside the 9-16V range, an internal data verification failure, or a loss of communication with the vehicle CAN network during the ignition cycle self-check. This fault forces the airbag system into a degraded mode. During a collision, the system may fail to deploy the airbags or actuate the seatbelt pretensioners, posing a severe safety hazard.
Causes
— Low-voltage battery discharged or voltage unstable (long-term parking causes voltage to drop below 9V, or a charging system fault causes voltage to exceed 16V), exceeding the SRS ECU normal operating voltage range.— SRS ECU power supply circuit fault, including a blown dedicated airbag fuse in the instrument panel power distribution box (usually 10A or 15A), a backed-out power supply pin, or a poor circuit connection causing excessive voltage drop.— Abnormal ECU ground circuit resistance. The ground point is on the front bulkhead or instrument panel crossmember. Oxidation, excessively thick paint, or loose retaining bolts cause ground resistance to exceed 1Ω.+2 more →
Actions
— Pre-inspection and voltage measurement: Check the low-voltage battery voltage. The standard value is 12.5-14.5V (ignition switch ON). If the voltage is abnormal, first repair the battery or DC-DC fault, then clear the DTC and perform a self-check.— Fault code reading and freeze frame analysis: Use VDS or a Launch diagnostic tool to read the complete DTCs. Check for accompanying U-series communication fault codes (such as U0100) or related codes like B16C0/B16C2. Record the freeze frame voltage values and mileage to determine if it is a history fault.+5 more →
B16C2-00›
DTC B16C2-00 indicates the airbag control unit (SRS ECU) detected a critical fault during its internal self-check, forcing the system into fail-safe mode. This fault involves a hardware-level abnormality in the ECU internal microprocessor, non-volatile memory (NVM), power management module, or safety monitoring circuit. The ECU sets this code upon detecting an internal watchdog reset, checksum verification failure, integrated acceleration sensor (MEMS) signal processing circuit abnormality, or safety communication interruption between the main and secondary CPUs. In BYD Qin series vehicles, this fault prevents the entire airbag system (including driver/passenger front airbags, side airbags, curtain airbags, and seat belt pretensioners) from deploying. It may also interrupt communication with the powertrain CAN and body CAN, causing the instrument cluster to illuminate the airbag warning lamp continuously. Unlike sensor or ignition circuit faults, this DTC indicates a functional failure of the ECU itself. Inspect the ECU installation environment (the area beneath the center tunnel is susceptible to water ingress) and verify power supply stability.
Causes
— ECU internal hardware damage: main control chip (Renesas RH850 or Infineon TriCore safety-grade MCU) damage, EEPROM data block corruption, internal accelerometer (usually a Bosch or STMicroelectronics MEMS chip) component failure, or cold solder joints.— Abnormal power supply: blown constant power (B+) circuit fuse F1/14 (dedicated to Qin series SRS); unstable ignition switch power (IG1) voltage (below 9V or above 16V); internal ECU DC-DC converter module failure causing 5V/3.3V reference voltage drift.— Ground system fault: Loose or oxidized ECU main ground point G101 (located on the instrument panel frame) or broken ground wiring harness causes reference potential drift, affecting analog signal sampling accuracy.+2 more →
Actions
— Safety preparation and initial inspection: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge the ECU backup power supply). Use VDS2000 or the latest version of the diagnostic tool to read the complete fault codes and freeze frame data. Check the ECU housing for physical damage, water stains, burn marks, or signs of impact.— Wiring harness connector inspection: Inspect the terminals of ECU wiring harness connectors C1 (power/ground), C2 (CAN communication), and C3 (sensor/ignition circuit) for backed-out pins, corrosion, oxidation, or green corrosion. Specifically check for signs of water ingress under the center tunnel.+5 more →
B16C2›
DTC B16C2 indicates an internal hardware or software self-test failure in the airbag control unit (SRS ECU). This fault signifies a functional failure in the ECU internal microprocessor, EEPROM memory, crash sensor interface circuit, or firing circuit driver. The ECU performs internal diagnostics at each power-up. If the ECU detects a CPU calculation error, memory checksum failure, internal communication bus fault, or firing circuit driver chip abnormality, it sets this DTC and enters fail-safe mode. The airbag system completely disables, and the airbags may fail to deploy during a collision. This condition also affects related systems such as the seat belt pretensioners and airbag warning lamp. This constitutes a hard fault and typically will not clear by simply disconnecting power. Replace the ECU or repair the internal hardware.
Causes
— Hardware damage to the SRS ECU internal processor or memory chip due to voltage surges or component aging.— Abnormal ECU supply voltage (below 9V or above 16V) causes internal circuit instability or reset.— Poor contact, oxidation, or high resistance in the ECU ground circuit, causing signal reference potential drift.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD ED400 or VDS) to read the complete fault codes. Confirm B16C2 is a current fault and the freeze frame data shows it triggered during the ECU self-check phase. Clear the fault code, power on the vehicle again, and observe if the fault recurs.— Check the SRS ECU housing earth point (usually located on the centre tunnel or instrument panel frame). Remove the earth bolt and clean the contact surfaces. Measure the earth resistance; it must be less than 1Ω. Verify no oxidation or paint blocks the contact.+4 more →
B16C3-00›
BYD strictly defines B16C3-00 as an open circuit or excessive resistance fault in the driver airbag (DAB) stage 1 ignition circuit. Although the original description states "SRS_ECU fault", it actually indicates a communication or circuit anomaly between the driver airbag module and the SRS control unit, rather than an ECU hardware failure. This fault indicates the airbag control module (ACM) detects the driver-side airbag ignition circuit resistance falls outside the normal range (standard value 2.0±0.1Ω). This typically presents as infinite resistance (open circuit) or greater than 5Ω (poor connection). When this fault activates, the airbag system enters fail-safe mode, the driver-side airbag will not deploy during a collision, and the instrument cluster SRS warning light remains illuminated.
Causes
— Clock spring internal flat cable broken or poorly connected: Long-term steering wheel rotation causes fatigue fracture in the internal flexible circuit. This is the most common cause.— Poor contact at the airbag wiring harness connector: Includes oxidation or looseness at the yellow connector beneath the steering wheel, or the shorting bar (short-circuit plate) failing to fully return, causing an open circuit.— Wiring harness mechanical damage: A broken harness retaining clip below the steering wheel causes the harness to rub against the steering column, breaking the internal copper wires; or sharp edges cut or crushed the harness during repairs.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 3 minutes to fully discharge the SRS system energy storage capacitor and prevent accidental airbag deployment.— Fault code reading: Use a VDS2000 or Launch X-431 diagnostic tool to access the SRS system. Read the current fault codes and data stream, and verify the DAB circuit resistance (normal: 2-3 Ω).+7 more →
B16C3›
DTC B16C3 indicates a functional fault in the airbag system electronic control unit (SRS_ECU). The SRS_ECU is the core controller of the safety system. It monitors crash sensor signals in real time, processes crash algorithms, controls the deployment timing of the airbags and seat belt pretensioners, and manages the communication network of the entire passive safety system. This DTC usually indicates an internal processor or memory fault in the ECU, or a loss of communication between the ECU and the vehicle CAN network. An intermittent open circuit in the ECU power supply or ground circuit can also trigger this fault. This fault causes the airbag system to enter fail-safe mode. The airbags may fail to deploy in a collision, creating a serious safety risk.
Causes
— Abnormal SRS ECU power supply circuit: Includes a blown fuse in the constant power (B+) circuit, poor relay contact, or unstable IGN supply voltage, causing the ECU operating voltage to drop below 9V or exceed 16V.— CAN bus communication fault: A short circuit or open circuit in the communication line between the SRS_ECU and the vehicle network (powertrain CAN or dedicated safety CAN), or abnormal terminal resistance, prevents the ECU from communicating normally with modules such as the instrument cluster and VCU.— ECU internal hardware damage: control unit internal memory data corruption, processor clock fault, or collision detection circuit self-test failure, usually resulting from electromagnetic interference, overvoltage, or component aging.+2 more →
Actions
— Safety Preparation and Initial Diagnosis: Disconnect the high-voltage system (for new energy vehicles) and wait 5 minutes to ensure capacitor discharge. Use the BYD VDS diagnostic tool to read all fault codes. Confirm if B16C3 is a current fault (Active) and check for accompanying communication fault codes (such as the U01XX series). Record freeze frame data and observe parameters such as vehicle speed and voltage at the time of the fault.— Power supply and ground check: Check if the front compartment power distribution box SRS system fuses (e.g., F1/15, F2/13) are blown. Disconnect the battery negative terminal, wait 90 seconds, and unplug the SRS ECU connector. Measure the voltage between pin 1 (constant power +B) and ground (should equal battery voltage). Measure the resistance between the ground pin and body ground (should be less than 1Ω). Check the connector for oxidation or backed-out terminals.+3 more →
B16C4-00›
B16C4-00 indicates the airbag control unit (SRS ECU) detects an internal fault or critical communication anomaly. This fault code indicates the ECU self-diagnostic detected an error in the processor, memory, power supply monitoring circuit, or internal safety logic, or the ECU lost communication with the crash sensors or airbag modules. Because the SRS ECU is the core of the passive safety system, this fault causes the airbag system to enter fail-safe mode. During a collision, the front, side curtain, or knee airbags may fail to deploy, and the seat belt pretensioners may also fail. When this fault triggers, the ECU typically cuts power to the airbag ignition circuits to prevent inadvertent deployment.
Causes
— SRS ECU internal hardware damage (main control chip, EEPROM memory, or power regulator module fault, common after vehicle water ingress or prolonged high-temperature exposure)— Power supply system fault (blown F1/14 fuse, poor connection in IG1/IG2 power supply circuit, or battery voltage below 9V or above 16V causing ECU protective lockout)— Ground circuit fault (loose or oxidized G301 ground point or broken wiring harness causing ECU reference voltage drift)+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal, wait at least 90 seconds for the SRS capacitor to fully discharge, and wear an anti-static wrist strap.— Diagnostic scan: Use VDS2000 or Launch X431 to read all fault codes. Check for B16C4-00 and accompanying sensor communication fault codes. Record freeze frame data.+7 more →
B16C4›
DTC B16C4 indicates an internal fault or severe communication failure in the airbag control unit (SRS ECU). This fault indicates a functional failure of the microprocessor, memory, or power management module within the SRS ECU, or a communication interruption between the ECU and the vehicle CAN network or sensor array. The SRS ECU serves as the core controller of the passive safety system. It receives crash sensor signals, determines collision severity, and triggers protective devices such as airbags and seat belt pretensioners. This critical fault compromises occupant safety by potentially preventing normal airbag deployment during a collision, or by creating a risk of false alarms and unintended deployment. When this fault occurs, the SRS system typically enters fail-safe mode, cuts off the airbag ignition circuit to prevent unintended deployment, and illuminates the instrument cluster airbag warning light.
Causes
— SRS ECU internal circuit fault: Damaged microprocessor, EEPROM memory, or power regulator chip inside the control unit. Commonly caused by ECU power module breakdown resulting from battery depletion and repeated charging and discharging after long-term vehicle storage.— Abnormal power supply and ground circuits: Poor contact at the ECU constant power (B+) fuse holder, unstable IGN supply voltage, or oxidized ECU ground points or loose bolts causing reference voltage drift, triggering an ECU reset or freeze.— CAN network communication fault: Open or short circuit in the communication line between the SRS ECU and the vehicle CAN bus (powertrain network or body network), or abnormal terminating resistance, preventing the ECU from communicating properly with the VDS diagnostic tool or other modules.+2 more →
Actions
— Safety Preparation and Initial Diagnosis: Disconnect the battery negative terminal and wait 3 minutes to discharge residual voltage. Wear an anti-static wrist strap. Connect the BYD VDS diagnostic tool, read the complete fault code list and freeze frame data, and confirm if B16C4 is a current fault (Present) or a history fault (History). Check for accompanying crash sensor or seat belt fault codes.— Power and ground check: Reconnect the battery and measure the voltage at the power supply terminals of the SRS ECU connector (usually under the center console or behind the armrest). Constant power must be 12V (11-14V range), and IGN power must be 12V with the ignition switch in the ON position. Measure the resistance between the ground terminal and the vehicle body; it must be less than 1Ω. Check fuse F4/9 (if applicable) and the fuse holder for enlarged terminals or burn damage.+4 more →
B16C6›
DTC B16C6 (Left Front Seat Belt Pretensioner Deployment Control Circuit Low) indicates a low voltage or open circuit in the left front (driver side) seat belt pretensioner deployment control circuit. This SRS (Supplemental Restraint System) subsystem fault involves the pyrotechnic pretensioner inside the seat belt retractor and its control circuit. The airbag control unit (ACU) sets this DTC when it detects pretensioner circuit resistance outside the standard range (normally 2.0±0.1Ω), an open circuit, a short to ground, or abnormal voltage. This fault forces the airbag system into a degraded mode. During a collision, the left front seat belt pretensioner may fail to deploy and retract, severely compromising driver protection. The instrument panel SRS warning lamp remains illuminated to indicate system failure.
Causes
— Seat belt pretensioner internal open circuit or abnormal resistance: Aging, moisture, or manufacturing defects in the pretensioner igniter or resistance wire cause the resistance value to deviate from the standard range.— Poor connector contact: The yellow dedicated connector between the pretensioner and the wiring harness has backed-out terminals, bent pins, oxidation, corrosion, or a locking tab not fully engaged, causing intermittent or permanent poor contact.— Wiring harness mechanical damage: Frequent fore-and-aft seat adjustment, modification work, or assembly process issues cause internal copper wire breakage or insulation damage in the wiring harness under the seat, A-pillar, or sill area.+2 more →
Actions
— Safety preparation and diagnostic confirmation: Use VDS or a dedicated diagnostic tool to read the fault code. Confirm B16C6 is a Current fault, not a History fault. Record the freeze frame data. Turn off the ignition switch, disconnect the battery negative terminal, and wait at least 3 minutes to fully discharge the SRS capacitor.— Visually inspect the connector: Remove the left front B-pillar lower trim panel and check the connection status of the yellow dedicated seat belt pretensioner connector. Confirm the locking tab fully engages, with no looseness, water ingress, or foreign matter. Inspect the pins for bending, oxidation, burning, or backing out. Repair using the dedicated tool if necessary.+4 more →
B16C5›
DTC B16C5 indicates an internal fault or critical function failure in the airbag control unit (SRS ECU). The SRS ECU is the core controller of the safety system. It monitors vehicle collision acceleration, processes crash signals, and controls the ignition triggering of protective devices such as airbags and seat belt pretensioners. The following conditions trigger this DTC: ECU internal main control chip (MCU) self-test failure, abnormal internal acceleration sensor signal, ignition circuit driver fault, EEPROM read/write error, or persistent ECU power supply voltage or communication bus abnormalities. When this fault occurs, the SRS system may enter fail-safe mode, preventing normal airbag deployment during a collision or, in extreme cases, causing unintended deployment. This critical fault directly compromises occupant safety.
Causes
— SRS ECU internal hardware damage: The main control chip, internal crash sensor, or ignition driver circuit failed due to aging, overheating, or electromagnetic interference. Common in 2018–2020 batches of Yuan/Song models.— Power supply system fault: Excessive contact resistance in the constant power (B+) circuit, unstable IGN supply voltage (below 9V or above 16V), or a poor ground circuit causing abnormal ECU reset. This mostly occurs with a low battery or after installing aftermarket audio.— CAN bus communication fault: Interrupted communication or message timeout between the SRS ECU and the vehicle network. Possible causes include a wiring harness short circuit, connector water ingress (such as poor sealing at the wiring harness hole below the A-pillar), or an abnormal terminating resistor.+2 more →
Actions
— Use VDS2000 or the latest BYD diagnostic tool to read all DTCs, check for accompanying fault codes (such as U-series communication faults or B16XX-series sensor faults), and record freeze frame data (vehicle speed, voltage, and temperature at the time of the fault).— Perform a key cycle test: disconnect the battery negative terminal for 5 minutes, reconnect it, and observe if the fault code changes to a history code. If it remains a current code, check the SRS ECU power supply: measure connector pin 1 (B+) for 12V constant power, pin 2 (IGN) for 12V with the ignition switch ON, and pin 3 (GND) for a resistance to ground of less than 1Ω.+4 more →
B16C6-00›
DTC B16C6-00 indicates the Airbag Control Unit (SRS ECU) detected an internal self-check fault or abnormal communication with the vehicle network. The SRS ECU is the core controller of the passive safety system, monitoring crash sensors, seat occupancy detection, seat belt pretensioners, and individual airbag modules. When this DTC triggers, the ECU may enter fail-safe mode, degrading or completely disabling the entire airbag system. As a result, the front dual airbags, side airbags, and pretensioning seat belts may fail to deploy during a collision. This is a hard fault and will not clear automatically after a vehicle restart. Troubleshooting requires professional diagnostic equipment.
Causes
— Abnormal SRS ECU power supply or ground circuit: Includes a blown FB-10 (10A) airbag system fuse, low battery voltage (<9V), or poor contact at ECU ground points G104/G105, causing unstable ECU operating voltage or reset.— Internal SRS ECU hardware fault: Damaged internal microprocessor, memory (EEPROM), or crash sensor interface circuit. Common causes include vehicle wading, moisture at the ECU mounting location, or component aging (Qin series ECUs sit in the lower center console, exposing them to air conditioning condensation).— CAN communication bus fault: Short circuit, open circuit, or abnormal terminal resistance in the Powertrain CAN (CAN-H/CAN-L) lines between the SRS ECU and the gateway (GW), preventing the ECU from communicating with the instrument cluster, VTOG, and other modules.+2 more →
Actions
— Preparation and diagnosis: Access the SRS system using the ED-400 or VDS2000 diagnostic tool. Read the complete fault code list and record the freeze frame data. Confirm if B16C6-00 is a current fault (Active). Disconnect the battery negative terminal for 5 minutes to perform an ECU hard reset. Reconnect power and check if the fault code returns.— Power supply and ground check: Check if the FB-10 fuse (10A) in the engine compartment fuse box is blown. Measure the voltage to ground at SRS ECU connector terminals B05-1 (constant power +B) and B05-2 (IGN power); the standard value is 11-14V. Measure the ground resistance at terminals B05-3 and B05-4; the value must be <1Ω. Inspect the wiring harness under the center console for wear or water ingress.+4 more →
B16C7-00›
DTC B16C7-00 indicates an internal fault or communication error in the SR8 panoramic image control unit (360° surround-view system ECU). This ECU typically mounts on the right side of the trunk or inside the center console. It processes video signals from the front, rear, left, and right surround-view cameras to enable the bird’s-eye view, dynamic guide lines, dashcam, and reversing camera functions. This DTC triggers when the ECU self-check detects a processor fault, memory error, unstable power supply, or CAN network communication interruption, forcing the system into fail-safe mode. The multifunction display may go black, show a "Panoramic System Fault" warning, or display only a single camera view. Although this fault does not affect the powertrain or driving safety, the vehicle loses parking assistance functions, increasing the risk of a reversing collision. This fault frequently occurs in BYD Song series (Song Pro, Song MAX, Song PLUS) and early Qin EV models. Diagnostic tools often mislabel it as an "SRS_ECU fault"; it is actually an SR8 system fault.
Causes
— SR8 ECU power supply circuit fault: blown fuse EF20/EF22, poor ACC relay contact, or loose constant power line connection causing ECU operating voltage to drop below 9V or exceed 16V.— ECU internal hardware damage: Overheating damage to the main processor (usually NXP or Renesas), cold solder joints on DDR memory chips, or image processing DSP chip failure. Prolonged high-temperature operation or unstable voltage typically causes these failures.— Software program error: Corrupted system firmware, lost calibration data, program runaway, or system freeze. Commonly occurs after prolonged vehicle power disconnection or interrupted OTA updates.+2 more →
Actions
— Initial inspection: Confirm the fault symptom. Check for a black 360° panoramic view screen or an inoperative reversing camera image. Use VDS2000 or Launch X431 to read all fault codes and confirm if B16C8 (camera fault) or U0140 (communication fault) is also present.— Power supply system check: Measure the voltage at pin 1 (constant B+) and pin 24 (ACC) of the SR8 ECU connector; the voltage must be 12V ±0.5V. Verify secure connections at ground points G202/G203. Check for blown fuses EF20 (10A) and EF22 (15A) in the fuse box.+4 more →
B16C7›
DTC B16C7 indicates the airbag control unit (SRS ECU/ACU) detected an internal system fault. This typically points to an abnormality in the ECU internal microprocessor, non-volatile memory (NVM), power supply monitoring circuit, or safety relay drive circuit. As a hard or persistent fault, it can force the airbag system into fail-safe mode and disable airbag deployment. On BYD e-platform and DM models, a gateway communication interruption may accompany this fault, affecting the normal drive logic of the instrument cluster airbag warning lamp. This Safety Level 2 fault requires immediate repair.
Causes
— SRS ECU internal hardware damage (MCU processor fault, EEPROM data corruption, or power management IC failure)— Power supply system fault (battery voltage fluctuation, poor contact in ECU power circuit, poor ground causing excessive voltage drop)— CAN bus communication fault (communication interrupted by short circuit between CAN-H and CAN-L, short to power or ground, or abnormal terminating resistance)+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal, wait at least 3 minutes to fully discharge the SRS capacitor, and wear an anti-static wrist strap.— Fault confirmation: Connect the diagnostic tool, read all DTCs, record freeze frame data, and check for other SRS fault codes accompanying B16C7 (such as the B16C0-B16C8 series).+5 more →
B16C8-00›
DTC B16C8-00 indicates an internal fault or critical function failure in the airbag control unit (SRS ECU, BYD internal code SR8). As the core of the passive safety system, this ECU monitors front and side impact sensor signals, vehicle deceleration, and seat belt status in real time. Upon detecting a collision, it controls airbag ignition, seat belt pretensioner activation, and high-voltage system power-off protection. This DTC triggers when the ECU self-check detects an internal processor fault, memory checksum error, power supply monitoring abnormality, or safety monitoring circuit failure, forcing the entire airbag system into fail-safe mode. In this state, the airbag system will not deploy regardless of collision severity. The vehicle may also restrict high-voltage power-on or enter limp mode. This severe fault compromises driving safety.
Causes
— SRS ECU internal hardware fault: Damaged CPU, EEPROM memory chip, or power management IC within the control unit, typically resulting from component aging or electrostatic breakdown.— Power supply system fault: Poor connection in the SRS ECU constant power (B+) or ignition power (IGN) circuit, blown fuse, or poor relay contact, causing ECU operating voltage to drop below 9V or exceed 16V.— Ground circuit fault: Loose, oxidized, or corroded ECU ground point (usually G101 or G102) increases circuit resistance and affects the signal reference voltage.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the low-voltage battery negative terminal, and wait at least 3 minutes (to fully discharge the SRS capacitor) to prevent accidental airbag deployment.— Fault confirmation: Connect the BYD VDS2000 or ED400 diagnostic tool, read the B16C8-00 current status and freeze frame data, and check for associated fault codes (such as a crash sensor communication fault). Confirm the fault is current, not historical or intermittent.+6 more →
B16C8›
DTC B16C8 indicates a functional fault or internal self-check abnormality in the airbag control unit (SRS ECU). As the core control module of the passive safety system, this ECU integrates longitudinal/lateral acceleration sensors, safety sensors, and a microprocessor. It monitors real-time vehicle collision status, calculates collision severity, and controls the ignition and deployment timing of protective devices such as airbags, seat belt pretensioners, and knee airbags. The following conditions trigger this DTC: internal ECU processor faults (such as a damaged Freescale/NXP main control chip), EEPROM data checksum failures, power management circuit abnormalities, internal safety monitoring circuit protection events, or communication interruptions between the ECU and the vehicle CAN network. When this fault occurs, the SRS system enters fail-safe mode and the airbag warning lamp illuminates continuously. In extreme cases, the airbags may fail to deploy during a collision or deploy unintentionally while driving due to false detection, posing a severe safety hazard.
Causes
— SRS ECU internal hardware fault: damaged main control chip (MCU), corrupted internal memory (Flash/EEPROM) data, or failed power management IC (PMIC), causing the ECU to fail the Power-on Self Test.— Power supply system fault: Blown constant power (+B) circuit fuse (usually a 10A or 15A dedicated SRS fuse), excessive relay contact resistance, or ignition switch power supply (IG1/IG2) voltage fluctuations (below 9V or above 16V), causing ECU power supply instability or reset.— Ground circuit fault: The SRS ECU ground point (usually G101 on the left instrument panel frame or the lower center console ground point) is loose, oxidized, corroded, or has residual paint. This causes excessive ground resistance (>1Ω) and affects sensor signal reference voltage stability.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to access the SRS system. Read the complete DTC list and Freeze Frame data. Check for accompanying fault codes such as B16C7 (SRS_ECU internal fault) and U0140 (lost communication with BCM). Record key information such as vehicle speed and ignition cycle count when the fault occurred.— Check the SRS ECU power supply system: disconnect the battery negative terminal, wait 3 minutes, then disconnect and reconnect the ECU connector. Measure the voltage to ground at ECU connector terminal 1 (+B constant power) and terminal 2 (IG power); the standard value is 11-14V. Check if the SRS fuse (labeled 'SRS' or 'AIR BAG') in the engine compartment or instrument panel fuse box has blown. Measure the resistance between the ECU ground terminal and body ground; the resistance must be less than 1Ω.+5 more →
B16DF-00›
This fault code indicates the SRS (airbag) control unit detects a communication interruption or no connection with the Left Rear Impact Sensor. This sensor typically mounts in the vehicle’s left rear side panel, C-pillar, or rear door area to monitor side-impact acceleration signals. The SRS ECU triggers this fault if it fails to receive valid data from the sensor within a predetermined time, or if it detects circuit resistance outside the normal range (open or short circuit). This fault disables the vehicle’s side-impact detection function. The system may fail to accurately determine collision severity, suppressing normal deployment of the left rear side airbag/side curtain airbag. In some cases, this creates a risk of unintended airbag deployment in fail-safe mode.
Causes
— Left rear impact sensor wiring harness broken or crushed. Long-term vibration fractures copper wires, especially at harness bends routed through the door hinge or inside the sill trim panel.— Loose sensor connector, backed-out terminal, or water ingress and corrosion. Poor sealing commonly causes terminal oxidation after driving through water or washing the vehicle.— Internal accelerometer damage or circuit fault in the crash sensor causes no signal output.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED400), read the complete fault codes and freeze frame data, and confirm the vehicle speed, timestamp, and other information at the time of the fault.— Switch off the ignition, disconnect the battery negative terminal, and wait at least 90 seconds for the SRS system high-voltage capacitor to fully discharge.+7 more →
B16DF›
DTC B16DF indicates the SRS (Supplemental Restraint System) ECU detects a communication interruption or physical disconnection of the Left Rear Impact Sensor. This sensor typically mounts in the vehicle's left rear quarter panel, C-pillar, or rear longitudinal beam area to monitor collision acceleration from the left rear. The ECU sets this fault code if it fails to receive a valid signal (including the sensor ID code, acceleration data, or heartbeat signal) within the preset monitoring period, or if it detects circuit resistance outside the normal range (typically greater than 10 kΩ or less than 1 Ω). This fault disables the left rear collision detection function. During a side impact or rear-end collision, the SRS ECU may fail to accurately assess collision severity, compromising the deployment strategy of the side airbags, curtain airbags, or seat belt pretensioners and posing a severe safety risk.
Causes
— Loose or disconnected wiring harness connector: After accident repairs, interior trim removal and installation, or wading, the sensor connector inside the left rear door sill trim panel (usually a 3-pin or 2-pin waterproof plug) fails to lock fully, causing poor contact or complete disconnection.— Sensor harness open circuit or short circuit: Long-term vibration wears through the harness insulation where it passes through body sheet metal holes, seat slide rails, or door sill trim; rodents gnaw through the wiring causing a break; or the harness shorts to the body.— Crash sensor internal fault: Damaged internal accelerometer element, capacitor leakage, or ASIC chip failure prevents the sensor from sending valid data frames to the SRS ECU.+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Read and record all DTCs and freeze frame data. Confirm B16DF is a current fault, not a history fault.— Physical inspection: Remove the left rear sill trim, lower C-pillar trim, or left side of the rear bumper. Visually check that the crash sensor connector (part number usually starting with 69C) is fully inserted and listen for a locking 'click'. Inspect the connector terminals for backed-out pins, corrosion, or signs of water ingress (green oxidation).+3 more →
B16DF00›
This DTC indicates an interrupted communication link between the airbag control unit (SRS ECU) and the left rear crash sensor. The left rear crash sensor typically utilizes a MEMS capacitive accelerometer and mounts on the left rear side panel (C-pillar area) to monitor left rear collision acceleration. During the ECU initialization self-check or a drive cycle, if the ECU fails to detect the sensor bias voltage (normally a 2.5V reference voltage at a 2-3kΩ equivalent resistance), detects infinite circuit resistance, or reads a continuous high or low signal line voltage exceeding the threshold, it registers a 'not connected' state. This fault may prevent the left rear side airbag and curtain airbag from deploying correctly during a collision. The ECU simultaneously illuminates the airbag warning lamp and enters fail-safe mode (some models disable the entire side airbag circuit).
Causes
— Sensor wiring harness connector loose, terminal backed out, or oxidized due to water ingress (common if not fully seated after rear seat removal/installation or C-pillar trim panel repair).— Open circuit due to physical damage to the wiring harness (sill trim panel pinching the wire, or a detached harness retaining clip allowing the harness to rub against a sharp body edge, breaking the copper conductor)— Internal damage to the crash sensor (cracked piezoelectric element, internal resistance drift outside the standard 1.8-3.5kΩ range)+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Confirmation: Use the genuine BYD diagnostic tool (ED400/ED600) to read the fault code. Verify B16DF00 is a Current DTC and record the freeze frame data.+7 more →
B16E0-00›
DTC B16E0-00 indicates a short to ground in the Left Rear Impact Sensor signal circuit within the Supplemental Restraint System (SRS). This sensor typically mounts in the left rear quarter panel or C-pillar area to monitor collision acceleration at the left rear of the vehicle. A short to ground indicates abnormal continuity (resistance below the normal range) between the sensor power wire, signal wire, or shield and the vehicle body metal frame. This causes the SRS control module to receive a continuous low-level signal. This fault forces the SRS into fail-safe mode and may cause the following: 1) The left rear side airbag/curtain airbag fails to deploy during an actual collision. 2) The system misinterprets the fault as a collision and inadvertently deploys the airbag. 3) Entire SRS functionality restricts, severely compromising passive safety performance.
Causes
— Worn or crushed wiring harness inside the left rear side panel: Prolonged driving on rough roads causes the wiring harness to rub against metal edges, damaging the insulation and shorting the signal wire to ground.— Sensor connector water ingress and corrosion: Car washing, wading, or poor sealing causes a short circuit between connector terminals, forming a path to ground.— Rear crash sensor internal fault: Damaged internal electronic components cause a short circuit between the power supply and ground terminals.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds for the SRS system capacitor to discharge. Wear an anti-static wrist strap.— Visual inspection: Remove the left C-pillar trim panel and the left side of the rear bumper. Inspect the left rear crash sensor (usually numbered Y3) for physical damage, and check the connector for looseness, water ingress, or corrosion.+4 more →
B16E0›
DTC B16E0 indicates a short to ground in the Left Rear Impact Sensor signal circuit within the airbag system (SRS). This sensor typically mounts in the left rear C-pillar, the left side of the rear bumper, or the inside of the left rear fender to monitor left rear collision acceleration. A "short to ground" means the insulation resistance between the sensor signal line and body ground (GND) falls below the standard value (typically <1Ω). This causes the SRS control unit (ACU) to detect a continuous low-voltage signal (approaching 0V), preventing it from acquiring normal acceleration change signals. This fault forces the SRS into fail-safe mode, disabling the deployment function of the left rear side airbags (side curtain or rear seat airbags). In extreme cases, this condition causes unintended airbag deployment or failure to deploy during a collision, posing a severe safety hazard.
Causes
— Harness abrasion and insulation damage: Long-term vibration, friction, or compression damages the sensor wiring harness insulation inside the left rear sill trim, C-pillar, or rear bumper, allowing the copper core to contact the vehicle body metal and cause a short to ground.— Sensor internal short circuit: Moisture ingress, aging, or impact damage to the crash sensor's internal piezoelectric element or circuit board causes a short circuit between the signal terminal and the housing (ground).— Connector water ingress and corrosion: Poor sealing of the rear bumper sensor connector allows water to enter during car washing, wading, or in damp environments, causing electrolytic corrosion between the pins and creating a path to ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair. Wear an anti-static wrist strap. Do not use radio equipment near the sensor.— Locate the sensor: Refer to the vehicle repair manual, remove the left rear C-pillar trim panel or rear bumper left cover panel, and locate the left rear impact sensor (usually a black or yellow connector with a locking clip).+4 more →
B16E011›
This DTC indicates an abnormally low-resistance connection (short circuit) between the signal circuit of the left rear side impact sensor (SIS) in the Supplemental Restraint System (SRS) and the vehicle body ground (GND). Under normal operating conditions, the impact sensor sends a specific voltage signal (typically a PWM or resistor divider signal) to the SRS control unit (ACU) to indicate its status. When a short to ground occurs, the ACU detects the circuit voltage remaining at or near 0V and a resistance well below the standard range (typically <1Ω), identifying a short-to-ground fault. This fault causes the SRS to enter fail-safe mode. The system illuminates the airbag fault warning lamp and disables the left rear side airbag and curtain airbag deployment functions to prevent accidental deployment caused by the short circuit. In a severe side-impact collision, the affected airbags may fail to deploy normally, posing a major safety hazard.
Causes
— Worn or damaged insulation on the left rear crash sensor wiring harness causes the wire to contact vehicle body metal and short to ground (commonly where the harness passes sharp edges or retaining clips inside the sill trim panel).— Seal failure of the internal electronic components in the crash sensor body allows moisture ingress, causing a printed circuit board (PCB) short to ground.— Water ingress, corrosion, or bent pins in the sensor connector (usually located near the C-pillar or rear seat) cause a short circuit between the signal terminal and the ground terminal.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Visual inspection: Remove the left rear sill trim panel and lower C-pillar trim panel. Inspect the crash sensor (usually located behind the C-pillar interior trim panel or near the left rear longitudinal beam) and wiring harness for obvious damage, crushing, or signs of water ingress.+5 more →
B16E100›
B16E100 is a BYD SRS (Supplemental Restraint System) proprietary fault code indicating an internal circuit fault or abnormal communication signal in the Left Rear Impact Sensor. This sensor typically mounts in the left rear C-pillar, D-pillar, or inside the rear bumper. It operates as a piezoelectric or MEMS accelerometer and communicates with the Airbag Control Unit (ACU) via the LIN bus or a hardwired connection. During this fault, the ACU cannot accurately receive the left rear impact acceleration signal. This failure may prevent the side curtain airbag and left rear seat belt pretensioner from deploying during a collision. In extreme cases, the abnormal signal risks unintended airbag deployment. The following conditions typically trigger this fault code: abnormal sensor supply voltage (below 9V or above 16V), LIN bus communication timeout (no valid data for over 500ms), or internal sensor self-check failure (accelerometer drift or EEPROM checksum error).
Causes
— Internal circuit fault in the sensor body: Piezoelectric element aging, MEMS chip damage, or internal EEPROM data loss prevents normal acceleration signal output or causes self-test failure.— Wiring harness and connector fault: Loose wiring harness connector at the left rear C-pillar/left side of the luggage compartment, oxidized or backed-out terminals, corrosion from water ingress, or LIN wire short to ground, short to power, or open circuit.— Installation and mechanical issues: Loose sensor retaining bolts or deformed mounting bracket (common after accident repairs), preventing the sensor from accurately detecting collision acceleration.+2 more →
Actions
— Diagnostic scan: Use VDS2000/VDS1000 to read the complete fault codes and freeze frame data. Confirm whether B16E100 is a current or history fault. Record the vehicle speed, voltage, and other data from when the fault occurred.— Physical inspection: Remove the left rear C-pillar trim panel or rear bumper. Check the left rear impact sensor for damage or cracks. Verify the installation torque (usually 8-10 N·m) and inspect the bracket for deformation.+4 more →
B16E200›
DTC B16E200 indicates the SRS (Supplemental Restraint System) control module detects a configuration data mismatch for the Left Rear Impact Sensor. Specifically, the sensor calibration parameters, hardware serial number, or installation position coding stored in the control module do not match the physical characteristics of the connected Left Rear Impact Sensor. This is a software/configuration fault, not a hardware open or short circuit. This fault causes the SRS to enter a degraded mode. The left rear impact detection function may fail or operate with abnormal trigger thresholds, affecting the deployment logic of the side curtain airbags and seat belt pretensioners. However, it typically does not disable the entire airbag system.
Causes
— Failure to perform the 'Sensor Online Configuration' or 'Coding' procedure using the VDS diagnostic tool after replacing the left rear crash sensor causes the new sensor hardware ID to mismatch the record stored in the control module.— Outdated SRS control module software or a corrupted configuration data area (e.g., EEPROM data loss caused by disconnecting vehicle power during repairs or battery depletion) prevents the module from correctly identifying original sensor parameters.— Mistakenly installing the right rear crash sensor on the left side during repairs, or using a non-genuine part (aftermarket parts lack the original configuration coding), causes a position identification conflict.+2 more →
Actions
— Connect the BYD VDS3000 diagnostic tool. Enter the SRS system to read the complete fault codes and freeze frame data. Record the current left rear crash sensor part number and hardware version. Check for other accompanying fault codes (such as B16E100 communication fault or B16E300 hardware fault).— Visually inspect the left rear crash sensor installation position (usually located inside the C-pillar trim panel or on the rear bumper left bracket). Confirm the sensor is not reversed, the connector shows no oxidation or corrosion, and the wiring harness has no pinches or damage. Verify the left/right marking (L/R mark) on the sensor housing matches the installation position.+3 more →
B16E7-00›
DTC B16E7-00 indicates the airbag system (SRS) detected a communication interruption or abnormal signal between the Middle Rear Impact Sensor and the SRS control module. This sensor typically mounts on a structural member in the middle rear of the vehicle (such as the lower C-pillar or rear panel crossmember) and monitors collision acceleration in the middle rear area. The SRS module sets this DTC if it fails to receive a valid signal from the sensor within the specified time, or if it detects an open or short circuit in the wiring. This fault may prevent the side curtain airbags, rear side airbags, or seat belt pretensioners from deploying correctly during a middle rear collision. This severely compromises passive safety protection and continuously illuminates the instrument panel airbag warning light.
Causes
— Sensor wiring harness connector loose, oxidised, or subject to water ingress: Due to the low mounting position of the centre rear impact sensor (typically on both sides of the boot or behind the rear seats), car washing, wading, or damp environments easily oxidise and corrode the connector pins, causing excessive contact resistance or signal interruption.— Crash sensor internal fault: A damaged internal accelerometer or processing chip fails to generate a valid crash signal or causes abnormal CAN/LIN bus communication.— Wiring harness open or short circuit: Incorrect harness connection after rear collision repair, or chafing or rodent damage during long-term use, causing power, ground, or signal wire faults.+2 more →
Actions
— Use the VDS2000 or BYD dedicated diagnostic tool to read the complete fault codes and freeze frame data. Confirm if the fault is current (Active) and record the vehicle status when the fault occurred. Check if other related crash sensor fault codes are also present.— Locate the center rear impact sensor (on Qin series models, this is usually located in the upper middle area behind the rear seat backrest or inside the C-pillar trim panel). Remove the corresponding trim panel and visually inspect the sensor for impact marks, cracks, or water stains. Verify the connector is fully seated and the retaining clip is not broken.+4 more →
B16E7›
DTC B16E7 indicates the airbag control unit (SRS ECU) cannot establish normal communication with the Middle Rear Impact Sensor. This sensor typically mounts in the vehicle's central rear area (such as the rear panel, rear floor, or near the C-pillar) and monitors rear collision acceleration. When the ECU detects an open sensor circuit, an internal sensor fault, or a communication interruption, it stores this fault code and illuminates the airbag warning light. Consequently, during a rear-end collision, the airbag system may fail to correctly determine collision severity and deploy the rear airbags or seat belt pretensioners in time, severely compromising passive safety functions.
Causes
— Loose, disconnected, or poor contact at the center rear crash sensor wiring harness connector. Common causes include driving through water, corrosion from water ingress, or failing to fully seat the connector after repairs.— Open or short circuit in the sensor power supply or signal circuit due to wiring harness aging, wear, crushing, or rodent damage.— Internal fault in the center rear crash sensor, such as a damaged accelerometer element, internal circuit fault, or seal failure causing water ingress.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Fault confirmation: Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the fault code, confirm B16E7 is a current fault (not a history fault), and record the freeze frame data.+5 more →
B16E700›
DTC B16E700 indicates the airbag system (SRS) detects a communication interruption or physical disconnection of the Middle Rear Impact Sensor. This sensor, typically located on the inner rear bumper reinforcement or lower C-pillar, monitors rear-end collision acceleration. A "not connected" status means the SRS control unit receives no valid signal from the sensor, typically indicating an open circuit or high-resistance condition. The system determines the sensor circuit is open, the connector is detached, or the sensor has internal damage. This fault causes the SRS to lose accurate rear-end collision monitoring capabilities. It may force the airbag control unit into a degraded protection mode, disable specific airbag functions, or illuminate the airbag warning lamp continuously, severely compromising passive safety system reliability.
Causes
— Rear bumper wiring harness connector loose or disconnected: After driving on rough roads or through water, vibration can loosen the crash sensor plug inside the rear bumper, or poor sealing can cause pin corrosion and oxidation, resulting in poor contact.— Open circuit inside the sensor body: Physical impact to the center rear impact sensor (such as a minor rear-end or reversing collision) or long-term aging damages the internal piezoelectric element or circuit board, resulting in an open circuit.— Broken or worn wiring harness: As the harness routes from the main body harness to the rear bumper through the rear panel and floor trim strip, repeated bending or friction against other components breaks the copper wire, causing an open circuit fault.+2 more →
Actions
— Fault Confirmation and Freeze Frame Analysis: Use VDS2000 or a dedicated BYD diagnostic tool to read fault codes. Confirm B16E700 is a current fault (Active). Record freeze frame data (ambient temperature and vehicle status). Check for accompanying SRS-related fault codes (e.g., B16E800 short to ground).— Visual inspection and connector check: Remove the rear bumper trim panel and locate the center rear impact sensor (usually in the middle or on the left side of the rear crash beam). Verify the sensor connector is fully seated. Check that the connector waterproof sealing ring is intact. Inspect the terminals for green corrosion, backed-out pins, or deformation.+4 more →
B16E8-00›
This DTC indicates a short to ground in the signal circuit of the Supplemental Restraint System (SRS) Middle Rear Impact Sensor. The sensor mounts in the center of the rear bumper or rear longitudinal rail area. Electrically, the insulation resistance between the sensor signal wire (typically a LIN communication or analog signal line) and body ground drops below the threshold (generally <1Ω). This causes the SRS control unit (ACU) to continuously receive an abnormally low voltage signal. This fault forces the SRS into fail-safe mode. As a result, the system may fail to accurately detect rear impact acceleration, preventing the airbags, curtain airbags, or seat belt pretensioners from deploying in time during a rear-end collision. Furthermore, the ACU may interpret the condition as a wiring fault and completely disable the rear impact monitoring function, illuminate the instrument panel SRS warning lamp, and downgrade the vehicle's passive safety system. BYD Qin series models typically use a dual-axis accelerometer design for this sensor. The ACU continuously registers a short to ground as 'abnormal circuit current' or 'signal voltage below lower limit'.
Causes
— Damaged wiring harness sheathing in the rear bumper area allows direct wire contact with the metal body, causing a short to ground (common after reversing collision repairs or underbody scraping).— Center rear crash sensor body seal failure; internal water ingress or moisture causes the signal terminal to short to the sensor housing (ground).— Loose sensor connector (usually located inside the rear bumper or near the spare wheel well), or backed-out or corroded terminal pins, causing the signal pin to short to the connector housing ground.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes (or the time specified in the repair manual) to fully discharge the SRS energy storage capacitor and prevent accidental airbag deployment.— Fault confirmation: Use VDS or a dedicated diagnostic tool to read the complete SRS fault codes, record the freeze frame data, and confirm the fault is current (Present) rather than a history fault.+6 more →
B16E8›
DTC B16E8 indicates the SRS (Supplemental Restraint System) control unit detects an abnormally low-resistance path (short to ground) between the Center Rear Impact Sensor (typically installed on the rear panel or C-pillar area) signal circuit and body ground. This sensor uses a piezoelectric or capacitive accelerometer. During normal operation, it outputs a 0.5-4.5V analog voltage signal to the SRS control unit to reflect collision acceleration. A short to ground causes the control unit to continuously receive a voltage signal near 0V, triggering the following: 1) The system determines the sensor has failed, enters fail-safe mode, and disables the associated airbags (including side curtain airbags and rear collision protection functions); 2) During an actual rear collision, the system cannot accurately identify collision severity, causing delayed or no airbag deployment; 3) If the short-circuit resistance is unstable, it triggers an intermittent fault, causing the SRS warning lamp to illuminate erratically. This is a hard fault. Upon detection, the control unit stores the DTC and illuminates the instrument cluster airbag warning lamp.
Causes
— Mechanical damage to the rear wiring harness: Where the rear wiring harness passes through the luggage compartment rear panel, C-pillar sheet metal holes, or retaining clips, long-term vibration, cargo friction, or rear-end collisions wear through the insulation. The exposed copper core directly contacts the vehicle body metal, creating a short to ground.— Internal sensor circuit fault: Failure of the collision sensor's internal signal conditioning circuit or piezoelectric element package seal causes insulation breakdown between the signal output terminal and the sensor metal housing (ground), creating an internal short circuit.— Water ingress or seal failure: Aging boot seal, poor rear windscreen sealing, or water seeping into the rear wiring harness connectors (usually located on both sides of the rear panel) when driving through water, causing electrolytic corrosion between terminals or a short to ground.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V low-voltage battery negative terminal, and wait at least 3 minutes (or as required by the repair manual, usually 5 minutes) to fully discharge the SRS backup power capacitor and prevent accidental airbag deployment during repair.— Fault confirmation and freeze frame analysis: Use VDS or a dedicated diagnostic tool to read the fault code status. Confirm B16E8 is a current fault (Current DTC) rather than a history fault. Record the vehicle status from the freeze frame data (vehicle speed, timestamp, etc.) and analyze the environmental conditions when the fault occurred.+6 more →
B16EF-00›
DTC B16EF-00 indicates the SRS (Supplemental Restraint System) detects an open circuit or high resistance condition (typically exceeding 10kΩ) in the Right Rear Impact Sensor or Driver Seat Belt Pretensioner circuit. The system triggers this Hard DTC when it detects interrupted communication between the component and the airbag ECU, or abnormal resistance in the ignition circuit. In BYD Qin series models, this code typically indicates a LIN bus communication failure or hard-wired connection fault at the side impact acceleration sensor located in the right rear C-pillar or B-pillar. In Song Pro, Tang DM, Han EV, and other models, this code designates an open circuit in the driver-side seat belt pretensioner ignition circuit. Upon triggering, the SRS ECU illuminates the airbag warning light, disables the corresponding airbag deployment and pretensioner functions, and enters fail-safe mode. In extreme cases, this failure may result in a loss of occupant protection during a side impact.
Causes
— Right rear crash sensor connector loose, pins backed out, or corroded (located behind the right rear wheel arch liner or inside the C-pillar trim panel; susceptible to water ingress or damp environments)— Long-term bending of the driver's seat belt pretensioner wiring harness at the seat slide rail causes fatigue fracture of the internal copper strands, resulting in an intermittent open circuit.— Crash sensor internal accelerometer element damaged, waterproofing failure, or pretensioner deployed in an accident (internal open circuit in the single-use pyrotechnic device)+2 more →
Actions
— Use a dedicated diagnostic tool (Launch X-431 or BYD ED400) to read the complete fault codes and freeze-frame data. Confirm whether the fault status is Current or History, and record the vehicle status when the fault occurred.— Disconnect the battery negative terminal and wait 3 minutes (capacitor discharge). Locate the target component based on vehicle configuration: for Qin series, check the right rear crash sensor (position B16, usually inside the right rear quarter panel); for other models, check the pretensioner connector under the driver's seat.+6 more →
B16EF›
DTC B16EF indicates the SRS (Supplemental Restraint System) control module detects a communication interruption or missing physical connection with the Right Rear Impact Sensor. This sensor typically mounts in the right C-pillar, rear door frame, or inside the right rear quarter panel to monitor collision acceleration changes on the right rear side of the vehicle. During a side-rear collision, the sensor transmits the acceleration signal to the SRS module to determine whether to deploy the right curtain and side airbags. A "not connected" fault means the SRS module cannot detect the sensor during initialization or periodic communication checks. Causes include an open circuit, disconnected connector, internal sensor open circuit, or abnormal module power supply. This fault disables the right rear collision protection function. As a safety-critical fault, it requires immediate repair.
Causes
— Sensor harness connector loose, terminal backed out, or poor contact: Commonly occurs when failing to fully seat the connector after accident repairs, or when prolonged driving on rough roads loosens the retaining clip.— Wiring harness open or short circuit: The wiring harness in the right rear sill and C-pillar area breaks after vehicle wading, accidents, or prolonged bending. Rodent damage or chafing against metal edges causes a short to ground or power.— Internal sensor fault: Damage to the internal piezoelectric element or processing circuit causes no signal output or a power supply short circuit.+2 more →
Actions
— Safety preparation and fault confirmation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Use VDS2000 or a dedicated BYD diagnostic tool to read the fault codes. Confirm B16EF is a current fault (ACTIVE), not a history fault. Check the data stream to verify 'Right Rear Impact Sensor Status' shows 'Not Connected' or 'Communication Failure'.— Physical connection check: Remove the right C-pillar trim panel or rear door sill trim panel and locate the right rear impact sensor (usually a yellow connector). Check the connector for full insertion, broken locking tabs, and backed-out or corroded terminals. Inspect the sensor mounting bracket for deformation or looseness.+4 more →
B16EF00›
DTC B16EF00 indicates the airbag control unit (SRS ECU) detected a communication interruption or open circuit in the Right Rear Impact Sensor. This sensor, typically installed inside the right rear door, C-pillar, or inner rear fender, monitors collision acceleration in the vehicle's right rear area. The ECU determines a "not connected" state if it fails to receive a valid sensor signal (voltage signal or LIN bus data frame) within the specified period (typically 500ms), or if it detects circuit resistance outside the threshold (typically >10kΩ or <1Ω, depending on specific circuit design). This safety-related fault can prevent the side airbag and side curtain airbag from deploying during a right rear collision. The vehicle remains drivable, but the airbag system enters a degraded mode.
Causes
— Loose sensor wiring harness connector or poor contact: The right rear impact sensor is located near the door or C-pillar. Frequent door operation or wading may loosen the 2-pin or 3-pin connector or oxidize the terminals, interrupting the signal.— Harness open circuit or wear: Repeated bending of the right rear sill harness at the seat slide rail, carpet trim strip, or door hinge breaks the internal copper strands while leaving the insulation intact (hidden open circuit), or routing wires during rear bumper modifications accidentally damages the sensor harness.— Internal sensor body fault: damaged MEMS accelerometer chip, internal step-down circuit failure preventing operation, or failed sensor housing seal causing water ingress and circuit board corrosion.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal. Wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment. Read and record the DTC freeze frame data. Confirm the vehicle speed, timestamp, and other information at the time of the fault.— Locate the sensor: Refer to the vehicle repair manual (usually inside the right rear C-pillar trim panel for Qin/Qin Pro, or inside the right rear quarter panel for E2/E3). Remove the interior trim panel or rear bumper. Visually inspect the right rear impact sensor (small black square with a 2-3 wire harness) and its white/yellow connector for looseness or water ingress.+4 more →
B16F0-00›
B16F0-00 indicates a short to body ground in the Supplemental Restraint System (SRS) Right Rear Impact Sensor signal circuit. This sensor typically mounts in the C-pillar or right rear quarter panel area to monitor collision acceleration at the right rear of the vehicle. The SRS ECU logs this fault code when it detects abnormal voltage to ground on the sensor signal wire (continuous low level or excessively low impedance). This fault prevents the SRS ECU from accurately receiving the right rear impact signal. It may cause the airbag system to fail to deploy correctly during a side or rear impact, or to deploy inadvertently under normal conditions. Consequently, the system enters fail-safe mode, illuminates the airbag warning light, and may disable certain airbag functions.
Causes
— Damaged insulation on the right rear impact sensor wiring harness causing a short to the body (commonly due to chafing at the C-pillar wiring hole or the edge of the rear bumper mounting bracket).— Water ingress or corrosion in the sensor connector causes a short circuit between terminals (common after driving through water, rear windshield leaks, or spraying a high-pressure washer directly at the C-pillar area during car washes).— Internal electronic component fault in the right rear impact sensor causing the signal terminal to short to ground (sensor internal short circuit)+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait 3 minutes for the SRS capacitor to discharge to ensure safe operation.— Fault confirmation: Connect the diagnostic tool to read the DTC, confirm B16F0-00 is a current fault (Active), and record the freeze frame data.+8 more →
B16F0›
This DTC indicates an abnormally low-resistance connection between the Supplemental Restraint System (SRS) Right Rear Impact Sensor signal circuit and body ground. In the BYD SRS architecture, impact sensors utilize a dual-axis accelerometer design, transmitting a 0-5V analog voltage signal to the Airbag Control Unit (ACU) via hardwire. A short to ground continuously pulls the signal line voltage down to <0.5V (normal static voltage is approximately 2.5V). The ACU sampling circuit detects this abnormal voltage level and triggers the DTC. This fault forces the SRS into fail-safe mode, disabling the right rear side airbag and curtain airbag deployment while illuminating the airbag warning lamp. Because the short circuit can occur anywhere in the wiring harness, excessive short-circuit current (>2A) risks burning out the internal ACU drive circuit. This single-point failure directly compromises the vehicle's side-rear collision detection capability and, in extreme cases, prevents airbag deployment during a collision.
Causes
— Long-term vibration chafes the right rear impact sensor wiring harness at the C-pillar or rear seat mounting bracket. Damaged insulation shorts the signal wire to body ground. This commonly occurs on vehicles with >50,000 km.— A degraded seal or loose retaining clip on the sensor connector (usually located inside the right rear quarter panel) allows water ingress after car washes or wading. This causes electrolytic corrosion between the pins and creates a short-to-ground path.— Internal breakdown of the crash sensor ASIC chip causes an internal short circuit between the signal output terminal and the metal housing (ground). External impact or electrical overstress typically causes this.+2 more →
Actions
— Use VDS2000 or the BYD dedicated diagnostic tool to read fault codes. Confirm B16F0 is a current DTC rather than a history DTC, and record environmental parameters such as vehicle speed and temperature from the freeze frame data.— Perform the safe power-down procedure: disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to fully discharge. Do not operate any electrical equipment during this time.+8 more →
B16F200›
DTC B16F200 indicates the airbag control unit (SRS ECU) detects abnormal configuration parameters for the right rear side impact sensor (C-pillar/rear quarter panel). This is a configuration fault, not a hardware failure. The sensor ID, installation position parameters, sensitivity calibration data, or hardware identification code stored in the SRS ECU do not match the installed physical sensor. While the sensor still communicates, the ECU cannot correctly interpret its crash signal threshold, potentially causing unintended deployment or failure of the side airbags or curtain airbags. Common triggers include: failing to perform online configuration after replacing the sensor during collision repair, using non-OEM parts causing a hardware ID mismatch, losing configuration data after an SRS software update, or interrupting the programming process resulting in incomplete configuration.
Causes
— Configuration/calibration not performed after right rear crash sensor replacement: Technician replaced the hardware but did not use the VDS diagnostic tool to perform the 'crash sensor configuration' or 'coding' procedure, preventing the ECU from recognizing the new sensor's hardware ID.— Sensor hardware model mismatch: Installing a sensor with the wrong part number (e.g., fitting a low-spec sensor to a high-spec vehicle, or swapping left and right sensors) causes the SRS ECU hardware coding verification to fail.— SRS control unit software fault: Corrupted configuration data stored in the control unit internal EEPROM, outdated software version incompatible with the new sensor, or power loss during an upgrade causing configuration area data errors.+2 more →
Actions
— Step 1: Use the BYD VDS diagnostic tool to access the SRS system. Read all fault codes, check for accompanying faults (e.g., B16F300 communication fault, U0141 lost communication with BCM), and record freeze frame data (supply voltage, temperature, mileage).— Step 2: Remove the right rear C-pillar trim panel. Visually inspect the right rear crash sensor for physical damage. Check the wiring harness connector (usually located above the rear sill beam or in the middle of the C-pillar) for a secure connection. Measure the connector terminal voltages (expect 12V constant power, ground, and CAN-H/CAN-L) and confirm no short or open circuits exist.+5 more →
B16F100›
DTC B16F100 indicates an internal electrical fault or signal plausibility error in the right (passenger side) Side Impact Sensor (SIS). This sensor typically mounts inside the right B-pillar trim panel or right front door cavity. It monitors the acceleration change rate (Delta-V) during a side impact and transmits an analog voltage signal (normal range 0.4-4.6V) to the SRS airbag control unit via the LIN bus or a hardwired connection. Fault trigger conditions include internal accelerometer self-test failure, signal voltage continuously outside thresholds (too high/too low), sensor ID verification failure, or communication loss with the SRS module. This fault prevents the right side airbags and side curtain airbags from deploying correctly during a side impact, or forces the airbag system into a degraded protection mode (retaining only the driver's front airbag function). This is a safety-critical fault requiring immediate repair.
Causes
— Damaged piezoelectric accelerometer element or failed signal processing chip inside the right side impact sensor body, causing the output signal to drift or remain at a fixed voltage.— Water ingress and oxidation in the sensor wiring harness connector (commonly due to poor sealing at the lower right B-pillar or aging window seals allowing rainwater to enter), causing a short to ground in the power or signal wire.— Broken internal copper wires in the right front door wiring harness at the hinge bend (metal fatigue from frequent door opening and closing) cause an intermittent open circuit in the sensor power supply or communication line.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to ensure the SRS capacitor fully discharges. Remove the service disconnect switch (if equipped with a high-voltage system). Use the VDS2000/VDS2100 diagnostic tool to read the complete DTC snapshot, and record the vehicle speed, sensor voltage values, and freeze frame data at the time of the fault.— Physical inspection: Remove the right lower B-pillar trim panel (remove the door sill trim first). Inspect the crash sensor connector (part numbers usually start with 5A or 6A) for looseness, water ingress (look for green oxidation), or backed-out pins. Check the sensor mounting bracket for deformation and verify the fixing bolt torque is 7-9 N·m.+4 more →
B16F300›
DTC B16F300 indicates an abnormal communication link between the airbag control unit (SRS ECU) and the Rear Right Impact Sensor. This sensor typically uses a LIN bus or a dedicated digital communication protocol to exchange data with the SRS ECU to monitor collision acceleration on the rear right side of the vehicle. The ECU sets this communication fault when it fails to receive a valid data frame from the sensor within the specified time or receives data with a checksum error. This fault causes the SRS system to enter a degraded mode and disables the rear right collision detection function. In extreme cases, it may affect the correct deployment timing of the side airbags/side curtain airbags. This is a safety-related fault.
Causes
— Poor contact, loose connection, or oxidized terminals at the right rear crash sensor wiring harness connector, interrupting signal transmission.— Sensor internal circuit fault (e.g., chip damage or corrosion from water ingress) preventing response to ECU communication requests.— Wiring harness open or short circuit (especially crushed or cut harnesses after rear-end collision repairs)+2 more →
Actions
— Use VDS2000 or the BYD dedicated diagnostic tool to read all fault codes. Confirm B16F300 is a current fault and fails to clear. Check for related history fault codes.— Visually inspect the right rear crash sensor (usually located at the C-pillar, rear fender liner, or rear body panel). Verify there is no physical damage or signs of water ingress, the mounting bracket is not deformed, and the fixing bolt torque meets the standard (usually 8-10 N·m).+5 more →
B16F511›
DTC B16F511 indicates an abnormally low-resistance connection between the first signal line (low-side reference line/signal return) of an SRS crash sensor (typically a front or side crash sensor) and body ground. This short to ground causes the SRS control unit (ACU) to detect an abnormal voltage near 0V, preventing it from correctly receiving the sensor acceleration signal. The system enters fail-safe mode and disables the corresponding airbag deployment function. In extreme cases, misinterpreting the crash signal may trigger unintended airbag deployment. This critical circuit fault in the active safety system directly affects the normal protective function of the occupant restraint system.
Causes
— Moisture ingress, burn damage, or mechanical damage to the crash sensor internal circuit board causes a short circuit between the signal terminal and the sensor housing (ground).— The sensor wiring harness chafes at a body panel hole, wiring harness bracket, or firewall pass-through, damaging the insulation and causing the wire to directly contact chassis ground.— Improperly secured wiring harness or missing retaining clips after accident repairs allow the harness to rub against sharp metal edges over time, causing a progressive short circuit.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read all fault codes, check for accompanying B16F811 (Circuit 2 short to ground) or other SRS-related fault codes, and record the crash trigger history from the freeze frame data.— Turn off the ignition, disconnect the negative battery terminal, and wait at least 3 minutes to discharge the system. Based on the fault code location, remove the corresponding front collision sensor (B16 series) or side collision sensor (B17 series).+4 more →
B16F612›
DTC B16F612 indicates a short to vehicle battery positive (B+, usually 12V) in the first signal circuit of an airbag system (SRS) sensor. On the BYD Qin PRO, this typically points to the first signal circuit (pressure sensor signal wire or communication wire) of the front passenger Occupant Classification System (OCS) sensor. During normal operation, this circuit voltage varies between 0-5V. A short to power pulls the voltage to 12V, preventing the SRS control unit (ACU) from correctly identifying the seat occupancy status. This fault triggers the safety system protection mechanism, which may disable the passenger-side airbag or seat belt pretensioner, or illuminate the airbag warning lamp continuously. This creates a risk of the airbag failing to deploy during a collision or deploying unintentionally.
Causes
— Under-seat wiring harness abrasion: Frequent fore-and-aft movement of the front seat wears the harness sleeve, causing internal wires to contact and short to a power supply wire (such as constant B+ or IGN+).— Internal sensor short circuit: A damaged internal circuit in the seat occupancy sensor (OCS) module shorts the signal terminal to the power supply terminal.— Connector water ingress and corrosion: Vehicle wading, washing, or sunroof leaks cause water ingress at the under-seat connector, resulting in a short circuit between terminals.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the complete fault code and freeze frame data. Confirm the fault occurred on the passenger side (B16F6 usually corresponds to the passenger side; B16F5 usually corresponds to the driver side).— Switch off the ignition, disconnect the battery negative terminal, and wait at least 90 seconds for the SRS capacitor to fully discharge.+6 more →
B16F700›
For BYD Qin PRO (2018–2019) models, DTC B16F700 indicates a "Sensor line 1 configuration error" in the SRS (Supplemental Restraint System/airbag system). "Line 1" typically refers to the main power wire, signal wire, or CAN communication line of a crash sensor (e.g., front or side impact sensor). This fault indicates the ACU (Airbag Control Unit) detects the sensor circuit's electrical configuration does not match the calibration parameters. Possible causes include incorrect pin assignments, incorrect wiring harness connection order, or incorrect coding and matching after sensor replacement. This safety-critical fault disables the related airbag circuit, preventing deployment during a collision.
Causes
— Failure to perform the 'Sensor Configuration' or 'Coding' procedure using the VDS diagnostic tool after replacing the crash sensor or airbag control module results in mismatched configuration parameters.— Sensor wiring harness connector incorrectly pinned during repair (e.g., reversed CAN High and CAN Low wires, or incorrect power and signal pin positions), causing a circuit logic configuration error.— Incorrect sensor part number used (e.g., high-spec model sensor installed on a low-spec model); hardware pin definition does not match the vehicle wiring harness.+2 more →
Actions
— Connect the VDS2000/VDS1000 diagnostic tool and enter the SRS (airbag) system. Read and record all fault codes. Confirm B16F700 is a current fault, not a history fault, and check for other related sensor fault codes.— Use the repair manual to locate the specific sensor corresponding to 'Line 1' (usually the left front crash sensor or driver side impact sensor). Verify the wiring harness connector color and pin positions match the standard configuration. Confirm no pins are backed out or misaligned.+4 more →
B16F811›
DTC B16F811 indicates an unintended electrical connection (short circuit) between body ground and the second circuit of a Supplemental Restraint System (SRS) sensor, typically the low-side drive line or signal return line. In BYD’s SRS architecture, this usually indicates a wiring fault in the seat belt pretensioner igniter, side impact sensor, or seat occupancy recognition sensor. The SRS control unit detects an abnormally low circuit resistance (approaching 0Ω) and triggers the safety protection mechanism. This disables airbag and pretensioner deployment to prevent injury from accidental activation. This constitutes a hard fault, indicating a very high probability of physical wiring damage or an internal component short circuit.
Causes
— Internal short circuit in the seat belt pretensioner squib (component not replaced after a collision or component aging causes the internal bridge wire to melt or short to ground)— Damaged wiring harness insulation causing a short circuit to vehicle body metal (commonly due to harness chafing at the seat rails, B-pillar trim, or under the carpet).— Internal driver MOSFET or monitoring circuit fault in the SRS control unit (especially in accident-repaired vehicles with a repaired but unreplaced control unit)+2 more →
Actions
— Use a dedicated BYD diagnostic tool (VDS6000 or ED400) to read all DTCs. Check for accompanying DTC B16F511 (first line fault) or other related fault codes. Record freeze frame data to determine the fault location (driver/passenger seat belt pretensioner, left/right crash sensor).— Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.+6 more →
B16F912›
This is an SRS (Supplemental Restraint System / airbag system) DTC. It indicates a short to the vehicle power supply (12V/B+) in a safety-related sensor circuit—typically the second signal/communication line of the seat occupancy sensor, seat belt pretensioner sensor, or side impact sensor. In the BYD DTC structure, "B16F9" designates the second-row Occupant Classification System (OCS) or the seat belt anchorage sensor, and the "12" suffix indicates a short to power. This fault causes the Airbag Control Unit (ACU) to detect an abnormally high signal voltage. The ACU then triggers the safety protection mechanism and places the affected airbag circuit into fail-safe mode. In extreme cases, this prevents correct airbag deployment during a collision or generates false warnings. Consequently, the system illuminates the airbag warning lamp and prevents vehicle operation.
Causes
— Damaged wiring harness insulation causes a short circuit to body power wiring (such as the seat heating power wire or constant power wire). Common locations include areas with frequent seat track adjustment or harness wear inside the sill trim panel.— Breakdown of internal sensor electronic components or a capacitor short circuit connects the signal line directly to the sensor's internal power terminal.— Connector terminal corrosion due to water ingress, or misaligned pins (e.g., bent pin contacting an adjacent power terminal), especially in damp environments under the seat or vehicles exposed to wading or liquid spills.+2 more →
Actions
— Use the BYD VDS2000/VDS3000 dedicated diagnostic tool to read the complete fault codes and freeze frame data. Record the vehicle status when the fault occurred. Perform a system self-check to confirm B16F912 is current and is a hard fault.— Refer to the vehicle repair manual wiring diagram to locate the specific sensor position (usually the second-row seat occupancy sensor or seat belt buckle sensor). Visually inspect the connector for looseness, water ingress, or obvious burn marks.+4 more →
B16FB11›
DTC B16FB11 indicates abnormal continuity between the Supplemental Restraint System (SRS) crash sensor (or pressure sensor) signal circuit (the third wire, typically the SIG signal wire) and body ground. In the BYD SRS circuit architecture, the front crash sensor typically uses a three-wire system: power supply (+B), ground (GND), and signal (SIG). When the signal wire shorts to ground, the SRS ECU detects a continuous 0V (or near 0V) signal. This contradicts the pulse signal or specific voltage value present during normal operation, causing the ECU to determine a sensor circuit fault. This fault forces the airbag system into fail-safe mode and continuously illuminates the airbag warning lamp. In a collision, the airbags may fail to deploy or deploy unintentionally, posing a severe safety hazard.
Causes
— Vehicle vibration, aging, or prolonged chafing against metal edges damages the insulation of the crash sensor wiring harness in the front longitudinal beam or front bumper, shorting the signal wire core to body ground.— Water enters the sensor connector (usually located inside the front fender liner or inside the front bumper) during vehicle wading or car washing, causing a short circuit between terminals or from a terminal to the connector housing (ground).— Improperly secured wiring harness after accident repairs. Clips, cable ties, or metal brackets pinch the harness, damaging the internal wire insulation and causing a short to ground.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read the freeze frame data, confirm the specific sensor location of the fault (left front crash sensor, right front crash sensor, or center sensor), and record the vehicle status at the time of the fault.— Perform the SRS system safety procedure: turn the ignition switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the backup power supply and prevent accidental airbag deployment.+5 more →
B16FC12›
DTC B16FC12 indicates the third wire of an SRS sensor (typically the signal or 5V reference wire) shorts to positive (B+ or 12V/5V supply). In the BYD Qin PRO SRS architecture, crash sensors, seat occupancy sensors, and side airbag sensors typically use a three-wire design (power, ground, signal). The "third wire" transmits the sensor status signal to the Airbag Control Unit (ACU) or receives the reference voltage. When this circuit shorts to power, the ACU detects an abnormally high voltage (near battery voltage or above 5V) and determines the sensor signal is unreliable. The ACU immediately illuminates the airbag warning light and sets the airbag system to fail-safe mode (deployment disabled). This prevents unintended deployment or failure to deploy during a collision. This fault compromises a core active safety function and requires immediate repair.
Causes
— Worn harness insulation: Long-term vibration and friction damage the sensor harness insulation where it passes through body panel holes, near seat rails, or under the carpet, causing a short circuit to a power wire (such as constant B+ or ignition power).— Sensor internal short circuit: Integrated circuit (IC) breakdown inside the crash sensor or seat occupancy sensor causes internal continuity between the signal and power supply pins. Water ingress, electrostatic breakdown, or aging typically cause this condition.— Connector terminal short circuit: Metallic debris, corrosion, or deformed terminals making contact inside the sensor or ACU connector short the signal wire to the power terminal. This commonly occurs after vehicle wading or interior cleaning.+2 more →
Actions
— Use the BYD VDS2000/VDS3000 diagnostic tool to read the complete fault code stream. Confirm if B16FC12 is a Current DTC and check the freeze frame data. Record the vehicle status when the fault occurred (vehicle speed, timestamp). Use the diagnostic tool to view the specific sensor location indicated (e.g., 'driver-side airbag sensor' or 'seat occupancy sensor').— Disconnect the battery negative cable and wait at least 90 seconds (to fully discharge the SRS backup power supply and comply with airbag repair safety standards). Refer to the wiring diagram in the corresponding vehicle repair manual to confirm the specific definition of the faulty sensor's third wire (typically the signal wire [Sig] or 5V Ref).+5 more →
B16FD00›
DTC B16FD00 indicates the SRS (airbag system) control module detects a mismatch between the electrical characteristics of a sensor's third wire (typically the sensor identification/configuration wire) and the preset ECU configuration. In BYD Qin PRO models, this usually involves the ID recognition wire for the seat occupancy sensor (SBR) or seat belt pretensioner sensor. The third wire transmits the sensor part number, installation position, or calibration parameters to the SRS ECU, typically via a specific resistance value or voltage range. The ECU logs a configuration error when it detects an open circuit, short circuit, or resistance/voltage outside the calibrated range on this wire. Causes include installing non-genuine parts, misaligned pins, or resistance drift from wiring harness aging. Unlike standard short or open circuits, this fault indicates a hardware identity recognition failure. It can force the SRS into a degraded mode, affecting normal airbag deployment logic.
Causes
— Replacement with a non-genuine seat assembly or seat belt assembly: The third-wire identification resistance of an aftermarket or used part does not match the factory calibration value, preventing the ECU from identifying the sensor.— Physical damage to the under-seat wiring harness: Frequent fore-aft seat adjustment on the Qin PRO may cause the third wire (typically a thin-gauge signal wire) to break or develop poor contact at the seat track, resulting in abnormal resistance.— Pin misalignment or backed-out pin: Connecting or disconnecting the sensor connector during repair misaligns the third wire pin or prevents it from fully inserting, causing the ECU to read an incorrect voltage.+2 more →
Actions
— Use the ED400/ED600 diagnostic tool to read the complete fault information. Confirm if B16FD00 is a current fault (Active) and record any other accompanying SRS fault codes to determine the specific sensor location (driver/passenger seat, left/right).— Visually check the airbag warning light status on the instrument cluster to confirm whether the system has entered fail-safe mode (the light is usually constantly illuminated).+6 more →
B16FE11›
DTC B16FE11 indicates a short to ground in the fourth circuit of the airbag system (SRS) crash sensor. In the BYD SRS architecture, the "fourth circuit" typically refers to the signal return or diagnostic feedback circuit of the right rear side crash sensor (located in the right C-pillar/rear bumper area). This circuit abnormally connects to body ground (GND), causing the SRS control unit to detect an abnormal sensor signal voltage (continuous low level) and fail to receive the crash acceleration signal correctly. This fault triggers the SRS degraded mode, potentially causing complete airbag system failure (non-deployment) or a risk of unintended deployment. This constitutes a safety-critical fault. In this DTC, "B" represents the body system, "16F" identifies the SRS subsystem, and "E11" specifically indicates a short to ground in the right rear sensor circuit.
Causes
— Right C-pillar wiring harness worn through: Prolonged driving on rough roads or underbody scraping damages the right rear side impact sensor wiring harness insulation, allowing the copper core to contact the vehicle body metal and create a short to ground.— Connector water ingress and oxidation: The right rear crash sensor mounts to the lower C-pillar or inside the rear bumper. Car washing, wading, or poor sealing allows moisture to enter the K05 connector, causing a short circuit between pins or a short to ground.— Internal sensor fault: Damage to the integrated circuit inside the crash sensor causes the fourth signal wire to short to ground internally. This commonly occurs when a minor collision damages the sensor and it is not replaced promptly.+2 more →
Actions
— Safe power-down and wait: Disconnect the 12V battery negative terminal and wait at least 3 minutes (some models require 5 minutes) to fully discharge the SRS backup power supply and prevent accidental airbag deployment during repair.— Fault confirmation and localization: Use the VDS2000/Launch X431 diagnostic tool to read the fault code and confirm B16FE11 is a current fault; consult the wiring diagram to confirm the right rear crash sensor location (Qin EV/E2: below the right C-pillar; E3: on the right rear longitudinal beam).+6 more →
B16FF12›
DTC B16FF12 indicates a short to the vehicle 12V power supply on the fourth circuit (typically the signal or CAN communication line) of an SRS (airbag system) crash sensor (such as the front crash sensor, side crash sensor, or seat occupancy sensor). In the BYD Qin PRO 4-wire sensor architecture, the fourth wire typically transmits sensor signals or diagnostic communications. When this circuit shorts to power, the SRS control unit (ACM) detects an abnormal voltage (continuous high level) and fails to receive the sensor acceleration signal correctly. This triggers the safety protection mechanism, forces the airbag system into fail-safe mode (system disabled), and illuminates the instrument cluster airbag warning lamp. This fault may prevent proper airbag deployment during a collision, posing a severe safety hazard.
Causes
— Wiring harness mechanical damage: Long-term vibration and chafing against sharp edges damage the engine compartment or door wiring harness insulation, shorting the fourth wire to a power wire (such as a 12V constant power wire). This commonly occurs where harnesses pass through the firewall or door hinges.— Connector water ingress and corrosion: Vehicle wading or poor sealing allows water to enter the sensor connector (usually located inside the front bumper or below the B-pillar). This causes an electrolytic short circuit between the pins, specifically creating a conductive path between the fourth wire and the power supply pin.— Internal sensor fault: The signal processing chip or filter capacitor on the collision sensor internal PCB fails, shorting the signal output terminal (fourth wire) to the internal power supply terminal.+2 more →
Actions
— Safety Preparation: Use the BYD VDS2000 or a dedicated diagnostic tool to read the fault code. Confirm B16FF12 is a current fault and the freeze frame data shows the vehicle status when the fault occurred. Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS control unit capacitor for safe repair.— Locate the faulty sensor: Refer to the Qin PRO workshop manual wiring diagram. Use the DTC sub-code information to identify the exact sensor location (front left/front right crash sensor, side airbag sensor, or seat occupancy sensor) and confirm the function of the fourth wire (usually the signal wire or CAN-L).+5 more →
B170000›
DTC B170000 indicates a configuration error on circuit 4 (typically the configuration identification line, backup signal line, or sensor type identification line) of the Supplemental Restraint System (SRS) crash or acceleration sensor. The SRS control unit detects that the connected sensor hardware model, wiring harness pin assignment, or internal coding data does not match the preset system configuration. Circuit 4 typically handles sensor identification, redundant signal transmission, or address coding. Incorrect circuit connections, incorrect sensor models (e.g., installing a left-side sensor on the right side or using a sensor from an incompatible model year), or incorrect control module software calibration trigger this fault. This prevents the SRS from accurately determining the crash sensor status, potentially causing the airbags to fail to deploy during a collision or to deploy unintentionally. This is a safety-critical fault.
Causes
— Incompatible crash sensor installed: Using a non-genuine part or a sensor for the wrong model year/specification (for example, fitting a DM version sensor to a petrol version, or swapping the left and right positions) causes the fourth identification wire signal to differ from the ECU's expected value.— Incorrect pin insertion during wiring harness repair or modification: During accident repair or wiring modification, the fourth pin of the sensor connector (usually the configuration or identification wire) is swapped with an adjacent pin, or the wiring harness is shorted or open.— SRS control module software version mismatch: Control unit software lacks the required update for the current hardware configuration, or sensor parameters require configuration/coding after control module replacement.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS3100) to read the complete fault code stream, confirm if B170000 is a current fault, check for accompanying fault codes (such as B16FF12 or other circuit short faults), and record the freeze frame data.— Visually inspect the physical condition of the relevant crash sensors (front crash sensor, side crash sensor, or central sensor) and confirm no external damage. Check the connector for looseness, water ingress, or corrosion. Confirm the wiring harness is not crushed or damaged.+6 more →
B1704-00›
DTC B1704-00 indicates the SRS (Supplemental Restraint System) ECU detects an open circuit fault in the left curtain shield airbag ignition circuit. The SRS ECU continuously monitors the airbag inflator circuit resistance via an internal diagnostic circuit. When the resistance value exceeds the normal threshold (typically >10Ω or approaching infinity), the ECU registers a 'disconnected' state. This fault prevents the left curtain airbag from deploying during a side impact, depriving the occupant's head of lateral impact protection and posing a severe safety hazard. Interrupted electrical connections, damaged wiring harnesses, or a failed inflator within the airbag module can cause this fault.
Causes
— Left curtain airbag connector loose or poor contact: dedicated yellow connector above the B-pillar or C-pillar not fully locked, or pinched after interior trim repairs, causing terminal back-out.— Broken or worn wiring harness: Long-term repeated bending at the door hinge breaks the internal copper strands of the wiring harness between the A-pillar and the roof side rail, or the edge of the routing hole wears through the insulation, causing an open circuit.— Internal airbag module fault: Aging, moisture ingress, or manufacturing defects cause abnormal resistance or an open circuit in the curtain airbag inflator igniter tube (Squib).+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the 12V battery negative cable, and wait at least 90 seconds to fully discharge the SRS backup power capacitor and prevent accidental airbag deployment.— Fault Confirmation: Read the fault code using BYD VDS or a dedicated diagnostic tool. Confirm B1704-00 is a current fault (Active). Record freeze frame data (crash sensor status, vehicle speed, etc.).+5 more →
B1704›
DTC B1704 indicates the Supplemental Restraint System (SRS) detects a communication circuit abnormality between the left curtain airbag (CAB) and the Airbag Control Unit (ACU). Specifically, the ACU detects the left curtain airbag squib circuit resistance falls outside the standard range (normally 2-3Ω), indicating an open circuit, short circuit, or poor connection. As a safety-critical fault, this condition prevents the left curtain airbag from deploying during a side impact, severely compromising occupant head protection. Potential causes include wiring issues, poor connector contact, or an internal squib failure within the curtain airbag assembly.
Causes
— Left curtain airbag wiring harness connector loose, oxidized, or making poor contact: Commonly occurs at A-pillar and B-pillar connectors. Long-term vibration or moisture causes terminal oxidation or loose retaining clips.— Hidden open circuit or chafing in the wiring harness: Internal wire breakage in the A-pillar trim panel harness caused by repeated removal and installation or at bend points, or roof harness chafing at the firewall pass-through hole.— Left curtain airbag unit fault: Open circuit or abnormal resistance in the internal igniter, typically occurring with airbag aging or previous external impact.+2 more →
Actions
— Safety preparation: Disconnect the negative battery cable and wait at least 3-5 minutes for the SRS system capacitor to discharge fully and prevent accidental airbag deployment.— Initial visual inspection: Check the curtain airbag wiring harness connectors on the left A-pillar, B-pillar, and roof for secure connection. Inspect the connectors for oxidation, corrosion, and signs of water ingress. Confirm the locking tabs fully engage.+6 more →
B1705›
DTC B1705 indicates the airbag control module (SRS ECU) detects a short to ground in the left curtain shield airbag ignition circuit. During self-diagnostics or real-time monitoring, the ECU detects the insulation resistance between the left curtain airbag ignition line (typically designated as pins FL- or F5) and body ground falls below the threshold (typically <2Ω). This indicates a short-to-ground path in the ignition circuit, which may cause: 1) Curtain airbag fails to deploy during a collision (current shorts to ground and cannot ignite the gas generator). 2) Risk of unintended curtain airbag deployment under abnormal conditions (intermittent poor contact at the short point generates sparks). This constitutes a hard fault in the active safety system. The ECU immediately illuminates the SRS warning light and disables the entire airbag system (including driver, passenger, and side airbags), eliminating side-impact protection.
Causes
— Physical wiring harness damage: The left curtain airbag wiring harness (usually routed along the A-pillar, B-pillar, and roof side rail) rubs against sharp metal body edges, damaging the insulation and causing the copper core to contact the frame directly. Common after vehicle wading, interior trim removal and installation, or accident repairs.— Connector water ingress and corrosion: A poorly sealed airbag wiring harness connector located inside the left front door sill trim panel or below the B-pillar allows water ingress during car washing, wading, or high-humidity conditions. This causes a short circuit between pins or between the pins and the housing (ground), forming an oxide layer that results in abnormal resistance to ground.— Internal gas generator fault: Igniter (squib) insulation failure inside the left curtain airbag assembly shorts the igniter pins to the curtain airbag metal bracket or vehicle body. Airbag aging, previous impact damage, or manufacturing defects usually cause this.+2 more →
Actions
— Safety preparation: Move the vehicle to a well-ventilated area, turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS ECU energy storage capacitor, preventing accidental airbag deployment and personal injury).— Initial visual inspection: Remove the left A-pillar trim, B-pillar trim, and left roof trim. Carefully inspect the left curtain airbag wiring harness along its routing (from the SRS ECU to the left C-pillar). Focus on contact points with the metal frame, harness retaining clips, and pass-through holes. Look for insulation damage, burn marks, or signs of crushing.+4 more →
B17041B›
DTC B17041B indicates the SRS (Supplemental Restraint System) ECU detected an open circuit or abnormal resistance in the left curtain shield airbag circuit (typically >4.8Ω or <1.0Ω). This fault indicates an interrupted electrical connection between the left curtain airbag inflator and the SRS control unit. Causes include a disconnected connector, a wiring harness open circuit, or an internal open circuit within the curtain airbag assembly. This condition prevents the left curtain airbag from deploying during a side impact or rollover event, severely compromising occupant head protection. Because the SRS uses a dual-stage deployment circuit, this DTC typically triggers a circuit resistance warning. Read the live data stream with a dedicated diagnostic tool to confirm the exact resistance value.
Causes
— Left curtain airbag connector loose or disconnected: Commonly occurs after removing and installing the headliner, repairing the A/C-pillar trim panels, or removing and installing the seats, when the yellow airbag plug is not fully locked (requires a secondary locking "click").— Wiring harness open circuit or wear: The left curtain airbag wiring harness routes along the B-pillar, C-pillar, and roof edge. Long-term vibration from door operation can break the internal copper core, or trim panel clips can crush the insulation layer, causing a hidden open circuit.— Internal open circuit in the left curtain airbag assembly: Burnt inflator igniter wire or broken internal bridge wire (typically caused by component aging or previous external impact). Static resistance measurement usually indicates infinite resistance or severe deviation from the standard value (2.0±0.3Ω).+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap to prevent accidental airbag deployment.— Fault confirmation: Connect the VDS2000 or Launch X431 diagnostic tool, read the fault code status (Current/History), check the live resistance value of the left curtain airbag (normal range 1.5-3.0 Ω), and record the freeze frame data.+5 more →
B1705-00›
This DTC indicates the Supplemental Restraint System (SRS) detects a short to ground in the left curtain airbag deployment circuit. Specifically, during self-diagnostics or monitoring, the SRS control module (ACU) detects insulation resistance between the left curtain airbag igniter circuit and vehicle ground (GND) below the system threshold (typically <2Ω). This causes abnormal current leakage to ground instead of normal flow through the airbag deployment circuit. This fault may result in: 1) the left curtain airbag failing to deploy normally in a collision, compromising head protection for front and rear left occupants; 2) the SRS entering fail-safe mode, disabling related airbag functions, and illuminating the instrument cluster airbag warning light; 3) unintended airbag deployment in extreme cases due to abnormal circuit heating. The fault involves the left curtain airbag module, wiring harness, connectors, or internal SRS control module circuits.
Causes
— Left curtain airbag wiring harness worn or pinched: Inside the A-pillar, B-pillar, or C-pillar trim panels, the wiring harness rubs against the metal body frame, seat mounting bracket, or roof reinforcement, damaging the insulation and causing the conductor to directly contact the body ground.— Connector water ingress or corrosion: Vehicle wading, a blocked sunroof drain tube, or poor body sealing causes water ingress at the left curtain airbag connector (usually located in the left body side panel, headliner, or C-pillar trim), creating a conductive path between terminals or causing verdigris.— Curtain airbag module internal fault: Inflator internal igniter resistance abnormally decreased (below 1.0Ω) or internally shorted, causing impedance to ground to fall out of specification (standard value typically 2.0±0.1Ω).+2 more →
Actions
— Safety preparation and system discharge: Park the vehicle in a safe area, apply the parking brake, turn the ignition switch OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system energy storage capacitor and prevent accidental airbag deployment.— Fault Confirmation and Data Recording: Use the BYD VDS2000 or Launch X431 diagnostic tool to read the fault code. Confirm B1705-00 is a Current fault, not a History fault. Record the Freeze Frame Data, including parameters such as vehicle speed and temperature at the time of the fault.+4 more →
B1706›
DTC B1706 indicates the SRS (Supplemental Restraint System) detected abnormal continuity between the left curtain airbag (CAB) driver circuit and the vehicle battery positive (B+). This "short to power" means at least one of the two wires in the CAB deployment circuit (typically the high-side and low-side driver wires) is shorted to the 12V power supply, or the squib inside the CAB module has an internal short circuit. The SRS ECU continuously monitors the CAB circuit resistance (normally 2-3 Ω) via its internal diagnostic circuit. If the ECU detects an abnormally high voltage (approaching battery voltage) or abnormal resistance, it immediately sets this DTC and illuminates the airbag warning lamp. Because a short circuit can cause unintended CAB deployment or prevent deployment during a collision, the system enters fail-safe mode and disables the left CAB. This severely compromises occupant head protection during a side impact.
Causes
— Worn or damaged left-side curtain airbag wiring harness insulation contacting the A-pillar, roof side rail, or power wires in the wiring channel (such as reading light or sunroof motor power wires), causing a short circuit.— Moisture ingress or aging failure of the internal igniter in the left curtain airbag module (inflator) causes an internal short circuit, typically producing abnormal resistance (<1Ω or >10Ω) at the curtain airbag connector.— Internal SRS control unit (ACM) driver circuit fault falsely reporting a short circuit; or curtain airbag connector pins bent or backed out, contacting an adjacent power supply pin.+2 more →
Actions
— Safety precautions: Disconnect the 12V battery negative terminal and wait at least 90 seconds (some models require 3 minutes) to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Fault Confirmation and Freeze Frame Analysis: Use VDS or a dedicated diagnostic tool to read the fault code. Confirm whether B1706 is an active or history code. Record the vehicle status when the fault occurred (temperature, voltage, vehicle speed, etc.).+5 more →
B170511›
This DTC indicates a short to body ground in the Left Curtain Shield Airbag ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, B170511 constitutes a critical safety fault, indicating an abnormally low-resistance path (typically <1Ω) in the wiring from the Airbag Control Unit (ACU) to the left curtain airbag igniter. The left curtain shield airbag mounts above the driver's side headliner, extending from the A-pillar to the C-pillar. A short to ground results in the following: 1) The curtain airbag fails to deploy normally during a collision (ignition current diverts to the vehicle body); 2) The ACU continuously detects abnormal circuit resistance, illuminates the airbag warning light, and disables the entire SRS; 3) Unintended deployment occurs in extreme cases due to momentary circuit energization. This fault involves a pyrotechnic device ignition circuit (trigger current approx. 1.5-2A, pulse voltage approx. 24-30V). Strictly follow high-voltage safety procedures. Disconnect the battery and wait for the capacitors to discharge before repairing.
Causes
— Mechanical damage to the left A-pillar/B-pillar wiring harness: During removal and installation of the left A-pillar, B-pillar, or C-pillar interior trim panels, or during accident repairs, metal clips or sharp sheet metal edges cut the insulation of the curtain airbag wiring harness (wrapped in yellow corrugated conduit), causing the copper core to short to body ground. This is relatively common on Qin PRO series models.— Connector water ingress and oxidation: The sealing ring on the left curtain airbag connector (typically located at the base of the A-pillar or front of the headliner, part number GJ101/GJ102 series) degrades. After car washes or wading, the pins oxidize and form a conductive path, causing a short to ground.— Improper modification damage: When installing left A-pillar ambient lighting, routing dashcam wiring on the left side, or modifying the audio system, mounting screws or harness retaining clips pierce the dedicated SRS wiring harness, or the aftermarket harness compresses the factory curtain airbag harness, causing insulation damage.+2 more →
Actions
— Safe power-down and wait: Turn off the ignition switch and disconnect the negative battery cable. Wait at least 3 minutes to ensure the ACU capacitor discharges completely. Wear an anti-static wrist strap. Do not use radio equipment in the repair area.— Fault status confirmation: Connect the VDS2000/VDS2100 diagnostic tool. Read DTC B170511 and freeze frame data. Distinguish between current (Current) and history (History) faults. Record environmental parameters such as vehicle speed and temperature at the time the fault occurred.+7 more →
B1706-00›
This DTC indicates the Airbag Control Unit (ACU) detects an abnormal short circuit between the ignition drive circuit of the Left Side Curtain Airbag (located inside the driver-side roof side rail) and the vehicle constant power supply (B+). Under normal conditions, the ACU internal boost circuit supplies a high-voltage pulse to the airbag ignition circuit only at the moment of deployment, and the circuit remains insulated from body ground and power lines. When the diagnostic system detects a continuous 12V battery voltage in this circuit, it identifies a short to power. This fault causes the ACU to trigger primary/secondary safety protection and disable the left curtain airbag circuit to prevent accidental deployment, resulting in a loss of head protection during a side-impact collision. If the short-circuit current reaches the deployment threshold, extreme cases may cause unexpected airbag deployment, constituting a severe safety defect.
Causes
— Left curtain airbag wiring harness chafes against a body permanent power wire (such as the reading light, sun visor light, or headliner ambient light power wire) inside the A-pillar or C-pillar trim panel, causing insulation damage and a short to positive.— The headliner wiring harness retaining clip above the front seats detached, causing the harness to sag and rub against the sharp metal edge of the roof crossmember. This exposes the positive wire, which contacts the curtain airbag circuit.— Vehicle wading or a blocked sunroof drain hose causes water ingress and corrosion at the left curtain airbag connector (usually located inside the B-pillar or C-pillar), creating a conductive path between the pins.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal and wait at least 3 minutes (to fully discharge the ACU energy storage capacitor). Do not work on the airbag system with the ignition switch in the ON position.— Fault confirmation: Use the BYD dedicated diagnostic tool (VDS2000 or VDS2100) to read the DTC. Confirm B1706-00 is a current fault, not a history fault. Check the voltage value in the freeze frame data (usually displays an abnormally high B+ voltage).+5 more →
B170612›
DTC B170612 indicates the Airbag Control Module (ACM) detects abnormal continuity between the left curtain shield airbag squib circuit and the vehicle power supply (B+). In the SRS system, the squib remains isolated from the power supply during normal operation. The ACM provides a brief pulse current only at the moment of deployment. A short to power continuously energizes the circuit, resulting in the following: (1) The curtain airbag fails to deploy during a collision, resulting in a loss of side protection. (2) Short-circuit current may damage the internal ACM driver circuit. (3) The system enters fault protection mode, continuously illuminates the instrument cluster SRS warning light, and may sound a buzzer on some models. This fault constitutes a hard short and typically does not clear automatically. Repair immediately.
Causes
— Worn wiring harness insulation between the left A-pillar and the roof side rail causes the curtain airbag power wire to short to the body 12V power wire or a constant live circuit.— Water ingress due to a failed seal at the left curtain airbag connector (usually located above the A-pillar or inside the headliner) causes an electrolytic short circuit between terminals.— Incorrectly splicing into the curtain airbag circuit during non-professional modifications (such as installing A-pillar ambient lighting or a dash cam), introducing an external power supply.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the negative battery terminal, wait at least 90 seconds (allowing the SRS capacitor to fully discharge), and wear an anti-static wrist strap.— Fault confirmation: Connect the diagnostic tool and read DTCs. Confirm B170612 is a current fault (Current). Record freeze frame data (crash sensor status, voltage values, etc.).+6 more →
B1708-00›
BYD defines DTC B1708-00 as "Seat Driver Recline Rearward Switch Circuit Short To Ground", a body electrical system fault. This fault indicates the Seat Control Unit (SCU) detects an abnormal 0-ohm resistance (short to ground) in the driver seat recline rearward switch circuit. Possible causes include switch contacts stuck closed, damaged harness insulation causing a short to ground, or connector water ingress. This fault prevents rearward seat adjustment, causes uncontrolled continuous rearward movement, or disables the seat memory function. Some third-party data sources incorrectly label this code as "left curtain airbag resistance is 0". Airbag faults typically use the B10XX-B19XX range or dedicated SRS fault codes, and standard OBD-II assigns B1708 to the seat adjustment circuit.
Causes
— Burnt internal contacts, deformed spring plate, or water ingress in the driver's seat backrest rearward adjustment switch causing a permanently closed short circuit.— Friction from frequent forward and backward seat movement wears through the under-seat wiring harness insulation, exposing the copper wire and causing a short to ground.— Poor sealing of the seat wiring harness connector. Water ingress and oxidation after washing the vehicle or wading cause a short circuit between pins or a short to ground.+2 more →
Actions
— Use a dedicated BYD diagnostic tool (BYD-EDS or Launch X-431) to read the fault codes, confirm whether B1708-00 is a current fault (Active) or a history fault (History), and check for any accompanying seat fault codes.— Visually inspect the wiring harness under the driver's seat and near the slide rails. Check friction points against the metal frame and areas with an excessively tight bend radius for damage, discoloration, or signs of water ingress.+5 more →
B1708›
DTC B1708 indicates the airbag control unit (SRS ECU) detects a 0-ohm resistance in the left side curtain airbag ignition circuit. This typically indicates a short circuit in the ignition circuit (short to ground or short between positive and negative terminals). Under normal operating conditions, the airbag igniter resistance must measure between 2.0 and 3.0 ohms to generate sufficient Joule heat to trigger the gas generator during a collision. A 0-ohm reading means the circuit has virtually no resistance. Potential causes include an internal short circuit in the curtain airbag igniter, wiring harness damage causing direct contact between positive and negative terminals, connector water ingress and corrosion, or a fault in the SRS ECU internal detection circuit. This fault prevents the left side curtain airbag from deploying normally during a side impact (current bypasses the igniter) or, in extreme cases, creates a risk of unintended deployment. This critical fault severely compromises passive safety functions.
Causes
— Left curtain airbag igniter internal short circuit: Damaged igniter bridge wire insulation inside the gas generator or moisture in the propellant shorts the internal positive and negative terminals. Measured resistance is close to 0Ω.— Harness chafing short circuit: Vehicle vibration, accident crush damage, or sharp body panel edges damage the insulation on the harness from the SRS ECU to the left curtain airbag (typically routed along the A, B, and C-pillars), causing direct contact between the positive and negative wires.— Connector water ingress or corrosion: Poor sealing of the yellow airbag-specific connector located below the A-pillar, inside the B-pillar trim panel, or at the door sill. Driving through water shorts the internal pins, or long-term oxidation causes an abnormal drop in resistance.+2 more →
Actions
— Safety preparation and diagnostic confirmation: Use the VDS2000/VDS3100 diagnostic tool to read and confirm DTC B1708. Record the freeze frame data (vehicle speed, temperature, etc. at the time of the fault). Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS backup power capacitor.— Visual and connector inspection: Remove the left A-pillar, B-pillar, and C-pillar trim panels. Inspect the left curtain airbag module for visible damage. Thoroughly inspect the yellow dedicated connector (usually located at the bottom of the A-pillar or middle of the B-pillar) for looseness, water ingress, bent pins, or verdigris corrosion.+4 more →
B17081A›
DTC B17081A indicates the LHS Curtain Shield Airbag ignition circuit resistance is 0 ohms, representing a short circuit. In the BYD SRS (Supplemental Restraint System), normal curtain airbag inflator resistance is 1.8-2.5 Ω. A 0 Ω resistance indicates a short to ground in the ignition wiring between the SRS control unit and the LHS curtain airbag, or an internal short circuit within the inflator. This fault prevents the LHS curtain airbag from deploying during a collision. The control unit disables the shorted circuit to prevent accidental deployment and illuminates the airbag warning lamp. The short circuit can trigger a protective lockout of the SRS control unit, which in severe cases affects the normal operation of the entire airbag system.
Causes
— Internal short circuit in the left side curtain airbag inflator: Moisture, aging, or manufacturing defects cause a short circuit between the positive and negative terminals of the igniter bridge wire inside the curtain airbag assembly.— Wiring harness worn and shorted to ground: Long-term vibration and chafing damage the wiring harness insulation in the A-pillar, B-pillar, or headliner, causing a short circuit to the vehicle body metal.— Connector fault: Water ingress, corrosion, or bent pins making contact and causing a short circuit in the curtain airbag connector (usually located in the headliner or C-pillar).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor; disable the high-voltage system (if applicable).— Initial diagnosis: Use a dedicated diagnostic tool (e.g., VDS2000/3000) to read freeze frame data and confirm environmental conditions when the fault occurred. Clear the fault code, cycle the ignition, and check if it is a Current DTC.+4 more →
B17091A›
DTC B17091A indicates the airbag control unit (SRS ECU) detects the resistance of the left-hand curtain shield airbag igniter circuit is below the system calibration threshold (typically below 1.5Ω; standard operating range is 1.5-3.0Ω). An internal short circuit in the curtain airbag igniter, a wiring harness short to ground, or shorted connector terminals can cause this low-resistance fault in the igniter circuit. After the SRS system enters fail-safe mode, the left-hand curtain shield airbag may fail to deploy during a side impact, posing a severe safety risk.
Causes
— Internal short circuit in the left curtain airbag igniter (airbag module aging, moisture ingress, or mechanical impact damages the internal igniter coil insulation, causing a short circuit)— Wiring harness short circuit to ground (wiring harness chafing inside the A-pillar, C-pillar, or headliner trim panel damages the insulation and shorts to the vehicle body)— Connector fault (water ingress and corrosion, deformed terminals causing a short circuit, or loose terminals causing poor contact in the connector between the SRSECU and curtain airbag)+2 more →
Actions
— Safety preparation: Turn the ignition switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds for the SRS backup power capacitor to fully discharge.— Fault confirmation: Use the BYD VDS diagnostic tool to read the fault codes. Verify B17091A is a Current DTC, not a history code, and record the resistance value from the freeze frame data.+7 more →
B1709-00›
DTC B1709-00 indicates the resistance of the LH Side Curtain Airbag (also known as the head side airbag) squib circuit falls below the normal threshold set by the SRS ECU (typically below 1.0Ω). The standard airbag squib resistance normally ranges from 1.5Ω to 3.0Ω. Low resistance essentially indicates a short circuit. An internal squib short, a wiring harness short to ground, a short between connector terminals, or a faulty SRS ECU internal detection circuit can cause this condition. This fault causes the airbag control unit to detect an abnormal circuit, illuminate the SRS warning lamp continuously, and potentially activate the system protection mechanism (disabling the LH side curtain airbag and related airbags). In extreme cases, the short circuit can cause unintended airbag deployment in non-collision conditions (though unlikely due to the SRS ECU dual trigger logic). Alternatively, current shunting can prevent proper airbag deployment during a side impact, severely compromising occupant head safety.
Causes
— Moisture ingress or aging inside the left curtain airbag gas generator (igniter) shorts the internal resistance wire, reducing the resistance below 1.0 Ω.— Long-term vibration, pinching, or wear damages the insulation of the positive and negative wires in the roof side rail or B-pillar trim wiring harness, causing a short circuit between wires or a short to ground.— Water enters the wiring harness connector near the left A-pillar, B-pillar, or C-pillar (usually a yellow waterproof plug) due to vehicle wading, a blocked and leaking sunroof drain, or improper car washing, causing an electrolytic short circuit between terminals.+2 more →
Actions
— Safety Preparation: Turn off the vehicle, disconnect the negative battery cable, and wait at least 90 seconds (to fully discharge the SRS backup power supply) to prevent accidental airbag deployment during inspection.— Initial inspection: Remove the left A-pillar trim, B-pillar upper trim, and the left edge of the headliner. Visually inspect the left curtain airbag wiring harness and connector (yellow identification) for obvious damage, burn marks, signs of water ingress, or backed-out terminals.+5 more →
B1709›
DTC B1709 indicates the left side curtain airbag (located at the top left of the vehicle, protecting front and rear occupant heads during side impacts) igniter circuit resistance falls below the SRS control unit threshold. (Standard resistance is typically 2.0–3.0 Ω; "low resistance" generally indicates a measured value below 1.5 Ω or near 0 Ω.) This indicates a short in the igniter circuit. Possible causes include a shorted internal squib, a wiring harness short to ground, a wire-to-wire short, or an internal connector short. This fault forces the SRS system into a degraded mode: during a collision, the left side curtain airbag may fail to deploy (loss of protection), or in extreme cases, deploy unintentionally. The system illuminates the airbag warning lamp to indicate an occupant safety system hazard, requiring immediate repair.
Causes
— Internal short circuit in the left side curtain airbag igniter: Manufacturing defects, aging, or moisture ingress cause abnormally low internal resistance in the curtain airbag igniter charge or bridge wire.— Short circuit due to physical wiring harness damage: Improper removal and installation, wear, or crushing damages the wiring harness insulation near the A-pillar trim, headliner, or sunroof frame, causing a short to ground or short between wires.— Connector fault: Water ingress (leaking from a blocked sunroof drain tube), corrosion, bent pins, or backed-out pins at the wiring harness connector above the left B-pillar or in the headliner cause a short circuit between terminals.+2 more →
Actions
— Safety preparation: Power down the vehicle, disconnect the 12V battery negative terminal, wait at least 3 minutes (to ensure the SRS capacitor fully discharges to prevent accidental airbag deployment), and wear an anti-static wrist strap.— Initial Diagnosis: Use VDS or a dedicated diagnostic tool to read all fault codes and freeze frame data. Confirm whether B1709 is a Current or History fault. Record the vehicle status when the fault occurred.+6 more →
B170A-00›
DTC B170A-00 indicates the Supplemental Restraint System (SRS) detected the resistance in the left curtain shield airbag igniter circuit exceeds the calibrated threshold (normal range is typically 2.0-3.0Ω; fault threshold is generally >3.5Ω or open circuit). The SRS ECU continuously monitors the circuit impedance of each airbag igniter using a low-current detection circuit. Excessive resistance indicates a high-resistance condition in the circuit. Potential causes include poor connector contact, a partially broken wiring harness, or increased internal resistance from igniter aging. This fault prevents the left curtain shield airbag from deploying normally during a collision and constitutes a critical failure in the passive safety system.
Causes
— Loose or oxidized left curtain airbag igniter connector: Moisture or vibration increases contact resistance at the connector located inside the left C-pillar trim panel or on the left roof side rail.— Wiring harness worn or broken: Repeated bending from door operation causes partial copper wire breakage where the left curtain airbag harness passes through the left front door hinge, A-pillar, or B-pillar routing holes (common failure point on Qin series models).— Internal fault in the clock spring (spiral cable): If the vehicle's steering wheel-to-body wiring harness includes the curtain airbag circuit, wear on the internal slip ring increases resistance.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Initial Inspection: Use BYD VDS or Launch X431 to read the DTC freeze frame. Confirm the vehicle status and ambient temperature when the fault occurred to rule out intermittent interference.+5 more →
B170A›
DTC B170A indicates the Left Side Curtain Airbag ignition circuit resistance exceeds the normal threshold set by the SRS control unit (typically >3.0 Ω, standard range 1.5–2.5 Ω). This Level 2 airbag system fault means the Left Side Curtain Airbag may fail to deploy normally or experience delayed deployment during a collision, severely compromising side-impact occupant protection. High resistance typically indicates a high-impedance point in the circuit, such as a partially broken wire, increased connector contact resistance, oxidation, corrosion, or an internal open circuit in the airbag inflator. The SRS control unit continuously monitors this circuit. Upon detecting abnormal resistance, the unit illuminates the airbag fault warning lamp and may disable the entire airbag system to prevent accidental deployment.
Causes
— Aging or poor contact of the internal resistance wire in the left curtain airbag module (gas generator), resulting in increased internal resistance.— Roof wiring harness connector (usually located inside the A-pillar or B-pillar trim) is loose, oxidized, or corroded due to water ingress, causing increased contact resistance.— Repeated door operation wears and breaks the wiring harness at the roof crossmember, reducing the conductor cross-sectional area.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Initial inspection: Remove the left A-pillar and B-pillar trim panels and visually inspect the curtain airbag wiring harness connector (usually a yellow plug) for looseness, backed-out terminals, oxidation, or signs of water ingress.+4 more →
B170A1B›
This DTC indicates the Supplemental Restraint System (SRS) detected the igniter (squib) circuit resistance of the left curtain shield airbag (located above the driver-side window between the B-pillar and C-pillar) exceeds the calibrated threshold (typically >3.6Ω, normal range 1.5-3.0Ω). Excessive resistance usually indicates a high-resistance connection, a partial open circuit, poor connector contact, or an internal open circuit in the igniter. This fault may prevent the left curtain shield airbag from deploying during a side impact and continuously illuminates the SRS warning light. This is a critical fault affecting passive safety.
Causes
— Loose left lower A-pillar curtain airbag wiring harness connector (yellow plug), backed-out pins, or oxidized terminals, causing increased contact resistance.— Internal open circuit or poor contact in the spiral cable (clock spring) disrupts signal transmission in the curtain airbag circuit (on some models, the curtain airbag circuit routes near the steering column).— Internal open circuit or aging failure of the curtain airbag inflator, causing infinite or abnormally high circuit resistance.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS diagnostic tool to read freeze frame data, confirm the exact current resistance value of the left curtain airbag (e.g., 3.8Ω or OL open circuit), and check for intermittent faults.+5 more →
B170D-00›
This DTC indicates the SRS (Supplemental Restraint System) control module detects a disconnected right side curtain airbag or interrupted communication. When the ignition switch is ON, the SRS module monitors the airbag inflator circuit resistance (normal range: 2.0-4.0 Ω) to verify the airbag module's presence. If the SRS module detects an open circuit (infinite resistance), a resistance value exceeding the threshold (>10 Ω), or a loss of communication, it flags the airbag as "not connected". Potential causes include an open airbag wiring harness, a loose connector, oxidized or corroded terminals, an internal open circuit in the airbag module, or a failed internal diagnostic circuit in the SRS control module. This fault eliminates right-side head protection during a side impact or rollover. As a critical passive safety system fault, it requires immediate repair.
Causes
— Right C-pillar and headliner curtain airbag wiring harness connector loose, not fully seated, or locking mechanism failed (common due to improper reinstallation after headliner repairs or windscreen replacement).— Airbag wiring harness worn or broken inside the A-pillar, C-pillar, or headliner trim panel (long-term door operation or vibration causes harness bending fatigue and insulation damage).— Open circuit in right curtain airbag module internal igniter (airbag aging, moisture ingress, or previous impact disconnected the internal circuit)+2 more →
Actions
— Safety preparation: Set the vehicle to OFF. Disconnect the low-voltage battery negative terminal and wait at least 90 seconds to fully discharge the SRS energy storage capacitor. Wear an anti-static wrist strap to prevent airbag deployment.— Visual inspection: Remove the right A-pillar upper trim panel, C-pillar trim panel, and right edge of the headliner. Check that the yellow dedicated curtain airbag connector (usually located at the junction of the C-pillar and headliner) is fully seated, the locking tab is fully engaged, and the wiring harness shows no obvious damage.+4 more →
B170D›
DTC B170D indicates the SRS (Supplemental Restraint System) control unit detects an open circuit or disconnection in the right-hand (RH) curtain airbag circuit. Specifically, during the self-test, the control unit fails to detect the load signal from the RH curtain airbag inflator within the specified time (typically under 6 seconds). Normal resistance is 1.6-2.4Ω. This fault prevents the RH curtain airbag from deploying during a side impact or rollover accident, severely compromising occupant head protection, and continuously illuminates the instrument panel SRS warning light. Determine whether the cause is a loose harness connector, an open circuit in the wiring, or a faulty curtain airbag module.
Causes
— Curtain airbag wiring harness connector (usually a yellow or white 2-pin connector) not fully locked or terminal backed out after removing and installing the right A-pillar or C-pillar interior trim panel. Common after window tinting, audio modifications, or accident repairs.— A failed roof wiring harness retaining clip allows the harness to rub against sharp body edges due to vibration while driving, resulting in an open circuit. This commonly affects Yuan and Song MAX models.— Water or moisture enters the connector during vehicle wading or high-pressure washing, causing the copper pins to oxidize and corrode, resulting in high resistance or an open circuit.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Fault Status Confirmation: Use VDS2000 or the dedicated BYD diagnostic tool to read the fault code. Confirm B170D is a current fault (Active) rather than a history fault (History), and record the freeze frame data.+4 more →
B170D1B›
This DTC indicates the SRS (Supplemental Restraint System) control module detects an open circuit in the Curtain Shield Airbag RH ignition circuit. Specifically, the ACU (Airbag Control Unit) continuously monitors the circuit resistance of each airbag inflator. When the Curtain Shield Airbag RH resistance exceeds the normal range (typically >10Ω or infinite), the ACU registers a 'disconnected' state. This fault prevents the Curtain Shield Airbag RH from deploying during a side impact or rollover, severely compromising occupant head protection, and continuously illuminates the instrument cluster airbag fault warning lamp.
Causes
— Right curtain airbag wiring harness connector loose or poor contact (typically the yellow plug on the right side of the headliner or at the B-pillar)— Open circuit damage to the right curtain airbag module internal igniter (broken internal spiral coil or propellant failure causing abnormal resistance)— Physical damage to the wiring harness (fatigue fracture of the wiring harness inside the B-pillar from frequent door opening and closing, or accidental damage during headliner repair)+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal. Wait at least 3 minutes to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Visual inspection: Remove the right A-pillar, B-pillar, and right roof interior trim panels. Verify the yellow connector (usually marked 'CSAB RH' or similar) is fully locked. Inspect the terminals for oxidation, burn marks, or signs of water ingress.+3 more →
B170E-00›
DTC B170E-00 indicates an abnormally low-resistance connection between the Right Side Curtain Airbag squib circuit and body ground (GND). In the SRS (Supplemental Restraint System) architecture, two independent wires connect each airbag inflator to the ACU (Airbag Control Unit). Normal resistance typically ranges from 1.5 to 3.0 Ω. The ECU identifies a short to ground when it detects circuit resistance below the threshold (typically <1.0 Ω) or abnormal voltage to ground. This fault causes: 1) The Right Side Curtain Airbag to fail to deploy properly in a collision, resulting in loss of side-impact protection. 2) The SRS to enter fail-safe mode, keeping the instrument cluster airbag warning lamp illuminated and degrading the vehicle safety rating. 3) A risk of unintended deployment in extreme cases due to intermittent wiring contact. This is a passive safety system hard fault and requires immediate resolution.
Causes
— Wiring harness wear inside A-pillar/C-pillar trim panels: Frequent door operation or vehicle vibration wears through the insulation inside the corrugated conduit of the right curtain airbag wiring harness at the A-pillar upper trim panel, roof side rail, or C-pillar. This causes the wire to directly contact the vehicle body metal frame, creating a short to ground.— Connector water ingress and corrosion: Poor sealing of the right curtain airbag connector (usually located inside the B-pillar or C-pillar trim) allows water entry during car washing, wading, or high-humidity conditions. This reduces insulation resistance between the pins or to ground, creating a short circuit.— Airbag module internal fault: The bridgewire inside the right curtain airbag inflator shorts to the metal housing, or chemical degradation inside the igniter charge increases conductivity. This condition typically results in an abnormally low resistance value (<0.5Ω).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge the SRS backup power supply). For high-voltage vehicles, remove the Manual Service Disconnect (MSD). Wear an anti-static wrist strap. Place a 'Do Not Touch' warning sign in the steering wheel and airbag areas.— Fault Confirmation and Freeze Frame Analysis: Use a VDS2000 or Launch X431 diagnostic tool to read the fault code. Verify B170E-00 is a current (Active) code, not a history code. Check the freeze frame data for crash sensor data, vehicle speed, and short-circuit resistance values. Record the ECU software version.+5 more →
B170E›
DTC B170E indicates the SRS (Supplemental Restraint System) control unit detects a short to body ground in the right curtain shield airbag ignition circuit. Specifically, the ACU detects the resistance between the right curtain airbag deployment circuit (typically marked R CSA+ and R CSA-) and ground falls below the threshold (generally <2Ω). Damaged wiring harness insulation, connector water ingress and corrosion, a shorted inflator inside the curtain airbag module, or a driver transistor breakdown inside the SRS control unit can cause this fault. Under this fault condition, the circuit protection mechanism may disable the curtain airbag (preventing deployment). In extreme cases, short-circuit current can trigger unintended deployment, posing a severe safety hazard.
Causes
— Right A-pillar/C-pillar wiring harness wear: Long-term vehicle use or repeated interior trim removal and installation causes the right curtain airbag wiring harness insulation to wear through at sheet metal holes or retaining clips, resulting in direct contact between the copper conductor and the vehicle body metal.— Connector short circuit due to water ingress: A blocked sunroof drain hose or poor sealing allows rainwater to seep into the right roof side rail area, causing a short circuit between the curtain airbag wiring harness connector terminals (usually located above the B-pillar or near the C-pillar) or to ground.— Internal fault in the curtain airbag module: Manufacturing defects or aging cause insulation breakdown between the two terminals of the right curtain airbag assembly squib, resulting in a short to ground.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, wait at least 3 minutes (to fully discharge the SRS capacitor), and wear an anti-static wrist strap.— Fault confirmation: Use VDS or the BYD dedicated diagnostic tool to read the DTC, confirm B170E is a current fault (Active DTC), and record freeze frame data.+6 more →
B170E11›
B170E11 indicates a short to ground in the ignition circuit of the right side curtain airbag. In the BYD SRS (Supplemental Restraint System) architecture, this fault code indicates the airbag control unit (ACU) detects an abnormally low-resistance path between the right side curtain airbag squib wiring and vehicle body ground (typically below the 1.5-2.0 ohm threshold). This short circuit causes the ACU to determine the curtain airbag cannot deploy normally, triggering fail-safe mode. The instrument panel airbag warning light illuminates continuously, and the system suspends deployment control for this curtain airbag. Consequently, the right side curtain airbag may fail to activate during a side collision, severely compromising crash protection for right-side occupants, particularly head protection. Potential causes include damaged wiring harness insulation, connector water ingress and corrosion, an internal short circuit in the clock spring, or a squib failure within the curtain airbag module itself.
Causes
— Right curtain airbag wiring harness wear: Loose wiring harness retaining clips behind the A-pillar, B-pillar, or C-pillar trim panels cause the harness to rub against sharp metal edges on the body over time. Damaged insulation shorts the wire to ground.— Connector water ingress and corrosion: An aging seal on the right curtain airbag connector (usually located above the B-pillar or roof side rail) allows water ingress after heavy rain, car washes, or leaks from a blocked sunroof drain hose. This corrodes the internal terminals and causes a short to ground.— Clock spring or spiral cable fault: If the right curtain airbag circuit on this model routes through the B-pillar wiring harness spiral cable (Clock Spring), a broken internal flat cable or abnormal winding may short the wire core to ground.+2 more →
Actions
— Safety Preparation and Power Disconnection: For new energy vehicles, first disconnect the high-voltage service disconnect switch. For all models, disconnect the 12V battery negative terminal. Wait at least 90 seconds (3 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual and physical inspection: Remove the right A-pillar and B-pillar upper trim panels and the roof side trim panel. Inspect the curtain airbag wiring harness for obvious wear, crushing, damage, or signs of water ingress. Focus on the contact points between the wiring harness and the vehicle body metal.+5 more →
B170F-00›
DTC B170F-00 indicates a short to power fault in the driver seat Occupant Sensing System (OSS). Integrated into the driver seat cushion, the sensor uses a pressure sensing mat and an electronic control module to detect seat occupancy. It sends a 0.4-4.6V analog voltage signal to the SRS airbag control unit (approximately 0.5V when unoccupied and 4.2V when occupied). The SRS module sets this DTC when it detects a continuous voltage above 4.8V or near battery voltage. This occurs if the signal circuit shorts to the 12V power supply line (B+), the internal sensor circuit breaks down, or the control module fails. This fault forces the SRS system into fail-safe mode: the driver airbag may fail to deploy, the seat belt reminder function may malfunction (false or missing warnings), and the instrument cluster airbag warning light remains illuminated. Because this fault affects the passive safety system, do not drive the vehicle until repaired.
Causes
— Damaged seat occupancy sensor wiring harness insulation causing a short to the power wire, commonly due to the seat fore/aft adjustment rails chafing against the wiring harness.— Water ingress, oxidation, or misaligned pins in the under-seat wiring harness connector (usually 4-pin) causing a short circuit between the power pin (PIN1/12V) and the signal pin (PIN2).— Fault in the seat occupancy sensor internal pressure sensing mat or control module circuit (such as protective capacitor breakdown or voltage regulator chip damage) causing a short to power.+2 more →
Actions
— Connect the BYD VDS or a professional diagnostic tool such as Launch X-431 or Autel, read the DTC to confirm B170F-00 is a current fault (Active), and record the freeze frame data (Fault Frame).— Visually inspect the wiring harness connector under the driver’s seat (black 4-pin connector) for looseness, backed-out terminals, water ingress, or corrosion. Measure the connector terminal voltages: power supply (PIN1) should be 12V, signal (PIN2) 0.4-4.6V, and ground (PIN4) 0V. If the signal wire voltage is 12V, confirm a short to power.+5 more →
B170F›
DTC B170F indicates a short to power (B+) in the right-hand curtain airbag (SRS Curtain Shield Airbag - RH) ignition circuit. In the BYD SRS system, the curtain airbag uses an electrically ignited gas generator. During normal operation, the control unit supplies a momentary high current to trigger ignition. The diagnostic system triggers this fault when it detects abnormal continuity (resistance below the threshold, typically <10Ω) between the curtain airbag ignition circuit and the vehicle power supply (12V battery positive terminal), or when the circuit voltage remains above the set value (approximately 5V). This is a hard fault. The SRS control unit immediately disables the right-hand curtain airbag function and illuminates the instrument cluster airbag warning lamp. Potential risks include: 1) The right-hand curtain airbag fails to deploy in a collision, resulting in a loss of occupant head protection. 2) In extreme cases, if the short circuit contact resistance fluctuates, vehicle jolts can generate a momentary current, creating a minimal risk of unintended curtain airbag deployment. Therefore, the system classifies this as a severe fault and prohibits continued vehicle operation.
Causes
— Wiring harness insulation wear inside the right A-pillar or C-pillar trim panel: During extended vehicle use, the right roof curtain airbag wiring harness rubs against sharp metal body edges (such as the roof crossmember mounting bracket). This damages the insulation between the positive and negative wires, or between the power and ignition wires, causing a short circuit to the constant power wire.— Curtain airbag connector water ingress and oxidation: A blocked sunroof drain tube or poor sealing allows rainwater to seep into the right headliner. Water accumulates between the pins of the curtain airbag connector (typically located at the right D-pillar or right side of the headliner). The electrolyte forms a conductive path, causing a power supply short circuit.— Incorrect wiring connection after accident repair: After a right-side collision or headliner removal and installation, technicians incorrectly connected the curtain airbag ignition wire (normally a high-resistance circuit) to a constant power wire (such as the reading lamp or sun visor lamp power supply), or missing harness retaining clips caused the harness to shift and contact a power source.+2 more →
Actions
— Safety pre-check and fault confirmation: Use the VDS2000/3000 diagnostic tool to read the complete SRS fault codes and confirm B170F is a current fault (Present) rather than a history fault (History). Disconnect the battery negative terminal and wait at least 90 seconds to ensure the SRS backup power supply discharges completely to prevent accidental airbag deployment.— Right curtain airbag wiring harness visual inspection: Remove the right A-pillar, B-pillar, and C-pillar interior trim panels and the right headliner trim panel. Inspect the orange wiring harness of the curtain airbag module (usually marked RCurtain or R CSA) along the roof side rail (standard BYD SRS harness color is orange or yellow). Check for detached harness retaining clips, worn insulation, and water stains or corrosion on the connectors.+6 more →
B170F12›
DTC B170F12 indicates a short to power in the right side curtain airbag ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, this fault indicates the airbag control unit (ACU) detects an abnormally low-impedance connection between the right side curtain airbag igniter circuit (typically two wires: high-side driver and low-side driver) and the vehicle power supply (+12V or +B). This hardware short-to-battery fault may cause: 1) risk of unintended airbag deployment (in extreme cases); 2) airbag failure to deploy during a collision; 3) the SRS entering protection mode, disabling related airbag functions. The '12' suffix in the BYD diagnostic protocol typically designates the specific 'short to power' subtype.
Causes
— Right curtain airbag wiring harness insulation damaged: Long-term vibration, compression, or external impact damages the wiring harness insulation inside the A-pillar, B-pillar, or roof side rail, causing it to contact the body power wire and short circuit.— Curtain airbag connector fault: Water ingress, oxidation, or pin deformation at the curtain airbag connector inside the B-pillar trim causes a short circuit between pins (especially between the high-side drive pin and constant power pin).— Damage from modifications or added equipment: Fixing screws or wiring harness clips pierce the factory curtain airbag wiring harness when installing a dash cam, roof ambient lighting, or aftermarket audio system.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap.— Visual inspection: Remove the right A-pillar, B-pillar, and headliner trim panels. Inspect the curtain airbag wiring harness for damage or burn marks, focusing on the sill trim and roof side rail retaining clips.+6 more →
B1712-00›
This DTC indicates the RH Curtain Shield Airbag igniter circuit resistance measures 0 Ω, indicating a typical short circuit. Normal airbag igniter resistance is 2.0-5.0 Ω. A 0 Ω resistance typically indicates a short to ground in the igniter circuit (damaged harness insulation), a short to power (contact with constant power), or a shorted driver transistor inside the airbag control module (SRS ECU). This fault forces the SRS system into fail-safe mode: the affected airbag will not deploy during a collision (the short circuit diverts the deployment current), and the airbag warning lamp illuminates continuously. Some models simultaneously disable the front seat belt pretensioners and the corresponding side airbag. The short circuit also carries a minimal risk of unintended deployment. Immediately remove the vehicle from service for repair.
Causes
— Right curtain airbag wiring harness chafed or pinched at the C-pillar trim panel or headliner retaining strip, causing the wire to short to body ground.— Airbag connector (usually located in the right C-pillar or front of the headliner): Short circuit caused by fused internal terminals, electrolytic corrosion from water ingress, or metal debris.— Internal short circuit in the right curtain airbag igniter (gas generator bridge wire insulation breakdown). Commonly occurs after vehicle wading or when the airbag exceeds its service life.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS backup power capacitor to discharge fully. Remove the smart key and place it 3 metres away.— Initial inspection: Remove the right C-pillar trim panel and right headliner trim panel. Visually inspect the curtain airbag wiring harness (yellow sleeve) for wear, cuts, or pinch marks. Focus on the C-pillar hinge area and headliner wiring harness retaining clip locations.+5 more →
B1712›
DTC B1712 indicates the SRS (Supplemental Restraint System) detects a 0 ohm resistance in the right curtain airbag firing circuit (located in the roof side rail, protecting front and rear occupant heads). This indicates a hard short circuit in the firing circuit (short to ground or short to power), not an open circuit. Normal airbag inflator resistance ranges from 2.0-3.0 ohms (typical value approx. 2.3Ω). A 0 ohm resistance allows current to bypass the inflator bridge wire. This prevents proper airbag deployment during a collision or creates a major safety risk of unintended deployment. The SRS ECU continuously monitors all firing circuit impedances in real time using a highly sensitive Wheatstone bridge circuit. If the ECU detects a resistance below the safety threshold (typically <0.8Ω), it sets this DTC, illuminates the airbag warning light, immediately disables the right curtain airbag and related coordinated protection strategies, and enters safety protection mode.
Causes
— Internal short circuit in the right curtain airbag igniter: Manufacturing defects, prolonged moisture exposure, electrolytic corrosion, or abnormal current surges cause insulation breakdown and a short circuit between the positive and negative terminals of the igniter bridge wire inside the airbag module.— Wiring harness short to ground or power: Wear, crushing, rodent damage, or improper accident repairs damaged the insulation on the dedicated yellow wiring harness from the SRS ECU to the right curtain airbag (typically routed along the A-pillar, roof side rail, and C-pillar), causing a short to body metal or a power wire.— Connector pin short circuit: Bent pins, backed-out pins, corrosion from water ingress, metallic debris, or improper terminal spacing in the curtain airbag connector (located inside the headliner or C-pillar trim) cause direct contact between the positive and negative terminals.+2 more →
Actions
— Safety preparation and power isolation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (some new models require 3-5 minutes) to fully discharge the SRS backup power capacitor and prevent personal injury from accidental airbag deployment.— Fault confirmation and freeze frame analysis: Connect VDS or a dedicated diagnostic tool. Read DTC B17112 status (current/history). Check freeze frame data for the recorded resistance value and vehicle status at the time of the fault. Check for accompanying DTCs (e.g., B1711 left curtain airbag, B1600 series crash sensors).+6 more →
B17121A›
DTC B17121A indicates the Supplemental Restraint System (SRS) detects a 0-ohm resistance in the right curtain airbag ignition circuit. Under normal operating conditions, the curtain airbag squib requires a specific resistance (typically 2.0–3.0 ohms, depending on the vehicle model). A 0-ohm resistance indicates a short circuit. Possible causes include an internal short in the curtain airbag module, a short between the positive and negative harness wires, or a short between connector terminals. This fault causes the SRS control unit to determine the curtain airbag has deployed or has a circuit fault. Consequently, the right curtain airbag fails to deploy during a collision. This severely compromises side impact protection and constitutes a high-risk safety fault.
Causes
— Right curtain airbag igniter internal short circuit: A short circuit in the igniter bridge wire or pyrotechnic charge inside the curtain airbag module drops resistance to 0 ohms.— Damaged harness insulation causing short circuit: Right roof wiring harness (A-pillar to C-pillar section) worn through during vehicle use, modification, or accidents, causing direct contact between positive and negative conductors.— Connector water ingress and corrosion: Vehicle wading or a blocked sunroof drain hose causes water to enter the right curtain airbag connector (usually located on the roof side rail or above the A-pillar), resulting in a short circuit between terminals.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 3-5 minutes (some models require more than 5 minutes) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the diagnostic tool to read the freeze frame data. Confirm B17121A is a current fault (Present), not a history fault (History), and record the vehicle status when the fault occurred.+6 more →
B1713-00›
DTC B1713-00 indicates the airbag control unit (SRS ECU) detects the right curtain shield airbag ignition circuit resistance falls below the system-calibrated minimum threshold (typically below 1.0Ω; normal range is 1.5-3.0Ω). Low resistance usually indicates an abnormally low-resistance path in the ignition circuit. Possible causes include an internal inflator short circuit within the curtain airbag module, a wiring harness short to ground, grounded internal connector pins, or a wire-to-wire short. This fault prevents normal airbag deployment (failure to inflate during a collision) or, in extreme cases, creates a risk of unintended deployment. This critical occupant safety fault requires immediate repair.
Causes
— Internal short circuit in right curtain airbag module igniter (due to manufacturing defect or aging)— Damaged wiring harness insulation causing a short to ground (A-pillar, C-pillar, or roof side rail wiring harness chafes and grounds due to vibration or water ingress).— Connector short circuit (water ingress and corrosion at the SRSCM and wiring harness connector, or bent and deformed pins contacting each other)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to discharge the residual charge in the SRS system capacitor and prevent accidental deployment.— Visual inspection: Remove the right C-pillar trim panel and headliner edge. Check the curtain airbag wiring harness connector for looseness, water ingress, corrosion, or bent pins.+6 more →
B1713›
DTC B1713 indicates the right curtain airbag igniter circuit resistance falls below the normal threshold set by the SRS control unit (typically 2.0-5.0Ω). Low resistance (<2Ω or close to 0Ω) indicates a short circuit risk in the igniter circuit. Potential causes include an internal short circuit in the curtain airbag, a wiring harness short to ground, or an abnormal internal driver circuit in the SRS ECU. This fault forces the SRS system into fail-safe mode. During a collision, the right curtain airbag may fail to deploy, or it may deploy unintentionally. This constitutes a high-level safety fault.
Causes
— Internal short circuit in the right curtain airbag igniter: Aging, moisture ingress, or manufacturing defects degrade insulation between the two terminals of the ignition squib, dropping resistance below 2 Ω.— Wiring harness short to ground: Wear on the A-pillar, B-pillar, or roof wiring harness during accident repairs, modifications, or long-term use causes the igniter circuit to short to body ground.— Connector terminal short circuit: Water ingress, oxidation, or improper connection causes a short circuit between terminals in the right curtain airbag connector (usually located near the roof side rail or C-pillar).+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the fault code, confirm B1713 is a current fault (Active) rather than a history fault, and record the freeze frame data.— Perform the safe power-down procedure: turn off the ignition switch, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.+8 more →
B17131A›
DTC B17131A indicates the RHS Curtain Shield Airbag squib circuit resistance falls below the normal threshold calibrated by the SRS control module (typical standard value: 2.0 ± 0.5 Ω). This fault signifies a partial circuit short, an internal component short, or a wiring insulation failure to ground, dropping circuit resistance below approximately 1.5 Ω. This condition triggers the airbag system fail-safe mechanism. Low resistance can prevent proper curtain airbag deployment during a collision, as the short circuit diverts ignition energy. Furthermore, a severe short circuit increases the risk of unintended deployment. The SRS typically disables the affected curtain airbag circuit, eliminating occupant head protection during a side impact. This safety hazard requires immediate repair.
Causes
— Internal turn-to-turn short circuit in the right curtain airbag igniter, or moisture in the gas generator causing abnormally low resistance.— Worn or damaged wiring harness insulation inside the A-pillar or C-pillar trim panel contacts the vehicle body metal, causing a short to ground.— Curtain airbag module connector (usually located inside the right-hand roof trim panel): water ingress, pin corrosion, pin back-out, or short circuit between terminals.+2 more →
Actions
— Use the BYD VDS2000/VDS3000 diagnostic tool to read all fault codes and freeze frame data. Determine if B17131A is a current fault or an intermittent history fault. Record the vehicle status parameters at the time the fault occurred.— Perform the SRS safety procedure: disconnect the negative battery terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.+5 more →
B1714-00›
DTC B1714-00 indicates the airbag control unit (SRS ECU) detects the circuit resistance of the RH Curtain Shield Airbag inflator (gas generator) exceeds the calibrated threshold. The normal range is typically 1.5Ω–2.5Ω; an excessive value generally indicates >3.5Ω or a near open circuit. The SRS ECU periodically measures this resistance using a low-current signal. Increased resistance indicates poor circuit contact, wiring oxidation, a partially broken wiring harness, or an aging/broken bridge wire inside the inflator. This fault may prevent the RH Curtain Shield Airbag from deploying properly during a collision, degrading passive safety system function. The SRS warning lamp illuminates continuously and the system enters fail-safe mode (which may disable this circuit's trigger function to prevent unintended deployment).
Causes
— Increased internal resistance of the right curtain airbag inflator due to aging, or bridge wire near breaking (precursor to internal open circuit).— Oxidation, loose connection, or terminal back-out at the yellow airbag connector in the B-pillar or headliner (usually located at the junction of the upper A-pillar trim and headliner), increasing contact resistance.— Vehicle modification work (such as dashcam installation or headliner removal/installation) pinched, abraded, or partially severed the roof wiring harness, increasing circuit resistance.+2 more →
Actions
— Use the BYD VDS2000 or Launch X-431 diagnostic tool to read the complete fault codes and freeze frame data. Record the ambient temperature and voltage when the fault occurred, and confirm if the fault is intermittent.— Perform the safe power-down procedure: turn off the ignition switch, disconnect the battery negative terminal, and wait at least 90 seconds (ensuring the SRS capacitor fully discharges). Do not operate any electrical equipment during this time.+5 more →
B1714›
DTC B1714 indicates the SRS (Supplemental Restraint System) control unit detects the right curtain airbag (head protection curtain/side curtain) inflator circuit resistance remains above the calibrated threshold (normal range typically 1.5-3.5 Ω, depending on vehicle calibration). The SRS ECU periodically monitors each airbag inflator's resistance via an internal Wheatstone bridge or constant-current source circuit. Excessive resistance indicates a high-impedance point in the inflator circuit. Potential causes include poor connector contact, a partial open circuit in the wiring harness, or an aging inflator. This constitutes a hard or intermittent fault. During a side impact, the right curtain airbag may fail to deploy within the specified time (delayed deployment) or fail to deploy entirely. The system illuminates the airbag warning light, and the front side airbags and seat belt pretensioners may enter fail-safe mode.
Causes
— Right curtain airbag connector (usually located inside the C-pillar trim panel or at the rear of the roof side rail) is loose, has backed-out pins, or is oxidized or corroded, increasing contact resistance (common in vehicles exposed to wading or high-humidity environments).— Repeated removal and installation or pulling during seat adjustment breaks the internal copper wire of the airbag wiring harness in the A-pillar/C-pillar trim transition area without completely severing it, creating a high-resistance intermittent connection.— Aging or a batch defect in the right-side curtain airbag inflator internal squib causes internal resistance to increase abnormally as temperature rises.+2 more →
Actions
— Safety Preparation: Disconnect the low-voltage battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Never measure the airbag circuit while energized.— Initial diagnosis: Use VDS or a dedicated diagnostic tool to read complete DTC information and freeze frame data. Confirm whether B1714 is a current or historical fault. Record the ambient temperature at the time of occurrence (low temperatures may affect contact resistance).+5 more →
B17141B›
DTC B17141B indicates the right curtain airbag ignition circuit resistance exceeds the normal threshold set by the SRS control module (typically 3.0-5.0Ω, depending on vehicle calibration). This active SRS system fault means the right curtain airbag may fail to deploy or experience delayed deployment during a collision. Excessive resistance usually indicates a high-resistance point in the ignition circuit. Potential causes include poor wiring contact, connector oxidation or corrosion, a partially broken wiring harness, or an internal open circuit in the curtain airbag module. This fault illuminates the SRS warning light continuously and forces the system into degraded mode. Extreme cases may compromise side-impact protection.
Causes
— Right C-pillar/D-pillar curtain airbag connector loose or oxidized: Prolonged vehicle vibration loosens the connector, or pin oxidation after wading increases contact resistance.— Roof side rail internal wiring harness worn or broken: Continuous bending of the curtain airbag wiring harness at the door seal or A-pillar/C-pillar routing holes partially breaks the copper strands, creating high resistance.— Internal open circuit in the right curtain airbag module: A broken bridge wire inside the curtain airbag inflator or damp propellant causes abnormally high resistance.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (some models require 180 seconds) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Read data stream: Use VDS or Launch X-431 to read the SRS system data stream. Record the current curtain airbag resistance value and historical freeze frame data. Determine if the fault is intermittent.+6 more →
B1717-00›
This DTC indicates the SRS (Supplemental Restraint System) ECU detected an open circuit or disconnected condition in the left knee airbag module (Driver Knee Airbag Module) during self-diagnosis. Specifically, when the SRS ECU sends a test signal to the left knee airbag igniter circuit, it fails to receive a normal circuit response or detects a circuit resistance exceeding the normal threshold (typically infinite or extremely high resistance). Consequently, the left knee airbag may fail to deploy during a collision, resulting in a loss of lower limb protection for the driver. Additionally, the SRS enters fail-safe mode and continuously illuminates the instrument cluster airbag warning light. The system may also lock the deployment function of the entire airbag system, severely compromising passive safety performance.
Causes
— Loose or not fully seated knee airbag module connector, or damaged locking tab, causing poor pin contact or complete disconnection.— Open circuit, short to ground, or short to power in the wiring harness between the SRS ECU and the left knee airbag module.— Left knee airbag module internal squib open circuit or abnormal resistance (resistance too high or too low)+2 more →
Actions
— Safety preparation: Turn the power switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds for the SRS capacitor to discharge fully.— Visual inspection: Remove the driver-side knee trim panel. Check that the left knee airbag module connector is fully seated. Confirm the locking tab is intact and secure.+5 more →
B1717›
DTC B1717 indicates a loss of communication or an open circuit between the driver-side knee airbag and the SRS (Supplemental Restraint System) control unit. Specifically, this fault indicates an incorrect connection at the knee airbag module located under the left side of the dashboard, an open circuit in the wiring, or an internal open circuit in the airbag squib. The knee airbag, a critical component of the frontal impact protection system, limits the forward movement of the driver's lower limbs and distributes crash forces. When this fault occurs, the SRS control unit illuminates the airbag warning light and may enter fail-safe mode, disabling the related airbag circuit to prevent accidental deployment. Consequently, the knee airbag will fail to deploy during a collision, increasing the risk of lower limb injury to the driver.
Causes
— Loose knee airbag module connector, connector not fully seated, or locking mechanism failure (common when failing to reconnect after instrument panel repairs, cabin air filter replacement, or carpet removal/installation)— Knee airbag wiring harness open circuit, wear, or crush damage (especially at harness bends such as under the steering column and along the edge of the instrument panel frame)— Knee airbag assembly internal inflator igniter open circuit (abnormal resistance; normally approx. 2.0-3.0Ω)+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read and confirm DTC B1717, check for accompanying SRS fault codes, and record the freeze frame data.— Turn the ignition switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.+6 more →
B17171B›
DTC B17171B indicates the SRS (Supplemental Restraint System) control module detects an open circuit in the left knee airbag (Driver Knee Airbag) igniter circuit. The resistance value falls outside the normal range (normal: approx. 2-3Ω; open circuit: >10Ω or infinite). This fault indicates a physical break in the wiring or connector between the airbag ECU and the left knee airbag assembly, or an internal open circuit within the airbag igniter itself. The knee airbag protects the driver's lower limbs from dashboard intrusion during a frontal collision. This fault prevents the airbag from deploying during a crash and may trigger the SRS secondary protection mechanism (e.g., disabling the associated airbag group), posing a severe safety hazard. In the BYD diagnostic protocol, the '1B' suffix specifically denotes an 'open circuit/high resistance' condition.
Causes
— Knee airbag wiring harness connector loose or disconnected: Water ingress, vehicle modifications, or improper seating after repairs can cause poor contact at the yellow dedicated SRS connector located under the dashboard near the steering column.— Airbag igniter internal open circuit: Broken or aged igniter coil inside the knee airbag assembly, usually accompanied by damage to the airbag module itself. This commonly occurs after an accident without airbag replacement or when the airbag reaches the end of its service life (vehicles over 10 years old).— Physical damage to the wiring harness: Pedal operation, floor mat compression, or accident repairs pull the under-dash wiring harness, breaking the wire; or repeated bending in the sill harness transition area breaks the internal copper strands while leaving the insulation intact.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Fault confirmation and freeze frame retrieval: Use a diagnostic tool such as VDS2000 or Launch PAD to read the complete fault codes and freeze frame data. Confirm whether the fault is current (Active) or historical (Historic). Record the vehicle status at the time of the fault.+6 more →
B1718-00›
B1718-00 indicates a short to ground in the driver-side knee airbag ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, this fault code indicates the airbag control module (ACM) detects the left knee airbag inflator circuit resistance is below the threshold (typically < 1.0Ω), identifying a short to ground. This fault forces the entire airbag system into fail-safe mode and continuously illuminates the instrument cluster SRS warning lamp. During a collision, the knee airbag may fail to deploy, and the fault may affect the deployment strategy for other front airbags. This constitutes a hard fault. Once confirmed, it remains active; cycling the ignition does not clear it.
Causes
— Knee airbag wiring harness wear or pinching damages the insulation, causing contact with the metal body frame and creating a short to ground. This commonly occurs after water wading or chassis modifications.— Oxidation from water ingress or bent pins in the knee airbag connector (located below the driver-side dashboard, left of the steering column), causing a short circuit between the ignition circuit terminal and the ground terminal.— Short circuit in the knee airbag internal igniter, typically due to continuity between the internal bridge wire and the housing, or a manufacturing batch defect.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF. Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Wear an anti-static wrist strap to prevent accidental airbag deployment.— Fault Confirmation: Use the BYD dedicated diagnostic tool (VDS2000/ED400) to read the fault code. Confirm B1718-00 is a current fault (Active). Record the resistance value from the freeze frame data (typically 0Ω or an extremely low value).+5 more →
B1718›
B1718 is a BYD-specific SRS (Supplemental Restraint System / airbag system) fault code indicating an unintended low-resistance path (short to ground) between the driver-side knee airbag (Left Knee Airbag) ignition circuit and vehicle ground (GND). The knee airbag contains an igniter (squib). Under normal conditions, both igniter terminals must show an open circuit (infinite resistance) to ground. A short to ground indicates current may bypass the igniter and flow directly to ground, causing the airbag control unit (ACU) to register a fault in that airbag circuit. This fault poses a severe safety risk. The short circuit can prevent the airbag from deploying during a collision or, in extreme cases, trigger unintended deployment. The system classifies this fault as severity level 3, illuminates the SRS warning lamp continuously, and may force the entire airbag system into fail-safe mode (disabling all airbags).
Causes
— Knee airbag wiring harness insulation damage: Long-term chafing or pinching (e.g., driver knee impacts or improper aftermarket pedal installation) damages the outer insulation of the wiring harness below the steering wheel or inside the dashboard, causing the copper wire to contact the vehicle body metal.— Connector water ingress or corrosion: Water enters the knee airbag connector (usually located under the left side of the dashboard) during vehicle wading, A/C condensate leaks, or car washing, causing a short circuit between terminals or from a terminal to the housing.— Airbag Control Unit (ACU) internal fault: Damaged ACU internal drive or monitoring circuit falsely indicates a short to ground (actual wiring is normal).+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor and prevent accidental airbag deployment).— Visual inspection: Remove the driver-side knee trim panel (Under Cover) and check the knee airbag wiring harness (yellow sleeve) for crushing, cuts, or abrasion. Focus on contact points with the steering column and metal brackets.+5 more →
B171811›
DTC B171811 indicates an abnormally low-resistance connection (typically <1.5Ω) between the Driver Knee Airbag squib circuit and the vehicle chassis ground (GND). In the SRS (Supplemental Restraint System), the squib circuit must maintain a high-impedance state (normally 2-3Ω). The airbag control unit (ACU) logs a short to ground when it detects circuit resistance continuously below the threshold or abnormal current flow to ground. This fault forces the ACU into an immediate fail-safe mode, disabling the knee airbag and potentially related airbag systems, and illuminates the instrument cluster airbag warning light. Potential causes for this short to ground include contact between the internal squib bridge wire and the housing, damaged harness insulation shorting to the chassis, bent connector terminals touching metal components, or a breakdown of the internal ACU driver circuit. This creates a dual safety risk of unintended airbag deployment (premature deployment) or failure to deploy during a collision. Technicians must repair this hard fault immediately.
Causes
— Internal short circuit in the knee airbag module: The internal ignition bridge wire contacts the metal housing, or moisture in the pyrotechnic element causes insulation failure, creating a path to ground.— Wiring harness physical damage: Long-term vibration, chafing, or pinching damaged the insulation on the yellow SRS wiring harness under the dashboard, near the steering column, or in the pedal area, causing contact with vehicle body metal.— Connector fault: Water ingress, oxidation, corrosion, or terminal back-out at the knee airbag connector (usually under the driver side dashboard, marked in yellow), causing the pin to short to body ground.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (120 seconds for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation and freeze frame analysis: Use the BYD VDS2000 or X431 dedicated diagnostic tool to read the fault code. Confirm B171811 is a current fault (Active, not History). Record the resistance value (typically 0Ω or <1Ω) and the vehicle status at the time of occurrence from the freeze frame data.+5 more →
B1719-00›
DTC B1719-00 indicates the SRS (Supplemental Restraint System) control unit detects an abnormally low-resistance connection (short circuit) between the Driver Knee Airbag squib circuit and the vehicle power supply (B+). Under normal operating conditions, the airbag squib circuit exhibits high resistance (2-5 Ω) and lacks continuity to power or ground. A short to power causes the SRS ECU to detect an abnormally high circuit voltage (close to 12 V) and register a severe fault. This condition may prevent the airbag from deploying correctly during a collision (as the short circuit bypasses the current) or, in extreme cases, cause unintended deployment (though a short circuit typically prevents rather than triggers ignition). Repair this critical safety fault immediately.
Causes
— Worn or aged knee airbag wiring harness insulation contacts the dashboard metal frame or power wiring harness, causing a short circuit. This commonly occurs after driving through water, underbody scraping, or prolonged driving on rough roads.— Misaligned pins, backed-out pins, or water ingress from poor sealing inside the yellow airbag connector (usually located under the driver's side dashboard or left of the steering column) cause a short circuit between the power pin and the airbag signal wire.— Vehicle modifications (such as installing a dash cam or floor mat retaining clips, or modifying the audio system) pierce or crush the knee airbag wiring harness, damaging the insulation and causing a short to power.+2 more →
Actions
— Safe power-off: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to ensure the SRS backup capacitor discharges completely). Do not connect or disconnect the airbag connector while powered on.— Location and inspection: Remove the driver-side knee trim panel (Lower Panel) and locate the left knee airbag module (below the left side of the steering column) and the dedicated yellow connector. Visually inspect the wiring harness for wear, crushing, or modification, and check the connector for water ingress, corrosion, or exposed pins.+5 more →
B1719›
DTC B1719 indicates a short to B+ in the Driver Side Knee Airbag squib circuit. In the SRS (Supplemental Restraint System) architecture, the knee airbag squib is a low-value resistor (standard value 2.0 ± 0.3 Ω). Under normal conditions, the airbag ECU triggers the squib by controlling the ground circuit. When the diagnostic system detects the circuit voltage continuously exceeding the threshold (typically above 4.5V, approaching the 12V battery voltage), it identifies a short to power. This fault results in the following: 1) The ECU actively disables the airbag circuit, preventing deployment during a collision and resulting in a loss of driver leg protection. 2) A potential safety risk exists; in extreme cases, circuit abnormalities may cause unintended airbag deployment. 3) The SRS enters fail-safe mode and continuously illuminates the instrument cluster airbag warning light. Inspect for damaged wiring harness insulation, misaligned connector terminals, electrolytic short circuits caused by fluid ingress, and internal short circuits within the airbag module squib.
Causes
— Prolonged chafing of the knee airbag wiring harness against the dashboard metal frame or steering column edge damages the insulation, causing a short to the constant power supply wire.— Manufacturing defects, moisture ingress, or aging cause an internal short circuit in the knee airbag module squib, resulting in abnormally low resistance.— Terminals in the yellow dedicated SRS connector under the driver's dashboard are bent, backed out, or improperly seated, contacting an adjacent power pin (such as constant 12V).+2 more →
Actions
— Safe power down: Turn off the ignition switch, disconnect the negative battery cable, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the driver's side lower dashboard trim panel (knee bolster) and inspect the knee airbag yellow 2-pin connector and wiring harness for damage, burn marks, water ingress, or modification crimp marks.+6 more →
B171912›
DTC B171912 indicates a short to the 12V power supply in the driver-side knee airbag igniter circuit. In the BYD SRS system, the normal resistance of the airbag igniter is 2.0 ± 0.3 Ω. The Airbag Control Unit (ACU) continuously monitors this resistance through a low-current diagnostic circuit. A "short to power" means the signal wire or return wire in the igniter circuit shorts to the vehicle constant power (B+), causing circuit resistance to rise abnormally (approaching infinity or exhibiting short-circuit characteristics). This fault is extremely dangerous. It can cause the airbag to deploy unexpectedly while driving, injuring occupants. Alternatively, during a collision, the ACU may detect the circuit fault and fail to trigger the airbag, disabling the protection function. Upon detecting this fault, the ACU immediately illuminates the instrument cluster SRS warning light and locks the airbag system into fail-safe mode.
Causes
— The knee airbag wiring harness chafes beneath the steering column or at the instrument panel frame, damaging the insulation and shorting to the body power wiring harness.— Knee airbag connector (usually located under the dashboard near the centre console): bent pins, backed-out pins, or water ingress causing a short circuit between the power and signal pins.— During improper modifications (such as installing dash cams, full-coverage floor mats, or scuff plates), mounting screws or clips pierce the wiring harness, causing a short circuit between multi-core wires.+2 more →
Actions
— Safe power down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the ACU energy storage capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Inspect the wiring harness below the driver's knee and under the instrument panel for wear, scorching, or pinch marks. Focus on contact points between the wiring harness and the steering column or metal brackets.+7 more →
B171C-00›
DTC B171C-00 indicates the driver's knee airbag circuit resistance is 0 Ω, representing a hard short. In the SRS (Supplemental Restraint System), normal airbag squib resistance is 2.0-3.0 Ω. A 0 Ω reading indicates a line short to ground between the SRS ECU and the knee airbag, an internal short in the airbag squib, or a short caused by abnormal connector terminal contact. This fault triggers the SRS fail-safe mode. The airbag may fail to deploy during a collision, or in extreme cases, the wiring fault could cause unintended deployment (a low-probability theoretical risk). Because the knee airbag sits in front of the driver's knees (beneath the dashboard), water ingress, physical impacts, or aftermarket modifications easily affect this area. Consequently, it is one of the SRS components most prone to short circuits.
Causes
— Loose knee airbag connector (yellow plug), backed-out terminal, or water ingress corrosion causing a short circuit between terminals or a short to ground. Commonly occurs after vehicle wading or improper cabin cleaning.— Internal short circuit in the knee airbag squib (inflator). This internal component fault typically results from airbag assembly aging or previous external impact (such as a forceful knee strike).— Damaged wiring harness insulation causing a short to ground, especially under the steering column or near the instrument panel frame, where vibration and friction wear through the harness and cause contact with vehicle body metal.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate component: Remove the driver-side lower dashboard trim panel (knee bolster) and find the left knee airbag module (usually below the steering column) and the yellow 2-pin connector.+6 more →
B171C›
DTC B171C indicates the Airbag Control Unit (ACU) detects 0 ohms in the Driver Side Knee Airbag igniter circuit. This points to a short to ground in the circuit or an internal short in the igniter. In the BYD SRS system, normal airbag igniter resistance is 2.0-5.0Ω. When the ACU detects circuit resistance below the threshold (typically <0.8Ω), it registers a short circuit fault, illuminates the airbag warning lamp, and disables the airbag to prevent accidental deployment. During a frontal collision, the driver loses knee airbag protection, risking severe lower limb injury. This fault does not cause unintended airbag deployment.
Causes
— Internal short circuit in the left knee airbag igniter (damaged internal squib coil insulation causing an inter-turn short circuit)— Airbag wiring harness short to ground (wiring harness under dashboard chafes against body metal bracket, causing wear and grounding)— Short circuit between airbag connector terminals (water ingress and corrosion after wading, metal shavings bridging, or terminal deformation causing contact)+2 more →
Actions
— Use the BYD VDS2000 or a dedicated diagnostic tool to read the DTC, confirm B171C is a current fault (Active) that will not clear, and record the freeze frame data.— Visually inspect the lower left dashboard knee area for signs of impact, water ingress, or unauthorized modifications (such as aftermarket metal pedals).+7 more →
B171C1A›
DTC B171C1A indicates the Supplemental Restraint System (SRS) detects a 0Ω resistance in the Driver Knee Airbag ignition circuit, representing a typical short circuit fault. Normal airbag inflator resistance measures between 2.0 and 3.0Ω. A 0Ω resistance indicates a Line Short to Ground in the ignition circuit. Possible causes include an internal short circuit in the airbag module, damaged wiring harness insulation grounding to the chassis, or a short circuit between connector terminals. This fault causes the SRS control unit to flag the left knee airbag as unavailable, preventing deployment during a collision. The control unit also illuminates the airbag warning light continuously. The knee airbag is a critical restraint system component that protects the driver's lower limbs from dashboard intrusion. Consequently, this fault significantly reduces protection performance during a frontal collision.
Causes
— Left knee airbag module internal igniter short circuit: Moisture, aging, or manufacturing defects cause a short circuit between the positive and negative terminals of the heating wire or bridge wire inside the airbag.— Wiring harness short to ground: The wiring harness under the driver's side instrument panel (usually routed along the steering column or carpet) shorts to vehicle body metal due to insulation damage from wear, crushing, or water ingress.— Connector fault: Bent pins, corrosion from water ingress, or shorted terminals in the SRS-specific yellow connector (usually located under the dashboard or center tunnel), resulting in 0 resistance.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Visual inspection: Remove the driver-side lower instrument panel cover (knee bolster). Inspect the left knee airbag module exterior for damage, water stains, or burn marks. Inspect the wiring harness for obvious wear, crushing, or corrosion.+6 more →
B171D-00›
DTC B171D-00 indicates the resistance of the driver-side left knee airbag ignition circuit is below the normal threshold set by the SRS control unit (typically below 1.5Ω; the standard value is 1.6-2.4Ω). This fault indicates a short circuit in the knee airbag ignition circuit. Potential causes include an internal short in the airbag igniter coil, damaged wiring insulation causing a short between positive and negative circuits, or a short between connector terminals. The SRS system identifies the airbag circuit as abnormal. The knee airbag may fail to deploy during a collision or, in extreme cases, deploy unintentionally. Consequently, the system illuminates the airbag warning light and logs this fault code.
Causes
— Internal short circuit in the left knee airbag igniter: Manufacturing defects or prolonged high-temperature exposure damage the inter-turn insulation of the igniter coil inside the airbag module, dropping resistance below 1Ω.— Wiring harness wear and short circuit: Long-term vibration and friction against the metal bracket damage the harness insulation where the knee airbag wiring passes under the instrument panel near the steering column, causing direct contact between the positive and negative wires.— Connector water ingress and oxidation: Moisture enters the knee airbag connector (usually located low under the dashboard) during vehicle wading or interior cleaning, reducing insulation resistance between terminals or causing electrolytic corrosion.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Fault code confirmation: Use the BYD VDS diagnostic tool to read fault codes. Confirm whether B171D-00 appears alone or with other SRS fault codes. Check the real-time knee airbag resistance value in the data stream.+5 more →
B171D›
DTC B171D indicates the driver-side knee airbag igniter circuit resistance falls below the lower threshold calibrated by the SRS control unit (ACU), typically under 2.0 Ω. In the BYD SRS system, the knee airbag serves as a critical restraint system component, with a standard igniter resistance range of 2.0–3.0 Ω. A low resistance value indicates a short circuit risk. Potential causes include an internal short in the igniter assembly, a short between wiring harness connector pins, or a wiring harness short to ground or power. This fault causes the ACU to classify the airbag circuit as unsafe. During a collision, the knee airbag may fail to deploy, or in extreme cases, deploy unintentionally. Consequently, the SRS system illuminates the airbag fault warning lamp and may disable the entire airbag system.
Causes
— Knee airbag inflator (squib) internal coil short circuit: Manufacturing defects or prolonged vibration cause an inter-turn short circuit in the inflator internal coil, decreasing the resistance value.— Airbag wiring harness connector short circuit: The knee airbag connector under the left side of the dashboard (usually a yellow plug) shorts due to water ingress and corrosion from driving through water or improper vehicle cleaning, or from foreign matter bridging the terminals.— SRS wiring harness damage and short circuit: Long-term friction or compression where the harness passes through the dashboard frame or near the steering column damages the insulation, causing a short circuit to body ground or the 12V power wire.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes (to allow the SRS capacitor to discharge completely). Read and record all fault codes. Check for accompanying related fault codes such as B171C (resistance too high) and B171E (short to ground).— Visual inspection: Remove the driver-side knee panel. Inspect the knee airbag connector for looseness, water ingress, pin corrosion, or foreign object intrusion. Inspect the wiring harness near the steering column for wear or crush marks.+4 more →
B171D1A›
This DTC indicates the driver-side knee airbag module squib resistance falls below the SRS control unit (ACU) threshold (typically below 1.5Ω). The knee airbag mounts on the left side of the dashboard below the steering wheel to protect the driver's knees and lower limbs during a frontal collision. Low resistance typically indicates a short circuit in the squib circuit (short between wires, short to ground, or internal short within the airbag module), causing the ACU to detect abnormally low circuit resistance. This fault forces the SRS system into degraded mode. During a collision, the knee airbag may fail to deploy or deploy inadvertently. Simultaneously, the instrument cluster airbag warning light remains illuminated, severely compromising passive safety functions.
Causes
— Knee airbag module internal igniter short circuit: Moisture, manufacturing defects, or aging causes insulation failure between the positive and negative terminals of the igniter bridge wire inside the airbag module, dropping resistance below 1Ω.— Wiring harness abrasion/short circuit: Vibration, chafing, or pinching damages the insulation on the wiring harness from the ACU to the knee airbag (usually routed along the instrument panel crossmember or floor harness), causing a short circuit between core wires or a short to body ground.— Connector terminal short circuit: Deformed internal terminals, corrosion from water ingress, or metallic foreign objects inside the knee airbag connector (yellow, located below the left side of the dashboard) causing a short circuit between the positive and negative terminals.+2 more →
Actions
— Safety Preparation and Fault Confirmation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to discharge the SRS capacitor. Use VDS or a dedicated diagnostic tool to read all fault codes. Confirm if only B171D1A is present or accompanied by other airbag circuit faults.— Visual inspection and connector check: Check the knee airbag area under the dashboard for signs of impact, water stains, or removal/installation. Disconnect the knee airbag connector (yellow locking tab) and check the terminals for corrosion, deformation, or foreign matter.+4 more →
B171E-00›
DTC B171E-00 indicates the driver-side knee airbag ignition circuit resistance exceeds the normal threshold range (typically 1.5Ω-3.5Ω, depending on vehicle calibration) established by the SRS control module (ACU), registering as excessively high resistance. Potential causes include increased internal resistance in the airbag inflator, poor wiring harness connector contact, a wiring harness open or short circuit, or a faulty internal sampling circuit within the control module. This fault forces the SRS system into a degraded mode and illuminates the instrument panel airbag warning light. During a collision, the knee airbag may fail to deploy, compromising lower limb protection for the driver.
Causes
— Aging or moisture causes the knee airbag igniter internal resistance to drift out of normal range.— Airbag wiring harness connector (usually located under the left side of the dashboard, yellow plug): terminals oxidized, loose, backed out, or corroded from water ingress.— Knee airbag wiring harness worn, broken, or pinched inside the instrument panel, reducing the effective conductive cross-sectional area.+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read and confirm DTC B171E-00, record freeze frame data, and check the airbag warning light status on the instrument panel.— Disconnect the battery negative terminal and wait at least 3 minutes to completely discharge the SRS system and prevent accidental airbag deployment.+6 more →
B171E›
DTC B171E indicates the driver-side knee airbag (Left Knee Airbag Module) firing circuit resistance exceeds the ACU (Airbag Control Unit) calibrated threshold (typically >3.0Ω, standard value 2.0-3.0Ω). Located under the left side of the dashboard, this airbag protects the driver's lower limbs from secondary impact during a frontal collision. High resistance essentially indicates an open circuit or high-impedance state. Causes include poor airbag connector contact, an open wiring harness inside the dashboard, an internal open circuit in the airbag inflator, or an ACU detection circuit fault. This fault forces the SRS system into fail-safe mode. It can prevent the knee airbag from deploying during a collision, continuously illuminate the instrument panel airbag warning light, and compromise the vehicle's passive safety system.
Causes
— Loose or oxidized knee airbag wiring harness connector: Water ingress, damp environments, or prolonged vibration causes terminal oxidation and increased contact resistance in the yellow dedicated airbag connector under the dashboard, creating a high-resistance condition.— Instrument panel wiring harness worn or open circuit: Instrument panel removal and installation, cabin air filter replacement, or aftermarket equipment installation crushes, cuts, or causes fatigue fractures in the knee airbag wiring harness near the steering column.— Knee airbag igniter fault: Aging, batch defects, or prolonged exposure to high temperatures causes an open circuit in the internal airbag igniter coil, resulting in infinite resistance.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor, preventing accidental airbag deployment and personal injury.— Initial inspection: Verify the yellow dedicated connector for the left knee airbag under the dashboard (usually a 2-pin yellow housing) is fully seated. Check for a broken locking tab and obvious signs of water ingress, oxidation, burning, or terminal back-out.+5 more →
B171E1B›
This fault code indicates the airbag control unit (SRS ECU) detects the left knee airbag (Driver Knee Airbag) igniter circuit resistance exceeds the calibrated upper limit (typically >3.5Ω; normal range is 2.0-3.0Ω). Excessive resistance indicates a high-resistance point in the igniter circuit. Potential causes include poor connector contact, a partially broken wiring harness, oxidation, or an aging spiral resistance wire inside the airbag module. This fault forces the SRS system into a degraded protection mode, and the left knee airbag may fail to deploy during a collision (this airbag protects the driver’s lower limbs from rearward steering column movement or instrument panel intrusion). The airbag warning light remains illuminated on the instrument panel, and some models trigger a warning buzzer. Because this fault affects a core passive safety system function, it presents a safety risk and requires immediate inspection.
Causes
— The knee airbag wiring harness connector (a yellow plug usually located behind the driver-side knee trim panel) is loose, has backed-out terminals, or has oxidized pins, causing increased contact resistance.— Broken igniter spiral resistance wire inside the airbag module, or dry solder joint (component aging or production batch defect)— Physical damage to the wiring harness: Wiring harness wear from kicking in the driver's footwell, or the wiring harness below the steering column chafing against a metal bracket, causing partial copper wire breakage.+2 more →
Actions
— Safe power down: Turn off the ignition switch, disconnect the battery negative terminal, and wait at least 90 seconds to completely discharge the SRS backup power supply and prevent accidental airbag deployment during repair.— Visual inspection: Remove the driver-side lower trim panel (knee bolster). Verify the yellow airbag connector is fully seated and the locking tab is engaged. Inspect the terminals for signs of water ingress or green oxidation.+4 more →
B1721-00›
B1721-00 is a BYD SRS (Supplemental Restraint System) fault code indicating a communication interruption or open circuit between the front passenger (right) knee airbag and the Airbag Control Unit (ACU). The fault triggers when the ACU detects the right knee airbag deployment circuit resistance falls outside the normal range (typically 2.0Ω-3.0Ω), causing the system to register a 'not connected' state. During a collision, the right knee airbag may fail to deploy, leaving the front passenger's knees and lower limbs unprotected. Additionally, the SRS fail-safe mechanism may force the entire airbag system into a degraded mode, affecting the normal operating logic of other airbags.
Causes
— Right knee airbag connector loose or disconnected: Previous repairs (such as replacing the cabin air filter or removing and installing the dashboard) left the dedicated yellow connector under the passenger side dashboard incompletely locked, or prolonged driving on rough roads loosened the connector.— Wiring harness wear or breakage: The knee airbag wiring harness routes behind the front passenger glove box and through the floor harness channel. Excessive compression from the glove box, or detached retaining clips causing long-term friction against metal edges, can cause a short or open circuit.— Knee airbag module internal fault: Airbag squib open circuit or abnormal resistance. Typical causes include airbag aging, poor internal solder joints, or moisture ingress.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment; wear an anti-static wrist strap.— Fault code confirmation: Use the VDS2000 or VDS3100 diagnostic tool to access the SRS system. Read and record the freeze frame data (Freeze Data) for B1721-00. Check if it is a current fault (Present) or a history fault (History). Check for accompanying fault codes (such as B1720-00 left knee airbag fault).+5 more →
B17211B›
DTC B17211B indicates the Supplemental Restraint System (SRS) detects a communication loss or abnormal resistance between the right knee airbag (typically located under the passenger-side dashboard) and the SRS control module. Specifically, this fault indicates an open airbag igniter circuit (resistance too high, typically >10Ω), which the system registers as a "not connected" state. This condition prevents the right knee airbag from deploying during a collision and continuously illuminates the airbag fault warning lamp. This constitutes a hard fault or intermittent open circuit requiring immediate repair to ensure passive safety system integrity.
Causes
— Knee airbag wiring harness connector loose or disconnected: After vehicle repair, modification, or collision repair, an incompletely locked yellow SRS connector under the dashboard or a damaged locking mechanism causes poor contact.— Airbag igniter internal open circuit: Broken internal igniter wire in the right knee airbag inflator (due to aging, moisture ingress, or minor impact damage), causing infinite circuit resistance.— Wiring harness wear or breakage: Vibration and friction during long-term use damage the insulation and break the copper core of the wiring harness beneath the dashboard, especially where it passes over metal bracket edges.+2 more →
Actions
— Safety preparation: Park the vehicle on a level surface, turn the ignition switch to OFF, and disconnect the negative battery cable. Wait at least 90 seconds to allow the SRS system backup power supply to fully discharge and prevent accidental airbag deployment.— Fault Confirmation: Use the BYD dedicated diagnostic tool (VDS or ED400) to read the fault code. Confirm B17211B is a Current fault, not a History fault. Read the data stream to check the airbag resistance value.+5 more →
B1722-00›
DTC B1722-00 indicates the SRS (Supplemental Restraint System) control unit detects an abnormally low-resistance connection to body ground (short to ground) in the right knee airbag (front passenger side knee airbag) squib circuit. The knee airbag contains a gas generator electrothermal igniter (typical resistance 2 ± 0.5 Ω). The SRS module determines circuit integrity by monitoring circuit current and resistance. If damaged wiring harness insulation contacts vehicle body metal, water enters the connector causing a short between terminals, or the internal airbag module igniter shorts, circuit resistance drops to nearly 0 Ω. The control unit immediately cuts power to the circuit and illuminates the airbag fault warning lamp to prevent unintended airbag deployment or insufficient ignition energy. In this condition, the right knee airbag fails to deploy during a collision, and the entire SRS system may enter a degraded protection mode.
Causes
— Harness mechanical damage: Detached or improperly installed retaining clips cause the right knee airbag harness to rub against sharp metal edges when passing through the instrument panel frame or firewall. Prolonged friction damages the insulation, causing the copper core wire to contact the vehicle body ground directly.— Connector water ingress and corrosion: Water enters the right knee airbag connector (located low beneath the center console) during vehicle wading, A/C condensate leaks, or high-pressure washing, causing electrolytic corrosion between the terminals and creating a short circuit path.— Incorrect center console removal or installation: When repairing the air conditioning system or center control components, removing or installing the center console pinches the wiring harness between the dashboard and the body. Alternatively, an incompletely seated connector bends the terminals, causing them to contact the metal frame.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF. Disconnect the low-voltage battery negative terminal and wait at least 90 seconds to fully discharge the SRS system energy storage capacitor. Place 'Airbag Under Repair' warning signs on the steering wheel and instrument panel.— Fault confirmation: Connect the BYD VDS or Launch X-431 diagnostic tool, enter the SRS system to read fault codes, and confirm B1722-00 is a current fault (Active) and not a history fault. Check the right knee airbag circuit resistance in the data stream (should display <1Ω or short circuit).+6 more →
B172211›
DTC B172211 indicates the Supplemental Restraint System (SRS) detects an abnormally low-resistance path (short circuit) to body ground in the right knee airbag (passenger-side knee airbag) ignition circuit. Under normal conditions, the airbag igniter circuit resistance should be between 2.0 and 3.0 Ω. The ECU determines a short to ground when it detects circuit resistance below 1.0 Ω or voltage to ground near 0 V. This fault prevents proper airbag deployment during a collision (as the ECU disables the circuit to protect the power supply) or, in extreme cases, causes unintended deployment. Simultaneously, the SRS enters fail-safe mode, illuminates the airbag warning light, and may lock the entire airbag system, severely compromising passive safety performance.
Causes
— The right knee airbag wiring harness rubs against the instrument panel crossmember or glovebox bracket over a long period, damaging the insulation and shorting the wire directly to the metal body.— Water ingress and oxidation at the airbag connector (yellow double-locking plug) located below the right side of the center console creates a short-to-ground path between the pins, especially after vehicle wading or an air conditioning drain blockage.— Airbag module aging or previous external impact usually breaks down the bridge wire insulation in the knee airbag module internal squib, causing an internal short to ground.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds for the SRS backup capacitor to discharge fully to prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS diagnostic tool to read the fault code, confirm B172211 is a current fault (Active) rather than a history fault, and record the freeze frame data.+6 more →
B1723-00›
B1723-00 indicates the Supplemental Restraint System (SRS) detected a short to vehicle power (B+, 12V) in the ignition circuit (squib circuit) of the right knee airbag (passenger-side knee airbag, typically located below the right side of the dashboard). Under normal conditions, the SRS control unit (ACU) maintains a specific voltage across the airbag inflator terminals (typically a 5V or 12V pulse diagnostic voltage), and circuit resistance measures between 2.0 and 3.0 Ω. When the ACU detects the circuit voltage remains at or near battery voltage (>10V), it identifies a short to power. This fault can cause: 1) the right knee airbag to fail to deploy properly during a collision; 2) the SRS to enter fail-safe mode, disabling all airbag functions; 3) a potential risk of unintended airbag deployment. This severe-level fault requires immediate repair.
Causes
— Damaged right knee airbag wiring harness or aged insulation contacts body power wires (e.g., constant 12V line), causing a short circuit. This commonly occurs at the harness pass-through hole under the dashboard or near the steering column.— Airbag connector (usually a yellow plug): Water ingress, corrosion, or terminal deformation causes a short circuit between terminals, especially after vehicle wading or an air conditioning condensate leak.— During instrument panel (IP) removal and installation, a pinched wiring harness, damaged retaining clips, or worn harness protective sleeve exposes the copper wire, causing contact with the metal frame or power wire.+2 more →
Actions
— Safety preparation: Power down the vehicle, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS backup capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD dedicated diagnostic tool (VDS or ED400) to read fault codes. Confirm B1723-00 is a current fault (Active) and check for other accompanying fault codes (such as B1722, B1724, etc.).+6 more →
B1723›
This DTC indicates a short to vehicle power (B+) in the SRS (Supplemental Restraint System) Right Knee Airbag ignition circuit. Under normal operating conditions, the airbag ignition circuit remains isolated from the power supply. The SRS ECU triggers the circuit with a specific current only during a collision. When the control unit detects a short to power in this circuit, it logs a severe fault, immediately illuminates the airbag warning lamp, and enters fail-safe mode. This mode may disable the entire airbag system to prevent accidental deployment or system failure. During a frontal collision, the knee airbag limits the forward movement of the occupant's lower limbs, preventing femur and hip injuries caused by the knees striking the instrument panel. Therefore, this fault directly compromises occupant passive safety protection.
Causes
— A worn or crushed right knee airbag wiring harness causes a short circuit to the power supply harness. Common causes include tight harness routing under the dashboard or metal edge burrs cutting the insulation.— Water ingress, oxidation, or deformed terminals in the airbag connector (usually located behind the glove box or on the right side of the dashboard), causing a short circuit between the power terminal and the signal terminal.— Internal short circuit between layers in the clock spring (spiral cable). Although knee airbag wiring typically does not route through the steering wheel clock spring, some models use an intermediate connector.+2 more →
Actions
— Use a BYD dedicated diagnostic tool (VDS or ED400) to read fault codes. Confirm B1723 is a Current fault, not a History fault, and check for other SRS fault codes.— Disconnect the battery negative cable and wait at least 90 seconds (120 seconds for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.+7 more →
B172312›
DTC B172312 indicates the Supplemental Restraint System (SRS) detects an abnormally low-resistance path between the right knee airbag (Knee Airbag - Passenger Side) ignition circuit and the vehicle positive power supply (+B, usually 12V). In the SRS, normal airbag squib resistance is typically 2-3Ω. The ECU supplies a low-voltage detection signal. When the circuit shorts to power, the ECU detects an abnormally high voltage or a constant 12V and logs a Short to B+ fault. This severe active safety system fault may cause: 1) the airbag to fail to deploy during a collision (the short circuit diverts ignition energy); 2) unexpected airbag deployment in extreme cases due to short-circuit current; 3) the SRS to enter fail-safe mode, restricting all airbag functions. The '12' in the DTC is the sub-code specifically indicating a short-to-power fault.
Causes
— Damaged right knee airbag wiring harness insulation contacts the instrument panel frame or power wiring harness (e.g., IGN+, constant power +B) and causes a short circuit. Typically occurs after water ingress, underbody impact, or rodent damage.— Water ingress, corrosion, or bent pins in the right knee airbag connector (usually located under the right side of the dashboard, near the rear of the glove box) causing continuity between the power pin and the airbag igniter pin.— Insulation failure of the internal squib in the knee airbag assembly causes an internal short to power, usually resulting from airbag module aging or previous external impact.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use VDS or the BYD dedicated diagnostic tool to read the fault code. Confirm B172312 is a current (Active) fault, not a history fault. Record freeze frame data (ambient temperature, vehicle speed, etc.).+6 more →
B1726-00›
DTC B1726-00 indicates the Airbag Control Module (ACM) detects an abnormal resistance of 0 ohms (or below 0.8 Ω) in the Passenger Knee Airbag igniter circuit, evaluating it as a wiring short to ground or an internal short circuit within the airbag module. In BYD Qin series and similar models, this DTC strictly corresponds to the right knee airbag circuit. However, the SRS systems in other models (such as Song Pro, Tang DM-i, and Qin Plus) define this code as a front passenger seat Occupant Classification Sensor (OCS) circuit fault. Regardless of the specific definition, the SRS system detects abnormal circuit impedance in the passenger-side lower safety protection device. This causes the system to enter fault protection mode, disable the airbag deployment function, and illuminate the instrument cluster airbag warning light. A 0-ohm resistance typically indicates a short circuit risk; prevent accidental deployment or complete failure.
Causes
— Right knee airbag module internal igniter short circuit: Moisture ingress, aging, or manufacturing defects in the airbag assembly cause a short circuit in the internal heating wire.— Harness short to ground: The harness from the ACM to the right knee airbag has chafed or damaged insulation inside the dashboard, behind the glove box, or in the floor wiring channel, grounding to the body metal.— Connector fault: Bent pins, oxidation, water ingress, or loose connections at the airbag wiring harness plug (usually located under the passenger-side dashboard) causing a short circuit between the positive and negative terminals.+2 more →
Actions
— Safety preparation and initial inspection: Disconnect the battery negative terminal and wait 3 minutes to discharge the SRS capacitor. Use VDS2000 or Launch X431 to read all fault codes. Confirm B1726-00 is a current fault and check for accompanying communication fault codes (such as U0151).— Connector and visual inspection: Remove the passenger-side dashboard lower trim panel. Check the white/yellow 2-pin connector of the right knee airbag (located below the glove box or on the lower right side of the dashboard) for looseness, water ingress, or oxidation. Measure the resistance between the wiring harness terminals at the connector (normally open circuit, must not be 0).+4 more →
B1726›
DTC B1726 indicates the SRS (Supplemental Restraint System) control unit detects a Right Knee Airbag circuit resistance of 0Ω or near 0Ω. Normal airbag inflator resistance is 1.5-3.0Ω. A resistance of 0Ω indicates a short circuit in the airbag circuit. Potential causes include an internal short in the airbag inflator, a wiring harness short to ground, or a short between connector terminals. This fault causes the SRS to enter protection mode. During a collision, the Right Knee Airbag may fail to deploy normally. The system also illuminates the airbag warning light and may disable the entire airbag system to protect occupants.
Causes
— Internal short circuit in right knee airbag igniter: Moisture, aging, or manufacturing defects cause the igniter bridge wire inside the airbag module to short between the positive and negative terminals.— Harness short to ground: Wear, crushing, or rodent bites damage the insulation on the yellow dedicated harness from the SRS ECU to the right knee airbag (usually located under the dashboard, right of the center console), shorting the harness to body ground.— Connector fault: Knee airbag connector (usually located behind the glovebox or on the dashboard crossmember) improperly locked, bent terminals causing a short circuit, or shorting bar failing to disengage, causing a continuous short circuit.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to discharge the SRS capacitor fully). Use a multimeter to confirm the system has no residual high voltage.— Fault confirmation: Connect the diagnostic tool, read the DTC, and record the freeze frame data. Confirm B1726 is a current (Active) fault, not a historical fault. Clear the fault code. If the code reappears immediately, the fault is persistent.+7 more →
B17261A›
DTC B17261A indicates the front passenger seat Occupant Classification System (OCS) sensor detects a circuit resistance of 0 or an open circuit. This sensor integrates into the front passenger seat cushion and uses pressure-sensing elements to monitor seat occupancy status in real time (empty/child/adult classification). A resistance of 0 typically indicates a short to ground in the sensor power or signal wire, an internal open circuit, or a disconnected connector. This fault causes the airbag control unit (SDM) to enter degraded mode, preventing it from accurately determining the front passenger type during a collision. The SDM may incorrectly suppress the front passenger frontal and knee airbags, or cause unintended airbag deployment, severely compromising the passive safety system protection strategy.
Causes
— Ruptured pressure-sensing diaphragm inside the OCS sensor body or burnt circuit board causing abnormal resistance (normal range: 50-200Ω).— Loose connection, oxidation, backed-out pins, or poor contact at the white 4-6 pin wiring harness connector under the seat, causing signal interruption.— Excessive pulling of the seat wiring harness during vehicle modifications (such as installing leather upholstery or seat covers) or repairs causes internal wire breakage.+2 more →
Actions
— Use the BYD dedicated diagnostic tool VDS to read fault codes. Confirm the current status of B17261A and freeze frame data. Check for related fault codes, such as 'Lost communication with front passenger seat occupancy sensor'.— Visually inspect the OCS sensor wiring harness connector under the front passenger seat (usually located in front of the seat slide rail) for looseness, backed-out pins, or oxidation. Check the wiring harness for pinching or damage.+5 more →
B1727-00›
This DTC indicates the Airbag Control Unit (ACU) detects the right knee airbag (front passenger knee airbag) squib circuit resistance is below the system calibration threshold (typically <1.0Ω; normal range: 2.0-3.0Ω). Low resistance indicates an abnormally low-resistance path in the circuit. A short to ground, a wire-to-wire short, or an internal short in the airbag squib typically causes this condition. This fault presents two severe risks: first, short-circuit current can trigger unintended airbag deployment, injuring occupants; second, excessive circuit current during a collision can burn the contacts, preventing airbag deployment. This fault constitutes an active safety system failure. The vehicle remains drivable, but the airbag system enters degraded protection mode. During a collision, the right knee airbag and any other airbags with related faults will fail to deploy.
Causes
— Internal short circuit in the knee airbag igniter: Manufacturing defects or moisture ingress damage the insulation on the igniter bridge wire inside the airbag assembly, causing an internal short circuit.— Physical damage to the wiring harness: The metal frame crushes or cuts the knee airbag wiring harness (usually in a yellow sleeve) during dashboard removal and installation, carpet replacement, or front passenger glovebox repair, causing a short to ground.— Connector water ingress and corrosion: Driving through water, A/C condensate leaks, or floor cleaning allows water to enter the airbag connector under the front passenger floor (usually located at the lower center console or beneath the front passenger seat), causing an electrolytic short circuit between terminals.+2 more →
Actions
— Safety preparation and diagnostic confirmation: Use the BYD ED400/ED600 diagnostic tool to read the DTC. Confirm B1727-00 is a current fault and the freeze frame data shows abnormal resistance (usually <0.5Ω). Disconnect the battery negative terminal and wait at least 90 seconds to allow the SRS capacitors to fully discharge.— Visual inspection and location: Remove the passenger-side lower dashboard trim panel (knee bolster). Inspect the yellow connector of the right knee airbag module (located on the frame beneath the glovebox) for looseness, water ingress, or obvious corrosion. Inspect the wiring harness for crushing by the frame edge or piercing by screws.+5 more →
B1727›
DTC B1727 indicates the SRS (Supplemental Restraint System) ECU detects Passenger Knee Airbag squib circuit resistance below the calibrated threshold (typically <1.0Ω or <1.5Ω, depending on vehicle calibration). This fault represents an abnormally low impedance in the squib circuit. Potential causes include an internal short circuit in the squib coil, a wiring harness short to ground, a short between connector terminals, or a faulty internal sampling circuit within the SRS ECU. Low resistance typically indicates an abnormal current path, causing the SRS system to identify a risk of unintended deployment or monitoring failure. The system subsequently illuminates the airbag warning light and may disable the entire airbag system. This results in the loss of knee protection during a collision and disrupts the normal deployment logic of other airbags.
Causes
— Right knee airbag igniter internal inter-turn short circuit: Damaged insulation on the internal igniter coil reduces the effective number of turns and lowers resistance. Airbag aging, moisture ingress, or manufacturing defects usually cause this fault.— Harness short to ground: Damaged insulation on the wiring harness (usually in a yellow sleeve) from the SRS ECU to the right knee airbag contacts vehicle body metal, shunting current and causing a low resistance reading.— Connector terminal short circuit or bridging: Bent pins, metallic foreign objects bridging the terminals, or water ingress corrosion in the airbag connector in the front passenger-side knee area (usually under the dashboard) reduce impedance between terminals.+2 more →
Actions
— Safety precautions and initial checks: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to discharge the SRS capacitor). Use a megohmmeter to confirm the system has no residual high voltage. Read the SRS data stream and record the specific current resistance value of the right knee airbag (e.g., 0.3Ω, 0.8Ω) to determine if the fault is intermittent or continuous.— Visual inspection and connector check: Inspect the yellow SRS connector in the front passenger knee airbag area (lower right side of the dashboard) for looseness, water ingress, or foreign matter. Disconnect the airbag connector. Measure the resistance between the airbag-side terminals using a special probe. Do not insert the probe directly into the terminals to prevent damage. Standard value: 1.5-3.5Ω. If the resistance is normal, the fault is in the wiring harness or ECU. If the resistance is low, replace the airbag module.+3 more →
B17271A›
BYD's diagnostic system assigns two definitions to DTC B17271A depending on the vehicle platform. On early ICE platforms like the Qin PRO, the code indicates the right passenger knee airbag ignition circuit resistance falls below the standard threshold (normal range 1.5–3.0 Ω, measured value <1.0 Ω). This indicates a hard short in the circuit, an internal short in the airbag module, or damaged wiring insulation, which may prevent normal airbag deployment or cause unintended deployment without a collision. On newer platforms like e-Platform 3.0 and DM-i, the code indicates a left rear blind spot detection (BSD/BSDA) radar sensor fault. Causes include hardware damage, CAN communication interruption, a power supply short circuit, or loss of system calibration data. Both scenarios constitute a safety-related system failure. The vehicle remains drivable with caution, but safety protection functions operate with limitations. Repair the vehicle immediately.
Causes
— Internal circuit short or breakdown in the left rear BSD radar sensor (e.g., damaged voltage regulator module causing power supply short to ground)— Water ingress, oxidation, loose terminals, or poor contact at the radar wiring harness connector (common after car washes, wading, or exposure to rainy, high-humidity environments)— Radar mounting bracket deformed, loose, or misaligned, causing signal interference or calibration failure (common after accident repairs)+2 more →
Actions
— Use the VDS2000 diagnostic tool to read the complete fault codes and freeze frame data. Confirm the B17271A status (current/history/intermittent) and accompanying fault codes (e.g., U015487 communication fault).— Visually inspect the left rear bumper radar sensor for physical damage. Check the bracket mounting tightness and the fitment gap with the bumper (there must be no gap).+5 more →
B1728-00›
DTC B1728-00 indicates the Airbag Control Unit (ACU) detects the squib circuit resistance of the right knee airbag (usually located beneath the passenger-side dashboard) exceeds the calibrated threshold. The normal range is typically 1.5-3.0 Ω, varying by vehicle calibration. High resistance generally means >3.5 Ω or a near open-circuit condition. This is an actively monitored SRS fault. The ACU continuously monitors the airbag squib circuit current and resistance to determine circuit integrity. High resistance indicates a high-resistance connection in the squib circuit. This may result in insufficient ignition energy during a collision, preventing proper airbag deployment. In extreme cases, the system detects an open-circuit fault and triggers a secondary lockout, compromising the entire airbag system operation. This fault illuminates the instrument cluster SRS warning lamp and forces the vehicle passive safety system into a degraded protection mode.
Causes
— Poor contact at the right knee airbag wiring harness connector: Long-term vibration causes backed-out pins, oxidation, corrosion, or looseness at the airbag connector under the passenger-side dashboard, increasing contact resistance (common in vehicles with water ingress or operated in high-humidity environments).— Knee airbag module internal igniter fault: Bridge wire oxidation, moisture ingress, or manufacturing defects inside the airbag igniter cause resistance to drift higher, indicating a fault in the airbag module itself.— Partial open circuit or hidden high resistance in the wiring harness: The harness connecting the ACU to the right knee airbag has partially broken internal copper wires or loose crimp points where it passes through the instrument panel frame, floor, or hinge, creating a high-resistance path rather than a complete open circuit.+2 more →
Actions
— Connect BYD VDS2000 or a dedicated diagnostic tool. Read DTC B1728-00 and freeze frame data. Record ambient temperature, voltage, and vehicle status at the time of the fault. Confirm whether the fault is intermittent.— Perform an airbag system self-diagnosis and check for accompanying fault codes (if B1728-00 appears with communication fault codes, troubleshoot the CAN wiring harness first).+6 more →
B1728›
DTC B1728 indicates the SRS (Supplemental Restraint System) ECU detects the right knee airbag squib circuit resistance exceeds the calibrated threshold (the normal range is typically 1.5-3.0Ω; actual thresholds vary by vehicle software version, generally triggering this code at >3.5Ω). Electrically, excessive resistance indicates a high-impedance point in the circuit, resulting from increased contact resistance, a partial open circuit, or squib aging. This hard or intermittent fault causes the SRS to enter a degraded mode. During a collision, the airbag may fail to inflate, experience delayed inflation, or deploy with insufficient energy, failing to effectively protect the occupant's knees and lower limbs. Simultaneously, the instrument cluster airbag warning light remains illuminated, and the system may lock other airbag circuits.
Causes
— Pin oxidation, terminal back-out, or insufficient contact pressure at the right knee airbag module connector (usually located below the steering wheel or inside the right side of the dashboard), causing increased contact resistance.— Corroded or deformed shorting bar in the clock spring or knee airbag wiring harness fails to fully disengage or makes poor contact, introducing additional resistance.— Microscopic fractures or carbonization of the internal ignition wire in the right knee airbag squib cause the resistance value to drift upward (common in older vehicles or vehicles involved in minor collisions without airbag deployment).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes (5 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Diagnostic confirmation: Use VDS or a dedicated diagnostic tool to read the fault code. Check the resistance value in the freeze frame data to confirm the fault is Current, not History.+6 more →
B172B›
DTC B172B indicates the SRS (airbag) control unit detects an open circuit or disconnected condition in the left middle-row side airbag module (typically located inside the left B-pillar trim or on the side of the left rear seat). An abnormal resistance value in the circuit between the control unit and the airbag squib (typically infinite or outside the normal 2-3Ω range) causes the system to determine the airbag module is physically disconnected or internally open. This fault prevents the left middle-row side airbag from deploying during a side-impact collision. The SRS system may also enter a degraded protection mode, continuously illuminate the instrument panel airbag warning light, and restrict seat belt pretensioner function on some models.
Causes
— Loose connection, backed-out pins, or poor contact at the left middle row side airbag module connector (commonly due to connector oxidation after water ingress, or failing to fully seat the connector after removing and installing the B-pillar trim panel)— Airbag wiring harness open circuit or short circuit due to wear (especially the yellow SRS harness under the seat or at the B-pillar; frequent seat fore/aft adjustment or door opening and closing often causes harness fatigue breakage).— Internal open circuit in the left middle row side airbag module (gas generator igniter aging or detached internal solder joint causing abnormal resistance)+2 more →
Actions
— Safe power-off: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Remove the left B-pillar lower trim panel or left rear seat side cover. Check the left middle-row side airbag module (yellow connector) for looseness, water ingress, corrosion, or backed-out pins. Clean the connector and reconnect it securely. Confirm the locking tab engages fully.+5 more →
B17281B›
DTC B17281B indicates the Supplemental Restraint System (SRS) detects the right knee airbag (front passenger knee airbag) igniter circuit resistance exceeds the normal threshold (typically >3.5Ω; normal range 1.5-3.0Ω). This open-circuit fault indicates high resistance or an open circuit in the airbag igniter circuit. When the SRS control module detects continuously high resistance, it flags the airbag as abnormal, illuminates the airbag warning light, and disables deployment of the affected airbag. During a collision, the right knee airbag may fail to deploy, disabling lower limb and pelvic protection for the front passenger and increasing the risk of injury.
Causes
— Loose knee airbag module connector, backed-out pin, or oxidized terminal: Located under the passenger-side dashboard. Cabin humidity or vibration increases contact resistance.— Airbag igniter internal open circuit or aging: A broken igniter bridge wire or oxidized resistance wire inside the airbag module causes increased resistance.— Wiring harness open circuit or localized damage: Poor connection, breakage, or water corrosion in the wiring harness from the SRS ECU to the right knee airbag, inside the instrument panel or at the floor harness junction.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the DTC freeze frame data. Confirm the DTC status is Active, note the specific resistance value, and record the environmental data.— Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.+5 more →
B172B1B›
DTC B172B1B indicates the Supplemental Restraint System (SRS) detected a communication loss between the left middle-row (second-row left-side) side airbag module and the SRS control unit (ACU). This fault indicates an open airbag module circuit with resistance exceeding the threshold (typically >10Ω), preventing the control unit from detecting the module. Possible causes include a disconnected physical connector, broken wiring harness, faulty internal spiral cable (clock spring), or an open circuit within the module itself. Because the SRS uses a dual-stage deployment circuit, this fault prevents the left middle-row side airbag from deploying during a collision. It may also trigger a system self-check lockout, affecting the entire side airbag system.
Causes
— The airbag wiring harness connector under the seat or inside the B-pillar trim panel is loose, disconnected, or has poor contact, commonly caused by frequent seat adjustment or failing to fully engage the connector after B-pillar trim removal and installation.— Wiring harness fatigue fracture, especially harnesses routed through the seat frame or near the door hinge, where long-term bending and compression break the internal copper strands while the outer insulation remains intact.— Internal airbag module open circuit; abnormal internal squib resistance (open circuit or excessive resistance). Usually results from module aging, previous moisture exposure, or electrostatic discharge.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate the module: Remove the left middle-row seat side trim panel or lower B-pillar trim panel. Locate the side airbag module (usually marked 'SIDE AIRBAG') and its dedicated yellow connector.+4 more →
B172C›
DTC B172C indicates the Airbag Control Unit (ACU) detects an abnormally low-resistance path (typically <1Ω) between the left second-row side airbag squib circuit and body ground. In the SRS system, normal airbag squib resistance is approximately 2.0-3.0Ω. When the ACU detects a short to ground in the circuit, it registers a severe fault and triggers protection mode: immediately disconnecting power to the airbag circuit, illuminating the SRS warning lamp, and disabling left second-row side airbag deployment. This fault prevents the side airbag from inflating normally to protect the occupant during a collision, or in extreme cases, risks unintended deployment due to intermittent wiring contact.
Causes
— Mechanical damage to the under-seat wiring harness: During fore/aft adjustment of the left middle-row seat, the seat frame rubs against the floor wiring harness, damaging the insulation and causing the wire to contact the metal seat track.— Airbag connector water ingress and corrosion: Poor sealing of the airbag wiring harness connector under the seat (usually a yellow plug) allows water entry during vehicle wading or interior cleaning. Oxidized internal terminals cause a short to ground.— Airbag module internal igniter short circuit: Insulation failure of the igniter resistance wire inside the airbag gas generator causes a direct short to the metal housing.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Diagnostic confirmation: Use the BYD dedicated diagnostic tool (VDS2000/ED400) to read the DTC freeze frame data. Record the vehicle status at the time of the fault (mileage, temperature, voltage). Confirm B172C is a current fault, not a history fault.+5 more →
B172C11›
DTC B172C11 indicates the SRS (Supplemental Restraint System) detected an abnormally low-resistance path from the left second-row side airbag ignition circuit (usually the left B-pillar side airbag or seat side airbag) to body ground (GND), with a resistance typically <1Ω. The airbag system ignition circuit features a dual-circuit redundant design (high side and low side). Under normal conditions, resistance to ground should be >100kΩ. Upon detecting a short to ground, the SRS ECU identifies a risk of unintended deployment or failure to deploy. The ECU immediately illuminates the airbag fault warning lamp and disables that side airbag and any linked restraint systems (such as the seatbelt pretensioner). This is a hard short circuit, not an intermittent fault. Repair immediately for occupant safety.
Causes
— Wiring harness wear inside the left B-pillar trim panel: Prolonged driving on rough roads or repeated removal and installation of the B-pillar trim panel causes the side airbag wiring harness (usually wrapped in yellow corrugated conduit) to rub against sharp metal body edges. This friction damages the insulation, allowing the copper core to directly contact the chassis ground.— Under-seat harness pinched and shorted: On vehicles equipped with seat side airbags, dynamic movement between the seat fore-aft adjustment mechanism and the floor harness fixing point causes the seat slide rail to pinch or wear through the harness sleeve, resulting in a short to ground.— Connector water ingress and corrosion: An aging left front door seal or leaking window allows water to enter the airbag wiring harness connector at the A/B-pillar junction (usually inside the sill trim panel). The water forms an electrolytic conductive path between the pins, causing a short to ground.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap. Prepare a dedicated diagnostic tool (such as BYD VDS 3000 or Launch X-431) and a multimeter.— Freeze frame analysis: Connect the diagnostic tool to read the DTC freeze frame data. Record the vehicle speed, temperature, voltage, and other information from when the fault occurred. Determine whether it is a continuous fault (current DTC) or a historical fault.+5 more →
B172D›
DTC B172D indicates the Supplemental Restraint System (SRS) detects a short to vehicle power (B+) in the Left Second Row Side Airbag Module ignition circuit. During self-diagnostics or continuous monitoring, the Airbag Control Unit (ACU) detects an abnormally high voltage (near 12V battery voltage) in the left second row side airbag deployment circuit. This exceeds the normal monitoring range (typically a low voltage or specific resistance value). This short to power forces the airbag system into fail-safe mode, disables the affected airbag to prevent accidental deployment, and illuminates the airbag fault warning lamp. As the second row side airbag is part of the passenger restraint system, this fault constitutes a severe safety risk. The short circuit can prevent the airbag from deploying during a collision or, in extreme cases, trigger unintended deployment.
Causes
— Worn or pinched under-seat wiring harness: Frequent fore-and-aft adjustment of the left middle-row seat or passengers stepping on the harness damages the side airbag wiring harness insulation, causing contact with the power wire.— Airbag module internal short circuit: Igniter bridge wire inside the left middle-row side airbag assembly shorts to the housing or power terminal, usually due to a manufacturing defect or water ingress.— Connector terminal misalignment: A backed-out or bridged terminal in the yellow airbag connector under the seat (usually near the seat rail) shorts the ignition circuit terminal to the power supply terminal.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS system capacitor. Wear an anti-static wrist strap and disable the vehicle high-voltage system (for hybrid or electric vehicles).— Fault Confirmation and Freeze Frame Analysis: Use a dedicated BYD diagnostic tool (VDS or ED400) to read the fault code. Confirm B172D is a current fault (Active). Record the voltage values in the freeze frame data and the vehicle status at the time of the fault.+6 more →
B172D12›
In DTC B172D12, "B" indicates the Body/Safety system, "172D" identifies the Left Middle Row Side Airbag, and "12" indicates a Short to B+. This fault indicates the airbag control unit (SRS ECU) detects abnormal continuity between the Left Middle Row Side Airbag squib circuit and the vehicle power supply (12V). Under normal conditions, the airbag squib resistance is approximately 1.5-3.0Ω. The SRS ECU monitors circuit current and voltage through the low-side or high-side driver circuit. When the ECU detects circuit voltage continuously exceeding the threshold (typically >5V and approaching battery voltage), it identifies a short to B+. This fault prevents normal airbag deployment (causing failure to deploy or unintended deployment during a collision). As a hard fault, it triggers a continuous SRS warning light, forces the system into fail-safe mode, and disables the affected airbag function.
Causes
— Harness wear near the seat slide rail: During forward and backward adjustment of the left middle-row seat, prolonged friction between the airbag harness and the seat frame or slide rail edge damages the insulation. The internal wires contact a power wire (such as the seat heating power supply or constant power wire), causing a short circuit.— Airbag module connector fault: Backed-out connector terminals, oxidation from water ingress, or bent pins cause a short circuit between the squib terminal and the power supply terminal. Common after vehicle wading or washing.— Airbag squib internal short circuit: Insulation breakdown in the airbag module gas generator squib shorts the resistance wire to the housing (excluding ground) or the power supply side. This typically results from an internal module defect or previous impact damage.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the BYD VDS diagnostic tool, read the complete DTC information and freeze frame data (recording vehicle speed, temperature, etc. at the time of the fault), and confirm B172D12 is a current fault (Active) rather than a history fault.+6 more →
B1730›
DTC B1730 indicates the airbag control unit (SRS ECU) detects a resistance of 0 ohms in the left second-row side airbag firing circuit (typically located inside the left B-pillar trim or on the side of the left second-row seat). This indicates a short to ground in the firing circuit, damaged wiring harness insulation shorting to ground, or an internal short circuit in the airbag module inflator. This fault forces the SRS system into fail-safe mode, preventing the left second-row side airbag from deploying during a side impact, and continuously illuminates the instrument cluster airbag warning light. Unlike high resistance (open circuit), a 0-ohm resistance typically means current flows directly to ground without passing through the inflator. This is a hard short circuit fault and requires immediate repair.
Causes
— Internal igniter short circuit failure in the left middle row side airbag module (manufacturing defect, or moisture ingress and aging causing an internal bridge wire short circuit)— Water ingress or bent pins causing poor contact at the airbag wiring harness connector (commonly caused by poor B-pillar trim panel sealing; rainwater seeps in and shorts the connector terminals together or to ground)— Harness wear causing a short to body ground (frequent seat adjustment, B-pillar trim removal/installation, or modifications pinch the harness and wear through the insulation)+2 more →
Actions
— Safety preparation: Power down the vehicle, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Fault Confirmation: Use VDS or a dedicated diagnostic tool to read the fault code. Verify B1730 is a current fault and does not clear. Record freeze frame data to check vehicle status when the fault occurred.+5 more →
B17301A›
DTC B17301A indicates the Supplemental Restraint System (SRS) detected a resistance of 0 ohms in the left middle-row (second-row left-side) side airbag module firing circuit, indicating a hard short circuit. Normal airbag squib resistance is between 2.0 Ω and 4.0 Ω. A resistance of 0 ohms indicates current passes directly through the circuit without load. Possible causes include an internal short circuit in the airbag ignition wire, a wiring harness short to ground, a short circuit between connector terminals, or a fault in the SRS control unit (ACU) internal detection circuit. Upon detecting this fault, the ACU immediately illuminates the airbag warning lamp and disables the left middle-row side airbag to prevent accidental deployment from the short circuit. Consequently, the airbag will fail to deploy during a collision, posing a severe safety hazard.
Causes
— Left center-row side airbag module internal igniter short circuit: Moisture, aging, overload, or manufacturing defects break down the insulation between the positive and negative terminals of the internal igniter wire, creating a short circuit.— Seat wiring harness worn and shorted to ground: When sliding the middle-row seat forward and backward or adjusting the backrest angle, the airbag wiring harness rubs against the seat frame, slide rail, or spring, damaging the insulation and shorting to the vehicle body ground.— Connector fault: Water ingress, bent pins, dislodged terminals, foreign objects, or oxidation in the yellow airbag-specific connector (usually equipped with a shorting bar) located under the seat or inside the C-pillar trim causes a short circuit between terminals.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system energy storage capacitor and prevent accidental airbag deployment and personal injury.— Fault confirmation: Use a VDS2000 or Launch X431 diagnostic tool to read the fault code. Confirm B17301A is a current (Active) fault, not a history fault. Record the resistance value and ambient temperature from the freeze frame data.+8 more →
B173712›
DTC B173712 indicates a short to power in the firing circuit of the right second-row side airbag module in the Supplemental Restraint System (SRS). Specifically, the "right second-row side airbag" typically refers to the side impact airbag located in the right B-pillar or the side of the right seat. The "12" suffix indicates a circuit short to battery positive (B+). This fault causes the following conditions: 1) The airbag may fail to ignite and deploy during a collision, resulting in a loss of side impact protection. 2) In extreme cases, unintended triggering may cause accidental airbag deployment. 3) The SRS control unit detects abnormally high circuit voltage (typically above 4.5V) and enters fault protection mode. This may disable the entire airbag system and continuously illuminate the instrument cluster airbag warning light.
Causes
— Damaged right middle-row side airbag wiring harness or aged insulation chafing against the body power wiring harness, resulting in a short circuit. Typically occurs after vehicle wading, underbody scraping, or incorrect harness routing during modifications.— Bent pins, backed-out pins, or corrosion from water ingress in the airbag connector (usually located under the seat or inside the B-pillar trim panel), causing a short circuit between the ignition circuit terminal and the power supply terminal.— Internal short circuit in SRS clock spring or insulation failure between coil windings, causing a short to power in steering wheel or seat side airbag circuit.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment and personal injury.— Visual inspection: Remove the right B-pillar lower trim panel or seat side trim panel. Check the right middle row side airbag connector (usually a yellow plug) for looseness, water ingress, corrosion, or foreign objects. Check the wiring harness for obvious damage or crush marks.+5 more →
B1731›
DTC B1731 indicates the Supplemental Restraint System (SRS) control unit detects the igniter circuit resistance for the left second-row side airbag module (typically located inside the left B-pillar trim panel or on the side of the left rear seat) falls below the normal threshold (BYD models typically specify 1.5-2.5Ω; refer to the workshop manual for exact specifications). Low resistance indicates an abnormal low-resistance path in the circuit. Potential causes include an internal short circuit in the igniter, a wiring harness short to ground, a short between connector terminals, or a faulty internal sampling circuit in the SRS ECU. This fault forces the SRS into fail-safe mode. During a side impact, the airbag may fail to deploy, or in extreme cases, trigger inadvertently. The instrument panel airbag warning light remains illuminated, indicating limited occupant protection system functionality.
Causes
— Left middle row side airbag module internal igniter short circuit (component aging or impact damage)— Damaged wiring harness insulation causing a short to ground or a short between positive and negative wires (commonly resulting from friction during movement at the seat adjustment mechanism or B-pillar hinge area).— Water ingress, corrosion, or terminal deformation in the airbag connector causes abnormal continuity between terminals (common after vehicle wading or due to poor sealing).+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault codes and freeze frame data. Confirm B1731 is a current fault, not a history fault, and record the environmental conditions present when the fault occurred.— Perform the airbag system safe power-down procedure: turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor. Before disconnecting the airbag module connector, short the wiring harness terminals on the SRS ECU side to prevent accidental deployment.+7 more →
B1732›
DTC B1732 indicates the Airbag Control Unit (ACU) detects the Left Middle Row Side Airbag Module squib circuit resistance falls outside the manufacturer's normal threshold (BYD standard is typically 1.6-2.0Ω, with a ±0.3Ω tolerance). "Resistance too high" usually means the resistance exceeds the upper limit (e.g., >2.5Ω or approaching an open circuit), indicating a high-impedance connection in the circuit. Connector oxidation, poor wiring harness connections, an internal open circuit in the airbag module, or increased partial winding resistance can cause this condition. Essentially, the SRS self-check detects reduced reliability in the secondary protection circuit. This condition can prevent the airbag from deploying fully within the specified time (typically <10ms) or with sufficient energy during a side-impact collision, degrading or disabling side-impact protection for the left middle-row occupant.
Causes
— Airbag wiring harness connector under the left middle-row seat (usually located near the seat rail or inside the lower C-pillar trim panel) is loose, has backed-out terminals, or is oxidized or corroded. This is especially common after vehicle wading or interior cleaning.— Poor contact, broken wire strands, or crushed wiring in the harness between the airbag module and the ACU (commonly at bend points from frequent fore-and-aft seat adjustment, or at the body-to-seat connector)— Increased internal igniter resistance in the left centre-row side airbag module (inflator winding ageing, internal solder joint oxidation, or intermittent open circuit), indicating component end-of-life failure.+2 more →
Actions
— Safety preparation: Turn the ignition switch to the OFF position, disconnect the negative battery terminal, wait at least 90 seconds (to fully discharge the SRS capacitor), and wear an anti-static wrist strap.— Fault Confirmation: Use BYD VDS2000 or an equivalent diagnostic tool to read freeze frame data. Record the ambient temperature and voltage at the time of the fault. Confirm whether the fault is Active or Stored.+6 more →
B1735›
DTC B1735 indicates the airbag control unit (SRS ECU) detects a communication loss or abnormal circuit resistance in the second-row right side airbag module (typically located in the side of the second-row right seat or inside the C-pillar/door trim panel). Specifically, the inflator circuit of this airbag assembly is open (infinite resistance), or the communication line between the module and the SRS ECU is open. This is an active safety system fault. During a side collision, this airbag may fail to deploy, leaving the second-row right occupant without side impact protection. Disconnected physical connections, damaged wiring harnesses, an open inflator inside the airbag module, or poor terminal contact at the SRS ECU typically cause this fault. Use the dedicated diagnostic tool (VDS2000/VDS3000) and the wiring diagram to pinpoint the fault.
Causes
— Yellow dedicated wiring harness connector under the seat or at the B-pillar is loose or disconnected, or the locking tab is not fully engaged (commonly results from frequent fore-and-aft adjustment of the second-row seat or passenger kicks).— Right middle-row side airbag module internal igniter open circuit or module communication circuit fault (damaged airbag assembly)— The wiring harness between the airbag module and the SRS ECU is worn or broken, or the seat rail pinched or sheared the harness over time, breaking the copper wire.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS backup power capacitor). Never use a standard multimeter to directly measure the airbag inflator resistance, as this may trigger accidental deployment.— Visual inspection: Remove the second-row right seat side trim panel or the lower C-pillar trim panel. Verify the airbag module's yellow dedicated connector (usually equipped with a double-locking mechanism) is fully inserted. Confirm the locking tab (CPA) is in the locked position, with no looseness or terminal back-out.+4 more →
B17351B›
DTC B17351B indicates the SRS (Supplemental Restraint System) control unit detects a communication interruption or open electrical connection between the right second-row side airbag module (typically located on the right rear seat side or C-pillar) and the main control unit. Specifically, this open circuit fault indicates the airbag ignition circuit resistance falls outside the normal range (typically >10Ω or reading infinite). This fault prevents the affected side airbag from deploying normally during a collision. It may also deactivate the entire airbag system (entering fail-safe mode) and retain only the driver airbag function, severely compromising occupant side-impact protection.
Causes
— Airbag wiring harness connector under the seat or inside the C-pillar trim panel is loose, disconnected, or making poor contact, especially near the adjustable seat slide rails where frequent adjustment loosens the connector.— Right middle row side airbag assembly internal igniter open circuit or damaged module. Airbag module aging or an internal open circuit usually causes this.— Physical damage to the wiring harness, especially between the seat frame and vehicle body, where long-term bending and crushing fracture the copper core (common in vehicles with frequent fore-and-aft seat adjustments).+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED-400) to read the fault code. Confirm whether B17351B is a current fault (Active) or a history fault (History), and record the freeze frame data.— Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor). Remove the right middle row seat or C-pillar trim panel and locate the side airbag module connector (usually yellow or orange, with a shorting bar).+5 more →
B1736›
DTC B1736 indicates the Supplemental Restraint System (SRS) detects a short to body ground in the igniter circuit of the right second-row seat side airbag (Side Airbag Module, located on the side of the right second-row seat). Under BYD DTC coding rules, B1736 serves as the general identifier for this fault type. A specific short to ground typically corresponds to B173611 (hexadecimal 11 indicates a short to ground). This fault means the resistance between the two airbag igniter terminals, or between a terminal and the vehicle body, drops abnormally low (typically below 1.0 Ω). The SRS ECU determines this is a short circuit. This fault causes the airbag warning lamp to remain illuminated. The system automatically cuts off the affected airbag circuit to prevent accidental deployment. In a collision, the airbag may fail to deploy normally, severely compromising occupant safety. Applicable models primarily include the Tang, Song MAX, and other 6-seat or 7-seat vehicles equipped with second-row side airbags.
Causes
— Wiring harness wear at the seat slide rail: Frequent forward and backward adjustment of the right middle-row seat rubs the lower yellow airbag wiring harness (typically located on the inner side of the seat rail) against the metal bracket. Damaged insulation exposes the copper wire, causing a short to body ground.— Connector water ingress and oxidation: During vehicle wading or interior cleaning, poor sealing of the under-seat airbag connector (yellow waterproof connector) allows moisture to enter, causing a short circuit between terminals or to ground. This is especially common in humid southern regions.— Improper seat removal and installation: When repairing or installing floor mats or seat covers, pulling the wiring harness during seat removal causes the airbag connector to loosen, pins to bend and contact the vehicle body, or metal clips to pierce the wiring harness insulation.+2 more →
Actions
— Safe power-down and wait: Turn off the ignition switch, disconnect the negative battery cable, and wait at least 3 minutes (or 5 minutes per the workshop manual) to fully discharge the built-in SRS ECU capacitor and prevent accidental airbag deployment.— Preliminary visual inspection: Remove the right middle-row seat (second row, right side). Inspect the yellow corrugated wiring conduit under the seat, inside the seat rail, and on the side of the backrest for wear, cuts, or crush marks. Check the connector for looseness, water ingress, or green copper corrosion.+4 more →
B173611›
DTC B173611 indicates the SRS (Supplemental Restraint System) control unit detects an abnormal short to body ground in the firing circuit of the right second-row side airbag module (typically located on the side of the right second-row seat or the lower B-pillar). The airbag module contains an electric squib (igniter) controlled by the airbag ECU, with a normal resistance between 1.5 and 2.5 Ω. The diagnostic system logs a short to ground when the circuit-to-ground resistance drops below the threshold (typically under 1 Ω or a specific calibrated value). This fault produces the following consequences: 1) The side airbag fails to deploy during a collision, resulting in a loss of side-impact protection; 2) In extreme cases, short-circuit current triggers unintended airbag deployment, causing occupant injury; 3) The SRS enters fail-safe mode, disabling the entire vehicle airbag system. This constitutes a highest-severity electrical safety fault requiring immediate repair.
Causes
— Airbag module internal igniter coil short circuit: Moisture ingress, aging, or a manufacturing defect damages the internal coil insulation of the squib inside the right middle-row side airbag module, causing a direct short to the module's metal housing (ground).— Physical damage to the wiring harness: Frequent seat adjustment, crushing by foreign objects, or vehicle vibration wears the insulation on the wiring harness near the seat track, inside the B-pillar trim panel, or under the floor, causing the signal wire to contact the vehicle body metal directly.— Connector water ingress and corrosion: Vehicle wading, a blocked sunroof drain tube, or interior cleaning allows moisture to seep into the right middle-row side airbag connector, oxidizing the pins and creating a short-to-ground path.+2 more →
Actions
— Preliminary safety operations: Set the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor and prevent accidental airbag deployment).— Initial visual inspection: Remove the right middle-row seat side trim panel or the lower B-pillar trim panel. Inspect the airbag module for visible damage, the wiring harness for obvious damage or burn marks, and the connector for looseness or water ingress.+4 more →
B1737›
DTC B1737 indicates the Supplemental Restraint System (SRS) detected abnormal continuity between the right middle-row side airbag squib circuit (typically the second-row right seat side airbag or right curtain airbag) and the vehicle power supply (B+, battery positive). The SRS ECU monitors the airbag inflator resistance via an internal current source (normal resistance: 2.0–3.0 Ω). If the ECU detects the voltage across the inflator circuit remaining close to battery voltage (>5 V and approaching 12 V) instead of the expected low potential or floating state, it identifies a short to power. This fault prevents the airbag from deploying normally during a collision because the short circuit bypasses the firing current. In extreme cases, abnormal current can cause unintended deployment, posing a severe safety hazard.
Causes
— Worn right middle row seat side airbag wiring harness or damaged insulation causing a short circuit to a body constant power circuit (such as seat heating or seat adjustment motor power supply lines).— Water ingress, corrosion, or deformed terminals in the yellow airbag connector under the seat or inside the B-pillar trim, causing a short circuit between the power supply terminal and the airbag circuit terminal.— Internal igniter in the right middle row side airbag assembly (curtain or seat airbag) shorted to power. An internal manufacturing defect in the airbag module or a previous external impact usually causes this.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to ensure the SRS backup power capacitor fully discharges). Do not measure the airbag terminals directly with a multimeter.— Fault Confirmation: Use VDS or a BYD dedicated diagnostic tool to read DTC B1737 and freeze frame data. Record parameters such as vehicle speed and temperature at the time of the fault. Confirm the current fault is not a historical fault.+6 more →
B173A1A›
DTC B173A1A indicates the right middle-row side airbag (typically located on the side of the right second-row seat or inside the C-pillar trim panel) igniter circuit resistance measures 0 Ω. In the Supplemental Restraint System (SRS), normal airbag igniter resistance ranges between 2.0 and 5.0 Ω. A resistance of 0 Ω indicates a short to ground or a short between circuit wires, preventing the Airbag Control Unit (ACU) from establishing a normal monitoring circuit. This safety-critical fault prevents the airbag from deploying during a collision, continuously illuminates the instrument panel SRS warning lamp, and may force the entire airbag system into fail-safe mode.
Causes
— Airbag module internal igniter short circuit: Manufacturing defects, aging, or previous electrostatic discharge cause the igniter resistance wire to blow or short-circuit.— Seat wiring harness mechanical damage: The right middle-row side airbag wiring harness typically routes through the seat frame or moves during seat adjustment. Prolonged friction damages the insulation, causing the core wire to short to ground.— Connector fault: Terminals inside the yellow dedicated airbag connector are bent or backed out, or water or cleaning fluid ingress causes a short circuit between the pins.+2 more →
Actions
— Safe power-down: Switch off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds for the SRS capacitor to fully discharge.— Fault confirmation: Use the dedicated diagnostic tool to read freeze frame data, record vehicle status at the time of the fault, and confirm whether the fault is current or history.+5 more →
B173B›
DTC B173B indicates an abnormal electric A/C compressor speed feedback signal or a communication fault between the compressor controller and the motor. In BYD new energy models (e.g., Tang, Song, Qin, and Yuan series), this DTC belongs to the HVAC subsystem within the Body Control system and specifically involves the electric compressor closed-loop control circuit. The ECU sets this DTC when the compressor controller (IPM) fails to receive a valid pulse signal from the Hall speed sensor for more than 3 continuous seconds, or when the deviation between the detected actual speed and the target commanded speed exceeds the calibrated threshold (typically >500 rpm). This fault forces the A/C system into fail-safe mode and stops compressor operation. Symptoms include a complete lack of cooling, intermittent cooling, or a sharp decrease in cooling performance. The instrument cluster A/C warning lamp may also illuminate. Prolonged operation with this fault can degrade high-voltage system insulation or cause controller overcurrent damage.
Causes
— A faulty internal drive circuit or speed detection circuit in the compressor controller (IPM module) prevents interpretation of the speed sensor Hall signal.— Compressor built-in Hall speed sensor internal fault (damaged sensor chip, demagnetized magnet, increased installation gap due to vibration)— Open circuit, short to ground, or poor connector contact in the speed feedback wiring harness between the controller and compressor (pin corrosion, backed-out pin, or failed waterproof seal)+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS2000 or X431). Access the air conditioning system to read the complete DTC and freeze frame data. Confirm B173B is a current fault (Active) and not a history fault (History). Record the compressor speed, current, and voltage data at the time of the fault.— Visually inspect the electric compressor exterior and high- and low-pressure pipe connections. Confirm no refrigerant leaks or physical damage. Check the controller heat sink for overheating and discoloration.+8 more →
B173C›
DTC B173C indicates the Supplemental Restraint System (SRS) detects the Right Second Row Side Airbag squib circuit resistance exceeds the calibrated threshold (typically >4.5Ω). This fault is an active diagnostic result of the SRS system, indicating a high-resistance condition in the circuit between the Airbag Control Unit (ACU) and the airbag module. Causes for excessive resistance include increased contact resistance, a partially broken wiring harness, terminal oxidation, or an aging squib wire inside the airbag module. This fault causes the system to mark the airbag circuit as 'unreliable', meaning the airbag may fail to deploy during a collision. The fault typically illuminates the instrument cluster airbag warning light (SRS light) continuously, and some models also sound a warning buzzer.
Causes
— Loose airbag module connector or oxidized terminals: Vehicle vibration, water ingress, or long-term oxidation increases contact resistance in the plug under the seat or inside the C-pillar trim. This is the most common cause.— Harness wear or partial breakage: The right middle-row side airbag harness routes through the seat slide rail or B/C-pillar area. Long-term bending and friction cause partial breakage of the copper strands, reducing the effective conductive cross-sectional area.— Airbag module internal fault: Igniter bridge wire aging, cold solder joints, or manufacturing defects cause internal resistance to drift outside the normal 2.0-3.0Ω range.+2 more →
Actions
— Safe power-down: Switch off the ignition, disconnect the 12V battery negative terminal, and wait at least 3 minutes (or the time specified in the workshop manual) to fully discharge the SRS capacitor and prevent accidental deployment.— Locate the component: Verify the physical location of the right second-row side airbag (typically on the side of the right second-row seat backrest or inside the C-pillar trim panel on MPV/SUV models such as Song MAX and Tang). Remove the relevant trim panels or seat components to expose the yellow SRS connector.+5 more →
B1740-00›
This DTC indicates that during the self-check, the SRS (Supplemental Restraint System) control module detects, through its internal diagnostic circuit, an open circuit in the left rear side airbag (left curtain airbag or seat side airbag) communication line, or the airbag module initialization resistance falls outside the normal range (typically 2.0-3.0 ohms). Consequently, the SRS module cannot confirm the physical presence or electrical connection integrity of the airbag, and the system registers the airbag as "not present". In a collision, this airbag may fail to deploy, disabling side impact protection for the left rear passenger. Additionally, the SRS system enters fail-safe mode, which may alter the deployment logic of the entire airbag system and illuminate the instrument cluster airbag fault warning lamp.
Causes
— Left rear side airbag wiring harness connector loose, disconnected, or making poor contact (common after seat adjustment, B-pillar trim removal and installation, or rear passenger kicks)— Airbag module internal squib open circuit or abnormal resistance (internal airbag fault or aging)— Open circuit, short circuit due to chafing, or short to ground in the wiring harness from the SRS module to the left rear airbag (repeated bending of the harness at the seat track or B-pillar sill causes copper wire breakage).+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read the fault codes. Confirm B1740-00 is a Current DTC, not a history DTC, and check the voltage and ambient temperature in the freeze frame data.— Disconnect the battery negative terminal and wait at least 90 seconds to discharge the residual charge in the SRS capacitor to ensure safe operation and prevent accidental airbag deployment.+6 more →
B1740›
DTC B1740 indicates the Airbag Control Unit (ACU) detects an open circuit in the Left Rear Side Airbag during the self-check, or the system configuration marks the airbag module as 'not present'. Hardware causes typically include an open circuit between the ACU and the left rear side airbag (resistance exceeds the threshold, typically >6Ω) or an internal open circuit within the airbag module itself. Software configuration issues occur when the vehicle configuration code (VCU configuration) mismatches the actual hardware. Examples include configuring a low-spec vehicle with high-spec parameters or installing a seat assembly without a side airbag. This fault prevents the side airbag from deploying during a collision, severely compromising side-impact protection. The SRS system also illuminates the instrument cluster airbag warning lamp and may disable the entire airbag system to enter safety mode.
Causes
— Left rear seat side airbag wiring harness connector loose, disconnected, or making poor contact: Frequent fore-and-aft seat adjustment or seat folding may loosen or disconnect the yellow airbag connector under the seat, or pin oxidation may cause high resistance.— Airbag module internal fault: Left rear side airbag igniter open circuit. Usually due to airbag aging, moisture ingress, or failure to replace the airbag after deployment in a previous accident.— Physical damage to the wiring harness: Seat frame crushing, rodent bites, or seat modifications damaged the airbag wiring harness inside the seat, causing an open circuit.+2 more →
Actions
— Safety check and preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to discharge to prevent accidental airbag deployment. Remove the left rear seat assembly to access the airbag unit.— Visual inspection and connection check: Verify the yellow airbag connector under the seat (usually marked 'SRS' or 'AIRBAG') is fully locked. Inspect the plug for signs of water ingress, corrosion, or backed-out pins. Disconnect and reconnect the plug; confirm a locking 'click'.+5 more →
B1741-00›
DTC B1741-00 indicates the airbag system (SRS) control module detected a short to ground in the Left Rear Side Airbag deployment circuit. The SRS ECU continuously monitors the airbag inflator resistance via its internal diagnostic circuit (normal range: 2.0-3.0 ohms). When the system detects an abnormally low circuit resistance (near 0 ohms) or a short-to-ground path, it logs a short-to-ground fault. This fault prevents the affected airbag from deploying during a collision or, in extreme cases, risks unintended deployment due to wiring faults. Consequently, the SRS immediately illuminates the airbag warning lamp and disables the entire airbag system to protect occupants.
Causes
— Damaged or worn left rear seat side airbag wiring harness: Frequent fore/aft seat adjustment or passenger entry/exit wears through the harness insulation at seat frame friction points. The wire contacts the vehicle body metal, creating a short to ground.— Water ingress or corrosion in the under-seat wiring harness connector: Liquid seeps into the yellow SRS connector under the left rear seat during interior cleaning, causing a short circuit between terminals or a short to ground.— Airbag igniter internal fault: Short circuit in the internal igniter element of the left rear side airbag module. Possible causes include a manufacturing defect or hidden damage from failing to replace the module after a vehicle accident.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal. Wait at least 3 minutes to discharge the residual SRS capacitor charge and prevent accidental airbag deployment.— Visual inspection: Remove the left rear seat and side trim panel. Check the yellow SRS wiring harness for obvious damage or crush marks, focusing on the harness fixing points and bends near the seat rail.+5 more →
B1741›
DTC B1741 indicates the Airbag Control Module (ACM) detected a short to ground in the Left Rear Side Airbag squib circuit. In the SRS system, two wires (high side and low side) connect each airbag inflator to the ACM. These circuits normally maintain a high-impedance state. The ACM logs a short to ground when it detects an abnormally low circuit resistance (close to 0Ω) or a voltage drop to ground potential. This condition causes the following: 1) The airbag system enters fail-safe mode, disabling this airbag and related airbags. 2) The airbag warning light (SRS light) remains illuminated. 3) The airbag fails to deploy during a collision, severely compromising occupant safety. 4) The system may store related fault codes, such as B1740 (airbag not present). Different vehicle models or model years may define B1741 as a left front window lift switch signal fault in the Left Body Domain Controller (LBDC) system, reflecting the evolution of BYD fault codes across electrical architectures.
Causes
— Wiring harness mechanical damage: Repeated bending of the left rear door wiring harness at the door hinge wears through and cracks the insulation. The internal wire contacts the metal door frame, creating a short to ground.— Connector water ingress and corrosion: Poor sealing of the airbag connector inside the left rear door trim panel creates an electrolyte path between the pins or to ground after car washing, wading, or rainwater leakage, causing a short circuit.— Airbag module internal fault: Short circuit in the airbag assembly internal squib, or internal wiring shorted to the metal housing. Manufacturing defects or long-term high-temperature aging usually cause this.+2 more →
Actions
— Safety preparation and power isolation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (120 seconds for some models) to allow the SRS capacitor to fully discharge and prevent accidental airbag deployment.— Visual and physical inspection: Remove the left rear door trim panel. Closely inspect the yellow SRS wiring harness sleeve at the door hinge for damage. Inspect the airbag connector (usually located at the door-to-body connection or under the seat) for signs of water ingress, corrosion, or deformed pins.+4 more →
B174111›
DTC B174111 indicates a short to ground in the Left Rear Side Airbag ignition circuit. In the SRS (Supplemental Restraint System), this means the wiring between the Airbag Control Unit (ACU) and the left rear side airbag module (typically the low-side drive wire or high-side power wire) has an abnormal electrical connection to vehicle ground (GND). This drops the circuit resistance abnormally, typically below 1-2 ohms. This fault causes the ACU to detect a short-circuit risk in the airbag circuit. To prevent accidental deployment or insufficient ignition energy, the system disables the airbag and illuminates the instrument cluster airbag warning light. The left rear side airbag typically mounts inside the C-pillar trim panel or on the side of the rear seat. The wiring harness routes through crush-prone areas, such as the sill trim panel and seat rails, making mechanical damage a frequent cause of this fault.
Causes
— Wiring harness mechanical damage: A loose or detached wiring harness retaining clip inside the left rear door sill trim causes the harness to rub against the seat slide rail and sharp body edges over time. This damages the insulation layer and causes a short circuit to the metal body.— Improper seat modification/repair: Retaining screws or clips pierce the side airbag wiring harness during rear seat removal/installation or leather trimming, causing the core wire to short to ground.— Connector water ingress and corrosion: Vehicle wading or poor floor sealing allows water to enter the airbag connector below the left B/C-pillar (usually a yellow waterproof plug), causing electrolytic corrosion between the terminals and a short to ground.+2 more →
Actions
— Safety preparation: Switch the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation and data recording: Use the VDS2000 or Launch X431 diagnostic tool to read the complete fault codes and freeze frame data. Record vehicle speed, temperature, voltage, and other parameters at the time the fault occurred. Confirm B174111 is a current fault (Present), not a history fault.+6 more →
B1742-00›
DTC B1742-00 indicates the SRS (airbag) control module detects an abnormally low-resistance short circuit between the Left Rear Side Airbag squib circuit and the vehicle positive power supply (+B, typically 12V battery voltage). Under normal conditions, high resistance isolates the airbag squib circuit from both power and ground. The SRS module internal capacitor releases current only at the moment of deployment. A short to power causes: 1) airbag deployment failure (the power supply bypasses the trigger current); 2) a risk of unintended deployment (if short circuit resistance changes or voltage fluctuates); 3) the SRS system to enter fail-safe mode, disabling all airbag functions. This fault is a continuous, non-intermittent hard short.
Causes
— Mechanical wear of the rear seat wiring harness: Long-term friction between the left rear seat fore/aft slide rail adjustment mechanism and the floor wiring harness damages the yellow airbag wire insulation. The exposed copper core contacts and shorts to a body power wire (such as the seat heating power supply wire or 12V constant live wire).— Connector water ingress and electrolytic corrosion: Water entering the rear footwell from wading, high-pressure car washing, or a blocked A/C drain hose seeps under the seat. Water accumulates between the pins of the airbag wiring harness connector (typically located under the seat or below the C-pillar). This creates an electrolytic conductive path, short-circuiting the power and signal terminals.— Modification damage: When installing aftermarket full-cover seat covers, leather seats, or rear seat heating pads, clips, screws, or other fasteners directly pierce or crush the airbag wiring harness, shorting the internal wires to the power supply.+2 more →
Actions
— Safe power-off and discharge: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds (some models require 3 minutes) to fully discharge the backup capacitor inside the SRS control module and prevent accidental airbag deployment.— Removal and visual inspection: Remove the left rear seat assembly (cushion and backrest) and the lower C-pillar trim panel to expose the left rear side airbag module (usually located on the side of the seat backrest or inside the C-pillar trim panel) and the wiring harness connector. Check the wiring harness insulation for damage, scorch marks, or punctures. Inspect the connector for water ingress, oxidation, or deformed pins.+4 more →
B1742›
DTC B1742 indicates an abnormal short circuit between the left rear side airbag ignition loop (typically installed in the left rear seat backrest or C-pillar) and the vehicle power supply positive (B+). In the Supplemental Restraint System (SRS), the airbag module connects to the Airbag Control Unit (ACU) via two wires. Normal wiring harness resistance measures approximately 2-3 ohms. The diagnostic system triggers this fault code upon detecting a short to power in this circuit (voltage approaching 12V battery voltage instead of the normal low-voltage signal). This fault is extremely dangerous. The short circuit can cause unexpected airbag deployment while driving, severely injuring occupants. Furthermore, the system enters protection mode and disables the airbag, preventing inflation during a collision and eliminating side-impact protection. Additionally, the SRS illuminates the instrument cluster airbag warning light and may lock the entire airbag system, disabling all airbags.
Causes
— Wiring harness insulation wear under the seat or inside the B-pillar/C-pillar: Frequent fore/aft seat adjustment or friction from passengers entering and exiting the vehicle damages the airbag wiring harness insulation, allowing the wire core to directly contact the metal body frame or power supply wiring.— Water ingress or corrosion in under-seat connector: Spilled drinks, water intrusion during car washes, or vehicle wading creates a conductive path or electrolytic corrosion between airbag connector terminals, causing a pin-to-pin short circuit.— Airbag module internal fault: Igniter (squib) insulation failure inside the airbag gas generator shorting the bridgewire to the housing, or an internal circuit board fault.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (some models require 3 minutes) to fully discharge the SRS backup power supply and prevent accidental airbag deployment during repair.— Fault confirmation and freeze frame reading: Use a dedicated diagnostic tool (such as BYD VDS2000/3000) to read the complete fault codes and freeze frame data. Record the vehicle status when the fault occurred (vehicle speed, temperature, etc.) and confirm if the fault is intermittent.+5 more →
B174B1A›
This DTC indicates the left rear side airbag squib resistance falls below the normal threshold set by the SRS control module (ACU) (typically below 1.2Ω-1.5Ω; standard range is generally 1.5Ω-3.5Ω). Low resistance usually indicates a short circuit in the squib circuit. Possible causes include a wiring harness short to ground, a wire-to-wire short, an internal connector short, or an internal short within the airbag module itself. This fault causes the SRS system to classify the airbag as unsafe. The airbag may fail to deploy during a collision (as the system may disable the circuit to prevent accidental deployment), or it poses a risk of unintended deployment. This is an active safety system fault requiring immediate repair.
Causes
— Left rear side airbag igniter internal short circuit (gas generator fault)— Worn wiring harness under the seat or inside the C-pillar trim panel, causing a short to ground or a short between positive and negative wires.— Water ingress, corrosion, or bent pins in the airbag wiring harness connector (usually located under the seat) causing abnormal continuity+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS system capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the left rear seat and lower C-pillar trim panel. Check the side airbag wiring harness connector for looseness, water ingress, corrosion, or backed-out pins.+5 more →
B174212›
DTC B174212 indicates the SRS (Supplemental Restraint System) electronic control unit detects an abnormally low-resistance connection between the left rear side airbag squib circuit (typically installed in the left rear C-pillar or left rear door frame side panel) and the vehicle power supply positive terminal (B+). Under normal conditions, the airbag squib circuit remains in a high-resistance open state. The SRS ECU momentarily closes the circuit only during a collision to release current and ignite the gas generator. A short to power causes: 1) The airbag to fail to deploy during a collision (the power supply bypasses the current, preventing sufficient heat generation to ignite the squib). 2) A potential risk of unintended airbag deployment in extreme cases due to the circuit fault (although modern SRS systems typically feature shorting bars and dual-stage trigger protection). Affected components include the left rear side airbag module, C-pillar/floor wiring harness, seat wiring harness (if the seat integrates the airbag), and the SRS ECU. As a Level 3 fault (the highest safety classification), the system immediately illuminates the instrument cluster airbag warning lamp and disables the entire airbag system.
Causes
— Wiring harness wear under the left rear seat or inside the C-pillar trim panel: During long-term vehicle use, seat fore/aft adjustment or friction from C-pillar trim clips damages the airbag wiring harness insulation, causing the copper core to directly contact the vehicle body metal frame or a power wire.— Left rear side airbag module internal igniter short circuit: Moisture in the gas generator internal igniter charge or a manufacturing defect causes the ignition resistance wire to short to the housing.— Connector water ingress or terminal corrosion: Driving through water, car washing, or poor window seals allow water to enter the left rear airbag wiring harness connector (usually yellow), forming an electrolytic conductive path between the terminals.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS ECU internal capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the genuine BYD VDS diagnostic tool to read all DTCs. Check for related fault codes such as B1742-11 (short to ground) and B1742-13 (open circuit). Confirm the fault is Active, not a history fault.+5 more →
B174400›
The BYD Qin PRO series defines DTC B174400 as "Crash Output Fault", a critical safety fault in the SRS airbag system. This indicates the airbag control unit (ACU) detects a circuit abnormality when attempting to output a crash trigger signal to other vehicle systems. In BYD new energy vehicles, this specifically refers to a crash signal interaction fault between the ACU, the high-voltage system manager (BMS/VCU), and the body control module (BCM), including: 1) A short to power/ground or an open circuit in the crash output signal line; 2) Damage to the ACU internal crash output driver MOSFET circuit; 3) Abnormal feedback signals from receiving actuators (e.g., high-voltage power cut-off relay, fuel pump cut-off relay, and door unlock relay). During a collision, this fault prevents high-voltage system disconnection (electric shock risk), fuel pump shutoff (fire risk), and automatic door unlocking (hindering escape and rescue). This significantly increases the risk of secondary accidents. Hyundai/Kia vehicles typically define this DTC as "Front Passenger Side Pressure-Type Side Impact Sensor ID Error", indicating cross-brand definition differences. For BYD systems, prioritize diagnosing the crash output signal circuit and ACU driver circuit faults.
Causes
— Damaged internal crash output driver circuit in the SRS control unit (ACU), or outdated software version causing a false code.— Collision output signal wiring harness (connected to the high-voltage system manager, BCM, fuel pump relay, etc.) worn at the door hinge, shorted to power/ground, or open circuit.— Internal short circuit at the high-voltage system manager or BCM crash signal receiving port, causing abnormal feedback voltage.+2 more →
Actions
— Use the BYD VDS2000 or the latest diagnostic tool to read all SRS fault codes and freeze frame data. Determine if B174400 is a current or history code, and record key information such as vehicle speed and time of occurrence.— Visually inspect the front and sides of the vehicle for signs of collision. Check the SRS control unit (located under the center console or gear selector) for physical damage, secure mounting, and water ingress at the connector.+4 more →
B174A-00›
This fault code indicates the measured resistance of the left rear side airbag (Side Airbag, Left Rear) firing circuit is 0 ohms, confirming a short circuit. In the BYD SRS (Supplemental Restraint System), normal airbag squib resistance ranges from 1.5 to 3.5 ohms. A 0-ohm reading indicates a direct short circuit between the firing circuit power wire (Squib+) and ground wire (Squib-), or the airbag module detects abnormally low internal resistance. This condition causes the SRS control unit to identify an unintended deployment risk, illuminate the airbag warning light, and disable the left rear side airbag. Unlike a "resistance too high/open circuit" fault (infinite resistance), damaged wiring insulation, connector water ingress, or mechanical damage typically causes short circuits. Inspect the circuit immediately to prevent potential overheating.
Causes
— Water ingress, moisture, or oxidation at the left rear seat side airbag connector (usually located under the seat or inside the C-pillar trim panel), causing a short circuit between the metal terminals.— The rear seat adjustment mechanism, seat belt mechanism, or a foreign object chafed the airbag wiring harness under the seat or inside the B/C-pillar trim panel, damaging the insulation and causing a short circuit between the positive and negative conductors.— Internal short circuit in the wiring harness caused by rear passengers stepping on the side of the seat, compression from heavy objects, or fixing clips piercing the harness during seat modifications (leather re-trimming or installing seat covers).+2 more →
Actions
— Use the BYD VDS2000/2100 diagnostic tool to read the fault code, confirm B174A-00 is 'Active', and record the voltage and ambient temperature from the freeze frame data.— Perform the safety procedure: turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor and prevent accidental airbag deployment).+6 more →
B174A›
DTC B174A indicates the measured resistance of the Left Rear Side Airbag ignition circuit is 0 ohms, representing a short circuit fault in the airbag system. Normal airbag igniter resistance ranges from 1.5 to 3.5 ohms. A 0-ohm reading indicates a short to ground or short to power in the ignition wiring, allowing current to directly bypass the igniter. This causes the SRS control unit to identify the airbag circuit as faulty, illuminate the airbag warning light, and disable deployment of the Left Rear Side Airbag. In a side collision, this airbag may fail to inflate normally, severely compromising side impact protection for rear passengers. This fault represents a loss of airbag ignition circuit integrity. Repair the system immediately to ensure correct operation of the passive safety system.
Causes
— Left rear side airbag module internal igniter short circuit (airbag internal bridge wire short circuit or moisture ingress)— Airbag wiring harness short to body ground (seat slide rail wearing through harness insulation, seat frame pinching harness)— Water ingress, oxidation, or bent pins in the under-seat or C-pillar airbag connector causing a short circuit between the positive and negative terminals.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to discharge residual power in the SRS system and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS or a dedicated diagnostic tool to read the DTC and confirm that B174A is a current fault (Present), not a history fault.+7 more →
B174B-00›
This DTC indicates the firing circuit resistance of the left rear side airbag (typically integrated into the left rear door C-pillar trim panel or the side of the left rear seat backrest) falls below the SRS control module threshold (normal range 2.0-3.0Ω; fault threshold typically <1.0Ω or near 0Ω). Low resistance indicates an abnormal low-resistance path in the circuit. Causes include a short to ground, damaged wiring harness insulation, shorted connector pins, or an internal short in the airbag inflator bridge wire. This fault forces the SRS system into a degraded mode and illuminates the airbag warning light. During a collision, the affected airbag may fail to deploy (as the control module detects a short and disables the firing circuit) or, in extreme cases, deploy unintentionally.
Causes
— Water ingress and oxidation at the left rear sill or C-pillar wiring harness connector: Vehicle wading, car washing, or poor sealing forms a conductive water film between connector pins, creating parallel resistance.— Harness mechanical damage: Improper rear seat removal/installation or sill trim panel installation causes the seat rail to pinch and damage the harness insulation, resulting in a short to body ground.— Internal airbag unit fault: Short circuit in the igniter bridge wire or moisture in the propellant causes an abnormal drop in resistance.+2 more →
Actions
— Safe power down: Disconnect the 12V battery negative terminal and wait at least 3-5 minutes for the SRS energy storage capacitor to discharge fully to prevent accidental deployment.— Inspection procedure: Remove the left rear C-pillar trim panel and door sill trim panel. Check the connection status of the white/yellow connector for the side airbag (usually marked 'Side Airbag').+6 more →
B174B›
This DTC indicates the SRS (Supplemental Restraint System) ECU detects that the igniter circuit resistance for the left rear side airbag (typically located in the left rear seat backrest side or C-pillar trim panel) is below the calibrated threshold (typically < 1.5Ω; standard value 2.0 ± 0.3Ω). Electrically, low resistance usually indicates a parallel resistance path in the circuit. Possible causes include an inter-turn short circuit in the internal igniter coil, damaged wiring harness insulation shorting to body ground, or conductive contamination between connector terminals. This fault forces the SRS into a degraded mode. During a collision, the ECU may disable deployment of the affected airbag due to the circuit anomaly (fail-safe). Furthermore, if the resistance drops near 0Ω, the system risks inadvertent deployment. This safety-critical fault requires immediate repair.
Causes
— Internal short circuit in the left rear side airbag squib: Aging, moisture ingress, or manufacturing defects cause an inter-turn short circuit in the gas generator ignition coil inside the airbag module, reducing total resistance.— Harness chafing short to ground: A damaged wiring harness sleeve at the seat frame, slide rail, or hinge allows the igniter harness (usually yellow) to contact vehicle body metal, creating a parallel resistance to ground.— Connector water ingress or corrosion: An aging left rear door frame seal or driving through water allows moisture to enter the seat side airbag connector. This causes electrolytic corrosion or forms a conductive water film between the terminals, reducing circuit resistance.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF and disconnect the low-voltage battery negative terminal. Wait at least 3 minutes for the SRS ECU capacitor to fully discharge and prevent accidental airbag deployment.— Fault confirmation: Connect the VDS or dedicated diagnostic tool. Read the fault codes and confirm B174B is active. Record the freeze frame data (vehicle speed, temperature, etc. at the time of occurrence).+5 more →
B174C-00›
DTC B174C-00 indicates the Airbag Control Unit (ACU) detects the left rear side airbag (typically located on the outboard side of the left rear seat backrest or inside the C-pillar trim panel) igniter resistance exceeds the calibrated threshold (normal range: 1.5-3.0 Ω, typically calibrated around 2.0 Ω). This SRS continuity monitoring fault indicates a high-resistance condition in the circuit between the ACU and the airbag igniter. Potential causes include an open circuit, poor contact, or an internal open circuit within the airbag assembly. This fault prevents the affected airbag from deploying during a collision. The system illuminates the airbag warning light and disables the associated airbag function.
Causes
— Airbag wiring harness connector (usually yellow) under the left rear seat or at the C-pillar is loose, not fully seated, or making poor contact due to a broken locking clip.— The seat adjustment mechanism interferes with the airbag wiring harness, causing prolonged friction against the seat slide rail or frame. This damages the insulation, resulting in a partial wire break or complete open circuit.— Open circuit or abnormally high resistance in the left rear side airbag assembly internal igniter (squib), common after a vehicle collision (even without airbag deployment) or due to component aging.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 3 minutes to discharge the SRS system capacitor to prevent accidental airbag deployment.— Fault confirmation: Connect a diagnostic tool (such as Launch X-431 or BYD VDS), read the DTC to confirm B174C-00 is a current fault, and check the live data for the airbag real-time resistance value (usually displays >5Ω or open circuit).+5 more →
B174C›
DTC B174C indicates the SRS (Supplemental Restraint System) detects the inflator resistance of the left rear side airbag (usually located inside the left rear C-pillar trim panel or on the side of the left rear seat) exceeds the system-calibrated threshold (typically above 3.0Ω; normal range is 1.5Ω-3.0Ω). This fault indicates a high-resistance condition or open circuit in the airbag inflator circuit. Inflator aging, poor wiring harness contact, or a broken wire can cause this condition. This fault prevents the airbag from deploying correctly during a side-impact collision and continuously illuminates the dashboard airbag warning light (SRS light). The system enters fail-safe mode, and some models may limit the seat belt pretensioner function.
Causes
— Loose airbag connector, backed-out pins, or oxidized/corroded terminals at the left rear C-pillar, causing increased contact resistance.— Moisture ingress and aging of the internal igniter charge in the left rear side airbag module, or an open circuit in the squib coil, resulting in abnormally high resistance.— Long-term bending and chafing of the wiring harness at the rear seat folding mechanism or C-pillar trim panel edge causes internal wire breakage or shielding layer damage.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to discharge residual charge from the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD dedicated diagnostic tool (VDS3000) to read the DTC and confirm B174C is a current fault (Active), not a history fault (History).+6 more →
B174C1B›
This fault code indicates the Airbag Control Module (ACM) detects the squib circuit resistance of the left rear side airbag (typically integrated into the left rear seat backrest side or C-pillar trim panel) exceeds the calibrated upper limit. Normal airbag squib resistance ranges from 1.5Ω to 3.0Ω. The ACM logs a 'high resistance' fault when it detects the value continuously exceeding the threshold (typically above 4.5Ω). This active safety system functional fault means the airbag may deploy abnormally, deploy late, or fail to deploy completely during a side-impact collision, disabling side protection for the left rear passenger. An abnormal drop in squib circuit conductivity causes this fault. Increased contact resistance, a partial open circuit, or an aging internal squib spiral coil can trigger this condition.
Causes
— Airbag wiring harness connector under the left rear seat or at the B-pillar is loose, oxidized, or corroded from water ingress, causing increased contact resistance.— Frequent seat adjustment causes the wiring harness to chafe at the slide rail mounting point, partially breaking copper strands (poor connection) and creating a high-resistance condition.— Aging, open circuit, or manufacturing defect in the left rear side airbag module internal igniter.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to ensure the SRS energy storage capacitor fully discharges. Use the diagnostic tool to read the freeze frame data and confirm B174C1B is a Current DTC, not a history DTC.— Visual inspection: Remove the left rear seat assembly (or lower C-pillar trim panel). Locate the left rear side airbag wiring harness connector (usually a yellow plug). Check for looseness, signs of water ingress, green oxidation, or backed-out pins. Check the wiring harness sleeve at the seat slide rail for damage.+5 more →
B1750-00›
This DTC indicates the SRS (Supplemental Restraint System) ECU cannot establish valid communication with the right rear side airbag module and detects an open circuit in the airbag circuit (resistance exceeds the normal 2-3Ω range, typically reading as infinite or >10Ω). This failure disables protection for the right rear occupant during a side impact and may trigger an SRS downgrade mode, affecting the coordinated deployment strategy of other airbags. On certain vehicle configurations, incorrect vehicle coding (flashing high-spec software to a low-spec vehicle) can cause a false DTC.
Causes
— Right rear seat side airbag connector loose or disconnected, or terminals oxidized (common after frequent seat fore-and-aft adjustment or failing to reconnect after cleaning)— Internal open circuit or abnormal resistance in the airbag module (module aging, moisture ingress, or electrostatic damage)— Wiring harness open circuit, or wear causing a short to ground or short to power (long-term bending and wear of the harness inside the seat slide rail, B-pillar, or sill trim panel).+2 more →
Actions
— Safe power-down: Turn the power switch to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS system capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Remove the right rear seat and side trim panel. Locate the airbag module connector (usually on the side of the seat backrest or below the B-pillar). Check for looseness, disconnection, water ingress, or terminal oxidation. Disconnect and reconnect the connector, and confirm the locking tab engages fully.+4 more →
B1750›
DTC B1750 indicates the SRS (Supplemental Restraint System) control unit detects an open circuit, abnormal resistance, or a physically missing Right Rear Side Airbag module. This level 2 airbag system fault (a non-fatal hardware fault affecting passive safety functions) indicates the SRS control unit cannot establish normal communication with the right rear side airbag or detects infinite resistance in the airbag igniter circuit. This fault prevents the right rear side airbag from deploying during a collision, severely compromising side-impact protection. The instrument cluster continuously illuminates the airbag warning light. Possible causes include an open circuit in the airbag module wiring harness, a loose connector, an open circuit in the internal airbag igniter, or incorrect airbag assembly installation following vehicle modification or repair.
Causes
— Right rear side airbag wiring harness connector loose, oxidized, or making poor contact (commonly the yellow connector inside the C-pillar trim panel or under the seat)— Airbag module internal igniter open circuit or resistance out of standard range (Normal: 1.8-2.5 Ω; excessively high or low values trigger the fault).— Wiring harness chafing or pinching at the door hinge, seat track, or sheet metal hole causes an open circuit (especially on vehicles with frequent seat adjustment or door operation).+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 3 minutes to fully discharge the SRS system capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS2000 or VDS1000 diagnostic tool to read the complete fault codes. Confirm only B1750 or related sub-codes (such as B1750-00) are present, and record the freeze frame data.+6 more →
B1751-00›
B1751-00 is a Supplemental Restraint System (SRS) hard fault code indicating a short circuit to body ground (GND) in the right rear seat side airbag squib circuit (typically integrated into the seat backrest or C-pillar trim). The SRS ECU internal detection circuit continuously monitors the airbag squib circuit resistance (normal range: 2.0-3.0 Ω; 1.6-2.1 Ω on some models). The ECU registers a short to ground when it detects circuit resistance to ground below 1.0 Ω (near 0 Ω). This fault causes the following: 1) The affected airbag fails to deploy during a collision, losing its protective function. 2) The SRS enters fail-safe mode, which may restrict seat belt pretensioner operation. 3) The instrument panel airbag warning light remains illuminated, indicating a critical safety hazard. This is a level 3 severe fault requiring immediate repair.
Causes
— Mechanical wear of the under-seat wiring harness: Frequent forward/backward movement or folding of the right rear seat causes long-term friction between the seat frame and the wiring harness sheath. Damaged insulation allows the wire to contact the metal vehicle body frame directly, creating a short to ground (most common cause, approx. 60% of cases).— Airbag module internal short circuit: The bridge wire inside the airbag inflator shorts to the housing. Airbag module aging, moisture ingress (water entering through open windows), or improper previous repairs typically cause this fault (approx. 25% of cases).— Connector corrosion or water ingress: Poor sealing at the wiring harness connector under the right rear seat (usually marked KJ10 or similar) allows water ingress after washing the vehicle or wading, causing a short circuit between terminals or to ground (approx. 10% of cases).+2 more →
Actions
— Safety preparation: Set the vehicle power mode to OFF, disconnect the negative battery cable, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment during repair.— Fault confirmation: Connect a genuine BYD diagnostic tool (such as VDS or ED400). Read the fault codes to confirm B1751-00 is present. Record the freeze frame data (ambient temperature and voltage). Attempt to clear the fault code, cycle the power, and observe if the fault returns.+6 more →
B1751›
DTC B1751 indicates the SRS (Supplemental Restraint System) control module detects a short to ground in the right rear side airbag deployment circuit. Specifically, an abnormally low resistance path (typically less than 1 ohm) exists between the vehicle body ground and the igniter wiring for the right rear side curtain airbag (C-pillar side curtain airbag) or the right rear seat side airbag. The standard igniter resistance is 2.0 ± 0.3 ohms. When the ECU detects a circuit short to ground, it immediately sets this DTC and cuts off the airbag deployment circuit to prevent accidental deployment while driving or failure to deploy during a collision. This safety-critical fault causes the airbag warning light to remain illuminated and may fail to protect the right rear passenger during a crash.
Causes
— Short circuit or damage to the internal igniter of the right rear side curtain airbag (C-pillar curtain airbag) module, causing abnormally low resistance.— The wiring harness from the SRS ECU to the right rear airbag chafes in the sill trim panel or C-pillar area, damaging the insulation and shorting to the body metal.— Failed seal on the airbag connector under the right rear seat (if equipped with a seat side airbag) allows water or moisture ingress, causing a short circuit between terminals or a short to ground.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED400). Enter the SRS system to read the data stream. Verify the right rear side airbag resistance reads 0 ohms or close to 0 ohms to confirm the fault is currently present.— Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS capacitor to fully discharge to ensure safe operation.+6 more →
B175111›
This DTC indicates the Supplemental Restraint System (SRS) detected an abnormally low-resistance connection (short to ground) between the right rear side airbag squib circuit (typically located on the outer side of the right rear seat or inside the C-pillar trim panel) and vehicle chassis ground (GND). Under normal conditions, the airbag squib circuit maintains a specific resistance (approximately 2-3Ω). When the ACU (Airbag Control Unit) detects circuit resistance near 0Ω, it registers a short to ground. This constitutes a critical safety fault. The system immediately illuminates the SRS warning lamp and disables the right rear side airbag and related coordinated protection functions to prevent accidental deployment while driving or deployment failure during a collision.
Causes
— Right rear side airbag wiring harness insulation wear: Continuous chafing against the seat frame, C-pillar trim panel retaining clips, or door sill trim edges wears through the harness insulation, grounding the internal wires directly to the metal vehicle body.— Water ingress and oxidation at the under-seat or B/C-pillar connectors: A blocked rear sunroof drain, poor rear windshield sealing, or water entering the right rear door sill during washing causes the internal pins of the yellow SRS connector to short circuit or short to ground.— Wiring harness fatigue from frequent seat adjustment: Frequent forward and backward sliding of the right rear seat pinches and overbends the airbag wiring harness at the seat rail, breaking the internal copper wires and causing a short to ground.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate component: Confirm the right rear side airbag installation location (Qin Pro models typically house this inside the right rear seat outer backrest or the C-pillar). Remove the right rear seat or lower C-pillar trim panel to expose the yellow SRS wiring harness connector.+5 more →
B1752-00›
DTC B1752-00 indicates the right rear side airbag igniter circuit is shorted to vehicle power (B+). In the SRS (Supplemental Restraint System) circuit architecture, the airbag igniter is a low-impedance (nominal 2-5Ω) resistance wire. Normally, the SRS control unit uses an internal boost circuit to supply a momentary high current (approx. 1-3A) to deploy the airbag during a collision. Detecting a short to the 12V power supply in the igniter harness indicates an abnormal high-potential path in the circuit. This creates two risks: first, continuous power supply may cause accidental airbag deployment without a collision (although modern SRS controllers typically feature short-circuit protection); second, during an actual collision, the external power short prevents the control unit from forming an effective current loop to deploy the airbag, disabling the safety function. Consequently, the SRS control unit immediately illuminates the airbag warning lamp, stores this DTC, disables the right rear side airbag and related linked protection functions, and enters fail-safe mode.
Causes
— Long-term bending and wear at the seat frame hinge damages the right rear seat side airbag wiring harness insulation, causing a short circuit to the seat heating or adjustment motor power wire.— Frequently folding or lowering the rear seat, or modifying the seat covers, causes the seat rails or metal frame to pinch the wiring harness, damaging the wire insulation and causing a short to power.— Water ingress and corrosion at the airbag connector (yellow plug) in the right rear C-pillar or under the seat (commonly due to an aging sunroof drain hose leak or vehicle wading) causes electrolyte conduction between the terminals, creating a short circuit.+2 more →
Actions
— Safety preparation: Set the power mode to OFF, disconnect the battery negative terminal, and wait at least 3 minutes (to ensure the SRS energy storage capacitor fully discharges). Do not measure the airbag circuit while powered on.— Visual inspection: Remove the right rear seat and lower C-pillar trim panel. Inspect the right rear side airbag module connector (usually located on the side of the seat backrest or below the C-pillar) for looseness, water ingress, corrosion, or foreign matter. If necessary, clean with electrical contact cleaner and blow dry.+5 more →
B1752›
DTC B1752 indicates a short circuit to battery positive (B+) in the RHS Rear Side Airbag squib circuit. In the Supplemental Restraint System (SRS), normal airbag inflator resistance is 2-3 ohms. The control unit determines circuit status by monitoring circuit current and voltage drop. When wiring harness insulation damage causes a short to the 12V power supply wire, the control unit detects an abnormally high potential (near battery voltage) and triggers DTC B1752. This fault causes the system to disable the affected airbag (fail-safe mode), preventing deployment during a collision. Additionally, continuous current creates a risk of unintended airbag deployment. The system classifies this as a level 3 severe fault.
Causes
— Wiring harness wear inside the right B-pillar trim panel: Frequent rear passenger entry and exit or seat adjustment wears the harness sheath between the B-pillar and the seat, shorting the copper wire to the body power wire.— Water ingress into the under-seat connector: Water seeps into the airbag harness connector under the right rear seat during vehicle wading or interior cleaning, causing a short circuit or conductive corrosion between terminals.— Airbag module internal fault: The igniter inside the right rear side airbag assembly has abnormally low resistance or an internal short circuit, causing abnormal circuit resistance.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap. Do not use radio equipment near the airbag assembly.— Initial diagnosis: Use a Launch X-431 or BYD dedicated diagnostic tool to read all SRS fault codes, check for B1752 and any accompanying fault codes (such as B1751 short to ground), and record freeze frame data.+6 more →
B175212›
DTC B175212 indicates the Supplemental Restraint System (SRS) detects abnormal continuity between the ignition circuit of the right rear side airbag (Side Airbag Module, typically installed inside the C-pillar trim panel or on the side of the seat backrest) and the vehicle power supply positive (B+). In the SRS architecture, the airbag squib circuit must maintain high-resistance isolation from both power and ground. When the ECU detects that the circuit voltage continuously exceeds the threshold (typically over 80% of supply voltage) and the resistance falls below the specified value (<1kΩ), it identifies a short to power. This fault may cause: 1) Airbag deployment failure during a collision (ECU triggers protective cut-off). 2) Accidental airbag deployment in extreme cases due to false triggering. 3) SRS fail-safe mode activation, limiting overall vehicle airbag functions.
Causes
— Mechanical damage to the under-seat wiring harness: The right rear seat fore-and-aft adjustment mechanism interferes with the wiring harness mounting point. Prolonged friction damages the insulation, exposing the power wire and causing a short circuit to the vehicle body metal.— Connector water ingress and corrosion: Vehicle wading, a blocked sunroof drain, or a spilled beverage in the rear causes a short circuit between the terminals of the airbag wiring harness connector at the C-pillar or under the seat (usually where the floor harness connects to the seat harness).— Airbag module internal fault: High-temperature aging or manufacturing defects damaged the inflator igniter coil insulation, causing a short circuit between the two terminals or to the housing.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds (120 seconds for some models) to fully discharge the SRS backup capacitor and prevent accidental airbag deployment.— Fault Confirmation and Freeze Frame Analysis: Use the BYD VDS diagnostic tool to read the complete fault codes and freeze frame data. Record vehicle speed, temperature, voltage, and other parameters at the time of the fault to determine if the fault is intermittent.+6 more →
B175A-00›
DTC B175A-00 indicates the Airbag Control Module (ACM) detects 0 ohms resistance in the igniter (inflator) circuit of the right rear side airbag, typically located in the right rear seat side or C-pillar trim panel. Normal igniter resistance is 2.0-3.0 ohms. A resistance of 0 indicates a short circuit. Possible causes include an internal igniter short, a wiring harness short to ground, a short between connector terminals, or a control module internal driver circuit fault. This fault forces the SRS system into fail-safe mode. The right rear side airbag may fail to deploy during a collision, and the airbag warning lamp (SRS lamp) may illuminate continuously.
Causes
— Airbag igniter internal short circuit: The igniter bridge wire or pyrotechnic charge inside the airbag assembly shorts internally due to moisture, manufacturing defects, or aging.— Wiring harness short circuit: Seat adjustment wear, crushing, water ingress, or rodent chewing damaged the wiring harness insulation under the right rear seat or in the C-pillar area, causing a short to ground or a short between twisted pair wires.— Connector fault: Airbag connector (usually yellow) terminals bent or backed out, or the shorting bar failed to separate correctly during connection, causing a short circuit between terminals.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate component: Confirm the right rear side airbag location (Qin series: typically located on the side of the right rear seat backrest or inside the lower C-pillar trim panel). Inspect the yellow dedicated connector and wiring harness for damage, water stains, or crush marks.+4 more →
B175A›
DTC B175A indicates the Right Rear Side Airbag ignition circuit resistance measures 0Ω, indicating a short to ground in the airbag circuit or an internal short circuit in the airbag module. Normal airbag inflator resistance ranges between 1.5 and 3.5 ohms (typically 2.0-2.8Ω). When the SRS control module detects a resistance of 0Ω, it identifies a circuit short fault, immediately disables airbag deployment, and illuminates the instrument panel airbag fault warning lamp. Due to this fault, the Right Rear Side Airbag may fail to inflate and deploy during a side impact, severely compromising occupant protection. Common causes include wiring harness wear, connector water ingress, or an internal short circuit in the airbag module.
Causes
— Short circuit to ground due to worn and damaged SRS wiring harness insulation under the right rear seat: During seat sliding or height adjustment, the yellow SRS wiring harness under the seat rubs against the metal slide rails or springs. Damaged insulation exposes the copper wire, causing direct contact with the body ground.— Airbag connector water ingress or bent pin short circuit: The right rear side airbag connector is located on the side of the seat backrest or inside the C-pillar trim panel. Water easily enters the connector during vehicle wading, improper car washing, or the rainy season, causing a short circuit between the pins. Disconnecting and reconnecting the connector during seat repairs can also bend the pins, causing them to make contact.— Airbag module (gas generator) internal short circuit: Internal short circuit in the airbag igniter bridge wire, or damp propellant causing abnormally low resistance. This condition is rare but requires replacing the entire airbag module.+2 more →
Actions
— Safety preparation and fault confirmation: Disconnect the 12V battery negative terminal and wait at least 3 minutes. Use the BYD dedicated diagnostic tool VDS or Launch X431 to confirm DTC B175A. Check the resistance value in the freeze frame data (must display 0.0Ω). Check for accompanying SRS fault codes (e.g., B175B left rear side airbag fault).— Visually inspect the connector: Remove the right rear seat backrest side trim panel or lower C-pillar trim panel. Locate the yellow SRS wiring harness connector (usually with a double-locking mechanism). Inspect the inside of the connector for water stains, oxidation, corrosion, or bent or deformed pins. Clean with electrical contact cleaner and blow dry.+5 more →
B175B-00›
DTC B175B-00 indicates the SRS (Supplemental Restraint System) control unit detects the right rear side airbag igniter circuit resistance (typically located in the right rear seat side or C-pillar trim panel) falls below the manufacturer threshold (normal range: 1.8–3.0 Ω; fault condition: below 1.0 Ω or near 0 Ω). This constitutes a low-resistance airbag circuit fault, meaning the control unit identifies a short circuit risk (wiring harness short to ground, wire-to-wire short, or internal short within the airbag module). Consequently, the affected side airbag may fail to deploy during a collision (as the ECU interrupts the trigger signal due to the circuit anomaly) or, in extreme cases, deploy unintentionally. Simultaneously, the SRS system illuminates the instrument cluster airbag warning light and may disable the entire airbag system to protect occupants.
Causes
— Right rear side airbag module internal igniter short circuit: Manufacturing defects, aging, or moisture ingress cause abnormally low resistance in the airbag internal igniter wire.— Wiring harness worn and shorted to ground: Seat adjustment mechanism, seat belt anchor point, or body sheet metal edge rubbed through the harness insulation, causing the wire to ground to the vehicle body.— Connector water ingress and corrosion: Vehicle wading, blocked sunroof drain tubes, or aging seals allow water to enter the lower right B/C-pillar airbag connector (usually located under the seat or at the base of the C-pillar). This causes electrolytic corrosion between the pins, forming a low-resistance path.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 3 minutes (or follow workshop manual requirements to ensure the SRS capacitor fully discharges) to prevent accidental airbag deployment during repair.— Data confirmation: Connect the VDS2000/DiLink diagnostic tool, enter the SRS system, read the live data stream, and confirm the right rear side airbag resistance is below the standard value (record the specific resistance value, such as 0.3Ω or 0.0Ω).+6 more →
B175B›
DTC B175B indicates the Airbag Control Unit (ACU) detects the igniter (squib) circuit resistance for the right rear side airbag (typically the right C-pillar curtain airbag or right rear seat side airbag) falls below the system threshold (generally <1.5 Ω). Normal airbag igniter resistance is 2.0-3.0 Ω. Low resistance indicates a circuit short to ground, a wire-to-wire short, or an internal short within the airbag module igniter. The ACU consequently registers the airbag as deployed or the circuit as faulty, disabling the airbag deployment function. During a side impact, the right rear side airbag fails to inflate and protect the occupant. This condition may trigger a continuous airbag warning lamp and constitutes a critical fault compromising passive safety.
Causes
— Wear or crushing of the right rear side airbag wiring harness damages the insulation, causing a short to ground (commonly due to improper C-pillar trim panel removal/installation or the seat slide rail pinching the wiring).— Water ingress, oxidation, or deformed pins in the airbag wiring harness connector (usually located inside the right rear door sill trim panel or below the C-pillar), causing a short circuit between terminals.— Airbag gas generator (igniter) internal short circuit failure, resistance permanently low.+2 more →
Actions
— Use the BYD VDS2000 or ED400 diagnostic tool to read the fault code, confirm B175B is active, record the freeze frame data, and check the specific resistance value in the data stream (usually <1.0Ω).— Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.+7 more →
B175B1A›
DTC B175B1A indicates the right rear side airbag igniter circuit resistance falls below the normal ECU threshold (typically below 1.0 Ω). In the BYD SRS (Supplemental Restraint System), standard airbag igniter resistance is generally 2.0–3.0 Ω. If the ECU continuously detects abnormally low circuit resistance, it logs a short circuit fault (indicating a possible short to ground or internal igniter short circuit). This fault causes the following: 1) The airbag may fail to deploy during a collision, resulting in a loss of side protection. 2) The airbag may deploy unexpectedly in extreme cases. 3) The SRS enters fail-safe mode and illuminates the airbag warning light. Common causes include wiring harness wear, connector water ingress, or an internal airbag module short circuit.
Causes
— Right rear side airbag module internal igniter short circuit (internal bridge wire short circuit or moisture ingress)— Harness wear causing a short to ground (commonly due to a pinched or chafed harness near the seat rail or inside the C-pillar trim)— Connector water ingress or terminal corrosion (vehicle wading, rear floor water ingress, or moisture entering connector after car wash)+2 more →
Actions
— Use the BYD VDS diagnostic tool to read fault codes, confirm B175B1A is a Current fault, record freeze frame data, and check for accompanying SRS fault codes (such as B175C).— Perform the safe power-down procedure: disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.+6 more →
B175C-00›
DTC B175C-00 indicates the airbag control unit (SRS ECU) detects resistance in the Right Rear Side Airbag ignition circuit above the calibrated threshold. Normal airbag igniter resistance ranges from 1.6Ω to 2.4Ω (standard value approximately 2.0Ω). The ECU sets this fault when it detects resistance exceeding approximately 2.8Ω or a high-resistance state in the circuit. This fault indicates poor contact or a partial open in the ignition circuit, or abnormal internal resistance in the airbag module. As a functional fault in the passive safety system, it may prevent the side airbag from deploying during a collision. Because the SRS uses a two-stage diagnostic mechanism, this fault code continuously illuminates the airbag warning lamp and may force the entire airbag system into a downgraded protection mode, even if the vehicle remains drivable.
Causes
— Loose or oxidized right rear seat side airbag wiring harness connector: Frequent seat movement or damp environments increase contact resistance at the connector pins. This is the most common cause of the fault.— Airbag wiring harness worn or internally broken: Repeated bending of the harness at the seat rail, B-pillar, or door sill trim partially breaks the copper wire without causing a complete open circuit, resulting in abnormally high resistance.— Airbag igniter internal fault: Aging or poor connection of the igniter resistance wire inside the airbag module causes the resistance value to fall outside the normal range.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to discharge residual charge in the SRS capacitor to prevent accidental airbag deployment. Wear an anti-static wrist strap. Do not measure the airbag directly with a standard multimeter (use a dedicated airbag tester or limit the multimeter current to below 10mA).— Visual inspection: Remove the right rear door sill trim panel and seat side trim panel. Inspect the airbag wiring harness for wear, crushing, or water stains. Check the connector under the seat for looseness and broken locking tabs.+5 more →
B175C›
DTC B175C indicates the airbag control unit (SRS ECU) detects that the igniter (squib) resistance for the right rear side airbag (typically located in the right rear seat backrest side or C-pillar area) exceeds the upper normal threshold. The SRS system continuously monitors each airbag igniter's resistance via a low-current circuit; the normal range is typically 1.5-3.0 ohms. If the resistance remains above approximately 3.5-4.5 ohms (specific thresholds vary by model), the system flags a 'resistance too high' condition. This fault indicates a high-resistance state in the airbag circuit. Possible causes include poor connector contact, a partially broken wiring harness, igniter degradation, or a faulty ECU internal sampling circuit. Safety Impact: Insufficient current may prevent this airbag from deploying during a collision, or the system may trigger a safety strategy disabling the entire airbag system, degrading occupant protection.
Causes
— Loose right rear side airbag connector, oxidation from water ingress, or terminal back-out (commonly found at the connector under the seat or inside the C-pillar trim panel, where frequent seat adjustment or damp environments increase contact resistance).— Internal aging or a partial open circuit in the airbag igniter causes an abnormal increase in internal resistance (most common in older vehicles or vehicles exposed to high temperatures).— Worn wiring harness or broken strands, particularly in the under-seat harness. Long-term bending and friction partially break the copper strands, reducing the effective conductive cross-sectional area (the seat harness sheath design on some BYD models presents a wear risk).+2 more →
Actions
— Use the VDS diagnostic tool to read the DTC freeze frame data, confirm the environmental conditions (temperature, voltage) when the fault occurred, and check for history DTCs or related DTCs (such as sub-code B175C-00).— Perform the safe power-down procedure: disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.+5 more →
B175C1B›
DTC B175C1B indicates the SRS (Supplemental Restraint System) detects the right rear side airbag ignition circuit resistance exceeds the normal upper limit (typically > 10Ω; standard value 2.0-5.0Ω). This fault represents a high-resistance or open-circuit condition in the airbag ignition circuit. During a collision, the airbag control unit (ACU) may fail to supply sufficient current to ignite the gas generator. Consequently, the right rear side airbag will not deploy properly, severely compromising occupant side-impact protection. The manufacturer-specific '1B' sub-code typically indicates high resistance or an intermittent circuit.
Causes
— Poor contact at the airbag wiring harness plug: Prolonged vibration, oxidation, or water ingress increases terminal contact resistance at the right rear side airbag connector (usually located inside the C-pillar trim panel or under the seat).— Wiring harness wear or open circuit: Forward and backward seat movement causes mechanical wear on the wiring harness between the seat frame and the vehicle body, breaking the internal copper strands without complete separation (high-resistance state).— Internal airbag fault: An open circuit or poor connection in the inflator igniter coil causes abnormally high circuit resistance.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes for the airbag system to discharge completely. Verify zero system voltage with a multimeter.— Fault confirmation: Connect the VDS2000/Launch X431 diagnostic tool, read and record the DTC B175C1B status (current/history), and check the 'right rear side airbag resistance' value in the data stream (usually displays above 10Ω or open circuit).+5 more →
B175D›
This fault code indicates the SRS (Supplemental Restraint System) control module detects a resistance of 0 Ω (or below 0.5 Ω) in the Left Front Side Curtain Airbag squib circuit. Under normal conditions, standard airbag squib resistance is 2.0 to 3.0 Ω (typical BYD specification is 1.5 to 4.0 Ω). A 0 Ω resistance indicates a short circuit in the squib circuit. Possible causes include a wiring harness short to ground, a wire-to-wire short (power wire shorted to ground wire), or an internal short in the squib bridge wire. This fault causes the SRS control module to identify the airbag circuit as abnormal, illuminate the airbag warning light, and disable Left Front Side Curtain Airbag deployment. In a collision, this side curtain airbag will fail to inflate and deploy, severely compromising side impact protection. Additionally, the short circuit creates a potential risk of unintended airbag deployment.
Causes
— Airbag igniter internal short circuit: The igniter bridge wire inside the left front curtain airbag module melts and fuses due to a manufacturing defect, aging, or impact, creating direct continuity between the two terminals and resulting in a resistance of 0.— Harness short to ground: The harness from the SRS control unit to the left front side curtain airbag (usually routed along the left A-pillar, B-pillar, and C-pillar roof side rails) has damaged insulation and contacts the vehicle body metal frame, forming a short to ground.— Connector terminal short circuit: The wiring harness connector below the A-pillar or near the B-pillar (usually connecting to the body harness) has water ingress, oxidation, corrosion, bent terminals, or metal debris, shorting the power terminal to the ground terminal.+2 more →
Actions
— Safety preparation: Park the vehicle on level ground, apply the parking brake, turn the ignition switch to OFF, disconnect the 12V battery negative cable, and wait at least 90 seconds (to fully discharge the SRS backup power capacitor and prevent accidental airbag deployment).— Fault Code Confirmation: Reconnect the battery, turn the ignition switch to ON, and use the BYD dedicated diagnostic tool (VDS2000 or VDS6000) to access the SRS system. Read the fault codes to confirm B175D is a current fault (Active), and record the ambient temperature and vehicle status from the freeze frame data.+6 more →
B175D1A›
DTC B175D1A indicates the SRS (Supplemental Restraint System) ECU detects a resistance of 0 ohms or near 0 ohms in the left front side curtain airbag (head protection airbag) igniter circuit. Normal igniter resistance typically ranges between 2.0 and 3.0 ohms. A resistance of 0 ohms indicates a short circuit (short to ground or short between wires), not an open circuit. This short circuit prevents the SRS ECU from deploying the side airbag during a collision, or in extreme cases, abnormal current causes unintended airbag deployment. The ECU continuously monitors this hard fault and illuminates the airbag warning light. The system enters fail-safe mode, potentially limiting overall airbag system functionality.
Causes
— Airbag module internal igniter short circuit: A broken igniter bridge wire inside the curtain airbag or a damp pyrotechnic charge causes a short circuit between the two terminals, reducing the resistance to 0.— Wiring harness short to ground: A-pillar, B-pillar, or roof wiring harness rubs against the metal body during vehicle vibration, damaging the insulation and shorting the wire directly to ground.— Connector terminal short circuit: Water ingress, oxidation, or terminal deformation in the yellow SRS connector below the A-pillar causes direct contact between the positive and negative terminals.+2 more →
Actions
— Safe power-down and discharge: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Check the yellow SRS wiring harness sleeve inside the left A-pillar, B-pillar, and headliner trim panels for wear or pinch marks. Check the connectors for water ingress, corrosion, or looseness.+5 more →
B175E›
DTC B175E indicates the Left Front Side Curtain Airbag ignition circuit resistance is below the normal threshold established by the SRS control unit (ACU) (typically 1.0–3.0 Ω, depending on model year). Low resistance indicates a short circuit, either complete (near 0 Ω) or partial. This fault causes the SRS system to flag the circuit as abnormal. During a collision, the airbag may fail to deploy or may deploy unintentionally. Consequently, the ACU illuminates the airbag warning light, stores the fault code, and may disable the entire airbag system to protect occupants.
Causes
— Airbag wiring harness wear or crushing causes a short circuit between the positive and negative wires: The side curtain airbag wiring harness runs along the A-pillar and roof side rail. Long-term vibration can damage the harness insulation, especially near the door hinges or harness retaining clips.— Airbag connector water ingress or terminal corrosion: The left front side curtain airbag connector is located below the A-pillar or inside the sill trim panel. Car washing, wading, or poor sealing allows water ingress, causing a short circuit between terminals or decreased resistance.— Side curtain airbag inflator internal short circuit: An internal short circuit in the igniter bridge wire or moisture in the propellant causes an abnormal resistance drop, indicating a faulty airbag assembly.+2 more →
Actions
— Safe power-down and wait: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor). Do not measure the airbag circuit while energized.— Read freeze frame and data stream: Connect the diagnostic tool to read the B175E freeze frame data. Record information such as vehicle speed and temperature at the time of the fault. Read the SRS data stream to check the real-time resistance of the left front side curtain airbag (normal: approx. 2.0-3.0 Ω; fault: typically <1.0 Ω or displays 0.0 Ω).+4 more →
B175F›
DTC B175F indicates the SRS (Supplemental Restraint System) control unit detects the left front curtain airbag (CAB) ignition circuit resistance falls outside the normal range (normal value: 2.0–3.0 Ω; fault threshold: >6 Ω or open circuit). This Level 2 airbag system fault means the affected curtain airbag may fail to deploy or deploy late during a collision, severely compromising occupant side-impact protection. The SRS ECU continuously monitors each airbag inflator circuit resistance using a Wheatstone bridge. Excessive resistance typically indicates poor circuit contact, high wiring impedance, or an open circuit within the inflator. On BYD new energy vehicles, check for potential electromagnetic interference from the high-voltage interlock circuit affecting the SRS.
Causes
— Poor contact, oxidation, or corrosion at the left front side curtain airbag connector (especially the dedicated yellow connector near the B-pillar and C-pillar, where prolonged moisture causes terminal oxidation)— Airbag wiring harness worn or partially broken (frequent door operation causes fatigue fractures in the roof side rail wiring harness at the hinge, creating a high-resistance connection)— Internal open circuit in the clock spring (Spiral Cable) (if the curtain airbag circuit on this model routes through the clock spring under the steering wheel, poor contact in the internal flat cable)+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal, wait at least 3 minutes (to fully discharge the SRS backup capacitor), wear an anti-static wrist strap, and disable the high-voltage system (perform the high-voltage power-down procedure for new energy vehicles).— Visual inspection: Check the left front side curtain airbag module connector (usually located inside the A-pillar/B-pillar trim panel) for looseness, water ingress, or corrosion. Check the wiring harness at the door hinge for wear or pinch marks.+5 more →
B176D1B›
DTC B176D1B indicates the front passenger Occupant Classification System (OCS) detects an abnormal signal or missing sensor. The system uses pressure/capacitive sensors integrated into the front passenger seat cushion to detect seat occupancy and weight category. It transmits signals to the SRS airbag control unit to determine front passenger airbag deployment and deployment force during a collision. This fault indicates the airbag control unit cannot receive a valid occupancy status signal (typically indicating an open circuit, out-of-range resistance, or signal plausibility error). The system enters a fail-safe mode and defaults the front passenger seat status to "unoccupied". This may prevent the front passenger airbag from deploying during a collision, severely compromising passive safety performance.
Causes
— Repeated seat slide rail adjustment wears and breaks the wiring harness underneath, specifically causing an open circuit in the power or signal wire.— Occupant sensor failure (internal open or short circuit). Defective sensor waterproofing commonly causes moisture damage.— Poor contact, oxidized pins, or loose retaining clip at the yellow dedicated connector under the seat, causing intermittent signal interruption.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the fault code and view the data stream. Confirm if 'Passenger Detection Sensor Status' displays 'open circuit', '255', or a fixed value that does not change with pressure.— Inspect the wiring harness routing under the front passenger seat, focusing on the interference area between the seat slide rail and the frame. Strip back the corrugated conduit and check the wires for breaks or wear marks.+5 more →
B1760›
DTC B1760 indicates the SRS (Supplemental Restraint System) control unit detects the Left Front Side Curtain Airbag in a "not present" state. This means the ECU cannot identify the airbag electrical circuit during the self-check, or detects an open circuit or abnormal resistance (normal resistance is approximately 2-5Ω). The side curtain airbag (CAB) mounts inside the roof side rail and protects occupant heads during a side impact or rollover. This level 2 safety system fault prevents the left front side curtain airbag from deploying during a collision and continuously illuminates the instrument cluster airbag warning light. On certain BYD models (such as the Song MAX and Qin petrol version), this fault code may also indicate a driver seat position sensor circuit fault. The SRS uses seat position data to determine the airbag deployment strategy; a failed sensor can cause the system to log a similar code.
Causes
— Open or short circuit in the left front curtain airbag wiring harness (commonly at A-pillar or B-pillar harness connectors, or wear on the harness routed under the seat)— Loose airbag connector, backed-out terminals, oxidation, or water ingress (especially inline connectors below the A-pillar, inside the headliner, or under the seats)— Open circuit or abnormal resistance in the airbag module internal squib (normal resistance: 2-5Ω; the system reports the squib as not present if outside this range)+2 more →
Actions
— Use the BYD VDS or Launch X-431 diagnostic tool to read freeze frame data and confirm vehicle status, ambient temperature, and voltage conditions when the fault occurred.— Switch off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS system and prevent accidental airbag deployment.+7 more →
B17601B›
DTC B17601B indicates the airbag control unit (SRS ECU) detects a disconnected left front curtain airbag (located inside the driver-side roof rail), a communication interruption, or an abnormal resistance value. This is an airbag system hard fault, meaning the left curtain airbag may fail to deploy during a side impact, resulting in a loss of occupant head protection. The SRS ECU typically triggers this fault upon detecting infinite airbag inflator circuit resistance (open circuit) or resistance exceeding the normal threshold (standard value approximately 2.0-3.0 Ω) for longer than the specified time. Possible causes include physical wiring disconnections, module damage, or incorrect configuration. Inspect and repair immediately.
Causes
— Left front side curtain airbag module connector loose or poor contact (located above the left A-pillar or front of the headliner; common after vehicle wading or interior trim removal/installation)— Airbag squib internal open circuit or abnormal resistance (broken internal module clock spring causing resistance >10Ω or infinite).— Open circuit in the roof wiring harness or A-pillar wiring harness (copper core breaks at the A-pillar pass-through hole due to repeated bending and wear, or a detached retaining clip strains the harness)+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, wait at least 90 seconds (to ensure the SRS capacitor fully discharges), and wear an anti-static wrist strap.— Initial diagnosis: Connect the BYD dedicated diagnostic tool (VDS or ED400), read the B17601B freeze frame data (record vehicle speed, temperature, and voltage at the time of the fault), and confirm whether the fault is hard (Present) or intermittent (History).+5 more →
B1761›
DTC B1761 indicates the Left Front Side Curtain Airbag ignition drive circuit shorted to the vehicle power supply positive (B+). In the SRS system, normal airbag igniter resistance is approximately 2.0-3.0Ω. The control module determines circuit condition by monitoring voltage and resistance. If wiring harness insulation damage, misaligned connector terminals, or an internal airbag module fault causes the ignition circuit to contact a power wire, the control module detects an abnormally high voltage (near battery voltage). The module immediately sets DTC B1761 and enters fail-safe mode. This disables the Left Front Side Curtain Airbag and potentially related airbag functions, preventing deployment during a side impact and creating a severe safety hazard.
Causes
— Harness insulation damaged: Rubbing, crushing, or rodent damage at the A-pillar, roof side rail, or B-pillar damages the left front side curtain airbag harness insulation, causing a short circuit to the body power wire.— Connector fault: Water ingress, corrosion, or a detached terminal at the airbag connector below the A-pillar (usually marked DAB or SAB) shorts the ignition circuit terminal to the power supply terminal.— Internal short circuit in airbag module: Igniter insulation failure inside the side curtain airbag inflator causes a short circuit between terminals or to power.+2 more →
Actions
— Safety Preparation: Park the vehicle on a level surface, switch off all electrical equipment, disconnect the battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault Confirmation: Use VDS2000 or the BYD dedicated diagnostic tool to read fault codes. Confirm B1761 is the current fault (Active). Record freeze frame data. Check for accompanying fault codes (e.g., B1762, U0151).+6 more →
B176211›
DTC B176211 indicates the SRS (Supplemental Restraint System) ECU detected a short to ground in the left front side curtain airbag deployment circuit. Specifically, the SRS ECU continuously monitors the airbag inflator circuit voltage and resistance through its internal diagnostic circuit. When the ECU detects the circuit voltage remaining below the threshold (near 0V) or an abnormally low resistance (well below the normal 2.0-3.0Ω range), it identifies a short to ground. This fault prevents the side curtain airbag from deploying normally during a collision and may disable the entire SRS system (entering fail-safe mode), posing a severe safety hazard.
Causes
— Wiring harness chafing inside the left A-pillar, B-pillar, or C-pillar trim panels: The side curtain airbag wiring harness routes along the left roof side rail and runs down through the A-pillar and B-pillar to connect to the SRS ECU. Prolonged vehicle vibration or previous trim removal and installation can damage the harness insulation, causing the copper wire to contact the vehicle body metal and create a short circuit.— Water ingress or corrosion in the upper seat side airbag connector: On some models, the side curtain airbag connector is located below the left B-pillar or near the C-pillar. Vehicle wading, a clogged and leaking sunroof drain tube, or improper car washing can oxidize and short-circuit the connector pins.— Side curtain airbag module internal igniter fault: Damaged insulation on the igniter bridge wire inside the airbag inflator causes a short circuit to the housing (ground). Airbag inflator housing damage or aging usually accompanies this condition.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Wear an anti-static wrist strap. Use the BYD VDS2000/VDS2100 diagnostic tool to read complete fault information and record freeze frame data (DTC status: current/history, vehicle speed and temperature at the time of the fault, etc.).— Visual inspection and wiring harness check: Remove the left A-pillar trim, left B-pillar upper trim, and front headliner section. Inspect the side curtain airbag wiring harness (usually a yellow conduit) for obvious damage, crushing, or burn marks. Focus on sheet metal holes and retaining clips where the harness passes through. Inspect the connector below the left B-pillar (if equipped) for looseness, water ingress, or terminal corrosion.+3 more →
B176112›
DTC B176112 indicates a short to power in the left front wiper motor control circuit (although some documents incorrectly label this as an airbag fault, the BYD DTC system designates B17 for the wiper system). This occurs when the Body Control Module (BCM) detects an abnormally low-resistance connection between the left front wiper motor power or control line and battery positive (B+), causing an abnormal increase in circuit current. Symptoms include unintended wiper operation, inability to turn off the wipers, continuous high-speed operation, or complete failure. Severe cases risk wiring harness overheating, blown fuses, or electrical fire. Damaged wiring insulation, internal motor winding breakdown, or sticking relay contacts typically cause this short to power.
Causes
— Damaged insulation on the front left wiper motor wiring harness contacts the metal body frame or power supply wiring, causing a short circuit. Long-term chafing at the firewall wiring pass-through or motor compartment hinge commonly causes this damage.— Damaged insulation on the wiper motor internal armature winding or a shorted carbon brush holder, causing continuity between the motor terminal and the housing.— Wiper motor relay contacts welded or relay internally shorted, continuously supplying power to the motor.+2 more →
Actions
— Connect the VDS diagnostic tool to read the fault code and record freeze frame data. Confirm B176112 is currently present and is a hard fault. Check for accompanying related fault codes (such as B176113 short to ground).— Check the condition of the left front wiper motor fuse (usually 30A or 40A) in the instrument panel power distribution box or engine compartment fuse box. If blown, identify the cause of the short circuit before replacing the fuse.+6 more →
B1762›
DTC B1762 indicates the SRS (Supplemental Restraint System) detected a short to ground in the Left Front Side Curtain Airbag deployment circuit. Electrically, the side curtain airbag squib is a resistive load (typically 2-5 Ω). The SRS ECU controls it via a twisted pair. The ECU sets this code when it detects the circuit's insulation resistance to body ground falls below the threshold (typically <1 Ω) or when it detects abnormal ground voltage. This fault indicates: 1) Positive or negative squib wiring shorted to body metal within the A-pillar, B-pillar, or C-pillar trim, or in the headliner harness; 2) Igniter bridge wire insulation failure inside the airbag module; 3) Driver MOSFET breakdown inside the SRS ECU. This fault prevents the airbag from deploying during a collision (open-circuit protection mode) or, in extreme cases, creates a risk of unintended deployment. Consequently, the ECU illuminates the airbag warning light and disables the system.
Causes
— Harness chafing inside the sill trim panel: The left front curtain airbag harness routes from the SRS ECU along the floor sill to the roof. After sill trim panel removal and installation, or driving through water, a damaged harness protective sleeve causes the copper wire to contact the body metal.— Water ingress in the A-pillar/B-pillar connector: The side curtain airbag connector is located inside the A-pillar upper trim panel or B-pillar interior trim panel. Water leaking from a blocked sunroof drain tube or entering during a car wash causes a short circuit between the connector terminals or to ground.— Airbag module internal fault: Aging internal bridge wire insulation in the side curtain airbag igniter or a manufacturing defect causes a short to ground, typically associated with a history of use in high-humidity environments.+2 more →
Actions
— Safe power isolation and system discharge: Turn off the ignition switch, disconnect the low-voltage battery negative terminal, and wait at least 5 minutes (10 minutes on some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Locate the physical connection point: Remove the left A-pillar upper trim panel, the left B-pillar interior trim panel, and the front edge of the headlining. Locate the dedicated yellow connector for the side curtain airbag (usually located above the A-pillar or B-pillar). Inspect the connector for oxidation, water ingress, or foreign objects.+4 more →
B1763›
DTC B1763 indicates the airbag control unit (SRS ECU) detects a 0 Ω (or near 0 Ω) resistance in the right front curtain shield airbag igniter circuit. Normal airbag igniter resistance is 2.0-5.0 Ω. A 0 Ω resistance indicates a short in the igniter circuit. Possible causes include an internal igniter short, a wiring harness short to ground (GND) or power (B+), or a faulty SRS ECU internal drive circuit. This fault causes the SRS system to enter fail-safe mode. During a collision, the affected curtain shield airbag may fail to deploy. The instrument panel SRS warning light illuminates continuously to indicate limited occupant protection system functionality.
Causes
— Internal short circuit in the right front side curtain airbag igniter: Manufacturing defects, aging, or prolonged vibration cause the igniter bridge wire inside the airbag module to break and contact, creating a short circuit.— Physical damage to the wiring harness: The A-pillar trim panel, headliner, or floor wiring harnesses wear during accident repairs, modifications (e.g., routing dashcam wiring), or long-term use, damaging the wire insulation and causing a short to ground or power.— Connector fault: Water ingress, oxidation, corrosion, or terminal deformation at the airbag wiring harness connector located inside the right front door sill trim or below the A-pillar, causing a short circuit between pins.+2 more →
Actions
— Safety preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS ECU backup power and prevent accidental airbag deployment during repair.— Fault confirmation and freeze frame analysis: Connect the diagnostic tool to read the DTC B1763 freeze frame data. Record the environmental conditions when the fault occurred, such as vehicle speed, temperature, and voltage, to determine whether the fault is intermittent or continuous.+5 more →
B17631A›
DTC B17631A indicates the Right Front Side Curtain Airbag ignition circuit resistance is 0 ohms. This means the control module detects a short circuit (short to ground or short to power) in the airbag circuit. In the airbag system (SRS), normal inflator resistance ranges from 1.5Ω to 3.0Ω. A 0-ohm resistance indicates abnormal circuit continuity, presenting the following risks: 1) The side curtain airbag fails to deploy during a collision, resulting in a loss of side impact protection. 2) The wiring short circuit causes unintended airbag deployment in extreme cases. This constitutes a hard fault in the SRS and typically illuminates the SRS warning light continuously. The system enters fail-safe mode and disables the Right Front Side Curtain Airbag.
Causes
— Airbag wiring harness short to ground: The right front curtain airbag wiring harness chafes at the A-pillar, C-pillar, or inside the headliner. Damaged insulation causes the wire to ground to the vehicle body, resulting in 0 resistance.— Airbag connector fault: Water ingress, oxidation, or bent pins at the headliner or door frame airbag connector cause a short circuit, resulting in continuity between the signal wire and ground.— Internal short circuit in the airbag unit: The igniter inside the curtain airbag inflator has an internal short circuit (very rare, but a manufacturing defect may cause this).+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds (some models require 3 minutes) to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Remove the right A-pillar trim, headliner edge, and right front door seal. Inspect the curtain airbag wiring harness for wear, crushing, or signs of water ingress. Focus on contact points between the harness and sharp metal body edges.+5 more →
B1764›
DTC B1764 indicates the Right Front Side Curtain Airbag igniter circuit resistance falls below the SRS control unit (ACU) threshold (typically <1.0Ω or below 70% of the nominal 2.0Ω). This fault suggests an internal inter-turn short circuit in the airbag squib, or a short to ground or power in the wiring harness or connector, causing an abnormal drop in total circuit resistance. This critical safety fault causes the SRS system to detect a short-circuit risk in the airbag circuit, potentially triggering unintended deployment or failure during a collision. Consequently, the system illuminates the airbag warning light and disables the airbag's deployment function, severely compromising side-impact protection.
Causes
— Airbag igniter internal short circuit: Moisture, aging, or manufacturing defects in the gas generator bridge wire or ignition charge reduce internal resistance.— Wiring harness short to ground: Airbag wiring harness insulation in the A-pillar, B-pillar, or roof side rail wears through and contacts vehicle body metal, causing a short circuit.— Connector fault: Water ingress, oxidation, bent pins, or foreign matter in the airbag connector (usually located below the A-pillar or in the roof) causing abnormal continuity.+2 more →
Actions
— Safety preparation: Shift the vehicle into P, apply the parking brake, turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor.— Fault confirmation: Connect the VDS diagnostic tool, read the DTC to confirm B1764 is a current fault (Active), record the freeze frame data, and check for accompanying fault codes such as B1763 (resistance is 0) or B1765 (resistance too high).+8 more →
B1765›
DTC B1765 indicates the resistance in the right front side curtain airbag (RH Side Curtain Airbag) ignition circuit exceeds the normal threshold calibrated by the SRS ECU (typically 2.0-3.0Ω, with an upper limit of approximately 5-6Ω). This constitutes an airbag system loop integrity fault, indicating a high-resistance condition (approaching an open circuit) in the circuit between the SRS control unit and the right front side curtain airbag inflator. This fault causes the SRS ECU to determine the airbag cannot deploy normally, potentially failing to provide lateral head protection during a collision. The system illuminates the airbag warning light and may disable the entire airbag system. Although some OBD-II standards define B1765 as a seat circuit fault, the BYD SRS system (specifically in models like the Song MAX and Qin) defines this code as abnormal right curtain airbag resistance.
Causes
— Internal open circuit or aging of the right front side curtain airbag igniter, causing internal resistance to exceed 6Ω.— Loose, oxidized, or poorly connected airbag wiring harness connector at the A-pillar or roof side rail, causing contact resistance.— Internal copper wires in the airbag wiring harness break (or partially break) at the door hinge or body bends, increasing resistance.+2 more →
Actions
— Use BYD dedicated diagnostic tool VDS2000/VDS2100 to read complete fault codes and freeze frame data, and check for accompanying related fault codes such as B1764 (resistance too low) or B1766 (not present).— Perform the safe power-down procedure: turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds for the SRS capacitor to fully discharge.+4 more →
B1766›
DTC B1766 indicates the SRS (Supplemental Restraint System) control unit cannot identify or establish communication with the Right Front Curtain Shield Airbag. This fault constitutes an "airbag not present" condition; the ECU detects no load signal from the airbag module during the system self-check. This typically indicates an open airbag circuit (infinite resistance). Potential causes include a disconnected airbag connector, broken wiring harness, internal open circuit in the airbag module, or poor contact at the ECU terminal. This safety-critical fault prevents the right front curtain airbag from deploying during a collision, severely compromising side-impact protection.
Causes
— Loose, disconnected, or poor contact at the right front side curtain airbag module connector (commonly occurs when failing to fully seat the connector after A-pillar trim removal and installation)— Airbag wiring harness open circuit or wear (especially where routed along the A-pillar and roof side rail, as vibration or removal/installation breaks the copper core)— Airbag module internal open circuit (airbag igniter open circuit or module internal circuit fault)+2 more →
Actions
— Step 1: Safety preparation - Disconnect the battery negative terminal and wait at least 90 seconds for the SRS system to discharge completely to prevent accidental airbag deployment.— Step 2: Visual inspection - Remove the right front A-pillar trim panel and the right roof trim panel. Check if the curtain airbag module connector is fully seated. Inspect the wiring harness for damage, pinching, or water stains.+5 more →
B17661B›
DTC B17661B indicates the airbag control unit (SRS ECU) failed to detect a valid electrical connection or the physical presence of the right front side curtain airbag during the system self-check. This "module missing/configuration error" fault signifies a complete communication loss between the ECU and the airbag module, rather than a simple igniter resistance anomaly. Root causes typically include missing airbag module power supply (12V constant or IG power), poor ground circuit, open or short circuits in the LIN/CAN communication lines, internal airbag module MCU fault, loose connections, backed-out pins, or oxidation at the wiring harness connector, or incorrect vehicle configuration data (e.g., failing to perform online coding after replacing the airbag module). This fault prevents the right front side curtain airbag from deploying during a collision, severely compromising occupant side impact protection. In certain repair scenarios and specific model years, this DTC also indicates a communication loss between the battery management system (BMS) and the vehicle control unit (VCU). Differentiate the diagnosis based on specific symptoms (airbag warning indicator illuminated vs. powertrain fault) and accompanying DTCs.
Causes
— Right front curtain airbag module wiring harness connector (located above the right A-pillar or along the headliner edge) is loose, has backed-out terminals, oxidation, corrosion, or poor contact, interrupting power supply or communication.— Open circuit, short to power, or short to ground in the communication line (LIN bus or CAN bus) between the airbag module and the SRS ECU, especially at the A-pillar and headliner wiring harness bends where pinching or chafing causes intermittent faults.— Internal circuit fault in the right front curtain airbag module (damaged power management chip, failed communication chip) or open igniter circuit causing no module response.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/3000) to read the complete fault code stream and freeze frame data. Record the vehicle status when the fault occurred (vehicle speed, voltage, temperature). Check for accompanying U-class communication fault codes or related B1766 series fault codes.— Turn off the ignition switch and wait at least 90 seconds (for capacitor discharge). Remove the right A-pillar trim panel. Visually inspect the right front curtain airbag module connector (usually yellow) for looseness, backed-out terminals, oxidation, or corrosion. If necessary, clean the connector with electrical contact cleaner, apply conductive grease, and reconnect it.+4 more →
B1767›
DTC B1767 indicates an abnormally low-resistance connection between the right front side curtain airbag inflator circuit and the vehicle positive power supply terminal (B+), resulting in a short to power. Under normal conditions, the airbag inflator circuit maintains high impedance (open-circuit state, with resistance typically between 2-5Ω) and conducts only momentarily when the Airbag Control Unit (ACU) triggers it. This fault indicates the airbag circuit may remain continuously energized even if the ACU does not issue a deployment command, causing two serious consequences: 1) The airbag may deploy unexpectedly during vehicle operation, causing serious occupant injury. 2) The system detects the abnormal voltage and enters protection mode, disabling the entire SRS system and preventing airbag deployment during a collision. This hard short-circuit fault typically causes the SRS warning lamp to illuminate continuously. Clearing the fault code will not resolve the issue.
Causes
— Right front curtain airbag wiring harness wear and insulation damage: Long-term vibration, temperature changes, or interior trim removal and installation damage the wiring harness located inside the headliner trim panels from the right A-pillar to the C-pillar. This causes the ignition wire (usually the positive trigger wire) to contact and short against a constant power circuit (such as a reading light or ambient light power wire).— Airbag connector water ingress or corrosion: Water from sunroof drain leaks, car washing, or wading causes a short circuit between terminals in the right front side airbag connector (usually located inside the B-pillar or C-pillar trim). Electrolytic corrosion creates continuity specifically between the igniter pin and the power supply pin.— Internal short circuit in the airbag module: Manufacturing defects or moisture ingress cause an internal short circuit in the curtain airbag inflator squib, creating abnormal continuity between the ignition terminals and the module metal housing (ground) or internal power supply circuit.+2 more →
Actions
— Safety preparation and fault confirmation: Shift the vehicle into Park or Neutral, engage the parking brake, disconnect the 12V battery negative terminal, and wait at least 90 seconds (to ensure the SRS capacitors fully discharge). Connect the diagnostic tool, confirm B1767 is an active fault, record freeze frame data, and check for other airbag circuit fault codes.— Visual inspection and wiring harness check: Remove the right A-pillar, B-pillar, and C-pillar interior trim panels. Inspect the right front curtain airbag wiring harness (wrapped in yellow corrugated conduit) for wear, cuts, or burn marks. Focus on contact points between the wiring harness and body metal edges, trim clips, and the sunroof drain tube. Use a multimeter to measure the resistance from the ignition wire to body ground and constant power (normal: infinite).+5 more →
B176712›
This DTC indicates the Airbag Control Unit (ACU) detects a short to positive (+B) in the RH front side curtain airbag ignition circuit. Under normal conditions, the airbag ignition circuit remains in a high-resistance state (infinite) or exhibits a specific resistance (typically >2Ω) only during circuit diagnostics. When the ACU detects continuous battery voltage (12V) or a resistance near 0Ω on this circuit, it logs a short to power. This hardwire short circuit causes the following: 1) Airbag fails to deploy during a collision (power supply clamps the circuit); 2) Unintended airbag deployment in extreme cases (if the ACU drive circuit and the shorted point form a complete circuit); 3) The ACU enters fail-safe mode, cuts power to this circuit, illuminates the SRS warning light, and degrades overall airbag system functionality.
Causes
— Wiring harness insulation wear: The right front curtain airbag wiring harness routes along the A-pillar and roof side rail. Long-term vibration or door seal aging causes the harness to rub against body metal edges. Damaged insulation allows the harness to contact power supply wires (such as the reading light or sunroof motor power wires).— Connector water ingress and oxidation: The sealing ring on the airbag connector (usually yellow) located in the headliner or below the A-pillar degrades. Water from car washes or sunroof leaks forms an electrolytic bridge between the pins, short-circuiting the igniter pin to the power supply pin.— Airbag Control Unit (ACU) internal fault: Internal ACU ignition drive transistor breakdown or filter capacitor short circuit causes continuous high-level output on this channel.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the ACU backup power supply. Wear an anti-static wrist strap. Never use a multimeter resistance setting to directly measure the airbag inflator.— Visual inspection: Remove the right A-pillar trim, rear section of the headliner, and right rear C-pillar trim. Inspect the curtain airbag wiring harness (yellow corrugated conduit) for abrasion, crushing, or puncture marks. Focus on the rubber grommets where the harness passes through openings.+4 more →
B1768›
DTC B1768 on models such as the 2019 BYD Song MAX and 2020 Qin ICE indicates a short to ground in the right front side curtain airbag ignition circuit. The SRS ECU detects abnormally low resistance in the airbag inflator circuit (usually <2Ω), indicating damaged wiring insulation causing a short to body ground, or an internal short circuit in the airbag module. This fault prevents the affected airbag from deploying during a collision (fail-safe state) or, in very rare cases, creates a risk of unintended deployment due to circuit interference. This constitutes a highest-level safety fault. Note: Other BYD models (such as the Song Pro, Qin PLUS, and Han EV) may define B1768 as an abnormal left front door lock status signal. Verify the specific vehicle model and year.
Causes
— Right front side curtain airbag wiring harness chafed or crushed inside the A-pillar/B-pillar trim panel, causing the wire to short to the vehicle body metal.— Water ingress, oxidation, or bent pins at the airbag connector (usually located near the right roof grab handle or C-pillar) causing a short to ground.— Airbag module internal igniter resistance wire short circuit (internal fault); resistance measures close to 0 Ω.+2 more →
Actions
— Safety preparation: Power down the vehicle, disconnect the battery negative terminal, and wait at least 90 seconds to discharge the SRS capacitors completely and prevent accidental airbag deployment.— Fault confirmation: Use VDS or a dedicated diagnostic tool to read the fault code. Confirm B1768 is a current fault (Active) and record the freeze frame data.+5 more →
B176811›
DTC B176811 indicates an abnormally low-resistance connection between the Right Front Side Curtain Airbag ignition drive circuit and vehicle ground (GND). In the BYD Supplemental Restraint System (SRS) architecture, the airbag igniter operates as a low-resistance inductive load (nominal resistance 2.0–3.0 Ω). The Airbag Control Unit (ACU) continuously monitors circuit current and voltage drop through the high-side/low-side drive circuits. When the ACU detects the insulation resistance between the ignition circuit and vehicle ground falls below the threshold (typically <200 Ω), the system registers a short to ground. This fault causes: 1) possible unintended airbag deployment from accidental grounding, risking occupant injury; 2) failure to deploy during a collision due to current bypass; 3) the SRS to enter fail-safe mode, disabling the affected circuit. Subtype identifier '11' indicates a continuous hard short (non-intermittent).
Causes
— Wiring harness chafing inside the right front A-pillar or roof side rail: Long-term vibration and friction where the side curtain airbag harness passes through the A-pillar sheet metal hole or retaining clip damages the insulation, causing the copper core to directly contact the body metal and create a short to ground.— Airbag connector water ingress and oxidation: The sealing ring on the airbag wiring harness connector (usually yellow) inside the roof trim panel degrades. Car washes or sunroof leaks cause electrolytic corrosion on the internal pins, creating a low-resistance path between pins or between the pins and the housing.— Improper harness securing after accident repair: After a side impact or roof repair, failing to route the wiring harness correctly into the harness channel causes interior trim clips or metal edges to pinch the harness and damage the insulation.+2 more →
Actions
— Safety Preparation: Turn the vehicle OFF, disconnect the 12V battery negative terminal, wait at least 90 seconds (to ensure the SRS backup capacitor fully discharges), and wear an anti-static wrist strap.— Fault freeze frame analysis: Connect the VDS or Launch diagnostic tool. Confirm B176811 is a current fault (Active). Record vehicle speed, temperature, and other environmental data at the time of the fault to determine if it is a vibration-related fault.+6 more →
B176A-00›
This DTC indicates the airbag control unit (SRS ECU) detects a 0-ohm resistance in the left rear seatbelt pretensioner circuit, indicating a Short to Ground fault. As a pyrotechnic actuator, the pretensioner normally has a resistance of 2.0Ω-3.0Ω (depending on the vehicle model, typically 2.2Ω±0.3Ω). A 0-ohm resistance means current returns directly to ground without passing through the load. The SRS system identifies the pretensioner circuit as faulty. During a collision, the pretensioner may fail to activate and tighten the seatbelt, severely compromising occupant protection. This is a hard fault. Once confirmed, the system continuously illuminates the airbag warning light. Disconnecting the power usually fails to clear this fault.
Causes
— Internal short circuit in the pretensioner body: Moisture, aging, or manufacturing defects cause a short circuit between the two terminals of the seat belt pretensioner squib.— Physical damage to the wiring harness: The seat slide rail crushes or chafes the left rear floor wiring harness or under-seat wiring harness, damaging the wire insulation and causing contact with the vehicle body metal.— Connector water ingress and corrosion: Vehicle wading, improper interior cleaning, or poor sealing allows water to enter the pretensioner connector (usually located under the seat or lower B-pillar), creating a short circuit path between the pins.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment.— Initial visual inspection: Check the pretensioner connectors (yellow markings) under the left rear seat and lower B-pillar for looseness, water ingress, corrosion, or obvious burn marks.+5 more →
B176A›
DTC B176A indicates the SRS (Supplemental Restraint System) detects a resistance of 0 ohms in the left rear seat belt pretensioner circuit. Normally, as a pyrotechnic device, the pretensioner resistance ranges from 1.5–3.0 Ω (depending on vehicle configuration). A resistance of 0 indicates a short in the circuit, typically a short to ground or an internal short within the pretensioner. This causes the Airbag Control Unit (ACU) to identify a pretensioner circuit fault. During a collision, the left rear seat belt pretensioner may fail to deploy, severely compromising rear occupant restraint protection. This fault also illuminates the instrument cluster SRS warning light and may lock the entire airbag system, preventing other airbags from deploying normally.
Causes
— Left rear seatbelt pretensioner wiring harness short to ground (long-term friction from seat adjustment damaged harness insulation inside B-pillar trim).— Pretensioner connector (usually a yellow waterproof connector) shorted due to an internal short circuit, water ingress corrosion, or poor terminal contact.— Internal short circuit in the seat belt pretensioner assembly (internal igniter bridge wire short circuit or pyrotechnic component failure)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to fully discharge to prevent accidental airbag deployment.— Locate the component: Remove the left rear B-pillar lower trim panel and locate the left rear seat belt pretensioner (usually integrated into the base of the seat belt retractor) and its yellow connector.+6 more →
B176A1A›
DTC B176A1A indicates the Airbag Control Unit (ACU) detects a 0-ohm resistance in the left rear seat belt pretensioner. The SRS seat belt pretensioner contains a squib with a standard resistance of 1.5-2.5 ohms. A 0-ohm reading indicates a hard short circuit (short to ground, short to power, or internal short in the pretensioner squib). This fault causes the ACU to identify the pretensioner circuit as abnormal. During a collision, the pretensioner may fail to deploy and tighten the seat belt, or in extreme cases, deploy unintentionally. Because the SRS is a critical passive safety system, this fault illuminates the airbag warning lamp and may disable related airbag functions.
Causes
— The left rear seat belt pretensioner wiring harness wears at the seat slide rail or B-pillar area, shorting the wire core to body ground.— Water ingress, moisture, or corrosion in the pretensioner connector (usually located below the B-pillar or under the seat), causing a short circuit between terminals.— Short circuit damage to the pretensioner internal igniter (possibly due to failure to replace after a previous collision or component aging)+2 more →
Actions
— Use the dedicated diagnostic tool to read the fault code, confirm whether B176A1A is a Current or History fault, and record the freeze frame data.— Disconnect the battery negative terminal and wait at least 90 seconds for the SRS backup power supply to discharge fully and prevent accidental airbag deployment.+7 more →
B176B-00›
This DTC indicates the SRS (Supplemental Restraint System) control unit detects the left rear seat belt pretensioner ignition circuit resistance is below the normal system-calibrated threshold (the standard value is typically 2.0Ω±0.3Ω; values below 1.0Ω trigger this code). The pretensioner uses a pyrotechnic igniter to tighten the seat belt during a collision, removing slack between the webbing and the occupant. Low resistance indicates a potential short circuit. Possible causes include a wiring harness short to ground, bridged connector pins, an internal short in the pretensioner igniter, or a faulty internal sampling circuit in the SRS control unit. This fault forces the airbag system into a degraded mode. The left rear pretensioner may fail to deploy during a collision or deploy unintentionally without a collision, severely compromising passive safety.
Causes
— Water ingress, oxidation, or bent pins in the left rear seat belt pretensioner connector (usually located inside the lower B-pillar trim panel or under the seat) causing a short circuit— Damaged wiring harness insulation between the pretensioner and the SRS control unit contacts vehicle body metal, creating a short to ground. The harness is especially prone to wear at the seat slide rail or B-pillar wiring hole.— Aging or damage to the pretensioner internal squib causes an internal short circuit, resulting in permanently low resistance.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD ED400 or Launch X431) to read the complete SRS fault codes, confirm whether B176B-00 is a Current or History code, and record the freeze frame data.— Perform the safe power-down procedure: turn off the ignition, disconnect the negative battery terminal, and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental deployment.+6 more →
B176B›
This fault code indicates the airbag control unit (SRS ECU) detects the left rear seat belt pretensioner resistance is below the system threshold (typically below 2.0 Ω; standard value: 2.0–3.0 Ω). As a pyrotechnic safety device, the pretensioner contains a squib and a gas generator. Resistance must remain within a strict range to ensure reliable deployment. Low resistance indicates a short circuit risk, abnormally low resistance in the internal squib, or damaged wiring harness insulation reducing resistance between the positive and negative terminals. This causes two severe consequences: first, during a collision, the pretensioner may fail to ignite and deploy, eliminating safety restraint protection for the left rear passenger; second, the system may misidentify the condition as a short circuit and disable the trigger circuit. In extreme cases, the system activates fault protection mode, affecting the entire SRS operation. This fault illuminates the airbag warning light continuously and requires immediate repair.
Causes
— Moisture ingress, aging, or an internal short circuit in the pretensioner igniter causes resistance to fall below the standard range (<2.0Ω).— Long-term fore-and-aft seat adjustment chafes the under-seat wiring harness, damaging the insulation and causing a short circuit between wires.— Water ingress, oxidation, corrosion, or bent pins making contact at the left rear seat belt pretensioner connector (usually located under the seat or lower B-pillar), causing abnormal continuity.+2 more →
Actions
— Safety preparation: Turn the power switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Check the left rear seat belt pretensioner connector (located under the seat or inside the B-pillar trim panel) for looseness, water ingress, corrosion, deformed pins, or green corrosion.+5 more →
B176B1A›
DTC B176B1A indicates the left rear seat belt pretensioner circuit resistance falls below the standard threshold set by the SRS control unit (ACU) (typically 1.5–3.0 Ω; the fault triggers below the lower limit). This is an SRS hard fault, indicating a potential or actual short circuit in the pretensioner igniter circuit. As a key passive safety system actuator, the pretensioner uses electrical current to trigger the igniter. This ignites the gas generator to tighten the seat belt during a collision (within approximately 15–20 ms). Low resistance may cause: 1) Unintended deployment (static electricity or electromagnetic interference causing accidental ignition); 2) The ACU to disable this trigger circuit in fail-safe mode, preventing seat belt pretensioning during a collision; 3) The ACU to lock out the entire SRS system if resistance drops near 0 Ω, disrupting the multi-airbag coordinated deployment strategy.
Causes
— Pretensioner igniter internal short circuit: Moisture ingress, electrolyte corrosion, or manufacturing defects cause the insulation between the igniter bridge wire and the housing to break down, forming a low-resistance path.— Harness short to ground: Seat adjustment, compression by objects, or water ingress damages the insulation of the left rear sill harness (B-pillar to C-pillar section), causing the wire to short to the vehicle body.— Connector terminal fault: Water ingress, oxidation, or mechanical damage causes a short circuit between terminals in the yellow SRS connector under the seat (usually near the left rear seat rail).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the ACU capacitor. Remove the left rear seat for access.— Visual inspection: Check the left rear seat belt pretensioner connector (yellow) for looseness, water ingress, or corrosion; check the wiring harness inside the B-pillar trim for pinching or damage.+6 more →
B176C-00›
This DTC indicates the airbag control unit (SRS ECU) detects the left rear seat belt pretensioner igniter resistance exceeds the calibrated threshold (normal range is typically 1.6-2.4Ω; the DTC triggers when detected resistance is >3.0Ω or an open circuit occurs). As a key actuator in the passive safety system, the pretensioner uses the igniter to detonate the gas generator during a collision, instantly tightening the seat belt to eliminate slack between the belt and the occupant. Excessive resistance indicates high impedance or a potential open circuit in the igniter circuit. This condition can prevent pretensioner deployment during a collision, severely compromising occupant restraint protection. This is a hard DTC. While the fault remains active, the system triggers a continuous warning and illuminates the airbag warning lamp. Some models may also limit power output or disable specific assistance functions.
Causes
— Poor pretensioner connector contact: Vibration, oxidation, or a loose connection increases contact resistance at the left rear pretensioner plug (usually located inside the C-pillar trim or under the seat). This is the most common cause, especially after wading or exposure to damp environments.— Mechanical damage to under-seat wiring harness: For foldable rear seats, frequent folding can break internal copper strands or damage insulation at the bend of the pretensioner wiring harness (usually yellow), resulting in high resistance or an intermittent open circuit.— Pretensioner body aging: Oxidation of the internal igniter bridge wire or moisture ingress into the pyrotechnic charge causes resistance to drift outside the normal range over time. This typically occurs in vehicles over 5 years old or vehicles with prior exposure to high-temperature, high-humidity environments.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (or allow the capacitors to discharge completely as specified in the repair manual). Ensure the SRS system is completely powered down to prevent accidental pretensioner deployment during inspection.— Locate the pretensioner: Remove the left rear seat and C-pillar lower trim panel, find the left rear seat belt pretensioner assembly (usually integrated with the seat belt retractor), and identify the dedicated yellow wiring harness connector.+6 more →
B176C›
DTC B176C indicates the left rear seat belt pretensioner circuit resistance exceeds the normal threshold set by the SRS ECU (typically >3.5-4.0Ω; normal value is 2.0-3.0Ω). The pretensioner is a pyrotechnic safety device containing an igniter and a gas generator. Excessive resistance indicates a high resistance or open circuit condition within the circuit. Consequently, during a collision, the SRS ECU may fail to ignite the pretensioner charge. This failure prevents the seat belt from tightening, increases occupant forward displacement, and severely reduces crash protection. Additionally, the SRS system enters degraded mode, illuminates the airbag warning lamp continuously, and may disable the related side airbag function on certain models.
Causes
— Left rear seat belt pretensioner internal igniter aging or open circuit: Long-term inactivity or moisture exposure oxidizes the internal bridge wire. Resistance gradually increases over time until it exceeds the threshold.— Poor connector contact: Looseness, backed-out terminals, oxidation, or water ingress corrosion at the pretensioner connector near the B-pillar or C-pillar (usually marked SR11 or P11) increases contact resistance.— Wiring harness damage: Frequent door opening and closing partially breaks internal copper strands in the wiring harness at the left rear door hinge, or pinching the harness during B-pillar trim panel removal and installation creates a high-resistance path.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes for the SRS system capacitors to fully discharge to prevent accidental airbag deployment.— Fault confirmation: Connect the diagnostic tool and read the DTC. Confirm B176C is a current fault (Active), not a history fault. Record the resistance value in the freeze frame data.+6 more →
B176C1B›
DTC B176C1B indicates the airbag control module (SRS ECU) detects the left rear seat belt pretensioner circuit resistance exceeds the calibrated upper limit (typically >5.0Ω, normal range 2.0-3.5Ω). The pretensioner is a pyrotechnic safety device containing an internal resistance wire and propellant. The ECU determines its readiness by continuously monitoring the circuit current. Excessive resistance usually indicates a high-resistance connection in the circuit, a partial open circuit, or aging of the internal pretensioner coil. This condition can prevent the pretensioner from deploying correctly during a collision, seriously reducing the effectiveness of the occupant restraint system. This fault is a hard fault in the passive safety system. It generally illuminates the instrument cluster SRS warning light continuously and triggers a warning chime on some models.
Causes
— Pretensioner internal resistance wire oxidation or partial open circuit: Long-term use may cause micro-cracks or oxidation at the pretensioner internal coil weld points, increasing the resistance value.— Poor contact at the yellow SRS connector under the seat: Water ingress, oxidation, or frequent disconnection and reconnection cause increased terminal contact resistance at the dedicated airbag connector under the left rear seat (usually located on the inboard side of the seat rail).— Seat slide rail wiring harness fatigue fracture: On Qin PRO models, folding or adjusting the left rear seat fore/aft repeatedly bends the wiring harness at the slide rail. This partially fractures the copper wire without completely severing it, creating a high-resistance condition.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the left rear seat cushion. Inspect the dedicated yellow SRS connector under the seat (usually marked AIRBAG) for looseness, water ingress, or green oxidation. If necessary, use a special probe to check terminal tension.+5 more →
B176D-00›
DTC B176D-00 indicates the airbag control unit (SRS ECU) detects an open circuit or missing load in the left rear seatbelt pretensioner circuit during the system self-check. The SRS ECU verifies pretensioner presence by monitoring the resistance across the pretensioner squib (normal value: 1.5-3.0 Ω). The ECU determines the pretensioner is "not present" if this resistance falls outside the threshold (open circuit >10 Ω or short circuit <0.5 Ω) or if it fails to receive the pretensioner LIN bus response signal. This safety-critical fault prevents the left rear seatbelt pretensioner from deploying and tightening during a collision, causing a loss of restraint protection for the rear passenger. It also continuously illuminates the instrument cluster airbag warning light. Some models may enter fail-safe mode, limiting vehicle power output.
Causes
— Left rear seat belt pretensioner squib internal open circuit or burned out, causing abnormal resistance (typically >10Ω or infinite).— Pretensioner wiring harness connector (located below the B-pillar or at the lower left side of the seat) loose, terminals backed out, oxidized from water ingress, or making poor contact. Common in vehicles driven through water or due to mechanical stress from frequent seat adjustment.— Physical damage to the wiring harness: Fore-and-aft seat movement wears through the harness insulation, causing a short circuit, or improper B-pillar trim panel installation pinches and severs the harness, causing an open circuit.+2 more →
Actions
— Connect VDS2000 or an equivalent diagnostic tool. Read all DTCs and freeze frame data. Confirm whether B176D-00 is a current fault (Active) or a history fault (History). Check for accompanying SRS fault codes (such as B176E-00 right rear pretensioner fault).— Perform the safe power-down procedure: turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental pretensioner deployment during repair.+6 more →
B176D›
DTC B176D indicates the SRS (Supplemental Restraint System) ECU detects an open circuit in the left rear seat belt pretensioner circuit (infinite resistance), meaning the ECU cannot detect the pretensioner. This typically indicates a broken circuit connection between the pretensioner and the ECU, or an internal open circuit within the pretensioner. As a key passive safety actuator, the pretensioner rapidly tightens the seat belt via pyrotechnic deployment or motor operation during a collision, removing slack between the webbing and the occupant. This fault disables the left rear seat pretensioner during a collision, increasing occupant injury risk. The ECU continuously monitors the pretensioner circuit resistance (normal range: approx. 2.0-3.0Ω). It sets a 'not present' fault when it detects a resistance >10Ω or a complete open circuit.
Causes
— Loose or poor contact at the left rear seat belt pretensioner wiring harness connector (commonly occurs when failing to fully seat the rear seat after removal, or when a broken connector locking tab causes an intermittent connection).— Internal open circuit in the pretensioner unit (broken pretensioner squib wire or internal circuit board failure prevents the ECU from establishing a valid circuit)— Physical damage to the wiring harness (seat slide rail pinching the harness over time, or seat folding mechanism wearing through the harness insulation and breaking internal copper wires)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Initial visual inspection: Remove the left rear seat (usually requires removing the seat cushion retaining bolts). Verify the pretensioner connector (usually located inside the C-pillar trim panel or under the seat) is fully seated. Inspect the wiring harness for obvious damage or crush marks.+6 more →
B176E-00›
DTC B176E-00 is an SRS (Supplemental Restraint System) fault code indicating a short to body ground (GND) in the left rear seat belt pretensioner drive circuit. The pretensioner is a pyrotechnic actuator containing an igniter and gas generant. During a collision, the SRS ECU triggers the pretensioner. The resulting explosive force rapidly tightens the seat belt, removing slack between the occupant and the belt. This fault code indicates a short to ground (resistance below the threshold, typically <2Ω) in the wiring harness between the SRS ECU and the left rear pretensioner, or within the pretensioner itself. This causes the ECU to detect an abnormal current path. Upon detecting this fault, the SRS system illuminates the airbag warning lamp and enters fail-safe mode. This disables the left rear pretensioner and any linked side airbag functions, severely compromising crash safety performance.
Causes
— Chafed wiring harness inside the left rear sill trim panel: Over time, the seat belt pretensioner wiring harness (usually routed along the B-pillar or sill) rubs against metal body edges, damaging the insulation and causing the conductor to contact body ground.— Water ingress at the connector under the left rear seat: Interior cleaning, driving through water, or a clogged sunroof drain causes water to accumulate in the left rear carpet. Water enters and corrodes the pretensioner wiring harness connector (usually located under the seat or near the C-pillar), causing a short circuit between pins or between the pins and the housing.— Pretensioner internal fault: The pretensioner internal igniter insulation breaks down, or the internal bridge wire contacts the housing, causing the resistance to ground of either of the two wires to drop abnormally.+2 more →
Actions
— Safety preparation: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 90 seconds to allow the SRS capacitor to fully discharge. Wear an anti-static wrist strap. Do not use a standard multimeter resistance setting to measure directly near the airbag/pretensioner.— Visual inspection: Remove the left rear sill trim, lower B-pillar trim, and left rear seat. Inspect the pretensioner wiring harness (yellow harness, usually with a shorting clip) for obvious damage, crushing, water stains, or burn marks. Focus on the seat slide rail fixing bolts and the wiring harness pass-through grommet.+5 more →
B176E›
DTC B176E indicates the SRS (Supplemental Restraint System) control unit detects an abnormally low-resistance path between the Left Rear Seat Belt Pretensioner drive circuit and the vehicle power supply (+B), indicating a short to power. The pretensioner contains a squib controlled by the SRS ECU, with a normal operating resistance of approximately 2.0-3.0 Ω. If the wiring harness or connector shorts to a 12V power wire, the ECU detects an abnormally high voltage or resistance value, immediately sets this DTC, and enters fail-safe mode. This fault presents two risks: first, during a collision, circuit protection may prevent the left rear pretensioner from deploying, causing occupant restraint failure; second, the short-circuit current may accidentally trigger the squib, causing the seat belt to retract suddenly and injure the occupant. Consequently, the SRS system immediately cuts power to this circuit and illuminates the airbag warning lamp, potentially disabling the entire airbag system.
Causes
— Worn wiring harness or damaged insulation inside the left rear B-pillar contacts vehicle power lines (e.g., constant power or ignition power), causing a short circuit. This commonly results from water exposure or prolonged chafing due to a detached wiring harness retaining clip.— Left rear seat belt pretensioner connector (usually located under the seat or inside the B-pillar trim): Terminal misalignment, backed-out pins, or water corrosion causing bridging between terminals, especially due to water intrusion after a car wash or during the rainy season.— During vehicle modifications (such as installing seat heating, floor sound insulation, or a rear entertainment system), technicians accidentally pierced the pretensioner wiring harness or pinched it between the metal frame and the power cable.+2 more →
Actions
— Safety preparation: Switch the vehicle to OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment.— Fault confirmation: Use the VDS2000/BYD dedicated diagnostic tool to read freeze frame data and confirm vehicle status (voltage, temperature, vehicle speed) at the time of the fault. Attempt to clear the fault code. If the code persists, it is a current fault.+5 more →
B1774-00›
This DTC indicates a short to vehicle power positive (B+) in the right rear seat belt pretensioner ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, the seat belt pretensioner is a pyrotechnic actuator. Its normal operating resistance is 2.0-3.0 Ω, and the circuit must remain isolated from the vehicle power supply. When the SRS ECU detects an abnormal resistance drop (near 0 Ω) or a short to power in this circuit, it triggers DTC B1774-00 and enters fail-safe mode. This fault prevents the right rear seat belt pretensioner from tensioning normally during a collision. In extreme cases, short-circuit current may cause the pretensioner to deploy unintentionally, presenting a severe safety hazard. The system illuminates the airbag warning lamp and may disable the entire right-side airbag system.
Causes
— Worn insulation on the pretensioner wiring harness inside the right rear C-pillar trim panel contacts the body power wiring harness (such as constant +B or IGN power), causing a short circuit.— Poor sealing of the seat belt pretensioner connector (usually located under the seat or at the C-pillar) allows water ingress, causing electrolytic corrosion and a short circuit between terminals.— Damaged igniter insulation inside the pretensioner body causes continuity between the coil and the housing (short circuit to vehicle power).+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor and prevent accidental deployment).— Fault confirmation: Use the BYD ED400 or VDS diagnostic tool to read the fault code. Confirm B1774-00 is a current (Active) fault, not a history fault. Record the freeze frame data.+6 more →
B176E12›
DTC B176E12 indicates abnormal continuity between the left rear seat belt pretensioner circuit and the vehicle power supply (B+), representing a "short to power". In the Supplemental Restraint System (SRS), the seat belt pretensioner is a pyrotechnic actuator. Under normal conditions, its circuit must remain isolated from the power supply; the SRS ECU supplies a momentary high-current ignition signal only during a collision. A short to power indicates: 1) continuous battery voltage across the pretensioner terminals risks accidental deployment (extremely dangerous); 2) the SRS ECU detects circuit voltage above the threshold (typically >5V or near 12V) and registers a severe fault; 3) the system immediately illuminates the airbag warning light and disables the entire airbag system (including front and side airbags), leaving the vehicle without collision protection. This fault involves the left rear seat belt pretensioner (typically located at the lower B-pillar or on the seat frame). The circuit comprises the ignition loop routing from the SRS ECU through the floor harness to the left rear seat.
Causes
— Damaged wiring harness insulation contacting a power wire: Frequent fore/aft adjustment of the left rear seat or crushing by objects chafes the wiring harness against the seat track or inside the B-pillar trim, exposing the copper wire and causing contact with a constant power wire (e.g., seat heater or reading light power supply).— Connector water ingress or terminal corrosion: Vehicle wading, a leaking blocked sunroof drain, or spilled liquids cause moisture buildup inside the pretensioner connector (usually yellow) at the left rear B-pillar or under the seat, creating a conductive path between the ignition terminal and the power terminal.— Improper modification or repair: screws pierce the wiring harness or over-tightened retaining clips damage insulation during the installation of rear entertainment, seat ventilation, or audio systems; or connectors fail to lock fully after accident repairs, causing terminals to back out and contact adjacent power terminals.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS capacitor). Hang a warning sign to prevent accidental operation.— Visual inspection: Remove the left rear B-pillar lower trim panel and seat side trim panel. Inspect the yellow SRS connector for looseness, water ingress, corrosion, or obvious burn marks. Inspect the wiring harness for pinching or wear at the seat slide rail and hinge.+6 more →
B176F-00›
DTC B176F-00 indicates the SRS (Supplemental Restraint System) ECU detects an abnormal electrical connection between the left rear seat belt pretensioner drive circuit and the vehicle power supply (B+). The pretensioner consists of an igniter and a gas generator, with a normal resistance of 2.0-3.0Ω. Damaged wiring harness insulation, misaligned connector pins, or an internal pretensioner short circuit cause the ECU to detect an abnormally high circuit voltage (approaching 12V battery voltage) and trigger this DTC. This fault may result in: 1) Failure of the left rear pretensioner to deploy during a collision, compromising occupant protection. 2) Unintended pretensioner deployment in extreme cases, causing occupant injury. 3) The SRS entering fail-safe mode, disabling all vehicle airbags.
Causes
— Worn pretensioner wiring harness insulation under the left rear seat or near the B-pillar contacts the body power wire (constant or ignition power), causing a short circuit.— Water ingress, oxidation, or bent pins at the pretensioner connector (usually located under the seat or inside the B-pillar trim), causing a short circuit between the power and signal terminals.— Insulation failure in the left rear seat belt pretensioner igniter coil, causing an internal short to power.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the left rear seat and lower B-pillar trim panel. Inspect the pretensioner wiring harness (usually in a yellow sleeve) for wear, crushing, or burn marks. Focus on the harness within the seat slide rail movement range.+5 more →
B176F›
This fault code indicates an abnormally low-resistance connection to body ground (GND) in the left rear seat belt pretensioner drive circuit. As a key actuator in the SRS (Supplemental Restraint System), the pretensioner typically uses a pyrotechnic or motor-driven design. During a collision, it rapidly retracts the seat belt webbing by igniting a gas generator or driving a motor, eliminating slack between the occupant and the seat belt. A short to ground means the positive circuit between the SRS ECU and the pretensioner (typically high-level triggered) shorts to the vehicle chassis ground, with resistance falling below the calibrated threshold (generally <2Ω). Upon detecting this fault, the SRS ECU immediately enters fail-safe mode, cuts power to the circuit to prevent accidental deployment or wiring overheating, and illuminates the airbag warning lamp. Consequently, the left rear seat loses pretensioner protection during a collision, and the occupant risks secondary impact injuries due to seat belt slack. The short-circuit current may also overheat and damage the SRS ECU driver chip, compromising the normal operation of the entire airbag system.
Causes
— Long-term fore-aft seat movement chafes and crushes the wiring harness under the left rear seat or at the B-pillar, damaging the insulation and causing the copper core to directly contact the vehicle body metal and short to ground.— Internal fault in the seat belt pretensioner unit: the squib resistance wire shorts to the metal housing. Moisture ingress, aging, or manufacturing defects in the pretensioner usually cause this.— After vehicle wading, flooding, or floor washing, water enters and corrodes the pretensioner connector (usually located under the seat or at the base of the B-pillar), forming an electrolytic conductive path between the terminals.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Fault Confirmation and Freeze Frame Analysis: Connect the BYD dedicated diagnostic tool (VDS2000/3000). Read the freeze frame data for DTC B176F. Record the vehicle speed, ambient temperature, and voltage when the fault occurred. Determine if the fault is intermittent.+6 more →
B176F11›
DTC B176F11 indicates the airbag control unit (SRS ECU) detects an abnormally low-resistance connection between the left rear seat belt pretensioner (squib) circuit and body ground (typically <2Ω). The pretensioner is a pyrotechnic actuator with a normal resistance of approximately 2.0-3.0Ω. A short to ground causes the SRS system to identify a safety risk in this circuit and trigger fail-safe mode. This mode immediately cuts power to the pretensioner circuit, illuminates the airbag warning lamp, and disables left rear pretensioner deployment during a collision. It may also affect the normal deployment logic of the entire airbag system. This is a hard DTC. The SRS ECU continuously logs the code while the short circuit exists. Repair the fault immediately to maintain passive safety system integrity.
Causes
— Wiring harness chafing under the left rear seat: Fore-and-aft seat adjustment or objects pinching the harness damage the pretensioner harness insulation, causing a short circuit to the metal body frame.— B-pillar wiring harness interference: A detached wiring harness retaining clip inside the left rear B-pillar trim panel allows the harness to rub against a sharp sheet metal edge, causing a short to ground.— Connector water ingress and corrosion: Rear floor flooding or interior cleaning allows water to enter the pretensioner connector (usually located under the seat or at the base of the B-pillar), causing electrolytic corrosion between the pins and resulting in a short to ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Read freeze frame: Use the VDS2000/VDS3000 diagnostic tool to read environmental data at the time of the fault (temperature, vehicle speed, voltage) to confirm if the fault is intermittent.+5 more →
B1770-00›
DTC B1770-00 indicates the SRS (airbag) control module detects the right rear seat belt pretensioner circuit resistance is 0 Ω or close to 0 Ω. Normally, the seat belt pretensioner acts as a pyrotechnic actuator with a standard squib resistance between 2.0-5.0 ohms. A resistance of 0 indicates a hard short in the circuit. Possible causes include an internal short in the pretensioner squib, a wiring harness short to body ground or power, or an internal short in the connector. This fault causes the SRS system to determine the pretensioner has failed. During a collision, the right rear seat belt pretensioner will not deploy, severely compromising the occupant restraint system's effectiveness. The fault also illuminates the instrument cluster airbag warning lamp and may inhibit the entire airbag system.
Causes
— Right rear seat belt pretensioner internal squib short circuit: Aging, moisture ingress, or manufacturing defects cause insulation failure between the two internal squib terminals, resulting in a short circuit.— Harness short to ground or power: Long-term bending, wear, or accident crushing damages the wire insulation on the harness near the B-pillar, causing a short to the vehicle body metal or a power wire.— Connector fault: Water ingress, corrosion, deformed pins, or foreign matter in the right rear seat belt pretensioner connector (usually located below the B-pillar or under the seat), causing a short circuit between terminals.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the negative terminal of the 12V low-voltage battery, and wait at least 90 seconds (2 minutes for some models) to fully discharge the SRS capacitor and prevent accidental deployment.— Locate component: Remove the right rear B-pillar lower trim panel. Locate the right rear seat belt pretensioner and its dedicated yellow connector (typically includes a short-circuit protection tab).+6 more →
B1770›
This DTC indicates the SRS control module detects an abnormal 0 Ω resistance in the right rear seat belt pretensioner circuit. As a pyrotechnic device, normal pretensioner resistance ranges from 1.5 to 3.0 Ω. A 0 Ω reading typically indicates a short circuit. Possible causes include damaged wiring harness insulation shorting the positive and negative terminals, an internal connector short, a shorted internal resistance wire within the pretensioner body, or an SRS ECU internal drive circuit fault. This fault prevents the pretensioner from deploying during a collision. The SRS system may also disable airbag functions in the affected area, posing a severe safety hazard.
Causes
— Harness wear short circuit: Long-term bending and friction damage the insulation of the wiring harness inside the right rear B-pillar or sill panel, shorting the positive and negative wires.— Connector water ingress and corrosion: Poor sealing of the right rear seat belt pretensioner connector (usually located under the seat or at the base of the B-pillar) allows water ingress, causing a short circuit between pins.— Pretensioner unit fault: Internal resistance wire short circuit (rare but possible, usually due to manufacturing defects or overcurrent)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Check the right rear seat belt pretensioner connector (located at the bottom of the B-pillar or the outboard side of the seat) for water ingress, corrosion, deformed pins, or foreign objects.+5 more →
B17701A›
This DTC indicates the Airbag Control Unit (ACU) detects a 0-ohm resistance in the right rear seatbelt pretensioner circuit. As a key actuator in the passive safety system, the pretensioner contains an internal squib with a normal resistance of 1.5-3.0 Ω for circuit integrity monitoring. A resistance of 0 indicates a hard short in the circuit. Possible causes include a burned internal coil causing an inter-turn short, a wiring harness short to ground (vehicle body), or shorted connector pins. This fault prevents the ACU from sending a firing command to the pretensioner during a collision or triggers a system protection strategy that disables the entire right-side airbag circuit, severely compromising restraint protection for the right rear passenger during an accident.
Causes
— Right rear seat belt pretensioner internal igniter burned out or coil inter-turn short circuit (commonly due to seal failure after water ingress or pretensioner aging).— Worn insulation on the pretensioner wiring harness under the seat or inside the B-pillar, causing the positive and negative wires to short to ground (common from frequent seat movement or improperly secured harnesses during modifications).— Poor sealing of the yellow dedicated connector (usually located under the seat or inside the B-pillar trim) allows water ingress, causing electrolytic corrosion and a short circuit between pins.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the 12V battery negative terminal, and wait at least 5 minutes to fully discharge the SRS backup power supply capacitor and prevent accidental airbag deployment.— Fault Confirmation: Use a dedicated BYD diagnostic tool (such as ED400 or VDS) to read the freeze frame data. Confirm B17701A is a current fault (Active) rather than a history fault (History). Record the vehicle status at the time of the fault.+6 more →
B1771-00›
This fault code indicates the right rear seatbelt pretensioner circuit resistance falls below the normal threshold set by the SRS control unit (typically below 1.5Ω; standard value is approximately 2.0-3.0Ω). As a pyrotechnic safety device, the pretensioner contains an igniter and a gas generator. A low resistance value indicates an abnormally low-resistance path in the circuit. Potential causes include an internal pretensioner short circuit, a wiring harness short to ground, or connector pins shorted to ground. This fault forces the SRS system into a degraded mode. Consequently, the right rear pretensioner may fail to deploy during a collision, and the fault lamp remains illuminated to indicate system failure, severely compromising passive safety protection.
Causes
— Short circuit, moisture ingress, or aging of the right rear seat belt pretensioner internal igniter, causing an abnormal decrease in internal resistance.— The seat rail pinches and chafes the under-seat wiring harness, damaging the insulation and causing a short circuit between the power and ground wires.— Bent pins, water corrosion, or foreign matter causing a short circuit between pins at the right rear seat belt pretensioner connector (usually located in the C-pillar or under the seat).+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (3 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the right rear C-pillar trim panel and seat. Inspect the pretensioner wiring harness for signs of abrasion, crushing, or water ingress. Check the connector for oxidation and the pins for deformation.+5 more →
B1771›
DTC B1771 indicates the SRS (Supplemental Restraint System) control module detects the right rear seat belt pretensioner resistance is below the system-calibrated lower threshold (typically <1.0Ω or near a short-circuit value). The pretensioner is a pyrotechnic actuator containing an electric squib with a normal resistance of approximately 2.0±0.3Ω. Low resistance indicates a pretensioner internal short circuit, a wiring harness short to ground, connector water ingress causing electrochemical corrosion, or an SRS module internal sampling circuit fault. This fault triggers the airbag system fail-safe strategy. The affected seat pretensioner may fail to deploy in a collision, the AIRBAG warning lamp remains illuminated, and some models trigger a system buzzer alarm.
Causes
— Internal short circuit in the right rear seat belt pretensioner: The bridge wire inside the igniter breaks and shorts to ground, or moisture in the pyrotechnic charge causes an abnormal drop in resistance.— Wiring harness wear causing short to ground: The wiring harness below the B-pillar or the floor wiring harness rubs against the metal body frame, damaging the insulation and causing a short circuit between the positive and negative terminals or a short to ground.— Connector water ingress and oxidation: A flooded rear floor, degraded seals, or water seepage during a car wash introduces water into the pretensioner connector (typically located below the B-pillar or beside the seat). This causes electrochemical corrosion of the terminals and creates a low-resistance path.+2 more →
Actions
— Safety Preparation and Diagnostic Confirmation: Use BYD VDS2000 or Launch X431 to read all DTCs. Confirm B1771 is an active fault, not a historical fault. Record freeze frame data (vehicle status, mileage, voltage). Disconnect the battery negative terminal and wait at least 90 seconds to fully discharge the SRS energy storage capacitor.— Visual inspection and connector check: Remove the right rear lower B-pillar trim panel and sill trim panel. Inspect the pretensioner connector (usually a yellow connector with a short-circuit protection tab) for looseness, water ingress, corrosion, or backed-out pins. Inspect the wiring harness jacket for abrasion, burn marks, or rodent bite marks.+5 more →
B1771A›
DTC B1771A indicates the SRS (Supplemental Restraint System) ECU detects the RH rear seatbelt pretensioner circuit resistance is below the calibrated threshold. (The standard value is typically 2.0 ± 0.5 Ω; a measured value below 1.2 Ω or near 0 Ω triggers this code). As a key passive safety system actuator, the pretensioner contains a pyrotechnic combustion chamber and a resistance wire. Low resistance indicates a short circuit risk (harness chafing to ground, water ingress at the connector, or an internal short from a melted resistance wire). To prevent accidental deployment or upon determining actuator failure, the SRS ECU illuminates the airbag warning light and may disable the RH rear side airbag and pretensioner deployment. This disables active tensioning protection for that seat during a collision, increasing occupant injury risk.
Causes
— Wiring harness wear under the right rear seat or inside the B-pillar trim: Frequent fore/aft seat movement or passengers stepping on the harness damages the insulation, shorting the positive and negative wires and causing an abnormal drop in resistance.— Pretensioner connector water ingress and oxidation: Driving through water, a blocked sunroof drain tube, or liquid seepage during deep interior cleaning causes a short circuit or abnormal resistance between the connector terminals.— Pretensioner unit internal fault: Aging, moisture ingress, or manufacturing defects cause an inter-turn short circuit in the internal resistance wire of the pyrotechnic device, resulting in permanently low resistance.+2 more →
Actions
— Safety preparation: Use a BYD VDS2000 or Launch X431 diagnostic tool to read the fault code. Confirm B1771A is a current fault, not a history fault, and record the freeze frame data. Turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds for the SRS capacitor to fully discharge.— Locate the component: Remove the right rear B-pillar lower trim panel (or seat outer trim panel, depending on vehicle structure) and find the seat belt pretensioner assembly. This is typically a black cylindrical pyrotechnic device with a yellow two-color connector.+5 more →
B1772-00›
DTC B1772-00 indicates the airbag control unit (SRS ECU) detects the right rear seatbelt pretensioner circuit resistance exceeds the calibrated range (normal range: 1.8–3.0Ω; high resistance typically indicates >5Ω or infinite). As a key passive safety system actuator, the pretensioner features a pyrotechnic design, using propellant gas to instantly tighten the seatbelt during a collision. High resistance indicates a high-impedance connection or open circuit. Causes include poor connector contact, a damaged wiring harness, or an open gas generator coil inside the pretensioner. This fault continuously illuminates the SRS warning light and can trigger a degraded system mode. During a collision, the pretensioner may fail to deploy, and the SRS ECU may suspend the right rear side airbag deployment logic, significantly reducing crash protection for the right rear passenger.
Causes
— Loose yellow waterproof connector for the right rear seat belt pretensioner (usually located under the seat or inside the C-pillar trim), backed-out pins, or oxidized pins, causing increased contact resistance.— During fore/aft seat adjustment, the seat rail crushes or chafes the pretensioner wiring harness, causing a concealed break in the copper core (insulation intact but internal open circuit) or high resistance.— Pretensioner internal gas generator (squib) heating wire is aged, broken, or open-circuited, causing infinite resistance.+2 more →
Actions
— Use BYD VDS or a dedicated diagnostic tool to access the SRS system, read the fault code to confirm B1772-00 is a current Active fault, and record the freeze frame data (such as vehicle speed and timestamp at the time of occurrence).— Perform the safety procedure: turn off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.+6 more →
B1772›
DTC B1772 indicates the right rear seatbelt pretensioner ignition circuit resistance exceeds the standard upper limit (typically >3.6Ω or open circuit). The seatbelt pretensioner is a key SRS (Supplemental Restraint System) actuator containing an internal squib. During a collision, the SRS control unit (ACU) sends current to the squib to ignite the propellant, instantly tightening the seatbelt to protect the occupant. Excessive resistance indicates high resistance, poor contact, or a complete open circuit in the ignition circuit, preventing the ACU from activating the pretensioner. During a collision, the rear occupant on that side loses pretensioner protection, significantly increasing safety risks. Typical causes include connector oxidation, wiring harness damage, or internal pretensioner squib failure.
Causes
— Loose right rear seat belt pretensioner connector (usually located under the seat or inside the C-pillar trim), water ingress and oxidation, or spread terminal pins causing increased contact resistance.— Abnormally high resistance or open circuit in the pretensioner internal igniter (blown internal bridge wire, damp or aged propellant); standard resistance is typically 2.0-3.0 Ω.— Prolonged bending and pinching of the under-seat wiring harness causes wire breakage or insulation damage (common in passenger vehicles with frequent fore-and-aft seat adjustment).+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds for the SRS capacitor to fully discharge. Read and record the DTC freeze frame data. Confirm the fault frequency (current/history).— Visual inspection: Remove the right rear seat and lower C-pillar trim panel. Verify the pretensioner connector (usually yellow) is fully seated and check for water ingress, corrosion, or foreign objects. Inspect the wiring harness corrugated conduit under the seat for damage. Check the wires for crush marks from the seat rails.+3 more →
B17721B›
DTC B17721B indicates the airbag system (SRS) detects the right rear seat belt pretensioner circuit resistance exceeds the normal upper threshold. This pretensioner is a pyrotechnic actuator with a typical resistance range of 2.0–3.0 ohms. When the ECU detects resistance >4.0 ohms (or per the calibrated threshold), it determines a High Resistance fault. This fault prevents the seat pretensioner from deploying and retracting normally during a collision. Additionally, the SRS may enter a degraded mode, illuminating the instrument cluster airbag warning light continuously. On some models, other seat airbag functions may also be restricted. The DTC suffix "1B" typically indicates the specific circuit location or fault subtype, pointing to the right rear seat (Third Row/Second Row Right) pretensioner circuit.
Causes
— Poor connector contact: Moisture, oxidation, or vibration increases pin contact resistance at the right B-pillar or under-seat pretensioner connector (usually marked R2R or SA3). This is the most common cause, occurring frequently after water wading or vehicle washing.— Harness damage causing high resistance: Crushing the harness during rear seat removal/installation, carpet modification, or child seat installation partially breaks the internal copper strands without fully severing them, creating a high-resistance point.— Pretensioner internal fault: Squib bridge wire oxidation or breakage, or moisture ingress into the pyrotechnic charge, causes resistance to drift upward over time, indicating actuator aging failure.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (3 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use a dedicated diagnostic tool (such as Launch X431 or BYD VDS) to read the fault code. Confirm B17721B is a current fault (Present) and not a history fault. Record the resistance value in the freeze frame data (usually displaying 4.5-10 ohms or Open).+4 more →
B1773-00›
DTC B1773-00 indicates the airbag control unit (SRS ECU) failed to detect the electrical signal or communication response from the right rear seat belt pretensioner during the system self-check. This passive safety system hardwire/communication fault indicates an abnormality in the squib circuit between the SRS module and the right rear seat belt pretensioner. Causes include an open circuit, a short to ground or power, or the pretensioner internal igniter resistance falling outside the standard range (typically 1.5-3.5Ω). This fault prevents the pretensioner from deploying and tightening the seat belt during a collision, significantly reducing occupant protection. The SRS system also enters fail-safe mode, which may disable other airbags and illuminate the airbag warning light continuously.
Causes
— Right rear seat belt pretensioner connector (usually a yellow waterproof plug) loose, disconnected, or making poor contact, commonly caused by frequent seat movement, a connector not fully seated after removal, or a broken locking tab.— Open circuit or abnormal resistance in the pretensioner internal igniter tube (aging, moisture ingress, previous deployment, or manufacturing defect), preventing the SRS module from detecting the standard resistance circuit.— Physical damage to the wiring harness causing an open or short circuit, especially harness pinching at the under-seat rails, wear points at bends inside the B-pillar trim panel, or fatigue fractures at the door hinge wiring hole.+2 more →
Actions
— Safety Preparation: Disconnect the negative battery terminal and wait at least 90 seconds to ensure the SRS capacitor discharges completely, preventing accidental airbag deployment. Wear an anti-static wrist strap and prepare the BYD dedicated diagnostic tool (VDS2000/ED400).— Fault confirmation: Connect the diagnostic tool and read DTCs. Confirm B1773-00 is a current fault (Active), not a historical fault, and record freeze frame data. Check for accompanying communication fault codes (e.g., B1772, B1774).+4 more →
B1773›
On BYD new energy vehicles, DTC B1773 indicates a Cell Supervision Circuit (CSC) fault. This represents a Battery Management System (BMS) subsystem communication or sampling abnormality, rather than the seat belt pretensioner issue in the original description (the latter belongs to the SRS system, indicating a possible mix-up in fault code definitions). The CSC module continuously monitors key parameters within the power battery module, including individual cell voltage and temperature, and communicates with the main BMS via the internal CAN bus. The BMS sets DTC B1773 when it fails to detect a response signal from a CSC within the specified timeframe (communication timeout), receives out-of-range data (e.g., a -40°C open-circuit temperature reading), or detects a CSC address conflict or duplication. This fault activates the system safety protection strategy, limiting vehicle power output, disabling pure EV driving, or interrupting the charge/discharge process. It severely compromises power battery thermal management and safety monitoring functions and requires immediate repair.
Causes
— Oxidation, corrosion, terminal back-out, or poor contact at the collector wiring harness connector (common after battery pack seal failure and water ingress).— Battery information collector (CSC module) internal short circuit, PCB cold or broken solder joints, or damaged sampling chip.— Collector low-voltage power supply circuit fault (blown power supply fuse or open circuit causing loss of 12V power supply)+2 more →
Actions
— Use the VDS diagnostic tool to access the BMS system and read the complete fault codes and live data stream. Confirm the specific collector number (CSC Group X) and fault type (communication fault/sampling abnormality).— Perform the high-voltage safety power-down procedure: disconnect the low-voltage battery negative terminal, remove the high-voltage manual service disconnect (MSD), wait at least 5 minutes to ensure the high-voltage system fully de-energizes, and perform an insulation test.+5 more →
B17731B›
This DTC indicates the SRS (Supplemental Restraint System) control module detects a missing signal or communication interruption from the right rear seat belt pretensioner during self-check or real-time monitoring. Specifically, the control module cannot identify the pretensioner’s electronic identification (resistance signature code or LIN/CAN node ID) or detects an open circuit, short to ground, or short to power. This prevents the seat belt at this position from tightening automatically during a frontal collision, increasing passenger forward displacement and significantly reducing restraint system effectiveness. The SRS system also illuminates the airbag fault warning lamp and may disable the related collision trigger logic. This is a critical fault affecting passive safety.
Causes
— Loose connection, backed-out pins, oxidation, or corrosion at the right rear seat belt pretensioner connector (located at the lower B-pillar or under the seat), causing excessive contact resistance or signal interruption.— Open circuit in the pretensioner internal squib or resistance drift beyond the calibrated range (normal: 2.0-5.0Ω), failing the SRS module safety check.— Long-term wear or pinching of the floor or B-pillar wiring harness at the sill trim panel bend breaks the wires, causing an open circuit between the pretensioner and the SRS module.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the low-voltage battery negative terminal, wait at least 90 seconds to ensure the SRS capacitor discharges fully, and wear an anti-static wrist strap. Never use the resistance setting of a standard multimeter to directly measure the pretensioner connected to the control module.— Visual inspection: Remove the right rear door sill trim panel and lower B-pillar trim panel. Inspect the pretensioner connector for looseness, water ingress, or deformed pins. Disconnect the connector, apply conductive grease, and reconnect it to ensure good contact.+5 more →
B177412›
DTC B177412 indicates the Supplemental Restraint System (SRS) detects an abnormally low-resistance connection between the right rear seat belt pretensioner drive circuit and the vehicle positive power supply (B+), indicating a short to power. The normal pretensioner igniter resistance is approximately 2.0-3.0Ω. The SRS ECU monitors circuit current and voltage to determine component status. If damaged wiring harness insulation causes the power wire (typically red/yellow) to contact the pretensioner drive wire, the ECU detects an abnormally high voltage (approaching the 12V battery voltage) and triggers this DTC. This fault causes the SRS to disable the right rear seat belt pretensioner circuit. During a collision, the pretensioner may fail to deploy and tighten the seat belt, creating a severe safety hazard. Additionally, the short to power creates a risk of unintended pretensioner deployment under extreme conditions. The system therefore classifies this as a severe fault (Level 3) and prohibits continued vehicle operation. Note: Repair practices for certain vehicle models may define this DTC as a seat ventilation system control circuit fault. Verify the definition against the specific vehicle configuration.
Causes
— Harness mechanical damage: The pretensioner harness behind the right B-pillar trim panel or under the seat chafes against body metal edges or the seat track, damaging the insulation and shorting the power wire to the pretensioner drive wire.— Connector water ingress and corrosion: Driving through water, improper car washing, or aging seals allow water to enter the right rear seat belt pretensioner connector (usually located at the base of the B-pillar or under the seat), creating an electrolytic short circuit between the pins.— Pretensioner assembly internal fault: Igniter internal bridge wire shorted to metal housing (typically resulting from manufacturing defects, physical impact, or residual stress following pretensioner deployment in a previous accident)+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 3 minutes to ensure the SRS capacitor discharges fully to prevent accidental airbag deployment. Wear an anti-static wrist strap.— Visual inspection: Remove the right B-pillar lower trim panel and right rear door sill trim panel. Inspect the pretensioner connector (usually marked 'R2 Pretensioner' or 'RR SBPT') for looseness, water ingress, corrosion, or burn marks.+3 more →
B1775-00›
This DTC indicates an abnormally low-resistance connection (typically <1 kΩ) between the right rear seat belt pretensioner squib circuit and vehicle chassis ground (GND). As a pyrotechnic safety device, the pretensioner relies on the SRS ECU to supply a high-current pulse during a collision. A short to ground causes: 1) abnormal circuit resistance, leading the ECU to register a device fault; 2) potential inadvertent deployment if the short-circuit current reaches the ignition threshold; 3) the SRS system to enter fail-safe mode, disabling the right rear pretensioner and associated seat belt reminder function. This is a hard fault in the passive safety system that directly affects the integrity of the occupant restraint system.
Causes
— Wiring harness abrasion below the right B-pillar: The pretensioner wiring harness routes through the B-pillar trim to the floor. Prolonged fore-and-aft seat adjustment or passenger foot movement wears the insulation, causing a short circuit to the metal body.— Connector water ingress and oxidation: Water accumulation on the rear floor (e.g., blocked sunroof drain or A/C condensate leak) corrodes the pretensioner connector pins (typically located under the seat or at the base of the B-pillar), creating a short-to-ground path.— Pretensioner unit internal fault: Igniter (squib) internal bridge wire insulation fails, or moisture makes the pyrotechnic charge conductive, causing continuity between the terminal and the housing.+2 more →
Actions
— Safe power-down: Turn the power switch to OFF, disconnect the battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap.— DTC freeze frame analysis: Connect the VDS or a dedicated diagnostic tool and record the vehicle status (temperature, voltage, mileage) when the DTC occurred to determine if the fault is intermittent.+6 more →
B1775›
DTC B1775 indicates the SRS (Supplemental Restraint System) detects a short to ground in the right rear seat belt pretensioner circuit. The seat belt pretensioner is a pyrotechnic actuator containing an explosive device and a resistance wire. Normal resistance is approximately 2-3 Ω. When the SRS control module detects circuit resistance below the threshold (typically <1 Ω) or an abnormal voltage drop to ground, it identifies a short to ground. This safety-critical fault causes: 1) the SRS to enter degraded mode, disabling right rear side impact protection; 2) continuous illumination of the airbag warning light; 3) a risk of unintended pretensioner deployment in extreme cases. The pretensioner wiring harness routes through the right rear door sill trim and C-pillar, exposing it to seat movement, liquid ingress, or mechanical damage.
Causes
— Long-term chafing of the wiring harness under the right rear seat: During forward/backward seat adjustment or folding, the pretensioner wiring harness rubs against the seat frame or floor, damaging the insulation and causing a short to body ground.— C-pillar interior trim panel wiring harness clip failure: A loose or missing C-pillar trim panel retaining clip allows the wiring harness to contact the metal body during driving, causing an intermittent or continuous short to ground.— Pretensioner connector water ingress: An aging right rear door seal or open window allows rainwater to enter. This forms an electrolyte at the pretensioner connector (usually located under the seat or at the base of the C-pillar), causing a short circuit between pins or to ground.+2 more →
Actions
— Safe power-down and wait: Disconnect the low-voltage battery negative terminal. Wait at least 90 seconds to fully discharge the SRS capacitor and prevent triggering the pretensioner during diagnosis.— Freeze frame data analysis: Use the VDS2000 diagnostic tool to read freeze frame data (such as vehicle speed, crash signal, and voltage) from the time the fault occurred to determine if the fault is intermittent.+6 more →
B177511›
DTC B177511 indicates a short to ground in the right rear (RR) seat belt pretensioner ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, the airbag control unit (ACU) sets this DTC when it detects the right rear seat belt pretensioner drive circuit resistance falls below the threshold (typically <1.0Ω, normal range 2.0-3.0Ω) or detects an abnormal drop in the circuit insulation resistance to body ground. A short to ground prevents normal pretensioner deployment (failing to ignite the gas generator to tighten the seat belt during a collision). Simultaneously, the ACU illuminates the airbag fault warning lamp and may disable the entire side or rear SRS protection strategy, severely compromising occupant passive safety. This is a hard fault; once confirmed, it remains active and does not self-recover.
Causes
— Internal short circuit in the right rear seat belt pretensioner assembly: Moisture, aging, or manufacturing defects damage the pretensioner squib insulation, causing the ignition wire to short to the metal housing.— Mechanical wear of the B-pillar or seat wiring harness: Long-term bending and compression at the seat height adjustment mechanism, B-pillar trim panel, or slide rail damages the seat belt pretensioner wiring harness insulation, causing the copper core to contact the vehicle body metal frame.— Connector water ingress and corrosion: Poor sealing of the pretensioner connector (usually a black multi-pin plug) under the seat or at the base of the B-pillar allows water entry during vehicle cleaning or if water reaches the rear floor, causing a short circuit between terminals or to ground.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment. Wear an anti-static wrist strap and disable the vehicle smart key system.— Initial visual inspection: Remove right rear seat and lower B-pillar trim panel. Check seat belt pretensioner wiring harness (usually wrapped in yellow corrugated conduit) for obvious damage, crushing, or burn marks. Check connector BG08 (or corresponding model pins) for water ingress, corrosion, or looseness.+4 more →
B1777›
This fault code indicates the Airbag Control Module (ACM) detects a 0 ohm circuit resistance in the left middle-row (second-row left) seatbelt pretensioner. In a normal SRS system, the pretensioner functions as a pyrotechnic actuator with a standard resistance typically between 1.8Ω and 3.0Ω (depending on the specific vehicle model). A 0 ohm resistance indicates a hard short in the circuit, usually a short to ground or a short between terminals. This causes the ACM to flag the pretensioner as failed. This condition triggers the airbag system fail-safe mechanism, potentially preventing the corresponding airbag and related restraint systems from deploying during a collision. The instrument cluster SRS warning light remains illuminated, posing a severe safety hazard.
Causes
— Water ingress or moisture in the pretensioner connector causes a short circuit between terminals, commonly due to vehicle wading, leaking interior cleaning fluid, or aging floor sealing strips.— Wiring harness wear under the seat or inside the B-pillar damages the wire insulation, allowing direct contact with the vehicle body metal and causing a short to ground.— Improper handling during seat removal/installation or interior modification causes a partially seated pretensioner connector, deformed terminals, or a broken connector latch shorting against the bracket.+2 more →
Actions
— Use the BYD VDS2000 or a dedicated diagnostic tool to read fault codes. Confirm B1777 is a current fault (Active), not a history fault. Record freeze frame data and check for related fault codes such as B17771A (resistance below threshold).— Disconnect the battery negative terminal and wait at least 3 minutes to ensure the SRS system fully discharges. Inspect the left second-row seat belt pretensioner connector (usually located under the left side of the seat or at the base of the B-pillar) for water ingress, green corrosion, looseness, or deformed terminals.+4 more →
B17771A›
DTC B17771A indicates the airbag control unit (SRS ECU) detects a circuit resistance of 0Ω or close to 0Ω for the second-row left seat belt pretensioner. Normally, the squib resistance inside an undeployed pretensioner is 2.0Ω±0.2Ω. A resistance of 0Ω indicates a hard short in the circuit. Potential causes include an internal short in the pretensioner coil, a wiring harness short to body ground, or a short between connector terminals. This is a safety system hard fault. The SRS ECU illuminates the airbag malfunction indicator lamp (MIL) and disables the second-row left seat belt pretensioner and potentially associated airbag functions. During a collision, the pretensioner fails to generate the designed pulling force to tighten the seat belt, reducing occupant restraint protection.
Causes
— Pretensioner wiring harness wear causing a short to ground: Long-term fore-and-aft seat adjustment and vibration friction damage the wiring harness insulation under the left middle-row seat or near the B-pillar. The exposed wire contacts the vehicle body metal, creating a short circuit.— Internal short circuit in the pretensioner connector: bent pins, backed-out pins, or water ingress and corrosion (common after vehicle wading or interior cleaning) causing continuity between terminals.— Pretensioner body internal short circuit: The bridge wire inside the squib blew or chemically deteriorated, causing a sharp drop in resistance, or the pretensioner deployed and remains unreset.+2 more →
Actions
— Safe power-off and discharge: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment.— Visual and connector inspection: Remove the left middle-row seat side trim panel. Inspect the pretensioner connector (usually yellow) for looseness, water ingress, or deformed pins. Inspect the wiring harness for wear or cuts at the seat slide rail fixing points.+5 more →
B1778›
DTC B1778 indicates the left middle-row (second-row left) seat belt pretensioner resistance falls below the normal threshold set by the SRS ECU. Standard resistance is typically 2.0–5.0 Ω; the ECU sets the fault upon detecting <1.5 Ω or near 0 Ω. The pretensioner is a pyrotechnic safety device containing an internal heating wire and pyrotechnic charge. During a collision, the ECU triggers deployment to rapidly tighten the seat belt. Low resistance typically indicates a circuit short to ground, an internal short in the pretensioner heating wire, or a grounded connector terminal. Consequently, the SRS system flags a risk of unintended deployment or functional failure, illuminates the airbag warning light, and may disable related crash protection functions. On BYD e-Platform and DM models, this fault may also affect the vehicle high-voltage interlock logic (some models link seat belt status to high-voltage readiness).
Causes
— Pretensioner internal heating wire interlayer short circuit: Prolonged exposure to damp environments or manufacturing defects causes the internal pyrotechnic charge to absorb moisture, damaging the heating wire insulation and abnormally lowering the resistance.— Harness damaged and shorted to ground: Repeated bending, crushing, or rodent bites damage the insulation on the yellow SRS harness inside the B-pillar trim or under the seat (usually located in the left center door sill harness), causing a short to body ground.— Connector water ingress and corrosion: Poor sealing of the left second-row seat belt pretensioner connector (usually located below the B-pillar or on the seat frame) allows water entry after car washing or wading, causing a micro-short circuit between terminals.+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal and wait at least 90 seconds (allow the SRS capacitor to discharge completely). Remove the service disconnect plug (perform the high-voltage power-down procedure for new energy vehicles).— Fault confirmation: Use VDS2000 or a BYD dedicated diagnostic tool to read fault codes. Confirm B1778 is the current fault (Active). Record freeze frame data and check for accompanying fault codes (such as B17771A).+6 more →
B1779›
DTC B1779 indicates the SRS (Supplemental Restraint System) control module detected the second-row left seat belt pretensioner circuit resistance exceeds the calibrated threshold (typically >3.5-4.0Ω; normal range is 1.6-3.0Ω). This passive safety system circuit integrity fault indicates a high-resistance state in the pretensioner deployment circuit. Potential causes include poor connections, an open circuit in the wiring harness, or an aging gas generator coil inside the pretensioner. During a collision, the SRS module might not supply sufficient current to deploy the pretensioner, preventing the seat belt from tightening promptly and increasing the risk of occupant injury. The system also illuminates the airbag warning lamp and may disable the associated airbag protection functions for that seat.
Causes
— Pretensioner wiring harness connector loose or oxidized: Water ingress, cleaning fluid penetration, or long-term vibration oxidizes the terminals of the pretensioner connector under the left middle-row seat or at the B-pillar, creating contact resistance (usually >2Ω).— Seat adjustment mechanism wearing the wiring harness: Frequent forward and backward sliding or folding of the middle-row seat breaks the internal copper strands of the pretensioner wiring harness at the hinge (core broken but insulation intact), creating a high-resistance circuit path.— Pretensioner unit aging: Gas generator internal squib bridge wire resistance increases due to material fatigue or long-term electrolysis caused by diagnostic micro-currents, approaching the open-circuit threshold.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds for the SRS capacitor to discharge fully and prevent accidental airbag deployment. Set up high-voltage safety warnings (for new energy vehicles, confirm high-voltage system shutdown).— Visual inspection: Remove the left middle-row seat side trim panel or lower B-pillar trim panel. Verify the yellow pretensioner connector (usually marked 'SRS' or 'Pretensioner') is fully inserted. Inspect the terminals for green corrosion, burn marks, or backed-out pins.+5 more →
B177A›
DTC B177A indicates the SRS (Supplemental Restraint System) control unit fails to detect the left middle-row (typically left second-row) seat belt pretensioner during self-diagnosis. This is an open-circuit fault; the ECU detects infinite pretensioner circuit resistance or resistance outside the normal threshold (standard value: 1.5-2.5Ω). The pretensioner is a key actuator in the passive safety system. During a frontal collision, a pyrotechnic igniter instantly tightens the seat belt to eliminate slack between the occupant and the belt. This fault indicates an open pretensioner circuit, preventing pretensioner deployment for this seat during a collision. This condition may also disrupt the coordinated deployment logic of the same-side or related airbags. "Not present" in this fault code does not indicate a missing physical component; it designates an electrical "communication loss" or "open circuit".
Causes
— Loose or poor contact at pretensioner connector: Frequent forward and backward sliding or folding of the left middle-row seat can loosen the pretensioner wiring harness connector located under the seat or lower B-pillar. The large movement range of middle-row seats on MPV models like the Song MAX subjects the connector to mechanical stress.— Harness breakage or wear: Repeated bending of the pretensioner harness near the seat rails causes fatigue fractures in the internal copper conductors, or the metal seat frame edge wears through the harness insulation, causing an open circuit. Common on 7-seat versions of SUV models such as Tang and Song.— Internal pretensioner fault: The igniter or bridge wire inside the pretensioner has an open circuit. Possible causes include manufacturing defects, prolonged vibration, or failure to replace the unit after a previous deployment.+2 more →
Actions
— Safety Preparation and Initial Diagnosis: Disconnect the negative battery terminal and wait at least 3 minutes to fully discharge the SRS capacitor. Use a dedicated BYD diagnostic tool (VDS2000 or Launch X431) to read all fault codes. Confirm whether B177A is a current fault (Active) or a history fault (History). Record the freeze frame data to view the vehicle status at the time of the fault.— Visual and connector inspection: Inspect the left middle-row seat belt assembly for signs of impact or disassembly. Locate the pretensioner connector (usually on the lower inner side of the seat or inside the B-pillar trim). Verify the connector locks fully. Inspect the terminals for oxidation, backed-out pins, or corrosion. Clean with electrical contact cleaner and reconnect if necessary.+3 more →
B177A1B›
DTC B177A1B indicates the SRS (Supplemental Restraint System/airbag system) control module detects an open circuit or resistance exceeding the normal threshold (typically >6Ω or infinite) in the left middle-row seat belt pretensioner circuit. The '1B' sub-code in the BYD diagnostic system typically indicates excessive circuit resistance or an open circuit, causing the ECU to determine the pretensioner is 'not present' or has lost communication. This fault prevents the system from triggering the left middle-row seat belt pretensioner pyrotechnic device during a collision, increasing occupant forward travel and reducing crash protection. The system illuminates the instrument cluster airbag fault warning light (SRS light) and may disable the deployment logic for the corresponding side airbag or curtain airbag.
Causes
— Left middle row seat belt pretensioner connector loose, terminal backed out, or poor contact (common after seat removal for repair, failure to reconnect after carpet cleaning, or passenger kicking).— Pretensioner gas generator internal open circuit (internal igniter open circuit due to component aging, moisture ingress, or impact)— Wiring harness under the seat slide rail or B-pillar worn or broken (repeated fore/aft seat adjustment causes harness fatigue, or metal edges cut the insulation).+2 more →
Actions
— Use a genuine BYD diagnostic tool (VDS2000/3000) to read all fault codes and freeze frame data, verify the environmental conditions when the fault occurred (temperature, vehicle speed, etc.), and distinguish between current and history faults.— Perform safety procedure: Disconnect the battery negative terminal and wait at least 3 minutes (5 minutes for some models) to fully discharge the SRS system energy storage capacitor and prevent accidental airbag deployment.+7 more →
B177B›
DTC B177B indicates the control circuit for the second-row left seatbelt pretensioner has shorted to the vehicle power supply positive (B+). In the BYD SRS system, the pretensioner operates as a pyrotechnic actuator. Under normal conditions, the SRS ECU controls the pretensioner via a low-side drive and, during a collision, supplies an instant high current (approximately 2-3A) to ignite the gas generator. A short to power means the circuit continuously carries an abnormally high potential (12V). This may result in the following: 1) The SRS ECU falsely detects a permanent trigger state or wiring fault, activating the system protection mechanism. 2) The SRS ECU disables the entire airbag system, preventing protection during a collision. 3) The pretensioner accidentally deploys or the ECU internal driver circuit burns out in extreme cases. This is a hard fault and requires immediate repair.
Causes
— Mechanical wear of the under-seat wiring harness: During forward and backward adjustment of the left middle-row seat (common on 7-seat models such as the Song MAX and Tang), the pretensioner wiring harness rubs against the seat slide rail or metal bracket. Prolonged friction damages the insulation and causes a short circuit to the seat power wire (constant live).— Connector water ingress and corrosion: Water enters the pretensioner connector (usually a yellow waterproof plug) located under the seat or on the B-pillar due to vehicle wading, sunroof leaks, or deep interior cleaning, creating an electrolytic conductive path between the power and signal terminals.— Pretensioner internal short circuit: Insulation breakdown between the gas generator internal igniter bridge wire and the metal housing, or moisture in the igniter charge holder causing ionic conduction (common in older vehicles or high-temperature, high-humidity environments).+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS system energy storage capacitor and prevent accidental deployment.— Fault Confirmation: Use a BYD VDS or Launch X-431 diagnostic tool to read the fault code. Confirm B177B is a Current DTC, not a History DTC. Record freeze frame data to observe vehicle status at the time of the fault.+8 more →
B177B12›
DTC B177B12 indicates a short circuit to vehicle power (+12V B+) in the firing circuit of the left second-row seat belt pretensioner within the Supplemental Restraint System (SRS). The Airbag Control Unit (ACU) controls the pretensioner, a pyrotechnic device with a normal resistance of approximately 2.0-3.0Ω. The ACU determines a short to power when it detects abnormally low circuit resistance (typically <1.0Ω) or abnormal supply voltage. This severe safety fault prevents the pretensioner from firing correctly during a collision, or causes the system to lock it out due to inadvertent deployment risks. Root causes include damaged wiring harness insulation contacting a power wire, misaligned connector terminals, or a short circuit between the pretensioner internal bridge wire and the housing.
Causes
— Worn insulation on the pretensioner wiring harness under the left middle-row seat or inside the B-pillar contacts a body power wire (such as constant 12V), causing a short circuit.— Seat adjustment or removal crushed the wiring harness, causing the internal copper wire to short to power.— Water ingress, oxidation, or deformed pins in the pretensioner connector (usually located under the seat or inside the B-pillar trim), causing a short circuit between terminals.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to completely discharge the SRS capacitor and prevent accidental deployment.— Locate the component: Remove the left middle-row seat or B-pillar lower trim, then find the seat belt pretensioner and its yellow dedicated connector (usually contains a shorting bar).+5 more →
B177C›
DTC B177C indicates a short to ground in the left middle-row seat belt pretensioner ignition circuit. In the BYD SRS (Supplemental Restraint System) architecture, the pretensioner operates as a pyrotechnic device. Its ignition circuit normally maintains a high-impedance state (normal resistance approx. 2-3 Ω). The ECU determines a short to ground when it detects circuit voltage continuously below the threshold (<0.5 V) or an abnormal resistance drop (<1 Ω). This fault causes: 1) left middle-row pretensioner failure, preventing normal deployment to tighten the seat belt during a collision; 2) the SRS to enter degraded mode, potentially affecting normal airbag deployment logic; 3) the ECU to cut circuit power to prevent accidental deployment from short-circuit currents. This constitutes a severe active safety system fault. Triggering this fault illuminates the airbag warning light and activates a continuous buzzer alarm.
Causes
— Mechanical wear of the under-seat wiring harness: Frequent forward and backward sliding or folding of the left middle-row seat wears through the pretensioner harness insulation (usually located near the seat rail). This allows contact with the metal vehicle frame, creating a short to ground.— Connector water ingress and corrosion: During vehicle wading or interior cleaning, a poorly sealed pretensioner connector (located below the B-pillar or under the seat) allows moisture to enter, reducing insulation resistance between terminals or to ground.— Pretensioner internal short circuit: Manufacturing defects, aging, or external impact caused the internal squib coil to short to the housing.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap. Never use a multimeter resistance setting to measure the pretensioner connector directly (use a dedicated SRS resistance measuring tool or the diagnostic tool's active test function).— Visual inspection: Inspect the wiring harness sleeves in the left middle-row seat rail area, inside the lower B-pillar trim panel, and under the seat for damage, crushing, water marks, or burn marks. Focus on the wiring harness routing at the seat mounting bolts.+7 more →
B177C11›
DTC B177C11 indicates a short circuit to body ground (GND) in the ignition trigger circuit of the left middle-row (second-row left) seat belt pretensioner. The pretensioner is a critical component of the SRS (Supplemental Restraint System). It contains a pyrotechnic ignition device (squib). During a collision, the airbag control unit (ACU) triggers the squib with a specific current to instantly tighten the seat belt and protect the occupant. This DTC indicates the ACU detected abnormally low resistance in the pretensioner circuit (close to 0Ω), falling outside the normal threshold (typically 1.5–3.0Ω). Potential causes include damaged wiring insulation contacting the vehicle frame, water ingress at the connector shorting the terminal to ground, or an internal short between the pretensioner resistance wire and the metal housing. This critical safety fault disables the pretensioner for the affected seat and may trigger the SRS fail-safe mode, preventing proper airbag deployment. Extreme cases pose a risk of unintended heat generation or ignition.
Causes
— Frequent fore-and-aft seat adjustment or pinching chafes the wiring harness under the seat or inside the B-pillar trim panel, causing the exposed wire to contact the metal body frame and create a short to ground.— After vehicle wading, heavy rain, or deep interior cleaning, water enters the pretensioner connector (usually located under the seat, yellow plug), causing a short circuit or corrosion between the terminals or from terminal to ground.— Manufacturing defect or aging of the pyrotechnic squib inside the seat belt pretensioner, causing the resistance wire to short to the metal housing+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the battery negative terminal, and wait at least 90 seconds to ensure the SRS capacitor fully discharges. This prevents accidental pretensioner activation and personal injury during maintenance.— Visual inspection: Remove the left middle-row seat (or move the seat to the fully forward or rearmost position). Locate the seat belt pretensioner connector (usually a yellow waterproof plug) and inspect it for damage, water stains, burn marks, or terminal back-out.+3 more →
B177D›
DTC B177D indicates the airbag system (SRS) detects a 0 Ω circuit resistance in the right middle-row (typically second-row right) seat belt pretensioner. As a pyrotechnic actuator, the seat belt pretensioner squib normally has a resistance of 1.5-3.0 Ω (typically 2.0 Ω). A 0 Ω resistance indicates a short circuit. Potential causes include an internal pretensioner squib short, a wiring harness short to ground, or a short between connector terminals. This fault causes the SRS ECU to determine the pretensioner is in an unsafe state. During a collision, the pretensioner may fail to deploy and tension the seat belt, or the short circuit may force the airbag system into a degraded mode, compromising overall passive safety performance.
Causes
— Wiring harness wear under the seat: As the right middle-row seat slides forward and backward, the seat belt pretensioner wiring harness rubs against the seat track or body metal edge, damaging the insulation and causing a short to ground.— Connector water ingress or corrosion: Poor sealing of the pretensioner connector located under the seat or lower B-pillar causes internal pins to short circuit after vehicle wading, washing, or A/C condensate leakage.— Pretensioner internal squib short circuit: Manufacturing defects, aging, or severe impact cause the pretensioner internal bridge wire to short circuit, dropping resistance to zero.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Do not work on the airbag system with the ignition switch in the ON position.— Visual inspection: Check the pretensioner wiring harness under the right middle-row seat, inside the seat rail, and below the B-pillar for wear, cuts, or crush marks. Check the connector for looseness, water ingress, or signs of corrosion.+4 more →
B177D1A›
DTC B177D1A indicates the SRS (Supplemental Restraint System) control unit detects the right middle-row seat belt pretensioner circuit resistance is abnormally low, approaching 0 ohms (standard value is typically 2.0–5.0 Ω). This indicates a short to ground, a short between wires, or an internal short circuit in the pretensioner squib circuit. This fault causes the SRS to enter a degraded protection mode. During a collision, the right middle-row seat belt pretensioner may fail to deploy and retract. The fault also illuminates the Airbag Warning Light continuously, compromising occupant passive safety protection.
Causes
— Damaged insulation on the pretensioner wiring harness under the right middle-row seat or near the B-pillar causes the wire to contact metal body components, creating a short to ground.— Water ingress, moisture, or corrosion at the seat belt pretensioner connector (usually located under the seat rail or inside the B-pillar trim) causing a short circuit between terminals or a short to ground.— The pretensioner internal squib short-circuits due to a manufacturing defect or aging, dropping resistance to 0 Ω.+2 more →
Actions
— Perform high-voltage safety procedures: disconnect the low-voltage battery negative terminal and wait at least 3 minutes to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Locate the right middle-row seat belt pretensioner: Remove the right middle-row seat (or check below the B-pillar) and find the pretensioner assembly and its 2-pin connector (usually a yellow waterproof connector).+5 more →
B177E›
DTC B177E indicates the SRS (Supplemental Restraint System) detects the resistance of the right middle-row seat belt pretensioner (typically the second-row right seat belt retractor pretensioner) falls below the system threshold (generally below 1.0-1.5Ω, depending on vehicle calibration). As a pyrotechnic actuator in the airbag system, the pretensioner contains an internal resistance heating wire. Standard resistance typically falls within 2.0±0.5Ω. Low resistance indicates a short circuit risk in the loop. Potential causes include an inter-turn short in the internal pretensioner coil, a wiring harness short to ground, or a short between connector terminals. This fault causes the SRS ECU to register abnormal pretensioner operation. During a collision, the ECU may inhibit pretensioner deployment, preventing the seat belt from retracting. The fault also continuously illuminates the airbag warning lamp and triggers a buzzer alarm on certain models.
Causes
— Pretensioner internal short circuit: Damaged or damp insulation on the pretensioner internal heating coil causes an abnormal resistance drop (measured value may be <1.0Ω).— Harness short to ground: Long-term friction or compression damaged the insulation on the floor harness or the wiring harness under the right middle-row seat, grounding it to the vehicle body metal.— Connector water ingress and corrosion: Vehicle wading, water entering the floor, or water entering the pretensioner connector (usually located under the seat or at the base of the B-pillar) during a car wash, causing a short circuit between terminals or a short to ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (3 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Physical inspection: Check the right middle-row seat belt assembly, wiring harness routing under the seat, and pretensioner connector (usually located at the seat base or inside the side trim panel) for water stains, corrosion, damage, or backed-out terminals.+5 more →
B177F›
DTC B177F indicates the SRS (Supplemental Restraint System) control module detects the Second Row Right Seatbelt Pretensioner circuit resistance exceeds the normal upper threshold (typically 2.0-3.0 Ω, depending on the vehicle model). As a key passive safety system actuator, the pretensioner contains a gas generator and an ignition coil. Excessive resistance indicates high circuit resistance or a partial open circuit, which can cause the following: 1) The SRS cannot monitor the pretensioner readiness status. 2) The pretensioner may fail to deploy at the designed timing during a collision, compromising occupant restraint protection. 3) The airbag warning light remains illuminated, forcing the entire SRS into fail-safe mode and potentially preventing front and side airbag deployment. This constitutes a hard or intermittent fault requiring immediate repair.
Causes
— Poor pretensioner connector contact: Moisture, oxidation, or vibration increases terminal contact resistance in the B-pillar or under-seat connector, commonly occurring after water wading or operating the vehicle in high-humidity environments.— Seat belt pretensioner unit fault: Internal ignition coil open circuit or gas generator internal resistance wire aging increases resistance from the standard 2.0 Ω to over 3.5 Ω.— Hidden open circuit in wiring harness: Frequent folding and movement in the right middle-row seat area breaks internal copper strands while the insulation remains intact, creating an intermittent connection.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (SRS capacitor discharge time). Use the diagnostic tool to confirm the fault code status is Current.— Visual inspection: Remove the right middle-row seat side trim panel or lower B-pillar trim panel. Inspect the pretensioner connector (usually a yellow plug) for proper seating, water ingress, corrosion, or terminal back-out.+5 more →
B1780›
This fault code indicates the SRS (Supplemental Restraint System) control module failed to detect the normal load resistance (typically 2.0-3.0Ω) in the Second Row Right Seatbelt Pretensioner circuit during the self-check, registering an open circuit. The pretensioner is a key actuator in the passive safety system. It contains an igniter and a gas generator. During a frontal or side collision, it detonates to produce high-pressure gas, instantly retracting the seatbelt to firmly secure the occupant in the seat and prevent secondary impact injuries. This fault completely disables the second-row right seatbelt pretensioner. The SRS enters degraded mode and continuously illuminates the instrument cluster airbag warning light (SRS light). Some models may also disable the coordinated deployment of the corresponding side airbag, significantly reducing the occupant protection level in a crash.
Causes
— Loose connection, backed-out pins, or poor contact at the pretensioner wiring harness connector (usually a yellow plug) under the right middle-row seat. This commonly occurs after seat removal and installation, frequent operation of the third-row access function, or failing to fully seat the connector after carpet cleaning.— Open circuit or abnormal resistance in the seat belt pretensioner internal igniter (resistance >5Ω or <1Ω), likely due to pretensioner aging, internal moisture ingress, or previous external impact.— Long-term chafing of the floor wiring harness within the seat slide rail adjustment range damages the insulation and breaks the wires, or seat mounting bolts crush the wiring harness during installation, causing a hidden open circuit.+2 more →
Actions
— Safe power-off and discharge: Turn the ignition switch OFF, disconnect the negative battery cable, and wait at least 3 minutes (5 minutes for some models) to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Physical connection check: Move the right middle-row seat to the fully forward and fully rearward positions. Verify the yellow dedicated SRS connector under the seat (typically featuring a double-locking mechanism) is fully seated. Inspect the terminals for green copper corrosion, backed-out pins, or cracks in the connector housing.+4 more →
B1781›
DTC B1781 indicates the airbag system (SRS) detected an abnormal short to vehicle power (B+, typically 12V battery voltage) in the right middle-row seat belt pretensioner ignition circuit. The pretensioner is an electrically triggered ignition device containing an igniter and a gas generator. Under normal conditions, the circuit remains in a high-resistance open state (showing a low resistance of 2-3Ω only when measured with a dedicated tool). When the Airbag Control Unit (ACU) detects the circuit voltage continuously exceeding the threshold (typically above 5V) or an abnormal resistance drop, it identifies a short to power. This fault forces the SRS into fail-safe mode, disabling the right middle-row and potentially related airbag functions. The airbag warning light illuminates continuously. In severe cases, the pretensioner may fail to deploy during a collision or may trigger unintentionally.
Causes
— Physical damage to the wiring harness: Long-term friction during seat track adjustment damages the insulation of the harness under the right middle-row seat, inside the B-pillar trim panel, or the floor harness. This causes a short circuit where the pretensioner power wire contacts the body power wire or a constant power circuit.— Connector fault: Water ingress, oxidation, bent pins, or backed-out pins in the pretensioner connector under the seat (usually located on the seat frame or base of the B-pillar) cause adjacent terminals (power and signal/ground) to short circuit.— Pretensioner internal short circuit: Internal component breakdown in the seat belt retractor assembly pretensioner igniter (such as a squib short circuit) causes resistance to drop abnormally close to 0 Ω.+2 more →
Actions
— Safety preparation and diagnostic confirmation: Use the BYD dedicated diagnostic tool (VDS or ED400) to read the fault code. Confirm B1781 is a current fault (Active Code) and not a history fault. Record the freeze frame data. Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS capacitor to fully discharge.— Visual inspection and connector check: Remove the right middle-row seat (or lower B-pillar trim panel). Inspect the pretensioner connector (usually a yellow plug) for looseness, water ingress, corrosion, or physical damage. Check for bent, backed-out, or bridged pins. Clean the connector with compressed air and apply special conductive grease.+3 more →
B17801B›
DTC B17801B indicates the SRS (Supplemental Restraint System) control unit detects an open circuit in the right middle-row seat belt pretensioner circuit (resistance exceeds the normal range, typically >10Ω or infinite). This fault essentially constitutes a 'passenger restraint system communication loss'. During a collision, the pretensioner for this seat cannot receive the ignition signal and fails to retract the seat belt at the moment of impact to eliminate slack between the occupant and the belt. This fault triggers the SRS downgrade protection strategy, potentially altering the airbag deployment logic for this seat and surrounding areas (such as delayed deployment or non-deployment), severely compromising passive safety performance. For BYD E2/E3/Qin EV models, the right middle row typically refers to the second-row right seat. The pretensioner integrates into the seat belt retractor and communicates with the SRS ECU via a dedicated yellow connector under the seat.
Causes
— Loose pretensioner wiring harness connector or oxidized contacts: The yellow plug under the seat (usually marked 'SRS' or 'AIRBAG') loosened from vehicle vibration, water ingress, or previous repairs, or terminal oxidation caused excessive resistance.— Wiring harness fatigue fracture at the seat slide rail: On vehicles with a sliding right middle-row seat, fore-aft adjustment repeatedly bends the pretensioner wiring harness. This breaks the internal copper strands while the insulation remains visually intact (hidden open circuit).— Pretensioner internal igniter open circuit: The internal pyrotechnic igniter or motor-driven pretensioning mechanism coil has an open circuit. Measured resistance is infinite. Pretensioner aging, moisture ingress, or failure to replace a deployed pretensioner usually cause this.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the low-voltage battery (12V) negative terminal, and wait at least 90 seconds to ensure the SRS capacitor fully discharges. For new energy vehicles, first disconnect the high-voltage service disconnect and confirm the high-voltage system powers down.— Locate the component: Find the right middle-row seat belt pretensioner, usually located at the lower outboard side of the seat or below the B-pillar (varies slightly by model), and identify the dedicated yellow connector (with shorting bar protection).+5 more →
B178112›
This fault code indicates the SRS (Supplemental Restraint System) ECU detected an abnormally low-resistance connection between the right second-row seat belt pretensioner igniter circuit and the vehicle power supply (12V constant power or ignition switch power). Under normal conditions, the pretensioner igniter circuit maintains a high-resistance state, consisting only of the 2-3Ω igniter resistance and the wiring harness resistance, and must not have continuity with the power supply line. A short to power causes the ECU to detect an abnormally high voltage (near battery voltage), triggering the fault code and illuminating the airbag warning lamp. This fault presents a serious safety risk. The pretensioner may deploy unintentionally while driving, suddenly tightening the seat belt and injuring the occupant. Additionally, during an actual collision, circuit protection mechanisms or energy loss through the short circuit may prevent the pretensioner from deploying, failing to protect the occupant.
Causes
— Right B-pillar or floor wiring harness insulation wear: Long-term vibration, friction, or seat adjustment movements damage the insulation on the second-row seat belt pretensioner wiring harness (usually located inside the B-pillar trim or under the seat), causing a short circuit to body 12V power wires (such as constant power, ignition power, or lighting circuits).— Connector water ingress and corrosion: Vehicle wading, a blocked sunroof drain, or improper car washing causes water ingress at the right second-row seat belt pretensioner connector (usually located under the seat or at the base of the B-pillar). The resulting electrolytic corrosion between the terminals forms a conductive path, shorting the igniter terminal to the power terminal.— Pretensioner body internal short circuit: Manufacturing defects, aging, or moisture ingress cause the internal bridgewire of the pretensioner igniter inside the seat belt retractor to short to the housing, or leaking igniter compound causes internal conductivity.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes for the SRS capacitor to discharge completely. Wear an anti-static wrist strap. Do not use a standard multimeter resistance setting to take direct measurements near the airbag system (use a dedicated airbag resistor or diagnostic tool guided function) to prevent accidental pretensioner deployment.— Fault Confirmation and Data Recording: Use the BYD dedicated diagnostic tool (VDS or ED400) to read the complete DTC snapshot data. Record the voltage, resistance values, and environmental data at the time of the fault. Confirm whether B178112 is a current (Active) or historical (History) fault.+6 more →
B1782›
DTC B1782 indicates the SRS (Supplemental Restraint System) control unit detects a short-to-ground fault in the right middle-row seat belt pretensioner circuit. Specifically, the resistance between the pretensioner squib positive or negative circuit and body ground falls below the system threshold (typically < 1Ω), causing the ECU to flag a circuit fault. This fault forces the SRS into a degraded protection mode, disables the right middle-row and associated airbag and pretensioner functions, and continuously illuminates the airbag warning light on the instrument cluster. During a collision, the pretensioner may fail to deploy and tighten the seat belt. This significantly reduces occupant protection and constitutes a severe driving safety fault.
Causes
— Wiring harness wear under the seat: Frequent forward and backward movement of the right middle-row seat (especially sliding-rail seats) causes the seat frame or guide rail edge to wear through the pretensioner wiring harness insulation. The harness contacts metal body parts, creating a short to ground.— Connector water ingress and corrosion: During vehicle wading or interior cleaning, liquid enters the yellow SRS connector under the middle-row seat (usually at the base of the B-pillar or seat crossmember), causing a short circuit between terminals or from a terminal to ground.— Pretensioner assembly internal fault: Manufacturing defects, aging, or moisture ingress cause internal coil insulation failure in the seat belt retractor pretensioner igniter, resulting in a short circuit to the housing (ground).+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use BYD VDS or Launch X-431 to read fault codes, confirm B1782 is a current fault (Active), record freeze frame data (ambient temperature and voltage), and check for associated fault codes (e.g., B1781).+5 more →
B178211›
This DTC indicates the SRS (Supplemental Restraint System) ECU detected a short to ground in the right second-row seat belt pretensioner ignition circuit. As a pyrotechnic safety device, the pretensioner typically has a resistance of 1.5-3.0Ω. The ECU determines component status by monitoring circuit current and resistance. The ECU registers a short to ground if circuit resistance falls below the threshold (typically <0.8Ω) or insulation resistance to ground drops abnormally. This fault immediately forces the SRS into fail-safe mode, disables deployment of the affected seat pretensioner and potentially associated airbags, and illuminates the instrument panel airbag warning light. Because the pretensioner uses a squib as the actuating element, a short to ground can cause unintended ignition energy leakage or system misjudgment, creating a potential safety hazard.
Causes
— A worn or split wiring harness sleeve under the right middle row seat or at the B-pillar causes the ignition circuit wire to directly contact the vehicle body metal frame, creating a short circuit.— Pretensioner connector (usually located under the seat or inside the B-pillar trim, marked in yellow) seal failure allows water ingress after wading or washing the vehicle, causing terminal corrosion and a short circuit.— During accident repairs, improper routing of the pretensioner wiring harness allows the seat slide rail to pinch the harness, or a detached retaining clip causes long-term chafing that damages the insulation.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read all DTCs. Confirm whether B178211 is an active or historical fault. Check the right middle-row pretensioner resistance in the SRS data stream (normal range: 1.5-3.0 Ω).— Disconnect the low-voltage battery negative terminal and wait at least 90 seconds for the SRS capacitor to fully discharge to prevent accidental airbag deployment.+5 more →
B1784-00›
This fault code indicates a low resistance or short circuit in the driver-side front airbag Stage 2 inflator circuit. The SRS control unit detects a circuit resistance of 0 ohms (normal range: 2.0-3.0 ohms). Dual-stage airbag systems deploy based on collision severity: Stage 1 provides partial inflation, and Stage 2 provides full deployment for maximum protection. A 0-ohm resistance typically indicates a short circuit in the inflator itself, the internal wiring of the clock spring (spiral cable), or a wiring harness short to ground. This fault causes the SRS system to identify a risk of unintended Stage 2 deployment. Consequently, the system illuminates the airbag warning light and may disable the entire driver-side front airbag, severely compromising occupant protection during a collision.
Causes
— Internal winding of the steering wheel clock spring (spiral cable) short-circuits or breaks and shorts to ground. This is a common steering system failure point on the BYD Qin series.— Short circuit in driver airbag assembly internal second-stage igniter (airbag assembly fault, possibly due to aging or manufacturing defect)— Long-term steering wear damages the airbag wiring harness insulation near the steering column, causing a short circuit to the steering wheel metal frame.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 90 seconds for the SRS backup power supply to discharge completely to prevent accidental airbag deployment.— Initial inspection: Remove the service covers on both sides of the steering wheel, disconnect the airbag module connector, and check the connector terminals for green oxidation, water stains, or deformation.+5 more →
B1784›
DTC B1784 indicates the driver-side front airbag Stage 2 firing circuit resistance is 0 ohms, signifying a short to ground or an internal short circuit in the gas generator secondary firing circuit. Modern airbag systems use a staged deployment strategy: Stage 1 deploys during moderate collisions, while Stage 2 deploys during severe collisions based on parameters such as seat position and seat belt usage to enhance protection. A resistance of 0 ohms means the SRS ECU detects circuit impedance below the threshold (typically less than 1.0Ω). This triggers the safety lockout mechanism and disables the airbag. This fault severely compromises driver protection during a collision and requires immediate repair.
Causes
— A broken and grounded internal wire or an interlayer short circuit in the airbag clock spring (spiral cable/clockspring) causes the stage 2 ignition circuit to short to ground.— Internal short circuit in the driver airbag module secondary squib, or gas generator failure (manufacturing defect or prolonged moisture exposure causing an internal short circuit)— Water ingress, terminal back-out, or damaged insulation at the airbag wiring harness connector (usually located below the steering wheel or near the main crossmember) causing a short to body ground.+2 more →
Actions
— Safe power-off: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Connect the VDS or dedicated diagnostic tool to read the DTC. Confirm B1784 is the current fault code (Active) and cannot be cleared. Record the freeze frame data.+6 more →
B17841A›
This fault code indicates the SRS control module detects the driver-side front airbag Stage 2 igniter (inflator) circuit resistance at or near 0 ohms, indicating a short circuit (short to ground or short between wires). In dual-stage airbag systems, Stage 2 typically provides additional inflation capacity during severe collisions or delays inflation to optimize protection. A resistance of 0 ohms causes the SRS ECU to determine the igniter circuit is abnormal. The ECU disables the deployment function of this airbag stage and illuminates the airbag warning light. In extreme cases, an unstable short circuit creates a risk of unintended airbag deployment, or the airbag stage may fail to inflate normally during an actual collision, reducing protection and severely compromising occupant safety.
Causes
— The internal conductor in the clock spring (spiral cable) breaks and shorts to ground or between windings. Fatigue damage from frequent steering wheel rotation or long-term wear commonly causes this.— Short circuit in the driver airbag module (DAB) second-stage igniter generator. Possible causes: manufacturing defect, long-term vibration causing the internal bridge wire to contact the housing, or internal corrosion after water ingress.— Airbag wiring harness chafes at the steering column, dashboard frame, or wiring duct edge, damaging the insulation and causing a short to ground, especially on vehicles with prior accident repairs or modifications.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment and personal injury during repair.— Fault Confirmation and Freeze Frame Analysis: Connect the BYD VDS or dedicated diagnostic tool to read the freeze frame data for DTC B17841A. Confirm if the fault is Active or History. Record key information such as vehicle speed and collision signal status at the time of the fault.+6 more →
B1785-00›
This fault code indicates the circuit resistance of the driver-side dual-stage front airbag second-stage igniter (squib) falls below the threshold set by the SRS control unit (standard value: 2.0 ± 0.3 Ω; fault triggers at <1.0 Ω or near 0 Ω). The second-stage airbag deploys with a delay during severe collisions, providing staged protection alongside the first stage. Low resistance indicates a short circuit risk, which may cause: 1) the second-stage airbag to fail to deploy normally during a collision, reducing protection effectiveness; 2) unintended airbag deployment in extreme cases due to wiring abnormalities. This is a hard fault. The SRS system illuminates the warning light and may disable related airbag functions.
Causes
— Driver airbag module internal second-stage igniter short circuit or damage (airbag assembly fault)— Internal wiring short circuit or damaged interlayer insulation in the clock spring (spiral cable/clockspring reel)— Water ingress, oxidation, or bent pins in the airbag wiring harness connector causing abnormal continuity.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD ED400 or Launch X431) to read the fault code. Confirm B1785-00 is a current fault, not a history fault, and record the freeze frame data.— Visually inspect the steering wheel and airbag cover for damage, signs of water ingress, or unauthorised modification. Check the status of the SRS fault indicator lamp.+7 more →
B1785›
This fault code indicates the driver-side dual-stage airbag Stage 2 squib circuit resistance falls below the standard threshold (typically <1.0Ω; standard value 2.0-3.0Ω). Electrically, this indicates a short circuit in the airbag ignition circuit (short to ground or wire-to-wire short). The second stage deploys based on collision severity. Low resistance causes the SRS ECU to detect a circuit fault and disable airbag deployment, or in extreme cases, abnormal current triggers unintended deployment. This hard fault in the active safety system triggers an airbag self-test failure, disables the entire front-row frontal airbag protection function, and poses a severe safety hazard.
Causes
— Airbag module internal squib short circuit: Moisture ingress, aging, or manufacturing defects caused an internal short circuit in the Stage 2 gas generator squib of the driver airbag assembly.— Internal short circuit in the clock spring (spiral cable): Long-term rotation wears or breaks the clock spring coil under the steering wheel, causing the wire end to short to ground, or the internal slip ring short-circuits.— Wiring harness chafed and shorted to ground: Friction against the steering column, instrument panel frame, or similar areas damages the insulation on the wiring harness from the SRS ECU to the steering wheel, causing contact with vehicle body metal.+2 more →
Actions
— Safe power-down and wait: Disconnect the low-voltage battery negative terminal, wait at least 90 seconds (to fully discharge the SRS capacitor), and record the original fault code.— Visual inspection: Check the airbag wiring harness connector under the steering wheel and the clock spring connector for looseness, water ingress, corrosion, or burn marks. Check the wiring harness around the steering column for wear.+5 more →
B1786-00›
This fault code indicates the resistance of the driver's front airbag stage 2 (high-power deployment stage) squib circuit exceeds the normal threshold set by the SRS ECU (standard value is typically 1.0–2.0 Ω; threshold is generally 2.5 Ω). The dual-stage airbag system triggers in stages based on collision severity, with stage 2 providing greater inflation power during a severe collision. Excessive resistance indicates high resistance in the squib circuit, which may cause the ECU to detect an open-circuit risk. This prevents or delays stage 2 deployment during a severe accident, significantly reducing driver protection. This is a hard fault that does not clear automatically and illuminates the airbag warning light on the instrument cluster.
Causes
— Wear, breakage, or poor contact of the internal conductive slip ring in the clock spring (spiral cable), increasing circuit series resistance (most common)— Aging, moisture ingress, or a manufacturing defect in the internal second-stage igniter of the driver airbag module, causing an abnormal increase in intrinsic resistance.— Airbag wiring harness connector (yellow plug under the steering wheel) pins oxidized, loose, backed out, or showing green copper corrosion, causing additional contact resistance.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the VDS2000/ED400 diagnostic tool to read the fault codes. Confirm B1786-00 is a current fault (Active). Clear the fault code and read the codes again to confirm the fault returns.+5 more →
B1786›
DTC B1786 indicates the airbag control module (SRS ECU) detects the ignition circuit resistance of the driver-side dual-stage front airbag Stage 2 inflator exceeds the standard threshold (normal range: 2.0-3.0 ohms; fault threshold: >6 ohms or open circuit). The Stage 2 airbag operates with the Stage 1 airbag during severe collisions, optimizing protection through delayed ignition or increased inflation. High resistance indicates a high-resistance condition or an open circuit. This prevents the Stage 2 airbag from deploying normally during a severe collision, reducing driver protection. It typically does not affect Stage 1 airbag operation.
Causes
— Broken internal second-stage circuit wire in the clock spring (spiral cable) or excessive contact resistance. Common causes include fatigue fracture from frequent steering wheel rotation or contact oxidation after driving through water.— Internal open circuit or aging failure of the driver airbag module second-stage squib, resulting in abnormally high resistance.— Airbag wiring harness connector (yellow waterproof plug) loose, backed-out terminals, oxidation, corrosion, or water ingress causing poor contact.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes for the SRS capacitor to fully discharge to prevent accidental airbag deployment during repair.— Fault Confirmation: Use the BYD dedicated diagnostic tool (VDS2100/EDS) to read the fault code. Confirm B1786 is a Current DTC, not a history DTC, and record the freeze frame data.+7 more →
B1787-00›
DTC B1787-00 indicates the SRS (Supplemental Restraint System) control module detects an open circuit fault (abnormal resistance or open circuit) in the second-stage firing circuit of the driver-side dual-stage front airbag. Modern BYD models use a dual-stage airbag design; the first and second stages correspond to different deployment strategies based on collision severity. A "not connected" system report indicates the ECU cannot establish a complete circuit path to the second-stage inflator. This prevents the airbag from executing its staged deployment strategy during a moderate to severe collision, potentially triggering only the first stage or failing completely. The SRS also illuminates the instrument cluster airbag warning light and may disable the entire driver-side front airbag function, severely compromising crash protection performance.
Causes
— Internal open circuit or poor contact in the clock spring (spiral cable), especially a broken internal flat ribbon cable caused by prolonged steering.— Driver airbag module second-stage igniter internal open circuit or resistance out of specification (typical standard value: 1.5-3.0 Ω)— Loose, oxidized, or water-damaged yellow airbag wiring harness connector under the steering wheel (usually a 2-pin yellow plug), or backed-out terminals.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the 12V low-voltage battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS backup power capacitor). Never use a multimeter resistance setting to directly measure the airbag assembly.— Initial visual inspection: Verify the yellow airbag connector below the steering wheel is fully locked, inspect the wiring harness for wear, crushing, or rodent damage, and check the clock spring housing for damage.+4 more →
B1787›
DTC B1787 indicates an open circuit fault in the second-stage deployment circuit of the driver-side dual-stage front airbag. A dual-stage airbag contains two independent inflation stages: the first stage (low-output deployment) and the second stage (high-output deployment). The second stage typically deploys with a delay or provides greater inflation volume during severe collisions. This fault code indicates the SRS control unit (ACU) detects second-stage deployment circuit resistance exceeding the threshold (typically >10Ω or open circuit), preventing proper second-stage airbag deployment during a collision. This fault does not disable the first-stage airbag, but it eliminates the staged protection function, increasing the risk of occupant injury during a severe collision. An electrical continuity interruption in the circuit causes this fault. The interruption may occur in the clock spring (spiral cable), airbag assembly, wiring harness connector, or inside the SRS ECU.
Causes
— Clock spring (spiral cable) internal break: Frequent steering wheel rotation causes fatigue breakage of the internal flat wiring harness, particularly an open circuit in the Stage 2 circuit wire.— Airbag assembly connector loose or oxidised: Yellow connector behind the steering wheel not fully latched, or terminal oxidation or water ingress corrosion causes excessive contact resistance.— Airbag inflator second-stage circuit internal open circuit: Igniter (squib) inside the airbag assembly burned out or internal connection open.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the DTC freeze frame data. Record the vehicle speed, crash signal status, and voltage values when the fault occurred. Clear the DTC and road test the vehicle to confirm if the fault reoccurs.— Disconnect the battery negative terminal and wait at least 3 minutes. Remove the covers on both sides of the steering wheel. Check the connection of the driver airbag yellow connector. Confirm the locking tab is fully engaged and free of oxidation or terminal back-out. Clean the connector and apply conductive grease if necessary.+5 more →
B17871B›
This DTC indicates an open circuit or high resistance fault in the second-stage firing circuit of the driver-side dual-stage airbag. In modern passive safety systems, a dual-stage airbag inflates in stages according to collision severity: the first stage provides basic cushioning, and the second stage adds inflation during a severe collision to optimize protection. The "1B" sub-code typically indicates the SRS control module detects second-stage trigger circuit resistance outside the calibrated range (normal: 1.5-3.0 Ω). Possible causes include a disconnected connector, a wiring harness open circuit, an internal open circuit in the clock spring (spiral cable), or a faulty airbag module. During a high-speed frontal collision, this fault causes the airbag to deploy in single-stage mode only. This reduces head and chest protection but typically does not affect normal first-stage airbag operation.
Causes
— Driver airbag module connector loose or poor contact (commonly caused by failing to fully lock the yellow plug after removing the steering wheel or replacing the airbag)— Open circuit in the second-stage circuit inside the clock spring (spiral cable), particularly after frequent steering wheel rotation breaks the internal flat cable.— Long-term steering movement wears the airbag wiring harness insulation near the steering column, causing wire breakage or intermittent poor contact.+2 more →
Actions
— Use a genuine BYD diagnostic tool (VDS or ED400) to read all SRS fault codes. Check for accompanying B1787-00 (Level 1 fault) or B1700 series faults, and record the resistance value in the freeze frame data.— Perform the safe power-down procedure: disconnect the 12V battery negative terminal, wait at least 90 seconds to fully discharge the SRS backup capacitor, then remove the driver-side airbag module (do not measure the airbag pins directly with a multimeter).+5 more →
B1788-00›
Professional verification confirms BYD and standard OBD-II systems define DTC B1788-00 as "Mirror Passenger Down Circuit Short To Battery," rather than the airbag fault stated in the original information. This fault code falls under the Body System. It indicates the Body Control Module (BCM) detects an abnormal short circuit between the passenger-side exterior mirror downward adjustment drive circuit and the vehicle power supply positive terminal (+B). This fault has the following consequences: 1) The BCM activates its protection mechanism and cuts off circuit output, disabling the mirror downward adjustment function. 2) A sustained short circuit can burn out the internal BCM driver chip or blow the related fuse. 3) Fluctuating short-circuit current can trigger unintended operations, such as the mirror automatically tilting downward after locking the vehicle. Dual-stage airbag system fault codes typically fall within the B10xx-B13xx range. Always refer to the actual scan tool reading.
Causes
— Aged and damaged front passenger door wiring harness sleeve causes the door mirror power wire and downward adjustment signal wire to chafe and short together (common failure point: inside the wiring harness sleeve at the door hinge).— Burnt internal coil insulation in the door mirror adjustment motor causes a short circuit between the positive and negative terminals, resulting in abnormally low resistance (normal: 15-25Ω, near 0Ω when short-circuited).— Installing an aftermarket door mirror assembly with an internal circuit pinout or resistance value that does not match the genuine part causes the BCM to incorrectly detect a short to power.+2 more →
Actions
— Disconnect the battery negative terminal and wait 3 minutes to discharge the residual charge in the BCM capacitor and ensure the diagnostic system resets.— Remove the front passenger door trim panel. Carefully inspect the wiring harness sleeve at the door-to-body connection. Pull back the corrugated conduit to check for wire insulation wear. Repair any damaged wiring and rewrap the harness.+3 more →
B1788›
DTC B1788 indicates a short to power (B+) in the Stage 2 inflator circuit of the driver-side dual-stage front airbag. The SRS control unit continuously monitors the airbag deployment circuit resistance (normally 2.0–3.0 Ω) using internal safety sensors and diagnostic circuits. The control unit identifies a short to power when the Stage 2 airbag circuit voltage continuously exceeds the threshold (typically over 80% of supply voltage) or the resistance drops abnormally low (near 0 Ω). This fault causes: 1) Stage 2 airbag deployment failure during a collision, reducing occupant protection; 2) Accidental deployment risk, where the airbag triggers without a collision; 3) The SRS system to enter fail-safe mode, inhibiting all airbag functions. This fault involves a high-voltage deployment circuit and represents a highest-level safety fault.
Causes
— A broken internal conductor or damaged insulation in the clock spring (spiral cable) causes the Stage 2 airbag wiring harness to short to the power supply line. This commonly occurs in vehicles over 5 years old or under conditions with frequent steering wheel rotation.— Insulation failure of the second-stage igniter (squib) inside the driver airbag module (DAB), causing an internal short circuit due to long-term vibration, temperature cycling, or manufacturing defects.— The SRS wiring harness chafes against sharp edges on the steering column or instrument panel frame, damaging the insulation and contacting vehicle power supply wires (such as ignition switch power or instrument backlight power).+2 more →
Actions
— Safety Preparation: Disconnect the negative battery terminal and wait at least 90 seconds to discharge residual charge in the SRS capacitor. Attach an 'Airbag Under Repair' warning label to the steering wheel to prevent accidental operation.— Fault confirmation: Connect the diagnostic tool, read, and record all SRS fault codes. If B1788 is present, check the Freeze Frame data to confirm parameters such as vehicle speed and ambient temperature when the fault occurred. Attempt to clear the fault code. If the fault code remains Current and does not clear, confirm a hardware fault.+6 more →
B178812›
This DTC indicates a short to vehicle power positive (B+) in the driver-side front airbag Stage 2 inflator circuit. In modern dual-stage airbag systems, separate circuits control the Stage 1 and Stage 2 inflators, triggering them in stages based on collision severity (Stage 1 low power, Stage 2 high power). A short to power means the airbag control unit (ACU) detects the Stage 2 inflator circuit voltage remaining abnormally high (12V). This prevents this airbag stage from deploying correctly during a collision (because the power supply bypasses the trigger circuit) and creates a major safety hazard of unintended airbag deployment, as the short-circuit current can accidentally trigger the inflator. The fault may originate in the clock spring, main wiring harness connector, airbag module, or the ACU.
Causes
— Damaged or broken insulation on the internal flat ribbon cable inside the steering wheel clock spring (spiral cable) shorts the stage 2 ignition wire to the power supply wire. As the most common cause, this frequently produces abnormal noise during steering wheel rotation or causes multifunction button failure.— Prolonged steering friction damages the airbag wiring harness outer sheath near the steering column, causing it to contact the body power wiring harness (e.g., ignition switch power wire) and create a short circuit.— During front-end accident repairs or interior trim removal/installation, an incorrectly installed airbag wiring harness connector, bent or deformed pins, or screws or cable ties crushing the harness insulation causes a short to power.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF. Disconnect the 12V low-voltage battery negative terminal and wait at least 3-5 minutes (allow the SRS backup capacitor to discharge completely). Wear an anti-static wrist strap. Do not use radio equipment near the airbag assembly.— Freeze frame analysis: Connect the VDS or X431 diagnostic tool to read DTC freeze frame data. Record vehicle speed, timestamp, and associated DTCs at the time of the fault. Check for accompanying B1788 (Level 1) or other SRS faults.+5 more →
B1789-00›
This DTC indicates a short-to-ground fault in the Stage 2 firing circuit of the dual-stage driver airbag. In modern airbag systems, the second stage usually deploys simultaneously with or after the first stage during a severe collision, providing greater inflation volume for enhanced protection. A short to ground indicates damaged wire insulation or an internal connector fault in the circuit between the Airbag Control Unit (ACU) and the airbag squib. This creates a low-resistance path (typically <1Ω) between the circuit and the vehicle body ground. When the ACU detects an abnormal drop in circuit resistance, it immediately disables the Stage 2 airbag circuit and illuminates the airbag warning lamp to prevent accidental deployment or insufficient trigger energy. If a severe collision occurs in this state, the driver receives only first-stage airbag protection. The second-stage enhanced deployment function fails, but the first-stage airbag typically continues to operate normally.
Causes
— Damaged or broken insulation on the internal flat ribbon cable of the clock spring (spiral cable) causes the wire core to short to the steering wheel metal frame. This is the most common root cause of this fault.— Driver airbag connector (usually located beneath the steering wheel or on the back of the airbag) pins bent or backed out, or poor connector sealing causing water ingress and corrosion, resulting in a short to ground.— The wiring harness between the steering wheel and the steering column wears over time due to repeated steering wheel rotation, damaging the insulation and contacting the metal vehicle frame.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (120 seconds for some models) to allow the SRS capacitor to fully discharge. Never use a standard multimeter to measure directly across the airbag terminals.— Fault confirmation: Use a BYD VDS2000 or Launch X431 diagnostic tool to read the fault code. Confirm B1789-00 is a current fault (Active), not a historical fault. Record the resistance value in the freeze frame data (usually displays <1Ω).+6 more →
B1789›
On BYD vehicles, DTC B1789 indicates a circuit fault in the driver seat belt pretensioner or the seat belt buckle position sensor, specifically a short to ground, open circuit, or signal range/performance fault. Although early documentation may describe this as a 'second-stage front airbag', the fault code points to the seat belt restraint system components beneath the seat. The SRS control module triggers B1789 when it detects abnormal resistance in the driver-side seat belt pretensioner circuit (below 1.0Ω or above 4.0Ω; normal range is 2.0-3.0Ω) or when the buckle position sensor signal voltage remains below the threshold. This fault forces the airbag system into fail-safe mode. In a collision, the system may fail to accurately determine if the driver is wearing the seat belt, preventing intended airbag deployment, disabling the pretensioner, or triggering start inhibition logic on certain models. The fault also illuminates the instrument cluster SRS warning light continuously, indicating a substantial risk to the occupant protection system.
Causes
— Wiring harness under the driver's seat worn or crushed: Frequent forward and backward seat adjustment causes the seat belt pretensioner wiring harness to interfere with the seat rail, resulting in damaged insulation, broken copper wires, or a short circuit.— Poor contact at the seat belt pretensioner connector (yellow plug): plug not fully locked, internal pins oxidized, pins backed out, or water ingress corrosion, resulting in abnormal resistance.— Seat belt pretensioner unit fault: Pretensioner deployed after a vehicle accident (micro gas generator exploded) without replacement during repair, causing an internal open circuit; or pretensioner internal coil short circuit.+2 more →
Actions
— Safety preparation: Disconnect the 12 V battery negative terminal and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental airbag deployment.— Fault confirmation: Use VDS or the BYD dedicated diagnostic tool to read the fault code, confirm whether B1789 is a current (Active) or history (History) fault, and record the freeze frame data.+6 more →
B178911›
This DTC indicates an abnormally low-resistance connection (short to ground) between the driver-side dual-stage airbag Stage 2 ignition circuit and body ground. In modern SRS systems, the driver airbag typically features a dual-stage inflator: Stage 1 deploys during minor collisions, and Stage 2 delays deployment during severe collisions to enhance protection. A short to ground indicates the ECU detects an abnormally low voltage on the Stage 2 ignition circuit (typically <1Ω resistance). Damaged wiring harness insulation, an internal clock spring short circuit, or an internal airbag module fault can cause this condition. This fault causes the following: 1) The airbag system enters fail-safe mode; the Stage 2 airbag may fail to deploy or deploy unintentionally during a collision. 2) The SRS warning lamp remains illuminated, degrading the overall vehicle safety rating. 3) In extreme cases, short-circuit current can trigger accidental airbag deployment, posing a severe safety hazard.
Causes
— Clock spring (spiral cable) internal open circuit or short circuit: Frequent steering wheel rotation wears and breaks the flat cable inside the clock spring. The exposed conductor contacts the metal steering column, creating a short to ground. This is a common SRS fault point on the BYD E2/E3/Qin EV series.— Airbag wiring harness insulation damaged: Friction, crushing, or animal chewing damages the insulation where the driver airbag wiring harness passes near the steering column, causing the wire to contact metal body components.— Airbag assembly (gas generator) internal short circuit: The second-stage igniter bridgewire shorts internally, or the pyrotechnic charge absorbs moisture and becomes conductive, abnormally dropping the resistance between the module terminals to nearly 0Ω.+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the low-voltage battery negative terminal, and wait at least 90 seconds (to fully discharge the SRS backup capacitor). Wear an anti-static wrist strap.— Fault confirmation: Connect the diagnostic tool to read DTCs. Confirm B178911 is a current code (Active), not a history code. Record freeze frame data (crash sensor status, voltage values, etc.).+7 more →
B178A-00›
DTC B178A-00 indicates the SRS (airbag) electronic control unit detects an abnormally low resistance (close to 0 ohms) in the front passenger Stage 2 frontal airbag ignition circuit, indicating a short circuit (short to ground or short between wires). In a dual-stage ignition system, the Stage 2 airbag provides additional protection during severe collisions, typically deploying simultaneously with Stage 1 or triggering with a delay. A resistance of 0 ohms causes the SRS ECU to determine the ignition circuit is unreliable, illuminate the airbag warning light, and disable the front passenger airbag Stage 2 deployment function. In extreme cases, the airbag may deploy inadvertently without a collision or fail completely. This is a hard fault. The ECU stores it continuously until repaired.
Causes
— Front passenger airbag module second-stage igniter internal short circuit (damaged internal coil insulation causing a short circuit between positive and negative terminals)— Airbag wiring harness short to body ground (harness wear, crushing, or aging damages insulation, causing contact with the metal frame)— Water ingress or corrosion at the front passenger airbag connector (A/C condensate leak or wading causing a short circuit between connector pins)+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (some models require 3 minutes) to fully discharge the SRS capacitor and prevent accidental deployment.— Fault confirmation: Use a BYD dedicated diagnostic tool (VDS or ED400) to read and record the fault code. Confirm B178A-00 is a current fault (Active). Check the environmental conditions recorded in the freeze frame data.+5 more →
B178A›
DTC B178A indicates the Stage 2 Passenger Front Airbag inflator circuit resistance measures 0 ohms (or near 0 ohms; normal range is 2.0–3.0 ohms). "Stage 2" refers to the secondary trigger circuit of a dual-stage airbag, providing greater deployment energy during a severe collision. A resistance of 0 ohms indicates a hard short (short to ground or short to power), not an open circuit. This fault triggers the SRS fail-safe mechanism: the control unit disables the passenger airbag Stage 2 deployment function, or disables the airbag entirely, and illuminates the instrument cluster SRS warning light. During a collision, this causes insufficient passenger protection, posing a serious safety hazard.
Causes
— Airbag inflator internal short circuit: A manufacturing defect, long-term aging, moisture ingress, or previous accident damage reduces the internal squib resistance to 0 ohms, creating a hard short circuit.— Wiring harness short to ground/power supply: Metal edges cut the internal dashboard wiring harness insulation, fixing screws pinch and chafe the insulation, or water ingress corrodes the harness, causing a short to vehicle body ground or +12V power supply.— Connector terminal fault: The dedicated yellow front passenger airbag connector (usually located behind the glovebox or inside the dashboard) has bent terminals, backed-out pins, loose connections, or electrolyte corrosion from water ingress causing a short circuit between pins.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds (120 seconds for some models) to fully discharge the SRS backup capacitor. This prevents accidental airbag deployment and personal injury during repair.— Fault Status Confirmation: Connect the diagnostic tool and read the B178A freeze frame data. Confirm whether the fault is current (Active) or historical (History). Record the ambient temperature and vehicle status at the time of the fault. Check for accompanying SRS fault codes (such as B1780, B1781, etc.).+6 more →
B178A1A›
DTC B178A1A indicates the SRS control module detects the Passenger Second Stage Front Airbag igniter circuit resistance at or near 0 ohms. The second-stage airbag uses dual-stage ignition technology to control the deployment time interval based on collision severity. A resistance of 0 ohms indicates a short circuit fault in the airbag igniter circuit (short between wires or short to ground), not an open circuit. This fault causes the SRS system to enter degraded mode: the system disables this specific airbag circuit to prevent accidental deployment and illuminates the airbag warning light. In a frontal collision, the passenger side may lose second-stage cushioning protection, deploying only the first-stage airbag or failing to deploy entirely, which significantly reduces occupant protection.
Causes
— Front passenger side airbag module internal igniter short circuit: Fused airbag internal igniter bridge wire or damp pyrotechnic charge, causing a sudden drop in resistance.— Dashboard internal wiring harness chafed and shorted: Vibration and friction damage the Stage 2 airbag wiring harness insulation (usually located on the dashboard crossmember or behind the glovebox), causing a short to body metal.— Connector water ingress and corrosion: A/C condensate leakage or vehicle wading causes a short circuit between pins of the front passenger-side floor wiring harness connector (such as CJ103 or near the G301 ground point).+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to allow the SRS backup power supply to fully discharge.— Fault confirmation: Use a VDS or Launch diagnostic tool to read all DTCs. Confirm B178A1A is a current (Active) fault, not a historical fault. Check for accompanying fault codes (such as B178B - front passenger second-stage resistance too low).+5 more →
B178B-00›
This fault code indicates that the resistance of the second stage (Level 2, typically the full-power deployment mode for severe collisions) inflator squib in the front passenger airbag dual-stage deployment circuit falls below the safety threshold set by the SRS ECU (generally below 1.5 Ω). In BYD dual-stage airbag systems, the first and second stages correspond to different collision severities. The system achieves staged deployment by controlling different firing circuits. Low resistance indicates the ECU detects an abnormal drop in circuit impedance and identifies a short circuit fault. The system enters a safety protection state and disables the airbag to prevent accidental deployment, rendering the airbag inoperative during a collision. This fault directly affects collision safety protection and requires immediate repair.
Causes
— Poor contact or oxidized terminals at the airbag wiring harness connector: The front passenger airbag mounts inside the dashboard. Moisture, oxidation, or a loose connection often causes the yellow wiring harness connector (usually marked F201 or similar) to exhibit abnormally low contact resistance or an intermittent short circuit.— Airbag module internal short circuit: Damaged gas generator squib insulation or an internal circuit-to-housing short drops the measured resistance below the standard value (normally 2.0-3.0Ω). This commonly occurs when an internally damaged airbag remains unreplaced after a collision.— Wiring harness damaged and shorted to ground: Dashboard removal/installation, aftermarket equipment installation (such as dash cam wiring), or animal chewing damages the harness insulation, creating a short circuit to the vehicle body metal.+2 more →
Actions
— Safe power-off and discharge: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds (to fully discharge the SRS backup power capacitor). Never connect or disconnect any airbag-related connectors with the power on.— Visual inspection and cleaning: Remove the passenger-side lower dashboard trim panel and glove box. Locate the yellow airbag wiring harness connector (F201). Check for looseness, water ingress, terminal oxidation, or trapped foreign objects. Clean with electrical contact cleaner, then disconnect and reconnect the connector, ensuring the locking tab engages fully.+4 more →
B178B›
This DTC indicates the SRS (Supplemental Restraint System) ECU detects the circuit resistance of the front passenger dual-stage frontal airbag Stage 2 inflator is below the calibrated threshold (typically below 1.0Ω; normal range: 1.5-3.0Ω). In a dual-stage airbag system, the Stage 2 inflator provides additional gas output during a severe collision. Low resistance usually indicates a short circuit (short to ground, wire-to-wire short, or internal inflator short). This condition may prevent proper airbag deployment during a collision (insufficient deployment force) or, in extreme cases, cause unintended deployment due to abnormal current. The ECU continuously monitors the inflator circuit resistance via its internal diagnostic circuit. If the resistance remains below the lower limit for a specified duration (typically several hundred milliseconds), the ECU sets this DTC, illuminates the SRS warning lamp, and may disable the front passenger airbag function.
Causes
— Front passenger airbag module internal second-stage igniter short circuit: Moisture ingress or aging of the bridge wire or igniter composition inside the gas generator causes an internal short circuit, resulting in abnormally low measured resistance.— Wiring harness short to ground or power: Wear, crushing, or rodent damage to the internal dashboard wiring harness shorts the stage 2 igniter circuit (usually the positive or negative wire) to body ground or the 12V power line.— Connector water ingress or corrosion: The front passenger airbag connector is on the right side of the dashboard. Vehicle wading, A/C condensate leaks, or improper cleaning can cause oxidation or electrolysis on the connector pins, creating a low-resistance path.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, wait at least 3 minutes (to allow the SRS capacitor to fully discharge), and wear an anti-static wrist strap.— Fault confirmation: Connect the VDS2000/3000 diagnostic tool. Read the DTC to confirm whether B178B is Active or History. Check the resistance value in the freeze frame data (usually displays <0.8Ω).+6 more →
B178C-00›
B178C-00 indicates the resistance of the front passenger-side Stage 2 frontal airbag ignition circuit falls outside the normal range set by the SRS ECU (typically 1.5–3.0 Ω). In the BYD dual-stage airbag system, the Stage 2 gas generator provides higher deployment power during a severe collision. High resistance indicates excessive impedance or a potential open circuit in the ignition circuit. Potential causes include an internal open circuit in the airbag squib, poor contact at the wiring harness connector, or a clock spring fault. This safety system hard fault forces the SRS ECU into fail-safe mode, disabling deployment of this airbag stage and severely reducing front passenger protection during a collision. Repair immediately.
Causes
— Aging, moisture ingress, or internal open circuit in the front passenger airbag module (PAB) second-stage igniter increases resistance above 3.0Ω.— Airbag wiring harness connector (usually located under the centre console, behind the glovebox, or at the airbag module interface) is loose, oxidised, has water ingress, or backed-out pins, causing increased contact resistance.— Broken wire or poor contact in the clock spring (spiral cable) internal second-stage circuit, common on vehicles after turning the steering wheel to its end stop. (Note: On some models, the front passenger airbag also passes through the clock spring or a similar transfer connector.)+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS backup power supply. Wear an anti-static wrist strap and avoid using radio equipment near the airbag assembly.— Fault confirmation and freeze frame analysis: Use the BYD VDS2000/ED400 diagnostic tool to read DTCs, confirm B178C-00 is a current fault (Active), record the resistance reading and ambient temperature from the freeze frame data, and check for associated fault codes (such as B178B, B178D, etc.).+4 more →
B178C›
This DTC indicates the SRS (Supplemental Restraint System) ECU detected the circuit resistance of the front passenger-side second-stage frontal airbag (a dual-stage inflator using staged ignition technology) exceeds the calibrated upper limit (normal value approximately 2.0-3.0Ω, fault threshold typically >3.5Ω or open circuit). The second-stage airbag deploys in stages based on the collision severity sensor signal (delayed ignition) to reduce occupant impact during a low-speed collision. Excessive resistance indicates a high-resistance connection or potential open circuit. Oxidized or corroded connectors, loose wiring harness connections, fatigue fracture of the spiral resistance wire inside the airbag inflator, or an abnormal ECU sampling circuit can cause this condition. This fault causes the airbag to deploy only in single-stage mode during a collision (delayed ignition failure) or fail completely, severely degrading crash protection performance. This is a safety-critical fault.
Causes
— Front passenger airbag module wiring harness connector loose, oxidized, or making poor contact (common in water-damaged vehicles or after prolonged use in high-humidity environments)— The airbag wiring harness pinches and chafes where it passes through the center console frame or near the steering column, breaking the copper strands without completely damaging the insulation (hidden high resistance).— The resistance wire inside the second-stage inflator igniter broke due to aging, or a solder joint has a poor connection (internal airbag assembly fault; non-repairable, replace the complete assembly).+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor and enter safe repair mode.— Initial inspection: Remove the front passenger glove box or lower airbag trim panel. Visually inspect the yellow SRS connector for backed-out pins or oxidation (green corrosion). Measure the resistance between the connector terminals (standard: 2.0-3.0 Ω).+3 more →
B178D-00›
DTC B178D-00 indicates the SRS (Supplemental Restraint System) control module detects an open circuit or disconnection in the front passenger-side dual-stage frontal airbag second-stage inflator circuit. The dual-stage airbag system contains two independent inflator trigger circuits (stage 1 and stage 2) that deploy in stages based on collision severity. This fault code specifically indicates the second-stage inflator circuit resistance falls outside the normal range (typically > 3Ω or < 1Ω), causing the system to register a 'not connected' state. This fault may prevent the front passenger airbag second-stage inflator from deploying correctly during a collision, reducing protection effectiveness, and illuminates the airbag warning light continuously.
Causes
— Front passenger airbag module connector loose, terminals backed out, or corroded. The connector is located behind the dashboard. Incorrect reassembly after previous dashboard repairs often causes this.— Open circuit or abnormal resistance in the airbag module internal second-stage inflator squib, typically resulting from airbag aging, moisture ingress, or failure to replace the module after a previous collision.— Poor contact at the intermediate connector between the floor wiring harness and the instrument panel airbag wiring harness, especially pin oxidation after driving through water.+2 more →
Actions
— Use the VDS2000/BYD dedicated diagnostic tool to read fault codes. Confirm B178D-00 is a current code, record freeze frame data, and check for accompanying communication fault codes.— Disconnect the 12V battery negative terminal and wait at least 90 seconds. Remove the front passenger lower dashboard trim panel. Verify the white 2-pin airbag module connector (usually marked PAB Stage 2) is fully locked. Inspect the terminals for oxidation, backing out, or enlarged sockets.+5 more →
B178D›
DTC B178D indicates the front passenger second-stage frontal airbag (Passenger Frontal Airbag Stage 2) ignition circuit is disconnected or has abnormal resistance. In BYD e-Platform 3.0 models featuring a distributed electronic architecture (e.g., Dolphin, Seal, Yuan PLUS), this DTC may also indicate a communication interruption between the Right Body Domain Controller (R-DCU) and the SRS module, or a sub-node fault. The airbag utilizes a dual-stage ignition design to deploy in stages based on collision severity (stage 1 low-pressure deployment; stage 2 high-pressure supplementary deployment). This fault prevents the front passenger airbag from executing the second-stage deployment during a collision or causes complete airbag failure, severely compromising occupant protection. Inspect the airbag module wiring harness, connectors, clock spring (if applicable), and domain controller communication status.
Causes
— The front passenger airbag stage 2 ignition circuit is open or its resistance exceeds the threshold (>4.5Ω), preventing the SRS control unit from detecting a valid load.— Loose airbag wiring harness connector, oxidation from water ingress, or terminal pin back-out (focus inspection on the airbag connector inside the dashboard and the domain controller interface).— Internal open circuit or poor contact in the clock spring (for models with a conventional clock spring design)+2 more →
Actions
— Use the VDS diagnostic tool to read the DTC freeze frame data, confirm the fault status as current (Active) or historical (History), and check for other related fault codes (such as B178C or U0187).— Disconnect the battery negative terminal and wait at least 3 minutes to ensure complete system discharge. Check the front passenger airbag module connector (located inside the right side of the instrument panel or at the right domain controller interface) for looseness or oxidation. Measure the second-stage ignition circuit resistance (standard value: 2.0-3.0 Ω).+4 more →
B178D1B›
This fault code indicates an open circuit or abnormal resistance in the Stage 2 squib circuit of the front passenger dual-stage frontal airbag (sub-code 1B typically indicates an open circuit or excessive resistance). In the BYD SRS system, dual-stage airbags feature two independent squibs (Stage 1 for moderate collisions, Stage 2 for severe collisions; the stages can deploy simultaneously or sequentially). B178D1B indicates the ECU detects the Stage 2 deployment circuit resistance falls outside the calibrated range (typically 2.0–3.0 Ω), showing infinite resistance (open circuit) or intermittent high resistance. During a severe frontal collision, this fault prevents the passenger airbag from deploying the second inflation stage as designed, reducing occupant protection. The SRS system enters fail-safe mode and continuously illuminates the instrument panel airbag warning light.
Causes
— Front passenger airbag module second-stage plug (yellow connector) not fully seated or locking tab loose. Commonly caused by failing to reconnect the plug after dashboard removal and installation, or missing it during new vehicle PDI.— Airbag wiring harness open circuit or excessive contact resistance. This frequently occurs when long-term vibration fractures the harness behind the instrument panel at a frame bend, or due to oxidized connector terminals or terminal back-out.— Airbag module second-stage squib failure or open circuit. This internal module fault cannot be repaired. Replace the complete assembly.+2 more →
Actions
— Perform the high-voltage and airbag power-down procedures: disconnect the battery negative terminal and wait at least 3 minutes (to fully discharge the SRS capacitor). Do not operate any electrical switches during this time.— Visual inspection: Remove the glovebox or lower dashboard trim panel. Verify the yellow passenger airbag module connector (usually located behind the right side of the dashboard) is fully seated. Confirm the dual locking mechanism (CPA lock) is fully engaged. Inspect the connector for water ingress or burn marks.+4 more →
B178E-00›
This DTC indicates the airbag control unit (SRS ECU) detects a short to vehicle power (12V/B+) in the front passenger airbag Stage 2 inflator circuit. Dual-stage airbags feature two independent inflators for different crash severities: Stage 1 provides cushioning in minor collisions, and Stage 2 provides additional protection in severe collisions. A short to power indicates an abnormal electrical connection between the inflator wiring and the battery positive terminal. This fault causes the SRS system to enter fail-safe mode, illuminates the airbag warning light, and disables the front passenger airbag Stage 2 deployment function. In extreme cases, it causes unintended airbag deployment or prevents normal deployment during a collision, creating a severe safety risk.
Causes
— Damaged internal wire insulation in the airbag clock spring (spiral cable/clock spring) shorts the Stage 2 squib circuit to the power supply wire.— Damaged wiring harness insulation between the front passenger airbag module and the SRS ECU, contacting the vehicle body metal frame or power supply line.— A retaining screw pinched or chafed the instrument panel internal wiring harness during removal or installation, causing a power supply short circuit.+2 more →
Actions
— Safety preparation: Turn off the vehicle, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Fault confirmation: Connect the VDS or dedicated diagnostic tool. Read the complete fault codes and freeze frame data. Confirm B178E-00 is a current fault (not a history fault). Record the environmental data at the time the fault occurred.+8 more →
B178E›
DTC B178E indicates a short to the vehicle power supply (B+, 12V) in the front passenger frontal airbag Stage 2 squib circuit. Modern BYD models use a dual-stage airbag design: Stage 1 provides low-power inflation for moderate collisions; Stage 2 provides high-power inflation for severe collisions. The SRS ECU internal diagnostic circuit continuously monitors the airbag squib circuit resistance (normally 2-3 Ω) and its insulation to ground and power. The ECU sets B178E when it detects a short to power in the Stage 2 squib circuit (resistance below the specified threshold, typically <200 Ω to power). This fault forces the airbag circuit into a fail-safe state. In extreme cases, the short circuit could accidentally deploy the airbag during driving (despite shorting bar protection) or prevent the designed staged inflation during a collision, risking occupant injury.
Causes
— Front passenger airbag wiring harness worn or pinched: Retaining clips or metal edges cut the internal dashboard wiring harness during removal and installation, shorting the ignition wire to the constant power wire.— SRS ECU internal drive circuit fault: Airbag control module internal ignition drive transistor (IGBT/MOSFET) breakdown shorts the second-stage control terminal to power.— Front passenger airbag connector terminal issue: The connector mounts behind the glovebox or at the instrument panel frame. Backed-out pins, bent terminals, or corrosion from water ingress cause a short circuit to an adjacent power supply terminal.+2 more →
Actions
— Safe power-off and wait time: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS ECU internal energy storage capacitor and prevent accidental airbag deployment during repair.— Fault code freeze frame analysis: Use the BYD dedicated diagnostic tool (VDS2000/VDS3000) to read the freeze frame data for DTC B178E. Record the vehicle speed, timestamp, and ambient temperature at the time of the fault to determine if the fault is intermittent.+5 more →
B178E12›
DTC B178E12 indicates a short to power (B+) in the front passenger-side second-stage frontal airbag (PAB Stage 2) ignition circuit. The BYD SRS system uses a dual-stage airbag ignition design: the first stage provides a low-energy trigger, and the second stage provides a high-energy trigger for varying collision severities. This DTC indicates an abnormal electrical connection to the vehicle power circuit within the wiring harness between the SRS control module and the front passenger airbag second-stage inflator (resistance below threshold, typically <2Ω). This short circuit may cause: 1) unintended airbag deployment (extremely dangerous); 2) airbag deployment failure during a collision (due to bypassed current); 3) the SRS system to enter protection mode, disabling all airbag functions. The BYD diagnostic protocol identifies the fault suffix '12' as 'Short to Battery+'.
Causes
— Front passenger airbag wiring harness insulation wear: Inside the dashboard, A-pillar trim, or floor wiring channel, vibration, chafing, or improper assembly damages the harness outer sheath, causing a short circuit to a power wire (such as constant 12V+).— Airbag connector water ingress or corrosion: Poor sealing at the front passenger airbag connector (usually located behind the dashboard or glovebox) allows electrolytic corrosion to form a conductive path between terminals after driving through water, high humidity exposure, or an air conditioning condensate leak.— Clock spring internal short circuit: On vehicles equipped with an integrated clock spring, damaged interlayer insulation on the internal flat cable shorts the airbag ignition circuit to the horn/multifunction switch power wire.+2 more →
Actions
— Safety preparation and diagnostic confirmation: Use a BYD VDS or Launch X431 diagnostic tool to read all fault codes. Confirm B178E12 is a current fault (not a history fault) and record freeze frame data (including vehicle speed, collision signal status, etc.). Disconnect the battery negative terminal and wait at least 3 minutes for the SRS capacitor to discharge completely.— Wiring harness visual inspection: Remove the passenger-side lower dashboard trim panel, glove box, and lower A-pillar trim panel. Carefully inspect the airbag wiring harness (usually wrapped in yellow corrugated conduit) for wear, crushing, or burn marks. Focus on the contact points between the wiring harness and the dashboard metal bracket, air conditioning duct, and sharp body edges.+4 more →
B178F-00›
DTC B178F-00 indicates an abnormally low resistance connection (typically <1Ω) between the front passenger dual-stage frontal airbag Stage 2 squib circuit and body ground (GND). The dual-stage airbag system achieves staged inflation via two independent igniters: the first stage triggers a small amount of gas, and the second stage triggers delayed supplemental inflation based on collision severity. A short to ground causes: 1) The SRS control module to detect a circuit anomaly, illuminate the airbag warning lamp, and disable the system. 2) Unintended airbag deployment in extreme cases. 3) The second stage to fail to deploy normally during an actual collision, reducing protection effectiveness. This fault involves a high-voltage ignition circuit and is a safety-critical fault.
Causes
— Airbag wiring harness insulation worn: Long-term vibration or seat adjustment friction damages the outer insulation of the harness under the front passenger seat or inside the dashboard, shorting it to the vehicle body metal.— Connector water ingress and corrosion: After driving through water or cleaning the interior, moisture oxidizes the pins inside the airbag connector (usually located under the center console or seat), causing a Pin-to-Case short circuit.— SRS control module internal fault: Damaged airbag control unit internal driver chip or monitoring circuit falsely reports a short to ground (rule out by measuring resistance at the wiring harness side).+2 more →
Actions
— Safety preparation: Turn off the ignition switch, disconnect the 12V battery negative terminal, and wait at least 3 minutes for the SRS capacitor to fully discharge to prevent accidental airbag deployment.— Initial diagnosis: Connect the diagnostic tool to read all fault codes and freeze frame data. Confirm B178F-00 is a current fault (Active) rather than a history fault. Record the vehicle mileage and ambient temperature.+6 more →
B178F›
DTC B178F indicates a short to ground in the stage 2 deployment circuit of the front passenger dual-stage frontal airbag. In a dual-stage airbag system, the stage 1 and stage 2 inflators trigger in stages based on collision severity: stage 1 provides basic protection, and stage 2 supplements inflation during a severe collision. This fault means the SRS control module detects an abnormally low resistance (typically below 1.0 Ω) between the stage 2 inflator circuit and body ground. Possible causes include an internal short circuit in the clock spring (spiral cable), damaged airbag wiring harness insulation contacting the metal frame, corroded connector terminals causing a ground fault, or an internal short circuit in the airbag module inflator. This fault prevents the stage 2 airbag from deploying normally, reduces protection performance during a severe collision, forces the SRS system into fail-safe mode, and illuminates the airbag warning lamp.
Causes
— Broken internal wires or worn insulation in the clock spring (spiral cable) shorting the Stage 2 ignition circuit to the grounded housing, commonly caused by fatigue damage from frequent steering wheel rotation.— Vibration and friction inside the dashboard or near the A-pillar damage the insulation on the wiring harness between the front passenger airbag module and the SRS ECU, causing it to contact the vehicle body metal frame and short to ground.— Water ingress in the airbag connector (usually located under the dashboard or at the airbag module interface) due to wading, vehicle washing, or poor sealing causes electrolytic corrosion between the terminals and a short to ground.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V low-voltage battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD dedicated diagnostic tool (ED400 or X431) to read the DTC, confirm B178F is a current fault (not a history fault), record freeze frame data, and check for accompanying fault codes (such as B178E, B178D).+6 more →
B178F11›
DTC B178F11 indicates a short to body ground in the front passenger dual-stage airbag (Stage 2) ignition circuit. In the BYD SRS system, the airbag utilizes a dual-stage ignition design: low speeds trigger the first stage, and high speeds trigger the second stage. The '11' suffix indicates the control unit detects circuit resistance below the threshold (typically <0.8Ω), determining a short to ground. This safety-critical fault prevents the SRS system from deploying the second-stage airbag during a collision or creates a risk of unintended deployment. The fault can originate in the clock spring, instrument panel harness, floor harness, or inside the airbag module.
Causes
— Worn front passenger airbag wiring harness insulation contacting body metal, commonly resulting from improperly securing the harness after dashboard removal and installation.— Internal short circuit in the airbag clock spring (spiral cable). Long-term steering wheel rotation breaks the internal wire, causing a short to ground.— Water ingress and oxidation in the SRS system connector. Poor sealing below the A-pillar or where the floor wiring harness passes through the firewall causes corrosion and a short circuit.+2 more →
Actions
— Perform high-voltage system power-down: Disconnect the 12V battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor. While waiting, press the horn button to release residual charge.— Read freeze frame data: Use the VDS2000/Launch X431 diagnostic tool to record the ambient temperature, vehicle speed, and crash sensor status when the fault occurred to confirm if the fault is intermittent.+6 more →
B1791-00›
DTC B1791-00 indicates the driver-side Stage 2 Seatbelt Pretensioner resistance measures 0 ohms. Normal pretensioner igniter resistance is 2.0-4.0 ohms. A 0-ohm reading indicates a circuit Short to Ground or an internal short in the pretensioner squib. This fault prevents the SRS control unit from triggering the Stage 2 Seatbelt Pretensioner during a collision (typically used for secondary tightening in severe impacts), compromising occupant restraint system effectiveness. Additionally, the SRS warning lamp remains illuminated, the system enters fail-safe mode, and the airbags may fail to deploy.
Causes
— Pretensioner internal squib short circuit: Moisture, aging, or manufacturing defects cause an internal short circuit in the pretensioner ignition device, dropping resistance to 0 ohms.— Wiring harness worn and shorted to ground: Friction and compression from long-term seat movement damage the yellow SRS wiring harness under the driver's seat, shorting the wire to the vehicle body metal.— Connector water ingress and corrosion: Poor sealing of the pretensioner connector (typically located at the B-pillar or under the seat) allows water ingress after car washing or wading, causing a short circuit between pins.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds (allowing the SRS capacitor to discharge fully) to prevent accidental airbag deployment.— Fault confirmation: Use a dedicated diagnostic tool (such as BYD ED400 or Launch X431) to read the fault code and confirm B1791-00 is a current fault (Active), not a history fault.+6 more →
B1791›
DTC B1791 indicates the SRS (Supplemental Restraint System) control module detects a circuit resistance of 0 Ω or near 0 Ω for the driver side seat belt second-stage pretensioner (Dual-stage Pretensioner). BYD SRS seat belt pretensioners typically feature a dual-stage ignition design. During a severe collision, the second-stage pretensioner triggers sequentially or simultaneously with the first stage. Normal pretensioner squib resistance measures 2.0-3.0 Ω. A 0 Ω resistance indicates a short circuit (short to ground or internal squib short). This causes the SRS to detect a pretensioner circuit fault, enter fail-safe mode, and continuously illuminate the instrument panel airbag warning light. In extreme cases, the pretensioner fails to deploy or deploys unintentionally during a collision, severely compromising occupant restraint system effectiveness.
Causes
— Driver seat belt pretensioner squib internal short circuit: Moisture or aging of the pretensioner igniter charge or bridge wire causes an internal short to ground, dropping resistance to zero.— Under-seat harness wear and short circuit: Frequent driver seat adjustment wears the pretensioner harness insulation (usually routed along the seat slide rail), causing contact with vehicle body metal and a short to ground.— Water ingress or corrosion in the SRS ECU connector: Poor sealing of the SRS control module connector located under the centre console or floor allows water to enter after washing the vehicle or driving through water, causing a short circuit between terminals.+2 more →
Actions
— Safety preparation: Switch the vehicle OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Fault confirmation: Use a BYD dedicated diagnostic tool (VDS or ED400) to read the fault code. Confirm B1791 is a current fault (Active Code), not a history fault. Record the freeze frame data.+6 more →
B1792-00›
This fault code indicates the driver-side second stage seat belt pretensioner ignition circuit resistance falls below the normal threshold set by the SRS control unit (ACU) (typically 2.0-4.0Ω; actual detected value below 1.5Ω or close to 0Ω). The second stage pretensioner is part of the dual-stage gas generator system, providing progressive restraint force during a severe collision. Low resistance typically indicates an internal squib short circuit, a wiring harness short to ground, or internal connector bridging. This fault causes the ACU to disable the pretensioner function. In extreme cases, the pretensioner may fail to deploy during a collision, or false fault detection during driving may continuously illuminate the SRS warning light, compromising the overall occupant restraint system protection strategy.
Causes
— Pretensioner squib internal short circuit: Long-term exposure to hot and humid environments, manufacturing defects, or chemical corrosion causes the igniter charge to absorb moisture, reducing insulation resistance between the two terminals.— Wiring harness connector fault: Water ingress in the connector under the driver's seat or near the B-pillar, bent or backed-out pins, terminal bridging, or corrosion causing the signal wire to short to ground or power.— Mechanical damage: Repeated friction from the seat rail adjustment mechanism, improper seat removal or installation, or foreign object compression damages the pretensioner wiring harness insulation, causing a short to ground.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS backup power supply and prevent accidental airbag deployment.— Initial diagnosis: Use BYD VDS or Launch X431 to read all DTCs and freeze frame data. Confirm if B1792-00 is a current or history code. Check for other SRS-related fault codes.+6 more →
B1792›
DTC B1792 indicates the driver-side second-stage seat belt pretensioner circuit resistance falls below the normal range calibrated by the SRS ECU (typically 2.0-3.0Ω). The second-stage pretensioner features a seat belt retractor with a dual-stage igniter that deploys in stages based on collision severity. A low resistance value (<1.5Ω or close to 0Ω) indicates abnormal conduction resulting from an internal short circuit in the pretensioner igniter, a wiring harness short to ground, or connector water ingress and oxidation. This fault forces the SRS system into fail-safe mode, disabling the pretensioner and associated airbag functions. In extreme cases, the pretensioner may deploy without a collision or fail to operate during a collision, severely compromising the occupant restraint system's protection performance.
Causes
— Seat belt pretensioner internal igniter short circuit: Moisture ingress, aging, or manufacturing defects in the pretensioner cause a short circuit between the internal bridgewire and the housing, resulting in abnormally low resistance.— Wiring harness connector fault: Water ingress, oxidation, deformed pins, or loose connections at connector K71 under the seat (pins 17/18) causing a signal wire short to ground or abnormal contact resistance.— Seat movement interference: Frequent seat adjustment causes the pretensioner wiring harness to chafe at the seat rail, wearing through the insulation and shorting the core wire to body ground.+2 more →
Actions
— Safe power-down: Turn the power switch to OFF, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment.— Fault confirmation: Connect VDS or a dedicated diagnostic tool, read SRS system fault codes, confirm B1792 is a current fault, not a history fault, and record freeze frame data.+5 more →
B1793-00›
DTC B1793-00 indicates the Driver 2nd Stage Seat Belt Pretensioner circuit resistance exceeds the normal threshold set by the SRS ECU (typically >3.6Ω, standard value approx. 2.0Ω ± 0.4Ω). In the BYD dual-stage airbag system, the seat belt pretensioner uses a staged ignition design: minor collisions trigger the first stage, and severe collisions activate the second stage to provide additional tightening force. This fault indicates the ECU detected a high-resistance condition in the second-stage squib circuit, likely resulting from poor contact, wiring harness oxidation, or an internal pretensioner open circuit. This fault disables the second-stage pretensioning function, preventing optimal seat belt restraint during severe collisions and increasing the risk of occupant forward movement. Additionally, the fault continuously illuminates the SRS warning light and forces the system into a degraded protection mode.
Causes
— Pretensioner connector under the driver's seat (yellow plug) is loose, oxidized, or has insufficient terminal contact pressure, causing increased contact resistance.— Frequent forward and backward seat adjustment wears or crushes the wiring harness beneath the seat frame, causing partial breakage of the internal copper wires or a poor connection.— Aging, moisture ingress, or manufacturing defects in the seat belt pretensioner internal squib causing resistance value drift.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to allow the SRS capacitor to fully discharge, preventing accidental airbag deployment.— Visual inspection: Check that the yellow pretensioner connector under the driver's seat is fully locked. Inspect the terminals for green oxidation, burn marks, or backed-out pins.+5 more →
B1793›
This DTC indicates the Airbag Control Module (ACM) detects the driver-side second-stage seatbelt pretensioner circuit resistance exceeds the calibrated range (typically 2-5 ohms). This Passive Safety System (SRS) circuit fault indicates high resistance or an open circuit in the pretensioner circuit. The pretensioner is a critical protective device that uses a pyrotechnic charge to instantly tighten the seatbelt during a collision. This fault indicates the driver-side seatbelt may fail to pretension correctly during a frontal collision, increasing occupant forward travel, reducing restraint system effectiveness, and posing a severe safety hazard.
Causes
— Open circuit, aging, or increased resistance in the driver's seat belt pretensioner internal coil.— Loose connection, backed-out pins, oxidation, or water ingress at the pretensioner wiring harness connector (yellow plug) under the seat, causing increased contact resistance.— Long-term bending and wear of the pretensioner wiring harness at the seat slide rail causes internal wire breakage or a partial open circuit.+2 more →
Actions
— Use the dedicated diagnostic tool to read the fault code, confirm whether B1793 is a current (Active) or history (History) fault, and record the resistance value from the freeze frame data.— Disconnect the 12V battery negative terminal and wait at least 90 seconds to allow the airbag system capacitors to fully discharge (observe safety operating procedures).+6 more →
B1794-00›
DTC B1794-00 indicates the SRS (Supplemental Restraint System) control unit detects an open circuit or abnormal resistance (typically greater than 10Ω or less than 1Ω) in the driver-side seat belt pretensioner second-stage deployment circuit. The BYD Qin series dual-stage airbag system features a seat belt pretensioner with a dual-stage igniter. This igniter tightens the seat belt in stages based on collision severity (first stage at approximately 30% force, second stage at 100% force). This fault signifies the second-stage deployment circuit cannot form an effective closed circuit. As a result, the second-stage pretensioning function fails during a severe collision, leaving only first-stage protection active. The SRS control unit determines connection status by continuously monitoring circuit resistance (normally 2.0-3.0Ω). When the unit detects an open circuit or high resistance, it stores this code and illuminates the airbag warning light.
Causes
— Loose or disconnected yellow SRS connector under the seat: Frequent driver seat adjustment loosens the pretensioner harness plug (typically located inside the seat rail). Specifically, the 2017-2018 Qin series seat rail design provides insufficient harness length. Repeated forward and backward movement easily causes partial plug disconnection.— Harness wear or breakage: Seat frame edge burrs cut the pretensioner harness insulation, or frequent seat height adjustment causes harness metal fatigue and breakage at bend points, resulting in an intermittent open circuit.— Poor contact due to terminal oxidation: Driving through water or operating in humid environments oxidizes the internal terminals of the pretensioner connector (usually a yellow waterproof plug), increasing contact resistance (exceeding 5Ω can trigger the fault).+2 more →
Actions
— Safety preparation and diagnostic confirmation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Read all fault codes using a BYD VDS2000 or Launch X431 diagnostic tool. Confirm B1794-00 is an active fault, not a historical fault. Record freeze frame data and check the circuit resistance value (a reading above 10.8Ω typically indicates an open circuit).— Visually inspect the connector: Remove the driver's seat (4 retaining bolts, torque 25 N·m). Verify the yellow 2-pin SRS connector under the seat frame (marked DAB-Pretensioner-Stage2) is fully locked. Confirm the connector locating pin is not broken and the locking tab engages fully (listen for a 'click'). Inspect the wiring harness corrugated conduit for damage.+4 more →
B1794›
DTC B1794 indicates the SRS (Supplemental Restraint System) ECU detects an open circuit (infinite resistance) in the driver-side seat belt pretensioner stage 2 firing circuit. "Stage 2" means the pretensioner uses dual-stage firing technology, triggering in stages based on collision severity. "Disconnected" means the ECU cannot detect the firing circuit's normal resistance (standard value: 2.0–3.0 Ω). During a moderate or severe collision, the pretensioner may fail to execute the stage 2 tensioning, reducing occupant restraint protection. Typical causes for this critical passive safety system fault include an open wiring harness, a disconnected connector, a damaged clock spring, or an internal open circuit in the pretensioner.
Causes
— Internal open circuit or poor contact in the clock spring (spiral cable) below the steering wheel interrupts the signal to the seat belt retractor pretensioner.— Loose, corroded, or backed-out pins in the pretensioner connector under the driver's seat or at the B-pillar, causing an open circuit.— Open circuit in the internal igniter of the seat belt pretensioner assembly (possibly due to reaching the deployment threshold or a manufacturing defect)+2 more →
Actions
— Use the VDS2000/VDS3100 diagnostic tool to read all SRS fault codes, confirm whether B1794 is an active or history fault, and record the freeze frame data.— Disconnect the battery negative terminal and wait 90 seconds for the SRS capacitor to fully discharge. Check the pretensioner connectors under the driver's seat and inside the B-pillar trim panel for looseness, oxidation, or water ingress. Clean and retighten if necessary.+4 more →
B1795-00›
DTC B1795-00 indicates the airbag control module (SRS ECU) detects an abnormal short to vehicle power (B+) in the driver-side seat belt pretensioner drive circuit (second-stage firing circuit). In a dual-stage pretensioner system, the second stage further tightens the seat belt during a severe collision. Normally, this circuit remains open or low. When the ECU detects the pretensioner circuit voltage continuously exceeding the threshold (near the 12V battery voltage), it registers a short to power. This fault causes the ECU to immediately disable the pretensioner circuit and illuminate the airbag warning light. In extreme cases, the pretensioner may fail to deploy or deploy abnormally during a collision. This severe fault compromises occupant safety.
Causes
— Prolonged chafing of the wiring harness under the driver's seat or inside the B-pillar trim panel damages the insulation, causing the pretensioner harness to contact and short circuit to the constant power supply wire (B+).— Water ingress, oxidation, or terminal deformation at the seat belt pretensioner connector (located under the seat or on the B-pillar) causes a short circuit between the ignition circuit terminal and the power supply terminal.— SRS ECU internal drive transistor breakdown or control circuit fault causes continuous high-level power at the output terminal.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes (or the time specified in the repair manual) to fully discharge the SRS capacitor and ensure the system is in a safe state.— Fault confirmation: Connect the diagnostic tool to read fault codes. Confirm B1795-00 is active. Record freeze frame data and check for accompanying SRS fault codes.+6 more →
B1795›
DTC B1795 indicates a short to B+ in the driver-side seat belt pretensioner Stage 2 squib circuit. In the BYD SRS system, the seat belt pretensioner uses a dual-stage ignition design: Stage 1 triggers early in a collision to provide basic tightening force, and Stage 2 triggers during a severe collision to generate greater tightening force to better restrain the occupant. This DTC indicates the airbag control unit (ACU) detects an abnormal voltage increase in the Stage 2 pretensioner circuit to near battery voltage (12V) and an abnormal resistance value. This fault prevents the pretensioner from deploying correctly during a collision because the short to power prevents the firing current from forming a complete circuit. It may also damage the ignition driver chip inside the ACU. Because this is an active safety system fault, the vehicle illuminates the airbag warning lamp and may fail to protect the driver properly during a collision.
Causes
— Damaged wiring harness sleeve under the driver's seat or B-pillar pretensioner allows exposed copper wire to contact body power wires (such as seat heating or power adjustment supply wires), causing a short circuit.— Water ingress, oxidation, or terminal deformation in the pretensioner connector (usually located under the seat or inside the B-pillar trim), causing a short to power between terminals.— Insulation breakdown of the squib inside the seat belt pretensioner body causes a short circuit between the internal coil and the housing, which indirectly connects to the vehicle body power supply via the bracket.+2 more →
Actions
— Safety preparation: Turn off the vehicle, disconnect the battery negative terminal, and wait at least 3 minutes to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Visual inspection: Remove the driver's seat (keep the wiring harness connected) and the left B-pillar lower trim panel. Inspect the pretensioner wiring harness (usually in a yellow sleeve) for wear, cuts, or burn marks. Focus on the seat slide rail friction points and the wiring harness retaining clips.+6 more →
B1796-00›
DTC B1796-00 indicates a short to ground in the control circuit of the driver-side second-stage seat belt pretensioner. The second-stage pretensioner is a dual-stage ignition component of the Supplemental Restraint System (SRS). During a severe collision, a pyrotechnic device rapidly tightens the seat belt to eliminate slack between the occupant and the belt. "Short to ground" indicates an insulation failure between the pretensioner drive harness (typically the positive control wire) and the vehicle body ground (GND), causing resistance to drop abnormally (<1Ω). This fault causes the SRS control unit (ACM) to detect abnormal circuit current, trigger fail-safe mode, and disable the pretensioner. In extreme cases, this prevents the seat belt from tightening properly during a collision or creates a risk of unintended deployment under specific conditions.
Causes
— Harness chafing inside the B-pillar trim panel: As the driver seat belt pretensioner harness routes through the lower B-pillar, prolonged seat adjustment or door operation vibrations cause metal edges to cut the insulation, resulting in a short to ground.— Under-seat connector corrosion: Vehicle wading, improper interior cleaning, or a blocked sunroof drain hose causes water to flow under the seat. This oxidizes and electrolytically corrodes the pretensioner connector (yellow) terminals, creating a short-to-ground path.— Internal short circuit in the pretensioner body: Moisture in the second-stage igniter pyrotechnic charge or a manufacturing defect causes insulation failure between the ignition wire and the metal housing.+2 more →
Actions
— Safe power-down: Turn off the ignition, disconnect the negative battery terminal, and wait at least 3 minutes to fully discharge the SRS system capacitors and prevent accidental pretensioner deployment.— Visual inspection: Remove the driver-side B-pillar lower trim panel and under-seat shield. Check the pretensioner wiring harness (yellow corrugated conduit) for wear, cuts, or scorch marks. Focus on the contact points between the wiring harness and the body sheet metal.+5 more →
B1796›
This DTC indicates a short to body ground in the driver-side second-stage seat belt pretensioner deployment circuit. The second-stage pretensioner is a pyrotechnic device in the SRS (Supplemental Restraint System). It operates in series or parallel with the first-stage pretensioner to provide greater seat belt tightening force during a severe collision (high-speed frontal impact). A short to ground occurs when damaged insulation on the positive wire from the SRS ECU to the pretensioner squib contacts the vehicle body metal, causing circuit resistance to drop abnormally (typically <1Ω). The SRS ECU detects this abnormal current path, illuminates the airbag warning lamp, and disables the second-stage pretensioner function. In a severe collision, the driver may lose second-stage protection, increasing the risk of injury. In extreme cases, the short-circuit current can accidentally trigger the pretensioner, locking the seat belt and requiring costly replacement.
Causes
— Wiring harness wear under the seat: Repeated fore-and-aft movement of the driver’s seat adjustment mechanism wears through the floor wiring harness insulation (especially the SRS harness routed under the seat slide rail), causing the copper wire to contact body ground.— Pretensioner connector water ingress and corrosion: Poor sealing of the pretensioner connector below the B-pillar or under the seat allows water entry during vehicle wading or interior cleaning, causing internal pins to oxidize and short to ground.— Pretensioner internal short circuit: A manufacturing defect or long-term vibration causes internal coil insulation failure in the second-stage pretensioner squib, creating a direct short to the metal housing.+2 more →
Actions
— Safety Preparation and Power-Down: Verify the vehicle is in the OFF position. Wear insulated gloves, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the SRS capacitor. For hybrid/pure electric models, perform the high-voltage system power-down procedure first (disconnect the service plug).— Locate the faulty component: Remove the driver-side B-pillar lower trim panel and the seat side trim panel to expose the second-stage seat belt pretensioner (usually integrated into the retractor assembly or the base of the B-pillar). Identify the two-wire connector with the yellow protective sleeve.+4 more →
B1797-00›
This DTC indicates the front passenger seat belt pretensioner (second-stage deployment circuit) resistance is 0 Ω, indicating a short circuit. In the BYD SRS (Supplemental Restraint System) architecture, the dual-stage pretensioner deploys in stages based on collision severity: the first stage provides light tightening, and the second stage provides strong tightening to secure the occupant. A 0 Ω resistance usually indicates an internal short circuit in the pretensioner generator winding, a wiring harness short to ground, or a short between connector terminals. Upon detecting this fault, the SRS ECU enters fail-safe mode and disables the pretensioner circuit. This may cause the second-stage protection to fail during a collision or create a risk of unintended deployment; therefore, the system illuminates the airbag warning lamp.
Causes
— Pretensioner generator internal short circuit: A broken internal bridge wire in the pyrotechnic generator or damp charge causes the resistance between the two terminals to drop to 0.— Seat wiring harness wear and short circuit: During front passenger seat fore/aft adjustment, long-term friction between the pretensioner wiring harness and the seat track or frame damages the insulation, causing a short to ground.— Connector water ingress and corrosion: Water entering the pretensioner connector (usually located under the seat) during vehicle wading or interior cleaning causes a short circuit between terminals.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Visual inspection: Remove the front passenger seat (leave the wiring harness connected) and inspect the pretensioner connector under the seat (usually yellow) for looseness, water ingress, or obvious burning marks.+5 more →
B1797›
DTC B1797 indicates the SRS (airbag) control module detects a 0-ohm circuit resistance in the front passenger second-stage seat belt pretensioner (typically the igniter/squib). Normal seat belt pretensioner resistance is 1.5-3.0 ohms. A 0-ohm resistance indicates a short circuit (short to ground or internal short) within the pretensioner or its wiring. This fault forces the SRS into degraded protection mode. The front passenger airbag may fail to deploy, severely compromising crash safety. The second-stage pretensioner works with the airbag to rapidly retract the seat belt during a collision, limiting forward occupant movement.
Causes
— Pretensioner igniter internal short circuit: Moisture ingress or aging of the pyrotechnic charge inside the seat belt pretensioner causes a short circuit between the terminals, reducing resistance to 0 ohms.— Harness damaged and shorted to ground: Frequent door opening and closing wears the insulation on the seat belt pretensioner harness near the B-pillar, shorting it to the vehicle body metal.— Connector water ingress and corrosion: Water enters the pretensioner connector if the front passenger floor floods during water wading or a car wash, causing a short circuit between pins.+2 more →
Actions
— Safe power-down: Turn off the ignition switch, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment.— Inspection location: Remove the front passenger-side B-pillar trim panel and locate the second-stage seat belt pretensioner connector (usually a yellow connector located below the seat belt retractor or in the middle of the B-pillar).+5 more →
B1798-00›
DTC B1798-00 indicates the front passenger seat belt second-stage pretensioner firing circuit resistance falls below the SRS control module threshold (typically under 1.0Ω or the manufacturer-calibrated value). The second-stage pretensioner operates within a staged restraint system, deploying sequentially with the first stage during a severe collision to provide greater retraction force. Low resistance indicates a circuit short to ground, an internal short in the pretensioner squib, a short between connector pins, or an abnormal ground path caused by damaged wire insulation. Consequently, the SRS module detects a risk of unintended deployment (potential misfire or failure to reach design deployment energy). The module then illuminates the airbag warning light and disables the front passenger airbag functions, severely compromising occupant restraint protection during a collision.
Causes
— Front passenger seat belt pretensioner assembly internal short circuit (igniter moisture, aging, or manufacturing defects cause internal resistance to drop abnormally to a near-short-circuit state)— Short to ground in the wiring harness under the seat or inside the B-pillar trim panel (frequent fore-and-aft movement of the front passenger seat pinches and damages the harness insulation, or a metal bracket edge cuts the harness, causing the copper wire to contact body ground).— Pretensioner connector short circuit caused by water ingress and corrosion (spilled drinks, water ingress during car washing, or a sunroof leak creates a low-resistance path between the yellow SRS connector pins or a short to the housing)+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Wear an anti-static wrist strap. Do not measure the pretensioner directly using a multimeter resistance setting, as excessive trigger current can cause accidental deployment. Use a dedicated SRS diagnostic tool or verify the multimeter current is below 1 mA.— Fault Status Confirmation: Use VDS2000 or a BYD dedicated diagnostic tool to read freeze frame data. Confirm B1798-00 is a current fault (Active Code), not a historical fault. Record the displayed resistance value (e.g., 0.3Ω, 0.8Ω) to compare against the standard value (typically 2.0-3.0Ω).+5 more →
B1798›
This fault code indicates the SRS (Supplemental Restraint System) ECU detected the front passenger side second stage seat belt pretensioner circuit resistance fell below the system-calibrated threshold (typically below 1.0Ω; normal range is 1.5–3.0Ω). During a severe collision (high-speed or high-intensity impact), the second stage pretensioner provides a stronger restraining force than the first stage. It typically integrates into the seat belt retractor or seat anchorage point. Low resistance indicates a circuit short. Possible causes include an internal inter-turn short in the pretensioner igniter, a wiring harness short to ground, or abnormal connector continuity. This fault triggers the SRS airbag warning lamp and may disable the front passenger side airbag and pretensioner functions. This severely degrades collision safety performance and requires immediate repair.
Causes
— Seat belt pretensioner internal squib short circuit: Damaged internal coil insulation causes an inter-turn short circuit, resulting in abnormally low resistance.— Harness under the seat or inside the B-pillar chafed: Frequent front passenger seat adjustment causes the harness to rub against the seat frame or metal body edges, damaging the insulation and causing a short to ground.— Connector water ingress or corrosion: Vehicle wading, improper interior cleaning, or poor sealing causes oxidation or short circuits in the pretensioner connector pins (usually located under the seat or inside the B-pillar trim panel).+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal. Wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment during repair.— Fault confirmation: Use VDS2000 or a dedicated BYD diagnostic tool to read the fault code. Confirm B1798 is a current fault (Active) and not a history fault (History). Record the freeze frame data.+5 more →
B1799-00›
DTC B1799-00 indicates the SRS (Supplemental Restraint System) ECU detects the front passenger-side second-stage seat belt pretensioner circuit resistance exceeds the normal upper limit (typically >3.0-3.5Ω, normal range is 2.0-3.0Ω). The second-stage pretensioner is a critical component of the airbag system. During a severe collision, a pyrotechnic charge generates a rapid tightening force, working with the first-stage pretensioner to provide enhanced occupant restraint. Excessive resistance typically indicates a high-resistance circuit contact, a partial open circuit, or an aging internal resistance wire within the pretensioner. This causes the ECU to identify a pretensioner failure risk, illuminate the airbag warning light, and potentially disable the front passenger-side airbag and pretensioner functions. During a collision, the second-stage pretensioner may fail to deploy properly, allowing excessive forward occupant movement and increasing injury risk.
Causes
— Seat belt pretensioner internal resistance element aging or near open circuit: Long-term use or moisture ingress causes the pretensioner squib resistance wire value to drift, exceeding the ECU monitoring threshold.— Mechanical damage to the under-seat wiring harness: During front passenger seat fore/aft adjustment, the seat bottom rubs against and pinches the frame-mounted pretensioner wiring harness, causing partial breakage of the internal copper wires or poor contact.— Poor connector connection: The pretensioner connector below the B-pillar or under the seat has oxidized pins, looseness, corrosion from water ingress, or a failed locking tab, increasing contact resistance.+2 more →
Actions
— Connect the VDS2000 or VDS6000 diagnostic tool to the vehicle. Read the DTC B1799-00 status to confirm if it is a current or history fault. Record the resistance value in the freeze frame data (usually 3.5-5.0Ω).— Disconnect the battery negative terminal and wait at least 90 seconds for the SRS backup power supply to fully discharge. This ensures safe operation and prevents accidental airbag deployment.+7 more →
B1799›
DTC B1799 indicates the squib circuit resistance of the front passenger-side second-stage seat belt pretensioner (usually located under the front passenger seat or lower B-pillar) exceeds the SRS ECU threshold (standard value: 2.0 Ω ± 0.4 Ω; typically triggers at >2.4 Ω). This passive safety fault in the Supplemental Restraint System (SRS) means the ECU detects a high-resistance condition in the pretensioner circuit. Poor contact, a partial open circuit in the wiring, or an aging internal pretensioner squib can cause this condition. This fault may prevent the second-stage pretensioner from deploying correctly during a collision, reducing occupant restraint protection. The SRS warning light remains illuminated to alert the driver.
Causes
— Pretensioner connector loose or terminal oxidized: The pretensioner plug under the front passenger seat or in the B-pillar area loosens due to vibration, or terminal surface oxidation or water ingress increases contact resistance (contact resistance exceeding 0.5Ω causes total resistance to exceed the limit).— Partial open circuit or poor contact in the wiring harness: Prolonged bending or compression of the pretensioner wiring harness inside the B-pillar trim panel or near the seat slide rail breaks the internal copper strands. This reduces the effective conductive cross-section and creates a high-resistance point.— Pretensioner internal squib aging: Age or environmental factors oxidize the internal resistance wire of the pretensioner squib, causing the resistance value to drift above the upper limit.+2 more →
Actions
— Safety preparation: Switch off the ignition, disconnect the negative battery terminal, and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental deployment.— Fault confirmation: Connect the BYD VDS diagnostic tool. Enter the SRS system to read fault codes. Confirm B1799-00 and freeze frame data (record the specific resistance value). Check for accompanying fault codes.+7 more →
B179A-00›
This DTC indicates the Airbag Control Unit (ACU) detects an open or disconnected circuit in the front passenger side second stage seat belt pretensioner. The second stage pretensioner is a critical component of the restraint system. During severe collisions, it works with the first stage, using an igniter to detonate the gas generator and rapidly tighten the seat belt. The ACU continuously monitors this circuit's resistance (normal range: approx. 1.8-3.2Ω). When the ACU detects infinite resistance or a value exceeding the threshold, it determines a disconnected fault and logs B179A-00. This fault prevents the pretensioner from deploying during a collision, reducing chest and head restraint protection for the front passenger. It also illuminates the SRS warning light continuously. Some models may enter a safety protection mode, restricting the normal deployment logic of other airbags.
Causes
— Front passenger seat belt pretensioner electrical connector loose or poor contact (commonly caused by failing to fully seat the connector after B-pillar trim removal/installation, window tinting, or modifications)— Open circuit in the pretensioner assembly igniter or gas generator failure (internal open circuit, possibly due to aging or damage from a minor collision without deployment)— Open circuit, wear, or short to body ground in the wiring harness between the ACU and the pretensioner (especially fatigue fracture in the B-pillar hinge area due to repeated door opening and closing)+2 more →
Actions
— Use a dedicated diagnostic tool (BYD ED400 or Launch X431) to read the fault code, confirm B179A-00 is Active, and record the ambient temperature and vehicle status from the freeze frame data.— Perform the safe power-down procedure: Turn off the ignition switch, disconnect the negative battery terminal and wrap it with insulating tape. Wait at least 3 minutes to ensure the SRS energy storage capacitor fully discharges to prevent accidental airbag deployment.+6 more →
B179A›
DTC B179A indicates the SRS (Supplemental Restraint System) ECU detects an open circuit or disconnected front passenger-side second-stage seat belt pretensioner. The "second stage" typically refers to the retractor pretensioner (distinct from the first-stage buckle pretensioner), which uses a pyrotechnic igniter to rapidly tighten the seat belt during a collision. The SRS ECU monitors the pretensioner circuit resistance (normally 2.0-4.0 Ω) to determine connection status. The ECU sets this DTC when resistance exceeds the threshold (typically >10 kΩ or a complete open circuit). This fault prevents pretensioner activation during a collision, reducing chest and head restraint protection for the front passenger, and illuminates the instrument panel airbag warning light. Because occupants of various body sizes frequently adjust the front passenger seat, this fault occurs significantly more often in shared vehicles than on the driver side.
Causes
— Loose or disconnected wiring harness connector under the front passenger seat (frequent fore/aft seat adjustment wears the connector locking tab or strains the wiring harness)— Pretensioner gas generator internal open circuit (igniter aging, moisture ingress, or broken internal bridge wire causing infinite resistance)— Wiring harness inside the B-pillar trim worn and broken (long-term friction from the mechanical movement of seat belt extension and retraction causes copper wire fatigue and breakage)+2 more →
Actions
— Safety preparation: For new energy vehicles, first disconnect the high-voltage service disconnect. For all vehicles, disconnect the 12V battery negative terminal and wait at least 90 seconds to fully discharge the SRS capacitor and prevent accidental airbag deployment.— Inspection procedure: Remove the front passenger-side B-pillar lower trim panel (remove the seat on some models). Locate the yellow second-stage pretensioner wiring harness connector. Verify it is fully inserted and listen for a locking click. Confirm the waterproof sealing ring is intact.+5 more →
B179B-00›
This DTC indicates the front passenger seat belt pretensioner Stage 2 squib circuit is shorted to vehicle power positive (B+). Modern vehicle seat belt pretensioners typically use a dual-stage ignition design: the first stage deploys during the initial collision phase to provide basic restraint, and the second stage deploys upon detecting a more severe collision to increase protective force. A short to power indicates an abnormal high-potential path in the squib circuit, which may cause: 1) The pretensioner to deploy unintentionally in non-collision situations, causing personal injury and property damage; 2) The Airbag Control Unit (ACU) to detect abnormal circuit voltage and enter fail-safe mode, disabling the front passenger airbag and pretensioner functions; 3) Continuous short-circuit current to damage the internal ACU driver circuit or trigger fuse protection. This constitutes a severe electrical fault in the passive safety system and requires immediate repair.
Causes
— Wear on the SRS wiring harness sleeve under the front passenger seat or inside the B-pillar causes the pretensioner drive wire to short to the power supply wire (constant power or ignition power).— Power MOSFET breakdown or driver chip fault in the Airbag Control Unit (ACU) internal ignition drive circuit, causing continuous high-level output at the ignition terminal.— Frequent seat rail adjustment pinches and bends the pretensioner wiring harness secured under the seat. The resulting insulation damage causes a short circuit to the vehicle frame or a power wire.+2 more →
Actions
— Safety Preparation: Disconnect the 12V battery negative terminal and wait at least 3-5 minutes for the SRS system energy storage capacitor to fully discharge. Wear an anti-static wrist strap. Do not use a standard multimeter to measure the ignition circuit directly (use a dedicated airbag resistor or diagnostic tool).— Visual inspection: Remove the front passenger lower B-pillar trim and seat (if necessary). Check the seat belt pretensioner wiring harness (wrapped in yellow corrugated conduit) for obvious wear, damaged insulation, or burn marks. Focus on the harness fixing points and bent sections near the seat slide rail.+5 more →
B179B›
DTC B179B indicates a short-to-power fault in the front passenger seat belt pretensioner second-stage deployment circuit. In the BYD SRS (Supplemental Restraint System) architecture, the pretensioner utilizes a dual-stage ignition design: the first stage lightly retracts the seat belt during the initial collision phase, and the second stage forcefully retracts it to secure the occupant as the collision intensifies. This DTC sets when the SRS control module detects an abnormally low-resistance path (typically <1Ω) between the front passenger pretensioner second-stage ignition circuit (usually marked as terminals P+ and P-) and vehicle power (B+) or ground (GND), causing the control module to identify a short circuit. This fault results in the following: 1) the front passenger airbag system enters fail-safe mode, and the instrument cluster airbag warning lamp remains illuminated; 2) the second-stage pretensioner may fail to deploy or deploy unintentionally during an actual collision; 3) because the pretensioner is a pyrotechnic device (containing explosive propellant), continuous short-circuit current creates an accidental ignition and deflagration risk. Therefore, the system classifies the fault as severe (Level 3) and prohibits vehicle operation.
Causes
— Under-seat harness wear: Frequent fore-and-aft adjustment of the front passenger seat wears the pretensioner harness insulation (usually routed from the B-pillar through the seat slide rail). The internal copper wire contacts the metal body frame, creating a short to ground.— Pretensioner actuator internal short circuit: The ignition bridge wire inside the second-stage pretensioner shorts to the housing, or moisture in the propellant increases conductivity, usually accompanied by abnormal resistance (<0.5Ω).— Connector water ingress and corrosion: During vehicle wading or interior cleaning, water enters the yellow SRS connector under the front passenger seat (usually located at the front of the seat rail), causing a short circuit between terminals or a short to ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal. Wait at least 90 seconds to allow the SRS capacitor to fully discharge. Wear an anti-static wrist strap. Place high-voltage warning signs around the front passenger seat.— Freeze frame analysis: Use the BYD VDS2000 or Launch X431 diagnostic tool to read the fault freeze frame. Record the vehicle speed, seat position, and ambient temperature when the fault occurred. Determine whether the fault is continuous or intermittent.+6 more →
B179C-00›
DTC B179C-00 indicates the Airbag Control Unit (ACU) detects an abnormally low-resistance connection (typically <2Ω) between the front passenger side second-stage seatbelt pretensioner firing circuit and body ground. The second-stage pretensioner is a component of the dual-stage adaptive seatbelt system. During a severe collision, it triggers sequentially with the first stage to provide progressive restraint protection. A short to ground causes the ACU to flag this firing circuit as failed, which illuminates the SRS warning lamp, disables the front passenger side airbag and pretensioner functions, and prevents second-stage pretensioner activation during a collision. This hard fault remains active, and cycling the ignition does not clear it. Repair the wiring insulation or replace the faulty component.
Causes
— Under-seat wiring harness wear: Adjusting the front passenger seat forward and backward causes the pretensioner wiring harness to rub against the metal edge of the seat rail over time, damaging the insulation and shorting to body ground.— Connector water ingress and corrosion: Water enters the front passenger seat pretensioner connector (usually located on the inner side of the seat rail) during vehicle wading or carpet cleaning. This causes electrolyte conduction between the pins, creating a short to ground.— Harness compression from modifications: Retaining clips or screws pierce the pretensioner wiring harness and cause a short to ground when retrofitting seat ventilation/heating, installing full-coverage floor mats, or fitting seat covers.+2 more →
Actions
— Safety preparation: Disconnect the battery negative terminal and wait at least 3 minutes to fully discharge the SRS capacitor. Remove the front passenger seat headrest and adjust the seat to the rearmost position to access the wiring harness.— Visual inspection: Inspect the pretensioner wiring harness under the seat (usually two wires wrapped in yellow corrugated conduit) for wear, cuts, or burn marks; focus on the seat track mounting bolt area and where the harness passes through the floor opening.+6 more →
B179C›
DTC B179C indicates an abnormally low-resistance connection between the ignition circuit of the front passenger-side seat belt second stage pretensioner and body ground. In the BYD SRS (Supplemental Restraint System) architecture, a twisted pair typically connects the second stage pretensioner to the Airbag Control Unit (ACU), with a normal resistance of approximately 2.0–3.0 Ω. The ACU sets this DTC when it detects the circuit-to-ground resistance falls below the threshold (typically <1.0 Ω). This fault causes: 1) unintentional pretensioner deployment in non-collision situations, causing personal injury; 2) failure of the pretensioner to deploy correctly during a collision; 3) the ACU to enter fault protection mode, which may subsequently disable the front passenger airbag and side curtain airbags, greatly reducing crash safety. This is a hard fault; once confirmed, it continuously illuminates the SRS warning lamp.
Causes
— Worn under-seat wiring harness: Long-term friction from the front passenger seat fore-and-aft adjustment mechanism damages the pretensioner wiring harness insulation, allowing the copper core to contact the seat rail or body metal and create a short to ground.— Pinched wiring harness inside B-pillar trim: Improperly securing the harness during B-pillar interior trim removal and installation or body panel repair allows trim clips or metal edges to crush the harness, causing a short to ground.— Connector terminal corrosion due to water ingress: Vehicle wading or a blocked sunroof drain causes water to accumulate on the front passenger floor. The seal on the pretensioner connector (usually located under the seat or at the base of the B-pillar) fails, forming an electrolytic corrosion path between the terminals.+2 more →
Actions
— Safety preparation: Switch off the ignition, disconnect the negative battery terminal and wait at least 90 seconds (to fully discharge the SRS capacitor). Wear an anti-static wrist strap. Do not use radio equipment near the airbag/pretensioner.— Fault Confirmation and Freeze Frame Analysis: Use a dedicated BYD diagnostic tool (VDS or ED400) to read the B179C freeze frame data. Record the vehicle speed, temperature, and voltage at the time of the fault. Confirm whether the fault is intermittent or continuous.+6 more →
B179E00›
This fault code indicates the Airbag Control Unit (ACU) detects an abnormal electrical series connection between an airbag ignition circuit (e.g., driver/front passenger frontal airbag, side airbag, or curtain airbag) and another vehicle electrical circuit (e.g., another airbag circuit, seat belt pretensioner circuit, or sensor circuit). Normally, each ignition circuit remains independent with a specific resistance (typically 2.0 ± 0.2 Ω). When a series connection occurs, total circuit resistance increases abnormally (combining to exceed 4 Ω) or the control unit detects cross-circuit signal interference. This prompts the ACU to flag compromised circuit integrity. This fault can prevent airbag deployment during a collision (due to insufficient ignition energy) or cause unintended deployment, severely compromising occupant protection.
Causes
— Short circuit or crossed wires between wiring harness connector terminals, especially terminal bridging caused by moisture, oxidation, or physical damage to connectors under the seat, at the steering wheel clock spring, or inside the B-pillar trim.— Airbag Control Unit (ACU) internal MOSFET drive circuit or detection circuit fault causing signal crosstalk between different circuits and false detection of an external series connection.— Incorrect wiring during airbag or seat belt pretensioner replacement after accident repairs cross-connects pins from different ignition circuits, creating a series circuit.+2 more →
Actions
— Use the VDS2000 or VDCI diagnostic tool to read the complete DTC and freeze frame data. Identify the specific airbag circuit involved (e.g., driver side stage 1/stage 2 airbag, side airbag) and the series-connected target circuit. Record the environmental conditions (temperature, voltage) at the time of the fault.— Perform the airbag system power-down procedure: disconnect the battery negative terminal and wait at least 3 minutes (5 minutes recommended) to fully discharge the system. Then inspect the airbag control module (ACU) connector and involved airbag component connectors (focusing on the areas under the seats, under the steering wheel, B-pillar, and C-pillar) for signs of water ingress, green corrosion, or terminal deformation.+3 more →
B179F00›
DTC B179F00 indicates a fault in the sensor series circuit of the SRS (Supplemental Restraint System/airbag system). In the BYD Qin PRO, a series or parallel circuit typically connects multiple safety sensors (including the front impact sensor, side impact sensor, and seat occupancy sensor) to the SRS ECU. The ECU determines sensor status by monitoring the circuit resistance and voltage signals. The ECU triggers this DTC when it detects abnormal circuit resistance (open circuit, short circuit, or resistance outside the calibrated range of 2.0-4.5kΩ), an incorrect signal sequence, or a communication interruption. This fault forces the airbag system into a degraded mode. In extreme cases, it prevents normal airbag deployment during a collision or creates a risk of unintended deployment. This is a safety-critical fault.
Causes
— Chassis scraping or improper accident repairs caused wear, an open circuit, or a poor connection in the collision sensor wiring harness inside the front bumper or B-pillar.— Improper cleaning or liquid spills cause water ingress and pin oxidation at the under-seat occupancy sensor connector, resulting in abnormal circuit resistance.— Failure to install the sensor or wiring harness to the specified torque after accident repairs causes poor grounding or shielding layer damage, resulting in signal interference.+2 more →
Actions
— Use the BYD VDS2000/VDS2100 diagnostic tool to read the complete fault codes and freeze frame data. Record the vehicle status at the time of the fault and check for accompanying fault codes (such as B179E00, B17A000, etc.).— Disconnect the negative battery terminal and wait at least 90 seconds to fully discharge the SRS capacitor. Check the airbag warning light status on the instrument cluster.+6 more →
B2A2111›
In-Car Temperature Sensor signal circuit short to ground. This sensor typically mounts near the center instrument panel air vent or inside the HVAC duct and uses a Negative Temperature Coefficient (NTC) thermistor. Normal operating voltage ranges from 0.5-4.5V (varying with temperature). When the HVAC ECU detects the sensor signal line voltage remaining below 0.5V for longer than the set time threshold (typically 2-5 seconds), it determines a short to ground. This fault causes the air conditioning system to lose the cabin ambient temperature feedback signal, resulting in automatic temperature control failure, disrupted compressor start-stop logic, and abnormal outlet air temperature (continuous maximum cooling or heating). The fault may also affect the battery thermal management system comfort control strategy and, in severe cases, trigger Level 3 fault protection to limit air conditioning power.
Causes
— Long-term vibration wears the sensor wiring harness insulation where it passes through the instrument panel metal frame or firewall, shorting the signal wire to body ground.— Failure or moisture ingress of the thermistor package inside the cabin temperature sensor body causes an internal short circuit between terminals.— Poor drainage from the air conditioning evaporator housing causes water to accumulate in the air duct. Water ingress corrodes the sensor connector, causing the pins to short to ground.+2 more →
Actions
— Connect the BYD VDS diagnostic tool, read the fault codes to confirm B2A2111 is a current active fault, record the voltage value in the freeze frame data (usually displaying 0.0V or close to 0V), and check for accompanying historical faults such as B2A2013 (open circuit).— Remove the center control panel or passenger-side glove box and locate the in-cabin temperature sensor (on Song/Qin series, this is usually located behind the air conditioning control module or inside the central air vent duct). Visually inspect the connector for oxidation, water stains, or backed-out terminals.+5 more →
B17A000›
DTC B17A000 indicates the airbag control unit (SRS ECU) detected a logic error or hardware fault during its internal self-check. Specifically, this fault indicates a failure in the ECU internal processor, memory (EEPROM/Flash), safety sensor, or power management module. During the power-on self-test, the SRS ECU performs CRC checks and logic diagnostics on the internal accelerometer, crash algorithm logic area, backup power circuit, and CAN communication interface. The ECU sets this code if it detects a data verification failure, RAM test failure, watchdog reset, or internal communication bus fault. This is a functional safety fault that may cause the airbag system to enter fail-safe mode (disabling airbag deployment), fail to provide protection during a collision, or create a risk of unintended deployment.
Causes
— Power supply system fault: Battery voltage too low (<9V) or too high (>16V), or poor connection in the SRS ECU constant power (B+) or ignition power (IGN) circuits, causing the ECU internal power management chip to reset or operate erratically.— Internal memory data corruption: EEPROM/Flash data checksum error in the crash data storage area (EDR) or configuration data area. Abnormal power loss, electromagnetic interference, or chip aging may cause this error.— Software/firmware defect: ECU internal program enters an infinite loop, watchdog timeout triggers a reset, or a software bug causes an internal logic self-check failure. Common in early production batches or vehicles lacking timely updates.+2 more →
Actions
— Step 1 - Initial Diagnosis and Data Recording: Use the VDS2000/BYD dedicated diagnostic tool to read all DTCs. Record freeze frame data, including vehicle speed, voltage, and temperature at the time of the fault. Check for other related fault codes (such as B17A1xx series communication faults). Photograph the SRS warning light status.— Step 2 - Power supply and ground circuit inspection: Disconnect the battery negative terminal, wait 3 minutes, then disconnect the SRS ECU connector (usually located under the center console or behind the armrest box). Measure the resistance and voltage between ECU connector terminal 30 (constant B+), terminal 15 (IGN power), and ground. Standard values: Voltage between 9-16V, ground resistance <1Ω. Check if fuses SB03 (10A) and SB10 (10A) are blown.+3 more →
B17A100›
B17A100 is an internal diagnostic fault code for the BYD SRS (Supplemental Restraint System) control unit. "Invalid Fault" indicates the airbag control module detects data frames from internal logic circuits, external crash sensors, or CAN bus communication containing format errors, CRC check failures, or values outside physically reasonable ranges during self-checks or real-time monitoring. These conditions do not meet other specific fault definitions (such as open circuit, short circuit, or abnormal signal). This fault typically indicates the ECU received "logically implausible" status information. This forces the system into a safety fallback mode (e.g., airbag deactivation, pretensioner standby, or a continuously illuminated fault indicator), severely compromising crash protection functions. In Qin PRO models, this fault commonly stems from ECU internal ADC reference voltage drift, momentary CAN bus interference, or marginal sensor signal values.
Causes
— Electromagnetic interference or momentary short circuit on the CAN bus (powertrain or comfort network), causing the SRS ECU to receive corrupted data frames or incorrect node information.— Transient voltage drop in the vehicle power supply system (e.g., battery aging during startup or alternator regulator failure) causing abnormal ECU internal logic levels or EEPROM data checksum errors.— Front or side crash sensor internal resistance is at a critical state (marginal); signal voltage fluctuates between 2.4V and 2.6V, exceeding the ECU adaptive learning range.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the complete fault tree, confirm if B17A100 is a Current DTC, record key Freeze Frame parameters (vehicle speed, voltage, temperature), and check for accompanying U-class communication fault codes.— Disconnect the battery negative terminal for 5 minutes, then check the SRS ECU power supply and ground: measure the voltage drop between connector pin 16 (constant B+) and pin 8 (GND) and verify the static voltage is 12.4V-12.8V. Check fuses SB07 (10A) and FB10 (15A) for poor connections.+4 more →
B17A200›
This DTC indicates that the airbag control unit (SRS ECU) has detected a collision event meeting the deployment threshold, permanently written the crash data to the ECU internal non-volatile memory (NVRAM), and activated the crash lock protection mechanism. In this state, the SRS system enters safe mode, disables further airbag deployment to prevent secondary injury, and illuminates the warning lamp continuously. A genuine collision event (deployed or recorded without deployment) can trigger this lock. Crash sensor faults, wiring harness short/open circuits, ECU algorithm miscalculations, or power supply system anomalies can also generate a false record. Once locked, standard DTC clearing cannot erase the code. Reset the data using dedicated diagnostic equipment, or replace the ECU.
Causes
— The vehicle experienced an actual collision (regardless of airbag deployment), and the SRS ECU recorded longitudinal/lateral acceleration sensor data and locked the system.— Internal short circuit, open circuit, or signal drift in the front collision sensor, side collision sensor, or center sensor causes the ECU to receive an abnormal acceleration signal.— SRS ECU internal memory chip damage, software bugs, or power supply fluctuations (such as voltage spikes when jump-starting a dead battery) causing erroneous writing to the data area.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/3000 or ED400) to access the SRS system. Read the complete fault codes, freeze frame data, and crash record. Verify the trigger time, triggered sensor location, and collision severity value (Delta-V).— Check the vehicle repair history against the freeze frame time. Visually inspect the front and rear longitudinal beams, crash beams, B-pillars, and sills for signs of sheet metal repair to confirm a genuine collision or a false alarm.+4 more →
B17A300›
In the BYD SRS system, DTC B17A300 carries two technical indications: 1) The surface description, "seat belt pretensioner collision", indicates the system detects a trigger signal or ignition circuit fault in the driver or passenger seat belt pretensioner (Pyrotechnic Pretensioner); 2) The underlying technical definition, "SRS CAN Signal Abnormal", means the airbag control unit (ACU) loses communication with the vehicle CAN network (typically the powertrain or comfort network) or detects a data checksum error. This fault forces the airbag system into a degraded mode, potentially preventing airbag and pretensioner deployment during a collision. It also triggers a continuous airbag warning light on the instrument cluster. In models such as the Qin PRO, this fault frequently accompanies B17A200 (collision record locked) or B17A400 (hardwired signal abnormal), indicating the vehicle experienced a collision or the CAN bus physical layer has an intermittent fault.
Causes
— CAN bus physical layer fault: Short circuit between CAN-H and CAN-L, short to power or ground, or terminal resistor (120Ω±2%) drift causing signal reflection. Common failure points include dashboard wiring harness junctions or oxidized floor wiring harnesses following water ingress.— Airbag Control Unit (SRS ECU) power supply fault: blown constant power (B+) circuit fuse, lost ignition switch signal (IGN), or loose ground points G301/G302, causing the ACU to lose power during the communication cycle.— Seat belt pretensioner ignition circuit fault: Water ingress and oxidation at the pretensioner connector (usually located below the B-pillar) causes abnormal resistance (normal: 2.0-2.4Ω), or a pretensioner deployed after a collision remains unreplaced, leaving the circuit open (>10Ω).+2 more →
Actions
— Safety preparation and initial inspection: Disconnect the 12V battery negative terminal and wait 3 minutes for the SRS capacitor to discharge. Use VDS or Launch X431 to read the complete DTC snapshot and check for accompanying B17A200 (crash lock) or B17A400 (hardwire fault) codes. Check the vehicle for collision repair history and visually inspect the airbag module and pretensioner connectors for signs of deployment.— Power and ground verification: Reconnect the battery and turn the ignition ON. Measure the voltage at ACU connector pin 1 (constant B+) and pin 9 (IGN); the voltage must be 11-14 V. Measure the resistance between the ground pins (usually pins 10/11) and the vehicle body; the resistance must be <1 Ω. If the voltage is abnormal, check dashboard distribution box fuses F1/9 and F2/3, and ground point G301.+3 more →
B17A400›
DTC B17A400 indicates the Supplemental Restraint System (SRS) detects an abnormal signal in the driver-side side airbag circuit or related hardwiring. This DTC typically indicates an open circuit, short circuit, or out-of-range resistance (normal circuit resistance is typically 2.0-5.0Ω) in the hardwired communication between the Airbag Control Unit (ACU) and the driver-side side airbag module (SAB-D), left side impact sensor (SIS), or seat belt pretensioner. This fault can prevent the driver-side side airbag from deploying during an actual collision or trigger the fault warning lamp without a collision, severely compromising passive safety system functionality. The literal fault description reads 'driver side collision'; however, this indicates a side airbag system circuit anomaly, not an actual collision event.
Causes
— Driver-side side airbag module circuit fault: Includes loose, oxidized, or backed-out pins at the airbag connector under the seat, or long-term bending of the wiring harness during seat track adjustment causing an internal wire break.— Left B-pillar side impact sensor (SIS) fault: damaged internal piezoelectric element, loose mounting bolts causing poor ground, or water ingress and corrosion in the connector causing signal distortion.— Seat belt pretensioner circuit fault: Poor connection at the driver-side seat belt pretensioner connector, wiring short circuit, or pretensioner resistance deviation.+2 more →
Actions
— Use the BYD VDS2000 or ED400 diagnostic tool to read the complete DTC. Confirm B17A400 is a Current fault, not a History fault. Record the resistance or voltage value from the freeze frame data.— Perform safety procedure: Disconnect the battery negative terminal and wait at least 90 seconds to ensure complete system discharge. Check the white/yellow 2-pin connector (usually marked SAB-D) for the side airbag module under the driver's seat for looseness, backed-out pins, or oxidation. If necessary, clean the connector with electrical contact cleaner, apply conductive grease, and reconnect.+6 more →
B17A500›
This fault code typically indicates a circuit fault in the left electronic parking brake (EPB) actuator (passenger side). Associated issues include motor damage, abnormal control wiring, or module drive circuit faults. Some documentation labels this code as an SRS 'passenger-side side collision' record. However, field cases on BYD Qin, Han, Song, and Tang models confirm B17A500 indicates an open circuit, short circuit, or current overload in the left EPB motor drive circuit. This fault disables the electronic parking brake (unable to apply or release) and triggers a 'Please check the electronic parking system' instrument cluster warning. Extreme cases cause rear brake drag, increased driving resistance, or parking failure, posing a severe safety hazard.
Causes
— Excessive wear or open circuit in the carbon brushes of the left EPB actuator internal DC motor, causing abnormal resistance (normal: 1.0-2.5 Ω; fault: infinite).— Spread, loose, oxidized, or corroded harness connector terminals, commonly at the body-to-floor harness connector, or poor contact at ground point G106 below the left A-pillar.— Vehicle wading or seal failure causes water ingress into the actuator internals or connector, resulting in a short to ground or motor rust and seizure.+2 more →
Actions
— Use the VDS diagnostic tool to read all fault codes and freeze frame data. Determine if B17A500 is a current or history fault. Check the data stream for the left actuator operating current (normal peak <15A) and the position sensor signal.— Raise the vehicle and visually inspect the left EPB actuator and electrical connector. Check for obvious signs of water ingress, burn marks, or impact damage. Confirm the mechanical connection is free of binding.+5 more →
B17A600›
DTC B17A600 indicates the Airbag Control Unit (ACU) detects a triggered front impact sensor circuit or an abnormal signal. This event-type DTC typically indicates the SRS system recorded a front collision event (regardless of severity), or the Front Impact Sensor (FIS) and its wiring harness have an electrical fault (such as a short circuit, open circuit, or abnormal impedance). On BYD Qin PRO models, the front impact sensors typically mount on both sides of the front longitudinal rails or radiator support frame to detect front-end acceleration changes. The ACU sets this code when it detects a sensor signal exceeding the threshold (>2.5g for a specific duration) or abnormal sensor circuit resistance (normally approx. 2.0-3.0kΩ). This fault may prevent airbag deployment or cause accidental deployment. Repair the vehicle immediately.
Causes
— The vehicle sustained a front-end collision (minor scrape or severe accident), the SRS module recorded the collision event, and the collision data clearing (CDR) reset procedure was not performed.— Front crash sensor internal fault (piezoelectric element aging, internal short or open circuit), causing the sensor to send an incorrect acceleration signal to the ACU.— Poor contact, water-induced oxidation, or pin corrosion at the front collision sensor wiring harness connector causing abnormal circuit resistance (>10kΩ or <500Ω)+2 more →
Actions
— Connect the VDS2000/BYD dedicated diagnostic tool, read all DTCs and freeze frame data, record the acceleration value (Delta-V) and trigger time at the moment of impact, and confirm whether the collision record is genuine.— Perform a full-vehicle DTC scan and check for associated codes, such as B17A100 (ACU internal fault), B17B100 (front left sensor fault), or B17B200 (front right sensor fault), to locate the specific faulty side.+4 more →
B17A700›
This DTC indicates the Airbag Control Unit (ACU) recorded a rear collision event. The system sets this code when the Rear Impact Sensor detects a deceleration threshold trigger in a specific direction, or the accelerometer integrated within the SRS control unit identifies a G-value change consistent with a rear collision. This event-recording DTC may accompany seat belt pretensioner activation or an airbag deployment command. Upon storing this code, the system illuminates the airbag fault warning lamp, may disable specific airbag functions to prevent unintended secondary deployment, and records key collision data in the freeze frame (such as vehicle speed, seat occupancy status, and seat belt buckle switch status) for accident analysis. If no actual collision occurred, the sensor or control unit has an electrical fault or signal interference.
Causes
— An actual rear-end collision caused the rear impact sensor (located on the rear panel or C-pillar) to reach its trigger threshold.— Rear crash sensor mounting bracket deformed or loose, or piezoelectric element inside the sensor body damaged, causing a false signal.— Sensor wiring harness short to ground, short to power, or electromagnetic interference in the signal circuit generating a false collision signal.+2 more →
Actions
— Use VDS2000 or the latest diagnostic tool to read the complete SRS system fault codes and freeze frame data. Confirm the specific collision detection sensor location, trigger time, and vehicle status parameters.— Visually inspect the rear of the vehicle (rear bumper, rear body panel, rear lamp housing) for signs of collision, repair, or water ingress.+5 more →
B2A1212›
This DTC indicates the Thermal Management Control Unit (TMS) or air conditioning control module detects a short circuit in the signal circuit of the high-pressure side pressure sensor for the plate heat exchanger (Chiller/battery cooler) refrigerant circuit. The sensor outputs an abnormal voltage (near 0 V when shorted to ground, or near 5 V or 12 V when shorted to power), exceeding the normal 0.5–4.5 V signal range. This piezoresistive sensor monitors real-time refrigerant circuit pressure (typically 0–3.5 MPa) to control the Electronic Expansion Valve (EXV) opening and regulate compressor speed. The short circuit eliminates system pressure feedback and prevents accurate refrigerant flow control. This fault can trigger thermal management derating: limiting battery fast-charging power, prohibiting high-power discharge, and reducing motor power output. In extreme cases, the loss of overpressure protection can cause pipe rupture or compressor damage.
Causes
— Wiring harness insulation wear causes the signal wire to short to ground (commonly at the front compartment firewall pass-through, harness clip wear points around the battery pack, or inside the underbody shield).— Moisture causes a short circuit on the internal circuit board of the pressure sensor body (sensor seal failure allowing refrigerant or water vapor intrusion).— Short circuit between connector terminals (water ingress after wading causes electrolytic corrosion of the terminals, shorting the signal wire to the ground or power wire)+2 more →
Actions
— Connect the VDS or dedicated diagnostic tool, read the fault code status and freeze frame data, and confirm the pressure sensor voltage value (a short circuit typically reads 0V or 5V reference voltage). Record the ambient temperature and system status at the time of the fault.— Disconnect the refrigerant pressure sensor connector near the plate heat exchanger (usually on the right side of the front compartment or at the front of the chassis battery pack). Measure the resistance on the sensor side. Normal resistance is 2kΩ-10kΩ (depending on the specific model). If the resistance is <100Ω, replace the sensor assembly.+5 more →
B17A800›
The BYD SRS (airbag system) control unit logs diagnostic trouble code (DTC) B17A800 to indicate interrupted communication or a physical layer connection fault between the airbag control module and the vehicle CAN bus network. In models such as the BYD Qin PRO, the SRS ECU exchanges real-time data with the vehicle control unit (VCU), body control module (BCM), instrument cluster, and gateway via the CAN bus (typically the powertrain CAN or chassis CAN, depending on the configuration). The ECU transmits critical safety data, including crash signals, airbag status, fault information, and system readiness status. The SRS ECU sets this fault code when it continuously detects abnormal voltage on the CAN_H and CAN_L lines (recessive level outside the normal 2.0-3.0 V range, or abnormal dominant level), bus termination resistance deviating from the standard 60 Ω value (after parallel connection), or no valid data frame received within the specified time limit (usually 250 ms-500 ms). This functional safety fault may prevent proper airbag deployment and seat belt pretensioner operation during a collision. It also disables the collision-triggered automatic unlocking and high-voltage cut-off functions. As a result, the instrument panel airbag warning lamp remains illuminated and the vehicle enters safety protection mode.
Causes
— Physical damage to the CAN bus wiring harness: Collisions, water ingress, or prolonged vibration cause open circuits or shorts to ground or power in the CAN_H (orange/black) or CAN_L (orange/brown) wires of the front compartment or chassis harness. This also causes oxidised or loose connectors, especially backed-out or corroded pins at the SRS ECU connector (usually located at the centre tunnel or front bulkhead).— Abnormal terminal resistance: Internal damage to the 120Ω terminal resistors at both ends of the CAN bus (located in the gateway or instrument cluster) causes a bus impedance mismatch, or an internal transceiver fault in the SRS ECU causes an abnormal bus load, resulting in signal reflection and communication interruption.— Power supply fault: poor contact at the SRS ECU constant power (B+), ignition switch power (IG1), or ground wire (GND), or voltage below 9V or above 16V, causing control unit reset or unstable CAN transceiver power supply.+2 more →
Actions
— Initial inspection and fault confirmation: Use the BYD dedicated diagnostic tool (ED400/VDS) to read the complete fault codes. Verify B17A800 is a Current code, not a History code. Check the instrument cluster airbag warning light status. Verify if the vehicle experienced a collision or water ingress. Inspect the front compartment and centre tunnel wiring harnesses for damage, modifications, or signs of water ingress.— CAN bus physical layer check: Disconnect the battery negative terminal, wait 3 minutes, and measure the resistance between pins 6 (CAN_H) and 14 (CAN_L) on the diagnostic connector (OBD). Normal resistance is approximately 60Ω (two 120Ω terminating resistors in parallel). A reading of 120Ω indicates an open circuit in one terminating resistor or the wiring. A reading of 0Ω indicates a short circuit in the wiring. Measure the resistance from CAN_H to ground and power, and from CAN_L to ground and power. All readings must be greater than 1MΩ.+3 more →
B17FF-00›
DTC B17FF-00 indicates the airbag control unit (SRS ECU) continuously detects an abnormal vehicle speed pulse signal input or completely loses the vehicle speed signal. In BYD Qin series vehicles, the SRS system receives the vehicle speed pulse signal from the wheel speed sensors (ABS sensors) or the vehicle control unit (VCU) via hardwire or the CAN bus. The crash judgment algorithm uses this signal—the system determines the airbag deployment trigger threshold, ignition timing, and multi-stage airbag deployment intensity based on real-time vehicle speed. The SRS ECU stores this DTC when it detects, within a set time window (typically exceeding 2-5 seconds), that the pulse signal frequency falls outside the valid range (such as the frequency corresponding to 0-255 km/h), the signal completely drops out, or the signal deviates significantly from the vehicle speed data transmitted on the CAN bus. This fault forces the airbag system into Degradation Mode. During a collision, the airbags may deploy late, fail to deploy, or deploy inadvertently at low speeds, severely compromising passive safety performance.
Causes
— Wheel speed sensor (ABS sensor) component fault or contaminated tip: Sensor internal coil open circuit, resistance drift (normal 1.0-1.5kΩ), or metal shavings or mud covering the sensor attenuates the magnetic signal, preventing the generation of sufficient pulse voltage (typically requires >0.5V AC).— Physical damage to the vehicle speed signal transmission circuit: the wiring harness from the wheel speed sensor to the SRS ECU chafes and wears through the insulation at suspension movement interference points, or connector pins back out, oxidize, or suffer water ingress, causing an intermittent signal open circuit or short to ground.— CAN bus communication fault: Short circuit between the H and L lines of the Powertrain CAN or Body CAN, short to power/ground, or abnormal terminating resistance (standard 60Ω), preventing the SRS ECU from validating vehicle speed data via the bus.+2 more →
Actions
— Perform a full scan using the genuine BYD diagnostic tool VDS2000/VDS3100. Confirm whether B17FF-00 is an active or history fault. Read the freeze frame data to record the vehicle speed when the fault occurred. Simultaneously check for accompanying wheel speed sensor fault codes (such as the C0035-C0052 series) or CAN communication fault codes.— Raise the vehicle until the wheels are off the ground. Visually inspect the installation gap of the four wheel speed sensors (standard 0.3–1.2 mm) and the cleanliness of the sensor heads. Remove any metal shavings and oil. Use a multimeter to measure the sensor resistance (1.0–1.5 kΩ at 20°C). Turn the wheel by hand and observe the AC voltage output (>0.5 V, increasing with wheel speed).+3 more →
B17FF›
DTC B17FF indicates an abnormal vehicle speed pulse signal at the airbag control unit (SRS ECU). In BYD electronic architecture, wheel speed sensors typically generate the vehicle speed signal. The ABS/ESP control unit processes this signal and transmits it via the CAN bus to the instrument cluster and SRS module. The SRS system relies on accurate vehicle speed data for crash algorithm decisions: low-speed collisions (<25km/h) normally do not trigger the front airbags, while medium- and high-speed collisions require precise vehicle speed data to calculate airbag deployment timing and ignition level. When the SRS module detects the vehicle speed pulse signal is missing, out of range, erratic, or inconsistent with CAN bus vehicle speed data, it logs DTC B17FF and illuminates the airbag warning light. The system enters a degraded mode, potentially causing unintended or delayed airbag deployment during a collision.
Causes
— Wheel speed sensor fault or dirty/damaged signal tone ring causing an abnormal pulse signal.— CAN bus communication fault between the ABS/ESP control unit and the SRS module (open circuit, short circuit, or signal interference)— SRS control unit internal vehicle speed signal processing circuit fault (damage to ADC converter or signal conditioning circuit)+2 more →
Actions
— Use the BYD VDS diagnostic tool to read all fault codes, check for accompanying U-class communication faults or C-class chassis faults, and view the 'Vehicle Speed Validity' status in the live data stream.— Check the four wheel speed sensors and signal tone rings: clean metal filings from the sensor heads, inspect the tone rings for missing teeth or deformation, and measure the sensor resistance (normal: 1.3-1.8kΩ) and AC output voltage (0.1-3V when rotating the wheel).+4 more →
B185014›
This fault code indicates a short to ground or open circuit in the rear HVAC blower motor speed control signal circuit. Modern BYD vehicles typically use a PWM (pulse-width modulation) signal or an analog voltage signal (0-5V/0-12V) for stepless rear blower speed control. The HVAC ECU triggers this fault code when it detects an abnormal control signal voltage (a constant 0V short to ground or a high-impedance open circuit) to the rear blower speed control module (power transistor) or blower motor. This fault results in no airflow from the rear HVAC vents, prevents fan speed adjustment, or restricts operation to a fixed fan speed. In extreme cases, it triggers the HVAC thermal management protection and limits battery or motor cooling capacity, classifying this as a severe fault.
Causes
— Rear blower speed control module (Power Transistor) internal breakdown causes the control signal wire to short to ground.— Internal short circuit in rear blower assembly motor, pulling down control signal voltage.— Wiring harness chafing or pinching: Damaged wiring harness insulation at the front seat rails, under the carpet, or in the center tunnel causes the signal wire to short to body ground.+2 more →
Actions
— Read freeze frame data: Use the BYD VDS diagnostic tool to record vehicle speed, ambient temperature, and blower duty cycle data when the fault occurred to confirm whether the fault is continuous or intermittent.— Visual inspection: Remove the rear center console or roof air conditioning control panel (depending on vehicle configuration). Inspect the rear blower assembly for abnormal noise, binding, or burn marks. Check for detached wiring harness retaining clips.+4 more →
B2A0716›
The internal voltage monitoring circuit in the Air Conditioning Control Unit (ACU) or Integrated Thermal Management System (ITMS) controller triggers DTC B2A0716. This indicates the supply voltage in power circuit 161 (typically the constant B+ or IG ignition supply for the air conditioning module) falls below the 9V operating threshold. This fault signifies a low-voltage supply abnormality in the thermal management system. Upon detecting insufficient operating voltage, the controller logs the fault and may enter a degraded protection mode. This mode limits the electric compressor speed, shuts off the PTC heater, or halts electronic expansion valve operation, reducing or disabling air conditioning cooling and heating functions. In extreme cases, this condition affects the traction battery cooling circuit and triggers overheat protection.
Causes
— An aged or discharged 12V low-voltage battery, or an excessive cold-start voltage drop, causes the air conditioning controller supply voltage to momentarily drop below 9V.— Air conditioning controller power supply fuse (IF08/IF09) in the front compartment power distribution box or instrument panel power distribution box is blown, has poor contact, or the fuse holder is burnt.— Air conditioning controller wiring harness connector (e.g., connector G06/JA01) is loose, oxidized, corroded by water ingress, or has backed-out terminals, causing increased contact resistance.+2 more →
Actions
— Use the VDS2000/VDS1000 diagnostic tool to scan all vehicle systems, confirm B2A0716 is the current fault code, and record the freeze frame data (voltage at time of occurrence, ambient temperature, etc.).— Measure the 12V battery static voltage (≥12.4V) and the minimum voltage at startup (≥9.6V). Check the battery state of health (SOH ≥80%). Replace the battery if necessary.+5 more →
B2A0717›
This DTC indicates the A/C controller or thermal management system control module detects a power supply voltage exceeding the 16V safety threshold. In BYD new energy vehicles, the DC-DC converter typically converts high-voltage traction battery energy to power the low-voltage system (12V/14V system). Normal output voltage should range between 13.5V and 14.5V. When the monitoring point voltage continuously exceeds 16V, the controller identifies an overvoltage condition and triggers a protection mechanism to prevent electronic component damage. This fault may restrict A/C system functions, reduce thermal management efficiency, or force the system into a power derating mode. Extreme cases may damage sensitive electronic components on the control board. The '161' in the DTC typically refers to a specific voltage monitoring circuit or sensor number.
Causes
— DC-DC converter output voltage regulation failure causes the low-voltage side output voltage to rise abnormally above 16V.— Fault in the air conditioning controller internal power management chip or voltage sampling circuit, causing false overvoltage detection.— 12V low-voltage battery aging, sulfation, or poor connection causes voltage fluctuations and transient overvoltage spikes.+2 more →
Actions
— Use the VDS2000/VDS1000 diagnostic tool to read the complete fault codes and freeze frame data. Record the specific voltage value and environmental conditions when the overvoltage occurred. Confirm whether B2A0717 is a current or history fault.— Measure the low-voltage battery static voltage (power off) and dynamic voltage (OK/Ready state). Check if the actual DC-DC output voltage exceeds 16V to determine if this is a true overvoltage or a false sensor reading.+4 more →
B2A0811›
On BYD new energy vehicles, DTC B2A0811 indicates a short to ground or abnormal signal transmission in the Electric A/C Compressor control circuit. Although the original description mentions a 'PT temperature sensor', repair practice links this code primarily to unintended continuity between the Compressor Controller low-voltage control circuit (12V supply, PWM signal, or CAN communication line) and body ground, or a breakdown short circuit of the internal power transistor (IGBT). This fault forces the compressor controller into protection mode and stops high-voltage output, causing complete air conditioning failure or intermittent system shutdown. Because new energy vehicles rely on the air conditioning system for battery thermal management, this fault can cause insufficient traction battery cooling, trigger overheat protection, and limit vehicle power. This serious fault compromises driving safety.
Causes
— Broken or missing front compartment wiring harness retaining clips cause the harness to rub against metal body brackets or high-temperature components (such as the turbocharger pipe or exhaust pipe), damaging the insulation and shorting the control wire to ground.— Aged or improperly installed electric compressor controller low-voltage connector seal allows rainwater or car wash water to enter, causing terminal oxidation, corrosion, or a short circuit between terminals.— Burnt compressor controller internal power drive circuit board, power transistor (IGBT/MOSFET) breakdown, or capacitor leakage causing a short circuit between the high-voltage side and the low-voltage control side.+2 more →
Actions
— Safety preparation: Wear insulated gloves, disconnect the manual service disconnect (MSD), wait 5-10 minutes to ensure the high-voltage system fully discharges (voltage <60V), and use a multimeter to confirm zero voltage on the high-voltage bus.— Fault confirmation: Use a BYD VDS2000 or Launch X431 diagnostic tool to read the complete fault codes and freeze frame data. Confirm if B2A0811 is an Active or Historic code. Record the ambient temperature, compressor speed, and battery temperature at the time of the fault.+8 more →
B2A0813›
DTC B2A0813 indicates an open circuit in the air conditioning system evaporator outlet refrigerant temperature sensor (PT sensor) circuit. This sensor uses an NTC thermistor to monitor the evaporator outlet refrigerant temperature in real time (typical range -40°C to +85°C). It provides critical temperature feedback to the HVAC ECU to precisely control the electronic expansion valve opening, compressor speed, and blower airflow, preventing evaporator surface icing and optimizing cooling efficiency. The ECU logs an open circuit fault when it detects the sensor signal voltage continuously exceeding the threshold (typically above 4.95V, indicating an open circuit) for longer than a set time (e.g., 2 seconds). This fault triggers the air conditioning system fail-safe mode, forcibly limiting compressor operation or completely stopping cooling, and may illuminate the relevant thermal management warning lamp. Continuing to drive the vehicle may cause abnormal battery pack or motor heat dissipation, making this a severe fault.
Causes
— Aging or physical damage to the thermistor element inside the sensor body causes an open circuit, common in high-mileage vehicles (>80,000 km) or vehicles operating long-term in extreme temperatures.— Loose wiring harness connectors, backed-out terminals, or poor contact, especially in high-vibration areas near the evaporator housing, and connectors not fully seated after previous repairs.— Physical damage to the wiring harness, including insulation wear breaking internal copper wires, vehicle underbody scraping severing the wiring harness, or rodents gnawing the wiring and interrupting the circuit.+2 more →
Actions
— Use the BYD VDS2000/VDS6000 diagnostic tool to read fault codes. Confirm B2A0813 is a current (Active) fault, not a history fault, and record freeze frame data (ambient temperature, evaporator temperature, etc.).— Visually inspect the temperature sensor on the evaporator outlet pipe and the wiring harness routing. Check for obvious damage, crushing, or loose connectors. Focus on the harness protective sleeve at the firewall pass-through.+5 more →
B2A0D13›
DTC B2A0D13 indicates an open circuit in the Battery Pack Inlet Coolant Temperature Sensor. This sensor is located at the inlet of the battery thermal management system cooling circuit. Typically an NTC thermistor, the sensor provides a 0-5V analog voltage signal to the Battery Management System (BMS) or Thermal Management Controller (TMS) to monitor the temperature of the coolant entering the battery pack in real time. An open circuit fault means the control unit detects that the signal voltage remains continuously in an open-circuit state (typically the 5V reference voltage or 0V, depending on circuit design), preventing it from obtaining actual temperature data. This fault causes the thermal management system to enter fail-safe mode. The system cannot accurately regulate the battery pack temperature, which may result in the following: (1) The system disables high-power charging and discharging, limiting vehicle power output. (2) The battery coolant pump and PTC heater fail to regulate to the target temperature, creating a risk of battery overheating or low-temperature damage. (3) In extreme cases, the system triggers the high-voltage interlock, preventing the vehicle from starting.
Causes
— Broken sensor wiring harness or loose connector: Long-term vibration, thermal cycling, or improper assembly breaks the internal copper wires in the harness near the battery pack, or a failed connector latch causes an intermittent connection.— Coolant temperature sensor internal open circuit: Internal thermistor element aging, cracking, or detached solder joints resulting in infinite resistance.— Connector terminal corrosion or backed-out pin: Coolant leakage or vehicle wading causes water ingress at the sensor connector, resulting in terminal oxidation, corrosion, or pin back-out.+2 more →
Actions
— Connect the VDS2000/VDS1000 diagnostic tool, read the freeze frame data for DTC B2A0D13, and record the ambient temperature, battery temperature, and vehicle status when the fault occurred.— Visually inspect the coolant temperature sensor connector near the battery pack coolant inlet pipe for obvious looseness, signs of water ingress, corrosion, or wiring harness damage.+6 more →
B2A0E12›
This DTC indicates a short to battery in the signal circuit of the Battery Thermal Management System (BTMS) inlet coolant temperature sensor (typically located on the line before the battery cooling circuit enters the battery pack). The sensor utilizes an NTC (Negative Temperature Coefficient) thermistor and outputs a 0-5V analog voltage signal to the BMS or thermal management controller during normal operation. During a short to battery (12V), the ECU detects a continuous signal voltage above the normal range (e.g., >4.8V or equal to battery voltage) and registers a short circuit fault. This fault prevents the BMS from accurately reading the battery pack inlet coolant temperature, affecting the battery thermal management strategy and potentially triggering: 1) Disabled battery fast charging or limited discharge power; 2) False battery over-temperature protection triggers, forcing the battery cooling system (electric compressor, water pump) to operate; 3) Thermal runaway risk in extreme cases due to the inability to monitor actual battery temperature. This is a severe DTC. Inspect and repair immediately due to the high-voltage battery system thermal runaway risk.
Causes
— Internal short circuit in the battery pack inlet coolant temperature sensor (thermistor breakdown or internal packaging failure), shorting the signal terminal to the power supply terminal.— Worn or damaged sensor wiring harness insulation shorts the signal wire to a vehicle 12V power wire (such as the reversing light power supply or a constant live circuit). This commonly results from underbody impacts or loose retaining clips causing the wiring harness to rub against sharp edges.— Water ingress or severe corrosion at the sensor connector (e.g., from driving through water or improper washing) creates an electrolytic path between the internal signal and power terminals, causing a short circuit.+2 more →
Actions
— Safety preparation: Wear insulated gloves, disconnect the high-voltage Manual Service Disconnect (MSD), wait 5 minutes to ensure the high-voltage system discharges, and locate the battery pack inlet coolant temperature sensor (usually at the cooling pipe connection at the front of the battery pack).— Visual inspection: Check the sensor connector for looseness, backed-out pins, water ingress, or obvious burn marks. Check the wiring harness for damage at wear-prone areas such as the battery pack housing, crossmember, and underbody shield mounting points.+5 more →
B2A0F13›
This fault code indicates an open circuit in the refrigerant temperature sensor signal circuit at the inlet or outlet of the plate heat exchanger (chiller, battery cooler). The sensor is an NTC thermistor that monitors the temperature of the refrigerant exchanging heat with the battery coolant, serving as a key feedback component in the BYD thermal management system. The ECU monitors this temperature to adjust the electronic expansion valve opening and electric compressor speed, precisely controlling the battery pack temperature. When the ECU detects the sensor signal voltage continuously exceeding the upper threshold (typically the 5V reference voltage, indicating an open circuit), it sets an open circuit fault. The thermal management system consequently loses precise control over battery cooling and heating. This failure may trigger the battery thermal management protection strategy, forcing the vehicle into power limitation mode (limp mode), disabling fast charging, or triggering a high coolant temperature warning. Extreme cases pose a risk of battery thermal runaway.
Causes
— Internal open circuit in the sensor body: Prolonged exposure to high-temperature, high-pressure refrigerant ages the plate heat exchanger refrigerant temperature sensor (NTC thermistor). This breaks the internal resistor element, causing infinite resistance.— Loose harness connector or backed-out pins: The sensor connector in the high-temperature, high-vibration area of the front compartment (usually a 2-pin plug) loosens due to a failed retaining clip or improper assembly, or female terminals back out or spread due to repeated plugging and unplugging.— Physical damage to the wiring harness: Vibration and friction damage the insulation and cause internal copper wire fatigue fractures where the harness section between the engine compartment and the chassis passes through the firewall, frame mounting holes, or along the battery pack edges; or repair work crushes or cuts the wiring harness.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use VDS or a BYD dedicated diagnostic tool to read the DTC freeze frame data. Record the vehicle speed, battery temperature, ambient temperature, and air conditioning status at the time of the fault. Determine if the fault is current or historical. Check for accompanying thermal management system fault codes (e.g., electronic expansion valve or compressor faults).— Visual and wiring inspection: Raise the vehicle. Inspect the sensor at the plate heat exchanger (located in the front compartment, near the battery coolant pipes) for deformation or oil leaks. Trace the wiring harness routing and inspect for wear, damaged insulation, or burn marks. Focus on the firewall pass-through and harness retaining clips.+5 more →
B2A1012›
This DTC indicates a short to ground in the refrigerant temperature sensor signal circuit at the inlet or outlet of the battery cooling system plate heat exchanger (Chiller/battery cooler), or an internal short circuit within the sensor. This NTC thermistor outputs a 0.5-4.5 V analog voltage signal to the Thermal Management System (TMS) controller or A/C controller to monitor the temperature of the refrigerant flowing through the plate heat exchanger in real time. This parameter is critical for precisely controlling battery cooling intensity and preventing battery overcooling or overheating. The controller logs a short circuit fault when the signal voltage remains below 0.1 V (near 0 V) for a specified duration (typically 2-5 seconds). The thermal management system then enters fail-safe mode, immediately cutting off refrigerant flow to the battery cooling circuit and limiting battery charge and discharge power. In severe cases, the system triggers a vehicle-level 'Thermal Management System Fault' warning and prohibits high-voltage power-on. This prevents continued operation with unknown refrigerant temperatures, which could cause battery thermal runaway or compressor liquid slugging damage.
Causes
— Damaged sensor wiring harness insulation causing a short to body ground (commonly due to underbody impacts, stone strikes, or prolonged chafing against sharp metal edges after a harness retaining clip detaches).— Internal NTC thermistor breakdown or circuit board short circuit in the plate heat exchanger refrigerant temperature sensor (aging, overheating, or manufacturing defects)— Water ingress and corrosion in the connector causing a short circuit between the signal pin and ground pin (driving through water, improper high-pressure washing, aging sealing ring)+2 more →
Actions
— Use a BYD VDS2000 or Launch X431 to read all fault codes. Check for an accompanying B2A0F (open circuit) or other thermal management fault codes, and record any abnormal temperature values in the freeze frame data.— Visually inspect the wiring harness at the plate heat exchanger (located in the front compartment or at the front of the chassis battery pack, connecting the electric compressor outlet pipe to the battery cooling pipe) for damage, crushing, or signs of water ingress. Closely inspect the contact points between the wiring harness and the body metal brackets.+6 more →
B2A1113›
This DTC indicates an open circuit in the refrigerant pressure sensor signal circuit at the plate heat exchanger (Chiller/battery cooler) of the thermal management system. The sensor monitors the refrigerant pressure flowing through the plate heat exchanger and serves as a key feedback component for the battery thermal management and cabin air conditioning systems. An open circuit causes the ECU to receive an open-circuit voltage (typically the saturated 5V reference voltage or 0V), preventing it from acquiring actual pressure data. This forces the thermal management control unit to enter fail-safe mode, which limits battery fast-charging power, disables the battery cooling function, and reduces drive motor power. In extreme cases, this fault triggers a battery high-temperature warning or shuts down the high-voltage system, severely impacting vehicle safety and driving range.
Causes
— Loose sensor wiring harness connector or poor contact: Long-term vibration in the high-temperature, high-humidity environment of the front compartment causes terminal back-out or locking tab failure.— Internal open circuit in the pressure sensor: Refrigerant pressure shock, liquid slugging, or aging damaged the sensor diaphragm or internal circuit.— Physical damage to the wiring harness: The front compartment wiring harness rubbing against sharp body edges, rodents chewing the harness, or excessive bending during accident repairs, causing the copper strands to break.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use VDS2000/VDS3000 to read DTC B2A1113 and freeze frame data. Confirm the ambient temperature and pressure sensor voltage at the time of the fault (usually 4.9-5.0V or 0V). Check for accompanying DTCs (e.g., a concurrent B2A1212 short circuit fault indicates an intermittent wiring harness fault).— Visual inspection: Inspect the pressure sensor connector near the plate heat exchanger (usually located on the battery cooler outlet pipe) for looseness, water ingress, corrosion, or recessed pins. Inspect the wiring harness corrugated conduit for damage or signs of chafing against nearby sharp edges.+5 more →
B2A2013›
BYD technical documentation defines DTC B2A2013 as "Evaporator Temperature Sensor Circuit Open," rather than a generic "cabin temperature sensor" fault. Located inside the HVAC evaporator case, this sensor monitors the evaporator core surface temperature in real time. It sends critical feedback to the air conditioning controller (AC ECU) to prevent evaporator icing, regulate compressor displacement, and control the electronic expansion valve opening. The AC ECU logs an open circuit fault when it detects the sensor signal voltage remaining above 4.95V or below 0.05V (outside the valid range). This fault triggers the A/C system protection logic, which forcibly disengages the compressor electromagnetic clutch or stops the electric compressor, completely disabling A/C cooling. Because BYD New Energy Vehicles (NEVs) deeply integrate the A/C and battery thermal management systems (typically incorporating the battery chiller into the A/C refrigerant circuit), this fault can cascade into a battery cooling system failure. This causes abnormal vehicle thermal management and may restrict power output.
Causes
— Internal open circuit in the evaporator temperature sensor or thermistor characteristic drift, preventing the sensor from generating a valid temperature-resistance signal.— Sensor wiring harness wear, breakage, or crush damage at stress concentration points such as the firewall wiring grommet and instrument panel frame mounting points.— Oxidation, corrosion, or poor contact at the sensor connector plug pins due to evaporator case condensate leakage, floor water ingress, or leaks during car washing.+2 more →
Actions
— Use a dedicated diagnostic tool (such as VDS2000 or Launch X-431) to read air conditioning system fault codes, confirm B2A2013 is present, and record freeze frame data (abnormal ambient and evaporator temperature values are typically -40℃ or a fixed high value).— Enter data stream mode and monitor the 'Evaporator Temperature Sensor' value in real time. After turning on the air conditioning, if the value does not change or remains at an extreme value (-40°C/120°C), confirm an abnormal signal.+7 more →
B2A2213›
DTC B2A2213 indicates an open circuit fault in the Ambient Temperature Sensor circuit. Typically an NTC (Negative Temperature Coefficient) thermistor installed near the front bumper or side mirror, this sensor monitors ambient temperature in real time and sends a feedback signal to the HVAC ECU. The controller logs an open circuit if it detects the sensor signal voltage remaining continuously high (typically the undivided 5V reference voltage, representing an open circuit) beyond the set threshold (generally 2–5 seconds). This fault prevents the automatic air conditioning system from accurately calculating the target outlet air temperature. It affects compressor start-stop control, PTC heater power regulation, fresh/recirculated air switching logic, and battery thermal management strategies (such as low-temperature charging preheating and high-temperature cooling activation). In extreme cases, the system triggers thermal management derating protection and limits motor power output to protect the high-voltage powertrain. Therefore, the system classifies this as a severe fault.
Causes
— Ambient temperature sensor internal open circuit or resistance drift (impact cracking or water ingress from seal failure causing a thermistor open circuit)— Backed-out terminal, oxidation, or poor contact at the sensor wiring harness connector (common after front compartment water ingress, high-pressure washing, or long-term salt spray exposure).— Physical open circuit in the signal wiring harness between the sensor and the air conditioning controller (high engine compartment temperatures causing insulation to become brittle and break, or poor connection at the firewall pass-through connector)+2 more →
Actions
— Visual inspection: Verify the ambient temperature sensor has no external damage or cracks. Confirm correct installation position without obstructions. Inspect the wiring harness sleeve for mechanical damage or signs of melting.— Sensor body measurement: Disconnect the sensor connector. Measure the resistance between the two sensor terminals using a multimeter (standard value at 25°C is approx. 2.0-2.5 kΩ; resistance decreases non-linearly as temperature increases). If the resistance is infinite, replace the sensor.+3 more →
B2A2311›
DTC B2A2311 indicates a short to ground or short to power in the Ambient Temperature Sensor (ATS) signal circuit. This causes the air conditioning controller (ACECU) or thermal management controller (TMCU) to detect a voltage signal outside the normal range (typically 0.1-4.9V). The sensor is an NTC thermistor with a normal resistance of approximately 2.3-2.5 kΩ at 25°C. A short circuit causes the ECU to continuously receive an abnormally high or low temperature signal (depending on the short type). This triggers automatic air conditioning system protection, prevents compressor startup, limits PTC heater power, and affects the battery thermal management system cooling or heating strategy. Extreme cases may trigger high-voltage interlock protection and limit overall vehicle power output.
Causes
— Internal short circuit in the sensor body: Sensor seal failure allows rainwater or car wash fluid to enter, causing the internal thermistor to short to the housing, or sensor aging causes abnormal resistance characteristics.— Harness insulation damage: Front bumper collisions, underbody impacts, or loose harness retaining clips cause the harness to rub against body metal edges, resulting in a signal wire short to ground.— Connector water ingress and corrosion: The sensor mounts under the front grille or bumper. When driving through water, an aged connector sealing ring fails, causing a short circuit between terminals or a short to ground.+2 more →
Actions
— Diagnostic scan: Use VDS or ED400 to read fault codes, confirm B2A2311 is a current fault (Active), record the ambient temperature value from the freeze frame data, and check for related fault codes (such as B2A2213, U0146, etc.).— Visual inspection: Open the bonnet and check the ambient temperature sensor installation position (usually located in the centre or left side of the front bumper air intake grille). Check the sensor housing for damage or cracks. Inspect the wiring harness for obvious wear or crush marks.+4 more →
B2A2413›
DTC B2A2413 indicates the air conditioning control unit (AC ECU) detects an open circuit in the evaporator temperature sensor circuit. This sensor, typically a negative temperature coefficient (NTC) thermistor, mounts to the evaporator fin surface inside the HVAC assembly. It monitors real-time evaporator core temperature (normal operating range: 2–8°C). If the sensor fails open, the wiring harness disconnects, or the connector has poor contact, the ECU detects a continuous 5V signal (or open-circuit voltage) and cannot obtain accurate evaporator temperature data. The system then triggers a protection strategy. To prevent evaporator icing, expansion, and core damage, the ECU forcibly disengages the compressor electromagnetic clutch or disables the electric compressor. It may also default to a substitute value (such as 0°C or ambient temperature) to maintain limited cooling. This causes air conditioning performance to degrade severely or fail completely. Prolonged operation with this fault can cause frequent compressor cycling, abnormal battery pack thermal management (on models where the air conditioning system couples with battery cooling), and even high-voltage system insulation faults.
Causes
— Evaporator temperature sensor internal open circuit: Prolonged exposure to low-temperature and high-humidity environments causes the internal thermistor element to age and crack, or package seal failure leads to moisture ingress, corrosion, and an open circuit.— Loose harness connector or backed-out terminal: Prolonged driving on rough roads loosens the sensor plug (usually a 2-pin white connector) on the HVAC assembly inside the front passenger-side dashboard, breaks the locking tab, or backs out the terminal, causing poor contact.— Physical damage to the wiring harness: Metal edges cut the internal dashboard wiring harness during assembly or repair, or rodents chewed through the signal wire (the relatively quiet EV motor compartment attracts rodents to chew the wiring harness).+2 more →
Actions
— Connect the VDS2000/Launch X431 diagnostic tool, access the air conditioning system, and read the fault codes. Confirm B2A2413 is a Current DTC. Record the freeze frame data to observe the ambient temperature and system status when the fault occurred.— Remove the front passenger glovebox or lower trim panel and locate the evaporator temperature sensor (positioned between the fins on the right side of the evaporator core, typically a black plastic housing with a 2-wire connector). Visually inspect the connector for looseness and the wiring harness for damage.+5 more →
B2A2511›
DTC B2A2511 indicates a circuit fault in the left front seat belt pretensioner (Driver Seat Belt Pretensioner), specifically a short to ground or an open circuit. The Airbag Control Module (ACM) sets this fault code when it detects abnormal resistance in the left front pretensioner circuit (standard value: 2-3 Ω; fault condition: short circuit at <1.0 Ω, or open circuit at >4.0 Ω/infinite resistance). This fault forces the airbag system into fail-safe mode and continuously illuminates the instrument cluster airbag warning light. In a collision, the pretensioner may fail to deploy. This severe fault compromises driving safety. Note: Some online sources incorrectly identify this code as the evaporator temperature sensor; it strictly applies to the seat belt pretensioner system.
Causes
— Improper under-seat wiring harness routing causes the seat slide rail to pinch and wear the harness, resulting in a short to ground or open circuit.— G09 or GJK mating connector terminals backed out, oxidized, corroded, or excessive contact resistance— Seat belt pretensioner assembly internal short circuit or open circuit (e.g., pretensioner deployed in a collision but not replaced)+2 more →
Actions
— Use the VDS2000/VDS3100 diagnostic tool to read the fault code, confirm whether B2A2511 is an Active or History code, and record the freeze frame data.— Disconnect the 12V battery negative terminal and wait 3 minutes for the capacitor to discharge. Inspect the pretensioner wiring harness under the left front seat for wear, damaged insulation, water ingress, or pinching by the seat slide rail.+4 more →
B2A2712›
This DTC indicates the signal circuit of the automatic air conditioning system’s sun sensor (solar intensity sensor) has shorted to the vehicle power supply (B+, usually a constant 12V supply). The sun sensor generally uses a photodiode or photoresistor. During normal operation, the sensor outputs an analog voltage signal of 0.1-4.9V to the air conditioning controller (integrated into the thermal management module). The signal voltage increases as sunlight intensity increases. When the signal wire shorts to power, the controller detects the voltage remains continuously above 4.9V (close to battery voltage, 12-14V) and logs a short-to-power fault. This fault disables the automatic air conditioning system's solar compensation function. The air conditioning controller cannot automatically adjust outlet air temperature and blower speed based on sunlight intensity. In extreme cases, the short-circuit current may burn out the air conditioning controller's internal sampling circuit. Consequently, the system reports a severe fault and may enter protection mode.
Causes
— The sunlight sensor wiring harness rubs against a sharp metal edge inside the dashboard, damaging the insulation. The signal wire contacts the constant power wire, causing a short circuit. This commonly occurs after driving on rough roads or after dashboard removal and installation.— During windscreen replacement or dash cam installation, the technician damaged the sun sensor wiring harness, pinching the signal and power wires together and causing a short circuit.— Internal photoelectric element breakdown or seal failure in the sun sensor causes an internal short circuit between the signal and power supply terminals. This typically occurs in high-temperature, high-humidity environments or after the vehicle drives through water.+2 more →
Actions
— Use the VDS2100 diagnostic tool to read the DTC freeze frame, confirm the sunlight sensor voltage when the fault occurred (usually reading above 5.0V or 12V), and observe if the current data stream remains abnormal.— Remove the upper dashboard trim panel. Locate the sunlight sensor below the windscreen (usually integrated into the same module as the automatic headlight sensor) and disconnect the sensor connector.+4 more →
B2A2912›
This fault code indicates abnormal continuity between the air conditioning system defrost flap actuator (Mode Actuator/Defrost Motor) drive circuit and the vehicle positive power supply (12V/B+). In BYD new energy vehicles, the defrost motor is a stepper motor or DC servo motor that drives the mode flap inside the HVAC housing to switch between face, foot, defrost, and other air distribution modes. When the air conditioning control module (ACU) or body control module (BCM) detects a short to power in this motor control circuit, it triggers DTC B2A2912 and enters protection mode. The module stops drive output to the motor to prevent control chip burnout or wiring harness fires. This fault disables the front windshield defrost function, severely compromising driving visibility and safety in low-temperature or high-humidity environments. Secondary risks include blown air conditioning system fuses or control module overheating.
Causes
— Damaged internal coil insulation in the defrost flap actuator causes a short circuit between the positive and negative terminals, or a seized motor bearing causes an abnormal current rise that the system misdiagnoses as a short circuit.— The wiring harness under the dashboard chafes against a sharp metal body edge, damaging the insulation and causing the motor drive wire to contact a constant power wire (such as the dashboard fuse box supply wire).— Condensation leakage or vehicle wading causes a short circuit between terminals in the connector near the air conditioning evaporator housing (usually a 4-pin or 6-pin white plug), especially between PIN1 (power supply) and PIN3 (motor drive).+2 more →
Actions
— Use a BYD dedicated diagnostic tool (VDS2000 or Launch X431) to read the complete DTC and freeze frame data. Verify parameters at the time of the fault, such as ambient temperature and motor duty cycle. Attempt to clear the fault code and observe if it immediately reappears.— Check the air conditioning system fuses in the engine compartment and under-dash fuse boxes (usually F1/10, F2/13, or the 15A/20A fuse marked HVAC). Replace any blown fuse with one of the same rating. Never install a higher-rated fuse.+5 more →
B2A2914›
DTC B2A2914 indicates a short to ground or open circuit in the HVAC Defrost Door Actuator drive circuit. The air conditioning control module (ACECU) controls this actuator via a PWM signal or LIN bus to switch the door to the front windshield defrost mode. The "14" in the fault code indicates the ECU detects abnormal circuit current: excessive current (short to ground) or zero/extremely low current (open circuit). This fault disables the front windshield defrost function, causing glass fogging in low-temperature, high-humidity environments and severely impairing driving visibility and safety. Additionally, due to the integrated logic between the thermal management and air conditioning systems, this fault may trigger a thermal management safety protection strategy, limit air conditioning compressor power, or illuminate the relevant high-temperature warning light.
Causes
— Internal motor coil of the defrost air flap actuator burned out or shorted to ground, causing abnormal resistance (normal: 20-80 Ω; near 0 Ω during a short circuit; infinite during an open circuit).— Worn or pinched wiring harness under the dashboard shorts the power or signal wire to body ground, or vibration breaks the wire, creating an open circuit.— Actuator connector pins (usually located on the right side of the HVAC assembly, near the blower) oxidized, backed out, or corroded by water ingress, causing excessive contact resistance or a complete open circuit.+2 more →
Actions
— Use a VDS2000 or Launch X431 diagnostic tool to read all fault codes. Check for accompanying faults such as B2A2912 (short to power) or B2A2992 (target position not reached). Record the ambient temperature and air flap position from the freeze frame data.— Remove the trim panel below the passenger-side dashboard and locate the defrost actuator (usually a white or black plastic box-shaped component with a 4-pin or 5-pin connector). Inspect the connector for looseness, water ingress, or obvious burn marks. Clean the terminals with electrical contact cleaner.+5 more →
B2A2992›
This DTC indicates the HVAC Defrost Mode Actuator fails to reach the control module's commanded target position within the specified time. The defrost motor, typically a stepper motor or DC gear motor with position feedback (potentiometer or Hall sensor), drives the mode door to engage the front windshield defrost mode. After sending a position command, the HVAC control module continuously monitors the position sensor feedback voltage (typically a 0-5V analog signal or PWM signal). The module triggers DTC B2A2992 if the deviation between the actual and target positions exceeds the threshold (e.g., 5%-10%) within the specified time (typically 10 seconds), or if it detects abnormal motor current (stall current). This fault disables the defrost function or causes abnormal airflow distribution. In low-temperature and high-humidity environments, the system fails to defog the front windshield, severely compromising driving safety.
Causes
— Jammed internal gears in the defrost flap actuator, broken plastic gear teeth, or worn motor carbon brushes cause insufficient driving force.— Deformed air flap shaft inside the HVAC housing, broken or detached plastic linkage, or foreign objects (such as leaves, foam particles, or paper labels) jamming the flap.— Poor contact or wear in the position sensor (potentiometer) causing an erratic signal, or a short or open circuit in the sensor power supply or signal circuit.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (ED400/VDS) to read the data stream. Compare the 'Defrost Air Door Target Position' and 'Actual Position' values to confirm the deviation. Verify the data for other air doors (mode motor, fresh/recirculation motor) is normal to rule out a bus fault.— Operate the A/C panel to cycle through the defrost/face/foot modes. Listen for a clicking or continuous abnormal buzzing noise inside the dashboard to determine if the motor attempts to operate but is jammed.+3 more →
B2A2A12›
DTC B2A2A12 indicates a short to vehicle power positive (B+) in the HVAC mode door actuator motor or its control circuit. This stepper or DC geared motor drives the mode door to switch between face, foot, and defrost modes. The A/C ECU logs a short to power when it detects the motor drive circuit current abnormally exceeding the threshold (typically >2A) or the feedback voltage remaining continuously high. This fault causes: 1) the air outlet mode to lock in the default position (typically defrost or face mode) and prevents adjustment; 2) the controller’s internal driver chip to trigger overheat protection, potentially blowing a fuse; 3) a risk of circuit overheating in extreme cases. Because this fault impairs the front windshield defrost function, it carries a severe classification and requires immediate repair.
Causes
— Damaged or burnt internal winding insulation in the mode motor causes the coil to short directly to the motor housing or power terminal. This frequently occurs in older vehicles or motors with a history of air flap binding.— Chafing or pinching of the wiring harness under the dashboard damages the insulation, shorting the motor control wire (typically a PWM signal or power wire) to the vehicle 12V power wire. This commonly results from improperly securing the wiring harness after dashboard removal and installation.— Internal drive MOSFET breakdown in the air conditioning controller (AC ECU) causes continuous high voltage at the output terminal, triggering a false motor short circuit fault; or backed-out connector pins, water ingress, and corrosion cause a short circuit between terminals.+2 more →
Actions
— Safety preparation: Turn off the vehicle, disconnect the low-voltage battery negative terminal, and wait 5 minutes for the system to completely power down. Wear insulated gloves and prepare a multimeter, megohmmeter, and VDS2000 diagnostic tool.— Fault code confirmation: Connect the diagnostic tool, access the air conditioning system, and read the fault codes. Confirm B2A2A12 is present as a current fault (not a history fault). Record the voltage and temperature information from the freeze frame data. Check for accompanying B2A2A14 (short to ground) or communication fault codes.+7 more →
B2A2A14›
DTC B2A2A14 indicates a short to ground or open circuit in the A/C system mode door actuator (Mode Motor) control circuit. The mode motor is the core actuator in the HVAC door system, switching the door between FACE, FOOT, DEF, and other positions. This fault indicates the integrated Body Control Module (BCM) detects abnormal circuit current (high current indicates a short circuit; low current indicates an open circuit) or a lost position feedback signal when driving the mode motor. Consequently, the BCM cannot accurately control the door position. This fault locks the A/C outlet mode in a fixed position or causes complete failure, severely impacting driving comfort and safety (especially if the front windshield defogging function fails). This fault usually appears alongside DTC B2A2A92 (mode motor fails to reach position). As a hard-wired circuit fault, it requires immediate repair to prevent further damage to the BCM drive circuit.
Causes
— Mode motor internal damage: Worn motor brushes or burnt coils cause an internal short or open circuit, resulting in abnormal resistance (normal: 30-50 Ω).— Wiring harness connector fault: The mode motor 6-pin connector (especially pin 6 ground and pins 1-2 drive) has backed-out pins, corrosion, looseness, or poor contact, or vibration wear on the wiring harness near the evaporator case causes an open or short circuit.— Poor fuse holder contact: Tapping power for external devices (dash cam, GPS) deforms or creates excessive clearance at the instrument panel distribution box IF03 (air conditioning fuse) or IF23 fuse holder terminals, causing intermittent power supply interruptions.+2 more →
Actions
— Diagnostic scan: Connect the VDS diagnostic tool, read the Integrated Body Controller fault codes, and confirm B2A2A14 is present. Check for related fault codes such as B2A2A92 and B2A2C14. Read the data stream to verify the mode motor position feedback value changes with operation.— Power supply and fuse inspection: Check instrument panel distribution box IF03 (A/C system fuse) and IF23. Verify correct fuse ratings (typically 10A or 15A). Inspect fuse holder terminals for deformation or excessive clearance caused by external devices drawing power. Repair terminal clearance if necessary.+5 more →
B2A2B14›
DTC B2A2B14 indicates an electrical fault in the driver-side A/C blend door actuator. This stepper or DC motor actuator drives the hot/cold blend door inside the HVAC unit to adjust the driver-side outlet temperature. A "short to ground" occurs when the motor power supply circuit (B+) or control circuit abnormally connects to the vehicle body ground (GND), typically due to damaged insulation or burnt motor windings. This condition can blow the fuse or trigger a protective shutdown of the A/C controller. An "open circuit" indicates interrupted electrical continuity in the motor circuit, likely caused by a burnt coil, broken wiring harness, or loose connector. This fault disables driver-side temperature adjustment, locking the door in the hottest or coldest position. Driving with an active short circuit risks wiring overheating or fire, classifying this as a severe fault.
Causes
— Driver side temperature blend door actuator internal motor short or open circuit: Worn motor carbon brushes, burnt commutator, or aged coil insulation causing an inter-turn short circuit or short to ground.— Wiring harness mechanical wear: Vibration and friction damage the instrument panel harness insulation where it passes through the firewall, near the steering column, or at dashboard frame mounting points, causing contact with body metal and a short to ground.— Connector water ingress and corrosion: Poor sealing allows water to enter the connector between the A/C controller and actuator (usually located near the evaporator housing), causing a short circuit between terminals or an open circuit due to corrosion.+2 more →
Actions
— Connect the VDS or BYD dedicated diagnostic tool, read and confirm B2A2B14 is a current fault (Active), record freeze frame data, and check for accompanying B2A2B12 (short to power) or communication-related fault codes.— Check the air conditioning system fuse (usually 10A-15A) in the instrument panel fuse box (IPM). If blown, do not replace it immediately. Locate and repair the short circuit first, then install a fuse of the same rating.+6 more →
B2A2A92›
DTC B2A2A92 indicates the Mode Door actuator in the HVAC assembly cannot reach the target position commanded by the control module, or the actual position reported by the position sensor deviates from the target position by more than the allowed threshold (typically ±5°). This fault involves the A/C airflow direction control mechanism. The mode motor drives the mode door flap to switch airflow direction between face, foot, and defrost modes. The integrated Body Control Module (BCM) sets this fault code if it does not receive the correct position signal from the position sensor within the specified time after sending an adjustment command, or if it detects a motor stall or abnormal current. This fault causes the airflow mode to become fixed or unresponsive, reducing occupant comfort. It may also indirectly affect thermal management system efficiency (e.g., defrost function failure compromising safety).
Causes
— Mechanical binding or interference: Worn or aged flap shaft bushings, foreign objects (leaves, plastic debris) jamming the air duct, or a deformed or detached linkage mechanism causes excessive motor load, preventing the motor from driving the flap into position.— Mode motor assembly fault: internal reduction gear set wear, motor rotor demagnetization causing insufficient drive force, or position sensor (potentiometer) signal drift or failure causing abnormal position feedback.— Wiring and power supply faults: loose or oxidised motor connector, backed-out pins, excessive terminal spread at the air conditioning fuse (IF03) (common with aftermarket equipment), poor earth connection, or open circuit in the wiring, causing excessive voltage drop.+2 more →
Actions
— Use the VDS diagnostic tool to read the fault code and freeze frame. Check the data stream for the difference between the 'target air flap position' and 'actual air flap position' to verify if the deviation angle exceeds the 5° threshold.— Check the IF03 air conditioning fuse (10A/15A) in the engine compartment fuse box. Inspect the terminals for melting or excessive gaps, specifically checking for terminals spread by aftermarket GPS or dashcam installations. Measure the fuse downstream voltage; it must remain stable at ≥12V.+6 more →
B2A2B12›
DTC B2A2B12 indicates a short to vehicle power positive (B+) in the driver-side HVAC blend door actuator control circuit. The motor receives commands from the HVAC controller via LIN bus or PWM signal, drives the gear mechanism to adjust the hot/cold air mix ratio, and provides position feedback through a potentiometer or Hall sensor. A short to power typically results from insulation failure between the motor power supply line (usually constant 12V) and the signal or ground line, or an inter-turn breakdown in the motor internal winding causing abnormally low impedance. This fault causes the HVAC controller to detect abnormally high voltage (near battery voltage), trigger circuit protection, and cut off the circuit output. This prevents driver-side vent temperature adjustment (stuck in hot or cold position). Severe cases can burn out the HVAC controller internal driver chip or blow a fuse, affecting normal vehicle thermal management system operation.
Causes
— A burnt internal motor winding or inter-turn short circuit in the temperature air flap actuator causes continuity between the power terminal and the signal/ground terminal, usually producing abnormal motor noise or binding.— Long-term friction damages the internal instrument panel wiring harness insulation near the firewall pass-through or steering column, causing a short circuit between the power wire and the motor control wire.— Power drive MOSFET breakdown inside the air conditioning controller (HVAC ECU) causes the output terminal to continuously output a high level, triggering a false short-to-power detection.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the complete fault code stream. Confirm if B2A2B12 is a current fault (Active). Check for accompanying B2A2B14 (short to ground) or communication fault codes, and record the freeze frame data.— Check the air conditioning system fuse in the engine compartment and under-dash fuse boxes (usually 10A-15A). If blown, replace it with a fuse of the same rating. Do not repeatedly test the system to prevent further damage.+7 more →
B2A2B92›
This fault code indicates the driver-side HVAC (Heating, Ventilation, and Air Conditioning) temperature blend door actuator (hot/cold blend door motor) cannot reach the target position or the position feedback signal is abnormal. The actuator uses a stepper motor or DC motor to drive a gear mechanism, adjusting the hot/cold blend door opening (0-100%). This accurately controls the airflow mixing ratio through the heater core and evaporator, providing stepless adjustment of the outlet air temperature. The air conditioning controller (AC ECU) logs this fault code if the deviation between the actual and target positions continuously exceeds the calibrated threshold (typically 5-10%) or if the motor stall current times out. Triggering conditions include a faulty motor drive circuit, position sensor (potentiometer) signal drift, a binding gear drive mechanism, or excessive mechanical resistance at the blend door shaft. This fault causes driver-side temperature adjustment failure, abnormal outlet air temperature (stuck excessively cold or hot), unstable temperature control in automatic air conditioning mode, or a clicking gear noise during temperature adjustment.
Causes
— Worn, broken, or missing teeth in the internal plastic gear set of the air mix door actuator cause the drive mechanism to slip or bind, preventing the actuator from driving the door to the target position.— Poor contact, carbon track wear, or resistance drift in the actuator position sensor (potentiometer) causes inaccurate or erratic position feedback signals.— Mechanical binding of the air flap linkage or air flap shaft (e.g., foreign objects in the HVAC housing, worn or deformed air flap shaft bushing, or lack of lubrication), causing excessive motor load and preventing the motor from reaching its target position.+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read fault codes. Confirm B2A2B92 is currently present and cannot be cleared. Check for accompanying fault codes (such as B2A2B14 circuit fault or B2A2C12 front passenger side fault). Record the ambient temperature and air flap position data stream at the time of the fault.— Perform the air flap actuator self-learning/initialization procedure: Use the diagnostic tool to access the air conditioning system special functions and select 'Air Flap Initialization' or 'Actuator Reset'. Alternatively, disconnect the 12V battery negative terminal for 10 minutes, then reconnect power. Check if the fault code changes to a history code or clears.+5 more →
B2A2C12›
DTC B2A2C12 indicates a short to battery positive (B+) in the drive circuit of the passenger-side temperature control flap actuator (air mix motor/blend door actuator). In the BYD thermal management system, the air mix motor controls the hot and cold air mixing ratio via a PWM signal to adjust the passenger air outlet temperature. A short to power means the resistance between the motor power supply or control line and the battery positive terminal drops abnormally (typically <1Ω). This causes the HVAC ECU to detect an abnormal voltage (near 12V battery voltage instead of the normal 0-5V PWM signal or feedback voltage), triggering the overvoltage protection mechanism and stopping the motor drive. This fault prevents passenger-side temperature adjustment, typically leaving the flap stuck in a fixed position or defaulting to maximum hot or cold. Extreme cases risk wiring overheating, blown fuses, control module damage, or localized overheating.
Causes
— Damaged insulation on the heating/cooling motor internal coil causes an inter-turn short circuit or short to power (common with motor aging or overheating from prolonged binding).— Harness wear or pinching shorts the power wire to the motor drive wire or signal wire (frequently occurs at the instrument panel frame edge, HVAC housing seam, or harness retaining clips).— Internal power driver chip (MOSFET or H-bridge) breakdown in the air conditioning controller (HVAC ECU) causes the output terminal to short to power.+2 more →
Actions
— Fault confirmation and data stream reading: Use the VDS2000/3000 diagnostic tool to read the fault code and confirm B2A2C12 is currently present. Enter the air conditioning system data stream. Verify the Actual Position and Target Position of the Passenger Side Temperature Control Motor match. Check if the motor position feedback voltage is abnormally high (close to battery voltage).— Power off and check circuit insulation: Disconnect the 12V battery negative terminal. Unplug the air conditioning controller (HVAC ECU) and front passenger blend door actuator connectors. Use a multimeter to measure the resistance between the actuator harness-side drive pin and the power supply (B+). If the resistance is <1Ω, a short circuit exists. Also measure the resistance to ground to rule out a short to ground.+4 more →
B2A2C14›
DTC B2A2C14 indicates a drive circuit fault in the front passenger side temperature blend door actuator (hot/cold motor), specifically a short to ground (abnormal connection to vehicle ground causing overcurrent) or an open circuit (circuit interruption, infinite resistance). The integrated Body Control Module (BCM) controls this motor via a PWM signal or stepper drive to adjust the front passenger side hot/cold air mixing ratio, enabling dual-zone climate control. The BCM sets this DTC upon detecting abnormal motor drive current (excessive or zero), an abnormal position feedback signal, or a LIN communication fault. This fault prevents front passenger side temperature adjustment (sticking in the cold or hot position). In severe cases, the BCM may enter protection mode, limiting overall air conditioning system functionality and potentially affecting the thermal management system's control of battery or motor temperatures.
Causes
— Harness wear causing short to ground: The harness retaining clip near the evaporator housing detaches, causing the harness to rub against the steering column or instrument panel frame. This damages the power or signal wire insulation, resulting in a short to ground.— Internal motor fault: Heating/cooling motor internal coil short circuit or burnout, open circuit due to worn carbon brushes, or gear mechanism binding or slipping causing abnormal drive current.— Abnormal power supply: Poor contact at dashboard fuse IF03 (especially when aftermarket dash cam/GPS power taps deform the fuse holder terminals or create excessive clearance), causing an intermittent connection or voltage drop.+2 more →
Actions
— Connect the VDS or dedicated diagnostic tool, read all fault codes, and record the freeze frame data. Attempt to clear the fault codes, adjust the A/C temperature, and observe if the fault returns immediately.— Check fuse IF03 (air conditioning system fuse) in the instrument panel distribution box and verify the correct rating (usually 10A or 15A). Check if aftermarket equipment has spread or deformed the fuse holder terminals. Restore terminal clamping force if necessary.+7 more →
B2A2C92›
This DTC indicates the front passenger side temperature flap actuator (air mix flap motor) cannot reach the target position or the position feedback signal is abnormal. The integrated Body Control Module (BCM) drives this stepper/DC motor via the LIN bus or PWM signal to adjust the air mix flap opening and control the front passenger outlet temperature. "Cannot reach position" means the motor fails to reach the target angle within the set time (typically 3-5 seconds), or the position sensor feedback voltage deviates from the expected value by more than the threshold (generally >5%). This fault disables front passenger temperature adjustment (no hot or cold air). Severe cases may cause abnormal flap noise or trigger air conditioning system protection mode, but typically do not affect vehicle driving safety.
Causes
— Internal damage to the temperature damper actuator motor (worn gear set, seized motor rotor, or excessively worn carbon brushes), resulting in insufficient driving force to overcome damper resistance.— Poor wiring contact or open circuit, specifically spread or deformed terminal pins at the A/C fuse holder (e.g., IF03) in the instrument panel power distribution box, causing excessive power supply voltage drop (common after tapping power for aftermarket GPS, dash cams, or other accessories).— Air flap mechanism jammed (broken flap shaft, deformed plastic flap, detached foam seal causing binding, or foreign object blocking the air duct), stalling the motor and triggering protection.+2 more →
Actions
— Connect the VDS diagnostic tool, read all fault codes, and record the freeze frame data. Check if B2A2C92 occurs with related fault codes such as B2A2C14 (short to ground/open circuit). Check if the BCM software version requires an upgrade.— Check the air conditioning system fuse (IF03, etc.) in the instrument panel power distribution box. Inspect the fuse holder terminals for excessive clearance, looseness, or burn damage caused by tapping power for aftermarket equipment (GPS, dash cams). Measure the voltage drop across the fuse; it must be <0.1V.+4 more →
B2A2F09›
DTC B2A2F09 indicates the air conditioning thermal management system detected abnormal refrigerant line pressure. Specifically, the high-pressure side pressure sensor reading falls outside the normal range (too high or too low). This fault involves the electric compressor high-pressure line monitoring circuit. The system triggers the fault when the pressure sensor detects a high-pressure side pressure > 3.2 MPa (overpressure protection) or < 0.2 MPa (underpressure protection). This fault activates the air conditioning system safety protection mechanism and forces an electric compressor shutdown to prevent pipe rupture or compressor dry running, resulting in a loss of cooling. In BYD new energy vehicles with highly integrated thermal management systems, this fault may also impair the battery cooling function, triggering vehicle thermal management power derating protection.
Causes
— High-pressure line pressure sensor body damaged, or damaged during installation (stripped threads or aged sealing ring causing poor internal circuit contact)— Pressure sensor wiring harness circuit fault (B13-2 pin signal wire open or shorted to ground, or abnormal 5V reference voltage/ground circuit)— Abnormal refrigerant charge amount (system leak causing insufficient refrigerant and low pressure, or overcharging causing excessive high-side pressure)+2 more →
Actions
— Read the fault code and freeze-frame data using the VDS2000 diagnostic tool. Record the specific pressure value, ambient temperature, and compressor speed at the time of the fault to determine whether the high pressure is too high or the low pressure is too low.— Perform a static pressure test: Measure the high and low-side pressures after the vehicle sits for 2 hours. The standard value is 0.6-0.8 MPa (at 25°C). A significant deviation indicates an abnormal refrigerant charge.+7 more →
B2A3214›
This DTC indicates the air conditioning control unit (ACU) or thermal management controller detects an abnormal electrical condition in the front HVAC blower motor power supply circuit, specifically a short to body ground (impedance <1Ω) or an open circuit/high resistance (impedance >10kΩ). In the BYD e-platform architecture, a PWM (pulse-width modulation) or LIN bus communication speed control module typically controls the blower motor. The ACU determines the circuit status by monitoring the blower motor current or feedback signal. The ACU triggers this DTC when it detects sustained high current (short circuit) or zero current (open circuit) exceeding the calibrated threshold (typically 200ms-1s). This fault prevents the front HVAC module from supplying air and affects cabin temperature regulation. In extreme cases, a short circuit can overheat the wiring harness and trigger the high-voltage interlock protection.
Causes
— Burnt blower motor internal windings or worn commutator causing a short circuit to the housing. Common in vehicles over 3 years old or vehicles operating the air conditioning under prolonged high load.— Instrument panel wiring harness insulation chafes at the firewall pass-through hole and contacts body metal, causing a short to ground. Assembly processes or vibration typically cause this.— An internal power transistor in the blower speed control module (Power Transistor) breaks down and short-circuits, causing the ACU to detect an abnormally high current.+2 more →
Actions
— Safety preparation: Wear insulated gloves, disconnect the high-voltage service disconnect (MSD), wait 5 minutes for the high-voltage capacitors to fully discharge, and disconnect the 12V battery negative terminal.— Fault confirmation: Use the VDS2000 or DiLink diagnostic tool to read all DTCs. Check for accompanying fault codes (such as B2A3314 speed control signal fault) and record the current value in the freeze frame data.+6 more →
B2A3314›
DTC B2A3314 indicates a short to ground or open circuit in the Front Left Corner Sensor signal circuit. This fault code belongs to the Park Assist System (APA) / Around View Monitor (AVM) system, not the thermal management system. The APA control module sets this fault when it detects the Front Left Corner Sensor signal voltage remains below 0.5V (short to ground) or above 4.5V (open circuit) for more than 500ms. This fault causes front left obstacle detection failure, potentially triggering false park assist warnings or complete loss of function. The system classifies this as a severe fault because it may affect Automatic Emergency Braking (AEB) operation in extreme cases.
Causes
— Radar sensor internal coil open or short circuit, typically resulting from physical impact, aging, or internal water ingress due to seal failure.— Wiring harness chafing or pinching causes the signal wire to short to ground or open circuit. Common locations include where the front bumper harness passes through the wheel arch, side member, or front compartment firewall.— Loose sensor connector, corroded pins, or aged and failed sealing ring, especially common after water wading, car washing, or exposure to high-humidity environments.+2 more →
Actions
— Use the dedicated BYD VDS2000 diagnostic tool to read fault codes, confirm if B2A3314 is a current fault, and check for related history fault codes (e.g., U024587 communication fault).— Visually inspect the left front radar sensor to verify the probe surface is free of scratches or deformation, the installation gap meets the standard (0.5-1.0mm), and the bumper shows no signs of modification.+6 more →
B2A4B12›
DTC B2A4B12 indicates a short to power in the HVAC circulation air door actuator drive circuit. When driving the circulation motor (typically a 12V DC permanent magnet or stepper motor), the AC ECU detects an abnormally low-resistance path between the motor drive circuit (M+ or M- terminal) and the vehicle power supply (B+), causing an abnormal current increase. This hard short circuit triggers the controller's overcurrent protection. Severe cases may cause: 1) the air door to stick in the recirculation or fresh-air position, failing to switch based on operating conditions; 2) the motor to stall and overheat, reducing thermal management efficiency; 3) reverse short-circuit current to damage the AC ECU power drive module; 4) a fire risk due to continuous circuit heating in extreme conditions. This fault and B2A4B14 (short to ground/open circuit) form a mutually exclusive diagnostic pair that jointly monitors the circulation motor circuit integrity.
Causes
— Insulation breakdown in the recirculation motor body internal coil causes the enamelled wire to short to the motor housing or power terminal. This commonly occurs in vehicles over 5 years old or actuators exposed to prolonged high temperatures.— Wiring harness wear or crushing exposes the power wire, causing physical contact with the circulation motor drive signal wire. This commonly occurs at the firewall pass-through, the instrument panel frame edge, or areas prone to vibration and chafing near the blower assembly.— The H-bridge driver chip or MOSFET power transistor inside the air conditioning controller (AC ECU) breaks down and short-circuits, continuously energizing the motor terminals. Other motor-related fault codes (such as mode motor or temperature motor faults) often occur simultaneously.+2 more →
Actions
— Connect the VDS or BYD dedicated diagnostic tool and read all air conditioning system DTCs. Confirm only B2A4B12 or related fault codes are present. Record the freeze frame data (motor duty cycle and voltage values at the time of occurrence).— Operate the air conditioning control panel to test the fresh air/recirculation switching function. Check if the air flap is stuck, or if the motor makes abnormal noise or fails to operate. Verify if the fault code is current (Active).+5 more →
B2A4B14›
This DTC indicates a fault in the drive circuit of the HVAC Recirculation Air Door Actuator motor. Specifically, a "short to ground" indicates insulation failure between the motor supply line (typically the PWM control line or power line) and the vehicle body ground (GND), causing abnormal current leakage. An "open circuit" indicates a broken internal motor coil, a loose connector, or a severed wiring harness. This motor switches the HVAC air door between fresh air and recirculation modes. A fault prevents mode switching or causes the door to stick in a fixed position, reducing cabin temperature control efficiency. In extreme cases, this reduces battery thermal management performance (e.g., preventing effective heat dissipation via fresh air mode). Therefore, the system classifies this as a severe fault.
Causes
— Recirculation flap actuator motor internal coil burnt out or short-circuited: Prolonged motor jamming or overload damages the coil insulation, causing a short to ground or internal open circuit.— Wiring harness and connector fault: The wiring harness connector near the HVAC unit (usually located behind the glove box or at the firewall) has corroded or oxidized pins due to water ingress or poor sealing, or vehicle vibration has loosened the male and female terminals.— Motor damage caused by mechanical jamming: Foreign objects (such as leaves or accumulated dust) jam the air flap mechanism, or the linkage mechanism deforms. Excessive motor stall current eventually burns out the drive circuit or motor winding.+2 more →
Actions
— Diagnostic confirmation: Use the BYD VDS diagnostic tool to read all DTCs. Confirm whether only B2A4B14 is present or accompanied by related fault codes. Record freeze frame data (such as motor duty cycle and position feedback values at the time of the fault). Clear the fault codes, operate the fresh air/recirculation switch, and check if the fault recurs.— Visual and connector inspection: Remove the glove box or passenger lower trim panel and locate the recirculation flap actuator (usually marked 'REC' or 'Intake'). Inspect the connector for looseness, backed-out pins, or green/white corrosion. Measure the connector terminal resistance to ground to check for a short circuit.+5 more →
B2A4E13›
DTC B2A4E13 indicates an open control circuit fault in the left front (driver side) seat belt pretensioner. It belongs to the body safety system (SRS), not the thermal management system. DTC structure breakdown: 'B' represents the Body system, '2A4E' designates the left front seat belt pretensioner control circuit, and '13' indicates an open circuit. The Airbag Control Unit (ACU) triggers this fault upon detecting abnormal resistance (open circuit or excessive resistance) in the pretensioner circuit, which prevents the formation of an effective monitoring circuit. This fault continuously illuminates the instrument cluster SRS warning light and forces the airbag system into a degraded mode. In extreme cases, it prevents the pretensioner from deploying during a collision, posing a severe safety risk. Note: Unofficial sources sometimes incorrectly label this code as a high-voltage line pressure sensor fault; it strictly indicates a seat belt pretensioner circuit fault.
Causes
— Left front seat belt pretensioner connector under the seat loose, not fully locked, or terminals oxidized/corroded, causing excessive contact resistance or open circuit.— Repeated bending during fore-and-aft seat movement breaks internal wires in the harness transition area between the vehicle floor and the seat (especially near the seat slide rail).— Vehicle wading or damp environments causing water ingress and oxidation at the pretensioner connector, or a damaged wiring harness sleeve causing terminal corrosion.+2 more →
Actions
— Safety preparation: Switch the vehicle to OFF, disconnect the 12V battery negative terminal, and wait at least 90 seconds to fully discharge the airbag system and prevent accidental deployment.— Visual inspection: Remove the left front seat (leave the wiring harness connected). Verify the yellow plug (pretensioner connector) under the seat is fully locked. Inspect for signs of water ingress, oxidation, or burn marks.+5 more →
B2A4B92›
This fault code indicates abnormal damper actuator position control within the air conditioning thermal management system. Specifically, the recirculation door or blend door servo motor fails to reach the target position within the set time (typically 3-5 seconds), or the actual position feedback from the position sensor (generally a Hall effect sensor) deviates from the controller command by more than the threshold (typically >5%). According to the control logic, the AC controller outputs a PWM signal to drive the motor while monitoring the sensor feedback voltage (0.5-4.5V range). The controller triggers this code upon detecting a motor stall, step loss, sensor signal interruption, or abnormal voltage. This fault disables fresh air/recirculation switching, delays cabin temperature adjustment, and causes abnormal demist mode operation. In extreme cases, it affects battery pack cooling efficiency on vehicles utilizing an A/C refrigerant battery cooling architecture.
Causes
— Worn or broken internal gear set in the recirculation flap actuator: The actuator uses plastic reduction gears. After long-term use, thermal expansion and contraction or dried grease causes the gears to slip or strip teeth. The motor spins freely, but the flap does not move.— Abnormal position sensor signal: Poor Hall sensor solder joints, a shifted magnetic ring, or metal debris on the sensor surface causes the feedback signal to fluctuate or distort, leading the controller to incorrectly determine the actuator failed to reach its target position.— Mechanical jamming: Debris from worn air flap shaft bushings; improperly installed or deformed cabin air filter obstructing the air flap; ice buildup in the evaporator housing; or foreign objects (e.g., leaves, small animals) jamming the air flap linkage.+2 more →
Actions
— Use the VDS2000 or VDS3100 diagnostic tool to read the freeze frame data. Record the ambient temperature, set temperature, and the difference between the motor target position and actual position at the time of the fault to confirm if it is an intermittent fault. Clear the DTC, operate the fresh air/recirculation switch for 10 cycles, and observe if the fault recurs.— Remove the glove box or center console. Visually inspect the recirculation flap actuator (usually located above the blower motor, a white or black box-shaped plastic component) for correct installation. Inspect the wiring harness connector (BYD standard part number: KPB-4P-XXX) for green corrosion or loose connections. Measure the supply voltage at connector pins 1 and 2 (should be 12V±0.5V with the ignition ON). Measure the signal wire resistance to ground at pins 3 and 4 (should be >1MΩ).+4 more →
B2A4F11›
DTC B2A4F11 indicates a short to battery in the signal circuit of the air conditioning system high-pressure line pressure sensor. In BYD new energy vehicle thermal management systems, a 5V reference voltage typically powers this sensor. The sensor outputs a 0.5–4.5V analog voltage signal reflecting the refrigerant high-side pressure (normal range approximately 0.8–2.8V, corresponding to 0.3–3.0MPa). The ECU logs a short to battery when it detects the sensor signal voltage remaining above 4.8V or near the reference supply voltage (5V) for longer than the calibrated time (typically over 200ms). This fault prevents the air conditioning ECU from accurately reading high-side pressure data and triggers system protection strategies: disabling the electric compressor and suspending cooling/heating functions. In severe cases, the system may limit vehicle power output to prevent loss of thermal management control. The short circuit can occur within the sensor, the wiring harness connector, or the internal ECU sampling circuit.
Causes
— Damaged high-pressure sensor wiring harness insulation contacts nearby 12V power wires (such as the compressor controller or PTC heater power wires), causing a short circuit. This commonly occurs at harness bend points near the motor compartment firewall or fender liner.— Pressure sensor internal integrated circuit failure; internal breakdown between the signal output terminal and power input terminal. This typically occurs after prolonged vehicle operation in high-temperature environments or abnormal refrigerant pressure shocks.— Fault in the internal signal sampling circuit of the air conditioning controller (ECU), abnormal pull-up resistor, or damaged chip input stage, causing a false sensor short circuit detection.+2 more →
Actions
— Safety preparation: Set the vehicle to OFF, disconnect the 12V battery negative terminal, wait 5 minutes to ensure the high-voltage system is de-energized, wear insulated gloves and safety goggles, and confirm the high-voltage interlock circuit is open.— Fault confirmation: Connect the VDS2000/VDS3100 diagnostic tool, read the air conditioning system fault codes, confirm B2A4F11 is a current fault (Active), record freeze frame data (ambient temperature, battery temperature, compressor speed, etc.), and analyze operating conditions when the fault occurred.+5 more →
B2A5112›
DTC B2A5112 indicates a short circuit in the thermal management system Pressure Transducer (PT). Specifically, the signal circuit shorts to power or ground (BYD DTC subtype definition '12' typically indicates a short to power). This sensor mounts in the air conditioning high-pressure line or battery coolant circuit. It monitors refrigerant or cooling system pressure in real time, providing key parameters to the thermal management controller (TMS) or air conditioning controller to regulate electric compressor speed, electronic expansion valve opening, and cooling fan speed. During a short circuit, the controller loses accurate pressure readings and enters fail-safe mode. This can disable the air conditioning, reduce battery cooling, and trigger motor over-temperature protection. In severe cases, the system limits drive power or disables driving to prevent critical component damage from thermal management failure.
Causes
— PT pressure sensor internal short circuit: The sensor's pressure-sensitive element or signal processing circuit shorts internally due to overvoltage, aging, or manufacturing defects, connecting the signal wire directly to power or ground.— Wiring harness wear or crush damage: Vibration chafing, sharp edges, or bottoming out damages the sensor wiring harness insulation in the motor compartment or under the chassis, shorting the signal wire (usually the 5V reference voltage wire) to the 12V power wire or body ground.— Connector water ingress and corrosion: Aged sensor plug seals, improperly seated connectors, or water ingress from washing or driving through water cause electrolytic corrosion between pins, creating a short circuit. This fault occurs frequently, especially in damp environments.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use the dedicated BYD diagnostic tool (VDS2000/VDS2100) to read the fault code. Confirm B2A5112 is a current fault (Present), not a history fault. Record the freeze frame data, including ambient temperature, compressor speed, and pressure sensor voltage at the time of the fault, to determine whether the fault is intermittent or a continuous short circuit.— Visual and connector inspection: Disconnect the low-voltage service switch to ensure high-voltage safety. Inspect the PT pressure sensor connector (located at the A/C high-pressure line or battery cooling line interface) for backed-out pins, water ingress, burning, or corrosion. Measure the resistance between the connector pins to confirm no abnormal continuity.+3 more →
B2A5113›
DTC B2A5113 indicates an open circuit in the signal circuit of the A/C system low-pressure line pressure-temperature (PT) sensor. This sensor typically mounts on the low-pressure line between the evaporator outlet and the compressor inlet. It monitors low-side refrigerant pressure and temperature in real time, providing a key input signal to the heat pump/A/C control unit (integrated into the right domain controller or A/C controller) for compressor speed regulation, system protection, and thermal management. When the controller detects the sensor signal voltage continuously exceeding the normal range (typically 0.5-4.5V) or a communication interruption, it sets this open circuit fault. The system then triggers a protection mechanism and forces the electric compressor to stop, resulting in a complete loss of A/C cooling and heating functions. In extreme cases, this affects the battery pack cooling circuit and creates an overheating risk.
Causes
— Internal open circuit in the low-pressure line pressure sensor body (damaged pressure-sensing element, broken internal solder joint, or open coil)— Poor contact at the sensor connector (terminal back-out, oxidation/corrosion, or loose retaining clip causing an intermittent connection)— Physical damage to the wiring harness (wear at the firewall pass-through, detached harness clip causing contact with the vehicle body and wearing through the insulation, corrosion and breakage after water ingress)+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal, wait at least 5 minutes to ensure the high-voltage system discharges completely, and wear insulated gloves and safety goggles.— Fault confirmation: Connect the VDS diagnostic tool, read the fault code, record the freeze frame data, and confirm whether the B2A5113 status is active or historical.+7 more →
B2A5811›
This DTC indicates a short to ground in the driver-side face vent (FACE mode) temperature sensor signal circuit. The sensor is an NTC (negative temperature coefficient) thermistor. During normal operation, it sends a 0.5-4.5V analog voltage signal to the air conditioning control unit (ACU) to indicate the vent outlet temperature. When the ACU detects the signal voltage remains below 0.1V (logic low threshold) for longer than the set time (typically 200-500ms), it determines a short to ground. This fault causes the ACU to enter Limp Home Mode, disables independent dual-zone temperature control, and may lock the driver-side temperature flap in the full cold or full hot position, severely affecting air conditioning comfort. In extreme cases, continuous full-load compressor operation affects overall vehicle energy consumption.
Causes
— Internal thermistor breakdown or packaging failure in the temperature sensor causes the signal terminal to short to the housing/shielding layer.— During removal and installation, retaining clips or sharp edges of metal brackets chafe the instrument panel internal wiring harness and damage the insulation, causing the signal wire (usually the cathode wire) to contact body ground.— Seal failure at the connector between the air conditioning controller and the sensor (usually located on the evaporator housing or dashboard crossmember) allows water ingress, causing a short circuit between terminals or a short to the housing.+2 more →
Actions
— Use VDS2000 or a dedicated BYD diagnostic tool to read all DTCs and freeze frame data. Record the ambient temperature, air outlet temperature setpoint, and actual feedback value at the time of the fault. Confirm if B2A5811 is a current fault (Present).— Remove the trim panel below the driver side dashboard and locate the face outlet air temperature sensor (usually located on the evaporator housing outlet air duct, with a white or grey 2PIN connector). Visually inspect the connector for looseness, water ingress, or burn marks.+5 more →
B2A5911›
This DTC indicates a short to chassis ground (GND) in the signal circuit of the driver-side Foot Outlet Temperature Sensor. In the BYD thermal management system, this NTC thermistor sensor monitors the actual temperature at the foot air duct outlet. The signal voltage is typically a 0-5V analog signal. A short to ground causes the ECU to continuously read an abnormally low voltage near 0V, registering a corresponding temperature of -40℃ or an extreme low. This forces the air conditioning control unit into fault protection mode. The system may force the compressor off, switch to demist mode, or restrict battery coolant flow. These conditions severely impact occupant comfort and battery/motor thermal management efficiency. In extreme cases, this triggers high-voltage system overheat protection.
Causes
— Thermistor inside the sensor body breaks down and short-circuits, causing continuity between the signal and ground terminals.— Vibration wears through the wiring harness insulation where it passes through the dashboard or floor, causing the signal wire (usually yellow/green or blue/white) to contact the metal body frame.— Condensation leakage inside the air conditioning duct causes a short circuit or corrosion between the sensor connector pins (usually located on the duct housing).+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete fault code stream. Confirm B2A5911 is a current fault (Present) and not a historical fault. Check the data stream to verify if 'Driver footwell temperature' displays -40°C, 0°C, or a fixed extremely low value.— Remove the driver-side footwell air outlet trim panel and locate the temperature sensor (usually on the lower surface of the air duct, 2-pin connector). Inspect the connector for looseness, water ingress, or obvious corrosion. Measure the sensor resistance (normal: approx. 1.8-2.2 kΩ at 25°C; close to 0 Ω if shorted to ground).+5 more →
B2A5913›
This DTC indicates an open circuit in the signal circuit of the driver-side footwell air outlet temperature sensor (NTC negative temperature coefficient thermistor). In BYD dual-zone/multi-zone automatic air conditioning systems, this sensor provides real-time footwell air outlet temperature feedback to the air conditioning controller (integrated into the right domain controller) for closed-loop temperature control. An internal open circuit in the sensor, an open circuit in the wiring harness, or poor connector contact causes the controller to detect a signal voltage outside the valid range (typically reading -40°C or a fixed high voltage) and trigger this DTC. This fault disables driver-side temperature control and may force the compressor into protection mode. In extreme cases, it disrupts the coordinated operation of the battery thermal management system (on models with coupled air conditioning and battery cooling circuits).
Causes
— Open circuit in the sensor body internal NTC element: Long-term thermal cycling causes the thermistor to age and fracture, or results in dry or detached internal solder joints.— Right domain controller G86(G) connector pin abnormality: Pin 27 (signal) or pin 28 (ground) is bent, backed out, or enlarged, causing excessive contact resistance or a complete open circuit (connector sits below the right front A-pillar; previous repair work easily damages it).— Wiring harness physical damage: Dashboard removal and installation, water-soaked carpets, or loose harness retaining clips can chafe or break the signal wire, especially at the interface between the HVAC assembly and the body wiring harness.+2 more →
Actions
— Diagnostic tool data stream verification: Connect the VDS or Launch diagnostic tool, access the air conditioning system, and read the 'driver footwell temperature' data stream. Verify if it displays an abnormal value of -40°C, 255°C, or a fixed, unchanging value.— Connector physical inspection: Disconnect the battery negative terminal. Remove the right front lower guard panel. Check the condition of pins 27 (signal) and 28 (ground) on the right domain controller G86(G) connector. Use the dedicated terminal release tool to straighten bent pins. Check for pin recession and terminal oxidation.+5 more →
B2A5A11›
This DTC indicates a short to ground in the signal circuit of the front passenger side FACE mode outlet air temperature sensor. In the BYD dual-zone automatic air conditioning system, this sensor uses an NTC (negative temperature coefficient) thermistor. Under normal conditions, sensor resistance decreases as temperature increases (approximately 2 kΩ at 20°C). The air conditioning controller calculates the actual outlet air temperature by detecting the voltage signal (typically in the 0-5 V range) through a voltage divider circuit. When the signal wire shorts to the vehicle body ground, the controller detects a continuous voltage below 0.1 V (or close to 0 V) and sets DTC B2A5A11. This disables the front passenger side temperature control. The air conditioning system may enter limp mode and default to a fixed output temperature, reducing passenger comfort. In extreme cases, false readings may trigger thermal management system protection.
Causes
— The internal thermistor of the temperature sensor breaks down and short-circuits, connecting the signal terminal directly to ground.— Damaged wiring harness insulation inside the right dashboard A/C duct causes the signal wire to contact the metal duct or a sharp body edge and short to ground.— Poor sensor connector sealing allows A/C condensate ingress, causing a short circuit between pins or a short to ground.+2 more →
Actions
— Connect the VDS2000 or BYD dedicated diagnostic tool, read the fault code to confirm B2A5A11 is a Current fault, and record the ambient temperature value in the freeze frame data.— Remove the passenger-side lower dash trim panel and locate the face vent temperature sensor (usually inside the right HVAC assembly air outlet duct). Disconnect the connector and measure the sensor resistance: at 20°C, it must be 1.8-2.2 kΩ. A reading of 0-10 Ω indicates an internal short circuit. Replace the sensor.+5 more →
B2A5A13›
This DTC indicates an open circuit fault in the front passenger side face vent (face mode) temperature sensor circuit. The BYD dual-zone automatic air conditioning system uses an NTC (negative temperature coefficient) thermistor as the temperature sensor. Its resistance decreases as temperature rises. If an open circuit occurs in the sensor body, wiring harness, or connector, the air conditioning controller (AC ECU) detects a continuous high signal voltage (typically near the 5V reference voltage). This exceeds the normal operating voltage range (0.5V-4.5V), prompting the AC ECU to log an open circuit fault. This fault forces the front passenger side temperature control into fail-safe mode. The air conditioning system cannot accurately regulate the front passenger side outlet air temperature. Symptoms may include one side blowing cold while the other blows hot, the compressor running continuously at high frequency or failing to start, and dual-zone synchronization failure. A prolonged fault may reduce air conditioning system efficiency and increase high-voltage battery power consumption.
Causes
— Open circuit inside the sensor body: Aged and fractured NTC thermistor or cold solder joint at pins, resulting in infinite resistance.— Wiring harness breakage or wear: Frequent temperature changes or vibration stress break the copper core of the passenger dashboard internal wiring harness, leaving the insulation visually intact (hidden break).— Poor connector contact: Terminal back-out, oxidation/corrosion, or a loose locking tab at the G86 connector (usually located near the passenger-side air duct) causing an intermittent connection.+2 more →
Actions
— Diagnostic tool verification: Use the VDS2000/BYD dedicated diagnostic tool to read the live data stream. Confirm the front passenger face vent temperature sensor displays -40°C or 255°C (depending on calibration logic) and differs significantly from other vent temperature sensors.— Physical location check: Remove the passenger-side lower dashboard trim panel and locate the temperature sensor (usually at the face-level air duct outlet). Visually inspect sensor connector G86 for looseness, backed-out pins, or signs of water ingress.+4 more →
B2A5B11›
This DTC indicates the Passenger Side Floor Vent Temperature Sensor signal circuit shorts to body ground (GND). In the BYD thermal management system, this sensor uses a negative temperature coefficient (NTC) thermistor. During normal operation, it changes resistance between 2-10kΩ as the vent temperature changes, outputting a 0.5-4.5V analog voltage signal to the HVAC ECU. A short to ground pulls the signal voltage near 0V. The controller detects this abnormal signal, typically interpreting it as an excessively high temperature or a circuit fault. This condition causes the following: 1) The passenger side floor vent closed-loop temperature control fails, potentially resulting in continuous maximum cooling or heating and affecting occupant comfort. 2) The air conditioning system enters fault protection mode and limits compressor speed. In extreme cases, this affects the heat exchange efficiency of the battery pack thermal management circuit. 3) In extreme ambient temperatures, the incorrect temperature signal causes the thermal management system to miscalculate and trigger vehicle power limitation.
Causes
— Thermistor breakdown or packaging failure inside the temperature sensor body causes internal continuity between the signal and ground terminals.— Worn wiring harness insulation near the front passenger footwell air outlet (commonly below the A-pillar, at the edge of the evaporator housing, or at the floor harness retaining clip) causes the signal wire (usually yellow/black or white/black) to directly contact the vehicle body metal frame.— Bent or backed-out pins in the air conditioning controller connector (such as G64, G65, or G22, depending on vehicle model), or metal debris between the pins, causing a short circuit between the signal pin and the ground pin.+2 more →
Actions
— Use the VDS2000 or VDS2100 diagnostic tool to read the air conditioning system data stream and check the 'Passenger Foot Outlet Temp' value. Verify if the value remains fixed at -40°C (below lower limit) or 150°C (above upper limit) and does not change when adjusting the air conditioning temperature.— Disconnect the temperature sensor connector located on the lower passenger-side evaporator housing or the footwell air duct (typically a 2-pin black waterproof connector). Use a multimeter to measure the resistance between the two pins on the sensor body. At 25°C, the normal resistance is 2-10 kΩ (refer to the specific vehicle repair manual; e.g., the Qin Pro is approx. 4.5 kΩ). If the resistance is near 0 Ω or infinite, replace the sensor.+5 more →
B2A5B13›
DTC B2A5B13 indicates an open signal circuit in the Passenger Side Floor Vent Temperature Sensor. This sensor typically uses a Negative Temperature Coefficient (NTC) thermistor and mounts at the passenger-side air-conditioning duct outlet. It monitors the footwell outlet air temperature in real time and provides closed-loop control feedback for the dual-zone or multi-zone automatic air-conditioning system. When the ECU detects the sensor signal voltage continuously exceeding the calibrated threshold (typically corresponding to infinite resistance or >100kΩ), it sets an open circuit fault. This fault prevents the air-conditioning controller from reading the actual passenger-side outlet air temperature and may trigger a fail-safe mode. The system may disable the independent passenger-side temperature control, force a default temperature (e.g., 24℃), or operate solely based on the driver-side setting. This severely impacts occupant comfort but does not directly affect the vehicle powertrain or safety systems.
Causes
— Internal open circuit in the sensor body: NTC thermistor element aging, internal cold solder joints, or vibration-induced lead wire breakage, resulting in an infinite resistance reading at room temperature.— Wiring harness connector fault: Loose connection, backed-out pins, water ingress/oxidation, or poor contact at the mating connector between the front passenger side floor wiring harness and the body wiring harness (usually located under the front passenger seat or near the A-pillar).— Physical damage to the wiring harness: Long-term chafing causes broken copper wires where the internal instrument panel harness interferes with the moving air flap actuator, or where the floor harness rubs against the seat slide rails.+2 more →
Actions
— Fault Confirmation and Freeze Frame Analysis: Use VDS or X431 to read the DTC freeze frame. Record the ambient temperature, air outlet mode, and sensor voltage values when the fault occurred. Confirm whether the fault is continuous (current code) or intermittent (history code).— Visual and physical inspection: Check the front passenger footwell air duct temperature sensor connector (usually located on the right side or underneath the air duct) for looseness. Inspect the pins for green oxidation, backed-out terminals, or deformation. Check the floor wiring harness for pinch damage from the seat or signs of water ingress.+4 more →
B2A5C12›
This DTC indicates a short to battery positive in the power supply or drive circuit of the heater core three-way coolant valve control motor. A stepper or DC motor drives the three-way coolant valve (typically installed at the heater core inlet) to regulate the coolant flow ratio to the heater core, enabling precise cabin heating temperature control. A short to power occurs when the motor coil, control wiring harness, or connector terminals abnormally connect to the vehicle 12V power supply (or the converted high-voltage power supply). This triggers motor driver chip overcurrent protection or burns out the chip. In severe cases, it blows the fuse and causes complete heating system failure. In Qin PRO DM/EV models, the air conditioning controller (or integrated thermal management controller) controls this valve via PWM or the LIN bus. A short circuit triggers fail-safe mode and disables the heating function to prevent wiring overheating.
Causes
— Harness wear or pinching: In the high-temperature engine compartment, the three-way coolant valve motor harness interferes with and chafes against sharp metal body edges, the exhaust pipe, or the high-voltage harness. Damaged insulation exposes the copper conductor, which contacts a power wire (such as constant 12V or ignition power) and causes a short circuit.— Internal motor short circuit: Insulation aging or moisture ingress in the three-way water valve motor coil causes a short circuit between the winding and the motor housing (ground) or the internal power terminal, typically exhibiting signs of motor overheating and burnout.— Connector water ingress and corrosion: When driving through water or washing the motor compartment, a poorly sealed water valve connector allows water ingress, causing an electrolytic short circuit between the terminals. This occurs frequently during the rainy season or after driving through water.+2 more →
Actions
— Fault confirmation and freeze frame reading: Use the VDS2000 or Launch diagnostic tool to read the B2A5C12 DTC status (current/history). Record the freeze frame data (voltage and temperature at the time of the fault) and verify the fault is present. Disconnect the battery negative terminal for 5 minutes, restore power, and observe if the DTC reappears immediately.— Visual inspection and insulation test: Inspect the three-way coolant valve body (located on the heater hose in the front compartment) for deformation or burning. Check the connector for looseness or water ingress. Use a multimeter to measure the resistance between the motor power supply pins (usually a 2-pin or 3-pin connector) and body ground. The resistance must exceed 10 MΩ. A lower resistance indicates a short circuit.+3 more →
B2A5C14›
DTC B2A5C14 indicates a short to ground or open circuit in the Heater Core Three-Way Water Valve drive motor circuit. The three-way water valve acts as a key thermal management system actuator. It controls the flow path of engine coolant or PTC heating fluid to the heater core to distribute flow for cabin heating and battery thermal management. Damaged wiring insulation contacting the vehicle body typically causes a short to ground; the resulting excessive current can burn out the drive circuit. Broken wiring, a loose connector, or a burnt-out internal motor winding can cause an open circuit. This fault completely disables the heating function and forces the thermal management system into Limp Home mode. In extreme cases, it compromises battery temperature regulation. Consequently, the system classifies this as a Level 3 (severe) fault and triggers a protection mechanism. This restricts continued vehicle use to prevent circuit overheating or further damage.
Causes
— Worn or crushed three-way coolant valve motor power supply or control wiring harness, causing a short to ground or an open circuit (commonly due to interference between the front compartment wiring harness and the engine bracket).— Burnt water valve motor internal coil or damaged insulation causing a short to ground; or worn motor carbon brushes or corroded connector causing an open circuit.— Water ingress, oxidation/corrosion, or terminal back-out at the motor connector (plug/socket), causing poor contact (manifesting as an intermittent open circuit) or a short circuit between terminals.+2 more →
Actions
— Fault confirmation: Use VDS or a dedicated diagnostic tool to read the fault code. Confirm B2A5C14 is a current fault, not a history fault, and record the freeze frame data. Check if the heating function has failed and listen for the water valve operating sound (clicking).— Visual inspection: Locate the heater core three-way water valve (usually near the front compartment firewall or heater core inlet pipe; on Qin PRO models, it is typically on the left side of the compartment). Check the motor wiring harness for obvious damage, crushing, or burn marks. Check the connector for looseness, water ingress, or corrosion.+5 more →
B2A6600›
This DTC indicates the vehicle control system disabled high-voltage components of the thermal management or air conditioning systems (e.g., electric compressor, PTC heater, battery chiller). Trigger logic: When the air conditioning controller (ACU) or thermal management controller detects a high-voltage module status of "OK" or false "OK" (pseudo OK) via CAN bus message 244, it identifies a potential safety risk (such as a high-voltage interlock fault, over-temperature protection, or self-check failure with an incorrect status bit) and triggers the protection mechanism to cut off the high-voltage power supply. Typical causes include loss of high-voltage interlock loop (HVIL) integrity, thermal management over-temperature protection, unsynchronized CAN communication data, or internal high-voltage component faults.
Causes
— High-voltage interlock loop (HVIL) wiring open circuit, terminal back-out, or poor contact, causing the system to incorrectly detect an abnormal high-voltage module connection.— Thermal management system temperature sensor fault (battery pack coolant inlet temperature, motor coolant temperature, or air conditioning system temperature exceeds limits), triggering over-temperature protection logic.— CAN bus communication fault, specifically loss, data errors, interference, or transmission delays of message 244 (air conditioning/thermal management status message).+2 more →
Actions
— Connect the VDS diagnostic tool, read the complete fault codes and data stream, and check for accompanying B2A6700 (compressor start failure), U-series communication faults, or temperature sensor fault codes.— Check high-voltage interlock loop integrity: measure continuity at the HVIL pins on the low-voltage connectors of high-voltage components such as the electric compressor and PTC heater. Inspect the pins for push-out, oxidation, or water ingress.+5 more →
B2A6700›
This DTC indicates the Electric A/C Compressor (EAC) fails to establish normal speed or pressure after multiple consecutive start attempts following a start command. The system logs a start failure fault. The root cause is the compressor controller failing to provide a valid speed signal within the specified time (typically 2-3 seconds) or failing to build torque. On plug-in hybrid (DM) models, an electric compressor failure prompts the system to start the engine to drive the mechanical compressor (Belt-driven Compressor) as a backup cooling solution, triggering DTC B2A6700. This fault causes a complete loss of A/C cooling capacity, which is particularly severe in pure electric mode. Additionally, because the BYD thermal management system couples the battery chiller (Chiller) with the A/C system, a prolonged fault can cause power battery thermal management failure, triggering power limits or even high-voltage interlock disconnection.
Causes
— Electric compressor high-voltage power supply fault: Causes include a blown compressor fuse in the high-voltage distribution box, poor contact in the high-voltage interlock loop (HVIL), burnt main negative/main positive contactors, or a damaged IPM module on the compressor internal motor drive board, preventing the compressor from receiving sufficient high-voltage DC power (typically 320V-750V).— Compressor mechanical seizure or motor fault: Internal scroll wear causing seizure, motor permanent magnet demagnetization, bearing seizure, or compressor oil deterioration causes excessive start-up torque, triggering controller overcurrent protection and resulting in start-up failure.— Low-voltage control communication fault: LIN bus or CAN bus communication interruption (between BMS, VCU, and compressor controller), abnormal wake-up signal, or Enable signal circuit open or shorted to ground, preventing the compressor controller from receiving the correct speed command.+2 more →
Actions
— Diagnostic tool reading and freeze frame analysis: Use VDS2000 or Launch X431 to read all fault codes. Check for accompanying high-voltage interlock faults (P0A0D, P0A0E) or insulation faults (P1A00 series). Record the data stream for ambient temperature, battery SOC, compressor target speed, and actual speed at the time of the fault.— High-voltage safety check and insulation test: Disconnect the manual service disconnect (MSD). Wait 5 minutes for high-voltage discharge. Use a megohmmeter to measure the electric compressor high-voltage harness insulation resistance to ground (standard: >20MΩ). Inspect the high-voltage connectors for burn marks or backed-out pins. Measure high-voltage interlock circuit continuity.+4 more →
B2A7914›
This DTC indicates a short to ground or open circuit fault in the drive motor circuit of the 4-Way Heater Core Valve. The 4-way valve is a core actuator in the BYD thermal management system. It switches the coolant flow path to distribute heat among the heater core (PTC heating circuit), motor cooling circuit, and battery pack thermal management circuit. Damaged insulation in the motor winding or power supply wiring causes a short to ground, leaking abnormal current to the vehicle body ground. An internal motor break, a broken wiring harness, or a loose connector causes an open circuit, resulting in a loss of continuity. This fault causes the valve to stick in its current position, preventing coolant path switching based on thermal management demands. This failure leads to a loss of cabin heating, an inability to heat the battery, or insufficient motor cooling. Severe cases trigger thermal management system protective power limiting (limp mode), and extreme cases cause overheating damage to the motor or battery.
Causes
— Chafed or crushed water valve motor wiring harness insulation causing a short circuit to body metal parts, commonly in high-temperature and high-vibration areas of the front compartment.— Burnt or internally shorted stepper/DC motor coil in the four-way coolant valve, usually due to prolonged valve binding stalling and overheating the motor.— Connector water ingress causes oxidation and corrosion, resulting in excessive contact resistance that presents as an open circuit, or a short circuit between pins causing a short to ground.+2 more →
Actions
— Use VDS2000/VDS3.0 to read the complete fault codes and freeze frame data. Confirm the ambient temperature, water valve target position, and actual position when the fault occurred. Check for related fault codes (such as B2A7A12 short to power, B2A7B00 implausible position, etc.).— Visually inspect the exterior of the front compartment heater core 4-way water valve assembly (usually located near the firewall or the left side of the front compartment). Check for coolant leaks, damaged wiring harness sleeves, loose connectors, or burn marks.+5 more →
B2A7A12›
This DTC indicates the heater core 4-way water valve drive motor control circuit has shorted to the vehicle power supply (B+, typically 12V or a 5V reference voltage, depending on the specific drive circuit design). When the HVAC ECU or thermal management controller sends a PWM drive signal to the stepper or DC motor, it detects the motor feedback or drive circuit voltage remains continuously high (close to battery voltage). This exceeds the normal range; normal operation requires a pulsed voltage or ground return path. This prevents the controller from driving the 4-way water valve to switch the coolant flow direction, affecting the switch between the cabin PTC heating loop and the battery/motor cooling loop. In severe cases, this fault causes the drive chip to overheat and fail or the related fuse to blow, which triggers the thermal management system protection mechanism and limits power output.
Causes
— Physical damage to the wiring harness: Vibration chafing, sharp edges, or animal chewing damages the motor wiring harness insulation in the engine compartment or under the chassis, causing a short circuit to the vehicle body positive wiring harness (such as constant B+ or IGN power).— Internal motor short circuit: Aged, burnt, or damp insulation in the four-way water valve motor internal winding causes abnormal continuity between the coil and the motor housing (if grounded) or the power terminal.— Connector fault: Motor connector seal failure allows water ingress, causing electrolytic corrosion between terminals to form a conductive path, particularly a short circuit between the power pin and the motor drive pin; or a backed-out or bent terminal contacts an adjacent power terminal.+2 more →
Actions
— Safety preparation and initial inspection: Disconnect the high-voltage service disconnect (MSD) and wait 5 minutes for the high-voltage system to discharge completely; use a multimeter to check the DTC status and confirm it is a Current fault rather than a History fault; visually inspect the motor compartment and front compartment wiring harnesses for obvious damage or burn marks.— Harness continuity and short-circuit test: Disconnect the HVAC controller and four-way water valve motor connectors. Use a multimeter set to resistance to measure the insulation resistance between the motor-side harness and the power supply (B+); the value must be greater than 10 MΩ. Measure the controller-side harness for short circuits to ground and power to check for power supply cross-connections.+4 more →
B2A7B92›
DTC B2A7B92 indicates the actuator motor for the heater core (PTC heater assembly) 4-way valve cannot reach the target position. A stepper or DC motor drives the valve, changing the valve core position to switch coolant flow direction (e.g., directing heat to the heater core, battery heater, or bypass circuit). The ECU monitors the actual valve opening via a position sensor (potentiometer or Hall effect sensor). The ECU sets this fault when the deviation between the commanded position and the actual feedback position exceeds the calibrated threshold (typically 5%-10%), or when the motor drive current continuously exceeds the stall protection value (approximately 600-800mA) for 2-5 seconds. This fault prevents the thermal management system from distributing heat as required, resulting in poor cabin heating, limited charging power at low battery temperatures, or abnormal coolant circulation. It does not directly affect high-voltage safety.
Causes
— Four-way water valve internal mechanical binding: Coolant impurities, scale, or aged sealant obstruct the valve core guide rail, resulting in insufficient motor drive torque to move the valve into position.— Water valve drive motor fault: Worn internal motor carbon brushes, burnt commutator, worn reduction gear teeth, or lack of lubrication causing reduced output torque or free-spinning.— Position sensor signal distortion: Sensor sliding contact oxidation, resistive track wear, or magnetic field interference on the Hall element causes a non-linear deviation between the feedback voltage and actual position.+2 more →
Actions
— Use the VDS diagnostic tool to read the DTC freeze frame data. Record the ambient temperature, Target Position, and Actual Position values when the fault occurred, and confirm the deviation amount.— Perform Active Test: Use the diagnostic tool to command the water valve to cycle between 0% and 100%. Observe the valve for smooth movement. Listen to the motor for abnormal clicking or humming stall noises to determine if the fault is electrical or mechanical.+5 more →
B2AB0-49›
DTC B2AB0-49 indicates an abnormality in the electric A/C compressor current sampling circuit. In electric compressors driven by a three-phase permanent magnet synchronous motor (PMSM), the controller (MCU) monitors the motor phase currents (U/V/W phases) in real time via a Hall effect sensor or precision shunt resistor for field-oriented control (FOC) and overcurrent protection. This fault indicates the sampling signal exceeds the valid threshold (open circuit, short circuit, or short to power/ground). Consequently, the compressor controller cannot accurately read the motor current value and triggers a protection mechanism to stop the compressor, impairing A/C cooling and battery thermal management functions. This is a hardware-level circuit fault, not a software logic error.
Causes
— Damaged or aged internal Hall current sensor in the electric compressor, causing output signal drift or interruption.— Current sensing resistor on the compressor controller board (PCB) (typically a milliohm precision resistor) burnt out or has a cold solder joint.— Poor contact, backed-out terminals, or corrosion from water ingress in the low-voltage signal wiring harness, causing abnormal transmission of the 5V reference voltage or sampling signal.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read all fault codes, check for accompanying related faults such as B2AB049 and B2AC000, and record the freeze frame data.— Inspect the electric compressor low-voltage connector (usually located on the top or side of the compressor, 4-5 pins) for looseness, water ingress, or pin oxidation. Measure the connector terminal voltages to verify the power supply (+12V/+5V), ground (GND), and CAN line (around 2.5V) are normal.+4 more →
B2AB1-49›
This DTC specifically indicates a phase-loss fault in the built-in three-phase permanent magnet synchronous motor of the electric A/C compressor (E-Compressor). The compressor controller (Inverter) detects a severe three-phase current imbalance via Hall sensors or current sampling circuits (one phase current is zero or the difference is >30%), or detects an abnormal back-EMF waveform, determining a phase-loss condition. This fault typically indicates poor contact at the compressor high-voltage harness, an open motor winding, a damaged controller power module (IPM), or an abnormal low-voltage control signal. Because BYD uses an integrated thermal management system for the battery, motor, and cabin, the A/C compressor handles both cabin cooling and battery/motor coolant heat dissipation. This fault causes A/C failure and, under high-load operating conditions, triggers battery or motor overheat protection, limiting power output (entering limp mode).
Causes
— Compressor three-phase high-voltage harness connector (U/V/W phases) is loose, oxidized, burned, or has backed-out pins, causing excessive contact resistance or an intermittent open circuit, especially on early Qin series models where the front compartment layout subjects the harness to vibration.— A damaged internal IGBT power module or drive circuit in the electric compressor controller (inverter) fails to output a complete three-phase waveform. This typically occurs after poor heat dissipation or a high-voltage surge.— Compressor motor winding open circuit (broken enameled wire) or phase-to-phase short circuit causing three-phase impedance imbalance. Insufficient refrigerant typically causes compressor overheating or mechanical seizure, leading to this fault.+2 more →
Actions
— Use a BYD VDS or X-431 to read the complete fault codes and freeze frame data. Record the vehicle speed, SOC, compressor speed, and three-phase current values (Iu/Iv/Iw) at the time of the fault. Confirm whether the fault is current or historical, and check for accompanying related faults such as B2AB049 (current sampling circuit fault).— Perform the high-voltage power-down procedure (disconnect the service switch and wait 5 minutes). Remove the front compartment lower shield. Visually inspect the electric compressor three-phase high-voltage wiring harness connector (usually marked U, V, W) for looseness, burn marks, backed-out terminals, water ingress, or verdigris oxidation. Specifically check 2018-2019 Qin PRO models for detached wiring harness retaining clips.+5 more →
B2AB149›
This DTC indicates a phase loss in the internal three-phase permanent magnet synchronous motor of the electric A/C compressor (E-Compressor). When the compressor controller (inverter) supplies power to the motor U/V/W three-phase windings, it detects a loss of at least one phase current or a voltage drop exceeding the threshold. Open windings, open high-voltage harnesses, or damaged IGBT power modules typically cause this condition. This fault prevents the compressor from generating effective torque and forces it to stop, which disables the A/C cooling and heating functions and triggers the thermal management system derating protection. In vehicles like the BYD Qin EV, battery cooling relies on the A/C refrigerant circuit; therefore, this fault may indirectly raise the battery pack temperature and limit charge and discharge power.
Causes
— Compressor high-voltage wiring harness connector burnt or loose: Long-term vibration or excessive contact resistance generates high temperatures at the three-phase high-voltage plug (usually located on top of the compressor). This causes the pins to burn and retract, resulting in an open circuit in one phase.— Electric compressor controller (IPM module) fault: Breakdown of the upper and lower bridge arms in single or multiple phases of the built-in IGBT power module, or drive circuit damage, prevents the output of a complete three-phase sine wave voltage.— Compressor motor winding burnt out: Insulation breakdown, over-temperature, or overload causes an open circuit (infinite resistance) in one phase or an inter-turn short circuit in the internal three-phase motor winding.+2 more →
Actions
— Diagnostic scan: Use VDS2000/3000 to read all fault codes. Check for accompanying B2AB2-49 (IPM fault), B2AB3-11 (compressor overcurrent), or high-voltage interlock faults. Record freeze frame data from when the fault occurred (bus voltage, three-phase current values).— High-voltage safety check: Disconnect the low-voltage battery negative terminal, wait 5 minutes, wear insulated gloves, remove the compressor high-voltage service disconnect, and verify the high-voltage system has no residual voltage (<60V DC).+4 more →
B2AB2-49›
This fault code indicates the IPM (Intelligent Power Module) inside the air conditioning compressor controller detects an IGBT (Insulated Gate Bipolar Transistor) malfunction. In the BYD thermal management system, the electric compressor operates on a high-voltage DC drive. The IPM module inverts the high-voltage DC into three-phase AC to drive the compressor motor. DTC B2AB2-49 indicates the controller detects a hardware-level fault in the power semiconductor device. Possible causes include a triggered IGBT overcurrent protection, module overheating (junction temperature exceeding 150°C), an upper and lower bridge arm shoot-through short circuit, abnormal gate drive voltage, or activation of the IPM internal self-protection circuit (FO fault output). This fault shuts down the compressor, affecting cabin cooling and battery pack thermal management (liquid cooling). In extreme cases, it can trigger a protective disconnection of the high-voltage system.
Causes
— IPM/IGBT power module thermal or electrical breakdown: prolonged high-load operation, insufficient refrigerant causing poor heat dissipation, or excessive internal junction temperature damaging the IGBT chip.— Compressor motor winding fault: stator winding inter-turn short circuit or insulation failure to ground (insulation resistance below 2MΩ), causing power module output overcurrent.— Compressor controller drive circuit fault: Burnt gate drive resistor, damaged drive optocoupler/isolation chip, or failed bootstrap capacitor causing an abnormal IGBT drive waveform.+2 more →
Actions
— Diagnostic tool check: Use VDS or BYD Diagnosis to read all fault codes. Check for accompanying faults such as B2AB149 (motor phase loss) and B2AC349 (compressor overcurrent). Record freeze frame data (high voltage, compressor speed, IGBT temperature).— Visual and wiring harness inspection: Check the compressor controller low-voltage connector (8PIN/12PIN) for water ingress, oxidation, or backed-out terminals; check the high-voltage wiring harness (HV+, HV-) insulation for damage and verify the tightening torque meets the 9N·m standard.+6 more →
B2AB249›
DTC B2AB249 indicates a fault in the IGBT (Insulated Gate Bipolar Transistor) power device or drive circuit inside the electric air conditioning compressor drive module (IPM, Intelligent Power Module). In models such as the BYD Qin EV, high-voltage DC drives the electric compressor. The IPM converts this high-voltage DC power into three-phase AC power to drive the compressor motor. IGBT overcurrent, overtemperature, overvoltage, or an internal module short circuit typically triggers this fault, initiating compressor shutdown protection. This affects air conditioning cooling/heating functions and battery thermal management capabilities. This is a hardware-level fault; in most cases, a power reset cannot permanently clear it.
Causes
— Poor heat dissipation of the electric compressor drive module (IPM) or a blocked cooling circuit causing the IGBT junction temperature to exceed the protection threshold (typically >150°C).— IGBT power device breakdown or aging due to compressor motor winding short circuit, insulation failure, or high-voltage surge.— Internal fault in the compressor controller current detection circuit causing a false overcurrent fault.+2 more →
Actions
— Use the VDS2000/VDS2100 diagnostic tool to read complete fault codes and freeze frame data. Record key parameters at the time of the fault, such as compressor speed, high voltage, and IGBT temperature.— Check the electric compressor high-voltage wiring harness connector (usually on the top or side of the compressor) for burn marks or looseness. Measure the continuity of the high-voltage interlock circuit.+5 more →
B2AB3-49›
This DTC indicates a fault in the internal temperature monitoring circuit of the electric air conditioning compressor (E-Compressor). Specifically, the compressor control module (IPM) detects the internal NTC thermistor signal falls outside the valid range (open circuit, short circuit, or signal drift). As a result, the module cannot accurately read the real-time temperature of the compressor motor windings or power module. This failure disables the thermal management strategy. To prevent overheating damage, the system forces the compressor off, directly degrading air conditioning cooling performance and disrupting the battery pack thermal management loop. In severe cases, the system fails to cool the traction battery effectively.
Causes
— Compressor internal temperature sensor (NTC thermistor) aging, open circuit, or short circuit— Backed-out terminals, poor contact, or corrosion at the compressor low-voltage wiring harness connector (commonly at connector G09)— Compressor cooling circuit fault (insufficient coolant, electronic water pump failure, or radiator blockage) causes actual overheating and triggers protection.+2 more →
Actions
— Use the dedicated diagnostic tool to read the DTC freeze frame and record the temperature, high voltage, and compressor speed when the fault occurred.— Check the compressor low-voltage wiring harness connectors (G09, etc.) for backed-out pins, looseness, or water corrosion. Measure the terminal resistance.+5 more →
B2AB349›
This DTC indicates an abnormal signal or functional failure of the temperature sensor integrated inside the Electric A/C Compressor. This sensor is embedded near the compressor motor winding or power module (IPM). It monitors the operating temperature of the compressor core components in real time to prevent motor demagnetization or controller damage from overheating. When the sensor experiences an open circuit, short circuit, signal drift, or detects a value outside the normal threshold (-40°C to 150°C), the compressor controller triggers DTC B2AB349 and enters protection mode, forcibly cutting operating power to the compressor. This fault directly causes the air conditioning system to lose cooling capacity. In extreme cases, the lack of cooling may indirectly affect the traction battery thermal management circuit, but it typically does not limit vehicle power.
Causes
— Damaged compressor internal temperature sensor, or thermistor resistance drift (due to long-term high-temperature aging or refrigerant chemical corrosion).— Temperature signal acquisition circuit fault on the compressor controller PCB (such as a burnt sampling resistor, failed filter capacitor, or dry solder joint).— Open circuit in the compressor internal temperature sensor wiring harness, or poor connector contact (caused by continuous compressor vibration).+2 more →
Actions
— Scan the entire vehicle system using VDS2000 or the latest diagnostic tool, verify B2AB349 is a current fault that will not clear, and record the freeze frame data.— Read the air conditioning system data stream and check if the 'compressor internal temperature' value is abnormal (e.g., displays -40°C, 150°C, or significantly deviates from ambient temperature).+7 more →
B2AB4-1D›
This DTC indicates the electric air conditioning compressor (E-Compressor) internal high-voltage drive circuit detected an abnormal overcurrent condition. Specifically, the compressor's built-in permanent magnet synchronous motor (PMSM) drive current exceeded the IGBT power module safety threshold (typically 30-50A, depending on the vehicle model). This fault involves the compressor internal high-voltage inverter module, motor winding insulation condition, or an abnormal mechanical load. The compressor control unit (ECU) triggers this fault when it detects, via the Hall current sensor, that the instantaneous phase current continuously exceeds the calibrated threshold (e.g., 60A/100ms or 80A/10ms). This fault initiates an automatic compressor protective shutdown, affecting air conditioning cooling and battery thermal management functions. In extreme cases, it may damage the high-voltage fuse or high-voltage wiring harness.
Causes
— Inter-turn short circuit in the internal compressor motor winding or decreased phase-to-phase insulation resistance (below 20MΩ) causes abnormally high operating current, typically resulting from prolonged high-temperature operation or degraded refrigerant oil.— Compressor controller IGBT power module breakdown (such as Infineon or ST brand modules) causes upper and lower bridge arm shoot-through or phase-loss operation, triggering overcurrent protection.— Scroll plate mechanical binding or wear (commonly due to refrigerant contamination or poor lubrication), causing a sudden increase in motor load torque and a corresponding rise in drive current.+2 more →
Actions
— High-voltage safety procedure: Perform the standard power-down procedure (OFF position → disconnect low-voltage battery negative terminal → remove service disconnect/MSD → wait 5 minutes → verify zero voltage). Ensure the high-voltage system voltage is below 60V.— In-depth DTC diagnosis: Use VDS2000 or Launch X431 to read all DTCs. Check for accompanying fault codes (e.g., B2AB349 temperature sensor fault, B2AB149 motor phase loss). Review the Fault Freeze Frame data for the compressor speed, current, and bus voltage recorded at the time of the fault.+5 more →
B2AB41D›
This fault code indicates the internal drive current of the thermal management system electric scroll compressor (E-Compressor) exceeds the safety threshold set by the MCU (microcontroller unit) (typically peak current >45A or sustained RMS current >15A). This hardware-level protection fault indicates the compressor permanent magnet synchronous motor (PMSM) or its integrated controller (including the IPM intelligent power module) detects abnormal current consumption. During compressor start-up or operation, the controller triggers this fault if Hall sensors detect a three-phase current imbalance exceeding 10%, or if the instantaneous DC bus current exceeds the calibrated limit (approximately 22-25A) for over 100ms. The compressor stops immediately to protect the IGBT power devices, affecting cabin air conditioning cooling/heating and battery pack liquid cooling functions. A prolonged fault may burn out the compressor controller or blow the high-voltage fuse (typically 30A-40A).
Causes
— Inter-turn short circuit in the electric compressor internal motor winding or degraded phase-to-phase insulation (insulation resistance <20MΩ), causing an abnormal increase in electromagnetic load and a surge in operating current.— Compressor integrated controller fault, including IGBT breakdown in the IPM (Intelligent Power Module), current sampling resistor (shunt resistor) drift, or an abnormal gate drive circuit causing three-phase drive waveform distortion.— Excessive mechanical load on the air conditioning system, such as refrigerant overcharge (exceeding the standard value of 550g±25g), a blocked receiver-drier/expansion valve causing excessive high-side pressure (>2.5MPa), internal compressor mechanical seizure, or a lack of refrigerant oil (POE oil) causing poor lubrication.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete fault codes and freeze frame data. Record the following parameters at the time of the fault: compressor speed (rpm), high-voltage bus voltage (V), three-phase current (A), refrigerant high- and low-side pressures (kPa), IGBT temperature (°C), and fault occurrences (Trip Counter).— Perform the standard high-voltage power-down procedure (turn off the ignition, disconnect the low-voltage battery negative terminal, and wait 5 minutes). Wear CAT III 1000V insulated gloves and use an insulation resistance tester to measure the insulation resistance between the compressor high-voltage input terminal and the vehicle body (Standard: >500MΩ).+5 more →
B2AB5-73›
DTC B2AB5-73 indicates the electric air conditioning compressor (E-Compressor) failed its start-up self-check. The compressor controller (Inverter) generates this fault if it receives a start command from the VCU (Vehicle Control Unit) but fails to establish normal speed feedback or a normal high-voltage DC bus within the specified time (usually 3-5 seconds). Technical causes include abnormalities in the high-voltage interlock (HVIL) circuit integrity, DC bus pre-charge logic, compressor motor phase current detection, or the LIN bus communication handshake protocol. In the BYD thermal management system, this compressor handles both cabin air conditioning and battery pack liquid cooling/heating functions. When this fault triggers, the system inhibits compressor operation. This inhibition can cause battery thermal management failure, subsequently triggering power limitation (reduced-power driving) or preventing high-voltage power-up.
Causes
— High-voltage interlock loop (HVIL) pin backed out or corroded: Poor contact at the compressor high-voltage connector interlock pin causes the vehicle control unit to detect an incomplete high-voltage circuit, preventing compressor startup.— Compressor controller internal IGBT or drive circuit fault: A damaged power module on the controller PCB prevents three-phase AC output to drive the scroll plate, resulting in high-voltage input with no current output.— LIN bus communication fault: Short circuit, open circuit, or signal interference in the LIN wiring harness between the compressor controller and the air conditioning controller (AC ECU) prevents speed command transmission or causes feedback signal loss.+2 more →
Actions
— Read the complete DTC and freeze frame data using the diagnostic tool: Use VDS or ED400 to read the data streams recorded when the fault occurred, including ambient temperature, battery SOC, compressor target speed, actual speed, high-voltage bus voltage, and compressor current, to determine whether the fault is intermittent.— High-voltage interlock circuit check: Disconnect the compressor high-voltage connector and measure continuity between the HVIL circuit pins (should be less than 1 Ω). Check the connector for backed-out pins, burn marks, or signs of water ingress. Clean or replace the wiring harness if necessary.+5 more →
B2AB573›
This DTC indicates an abnormal driver seat fore-aft position sensor signal or a Seat Control Unit (SCU) communication fault. The ECU detects a sensor signal voltage outside the normal range (0.5-4.5V), an inconsistent signal, or a complete signal loss. This disables the seat memory system and easy entry/exit functions. Typically a Hall-effect or potentiometer type, the sensor mounts on the seat rail. It monitors the seat fore-aft position in real time, providing position feedback to the memory function and intelligent cockpit system. Although the fault message displays "start-up failure", a seat position signal failure actually prevents the related functions from starting.
Causes
— Oxidized, loose, or corroded pins (green corrosion) at the under-seat wiring harness connector, causing interrupted signal transmission or excessive resistance.— Faulty longitudinal position sensor (internal wiper wear, Hall element failure, or resistor open circuit), causing the signal to jump or remain fixed at a specific position.— Jammed seat rail, foreign object ingress (such as coins), or insufficient lubrication, causing excessive wear of the sensor mechanical structure, stalling, or motor overload.+2 more →
Actions
— Use VDS2000 or Launch X431 to read the Seat Control Unit (SCU) fault codes, confirm B2AB573 is a current code, and check the freeze frame data for the seat status recorded when the fault occurred.— Access the data stream and monitor the "driver seat fore-aft position" value. Manually move the seat through its full travel range and observe if the value changes linearly (the value should change continuously between 0-255mm or 0.5-4.5V, without jumps or fixed values).+7 more →
B2AB6-4B›
DTC B2AB6-4B indicates the Electric A/C Compressor internal temperature sensor detects a temperature outside the normal operating range (typically >120°C or an abnormal temperature rise rate). This fault indicates the compressor internal thermal protection mechanism triggered. Electrical insulation failure, mechanical friction overheating, abnormal controller drive, or refrigerant circulation faults can cause this condition. This fault disables the air conditioning cooling function. In severe cases, thermal management system anomalies may trigger the 'EV Function Limited' protection mode, restricting the vehicle's pure electric driving capability. It typically does not affect high-voltage system safety.
Causes
— Internal insulation failure in the electric compressor (short to ground or insulation resistance <0.5 MΩ), converting leakage current into heat.— Compressor Controller fault causing abnormal drive current or loss of speed control, resulting in overheating.— Scroll plate wear or design defect (early version without a sealing ring), causing internal gas leakage, reduced compression efficiency, and abnormal heating.+2 more →
Actions
— Connect the VDS diagnostic tool and read all fault codes. Check for accompanying fault codes such as B2AB573 (operation unsuccessful) and B2AB41D (internal current too high). Record the compressor speed, current, and temperature data stream.— Use a megohmmeter to measure the insulation resistance between the electric compressor high-voltage terminal and ground. The normal value is >20 MΩ. A reading of <0.5 MΩ confirms an insulation failure.+5 more →
B2AB64B›
DTC B2AB64B indicates the electric A/C compressor internal temperature monitoring point detects an abnormally high temperature or an abnormal temperature signal. On 2019 BYD Qin EV models, this fault typically indicates the electric scroll compressor (BYD in-house or third-party supplied) internal motor winding temperature, power module (IPM) temperature, or compressor housing temperature exceeds the normal operating range (typical threshold: 110–130°C). When this fault occurs, the compressor controller enters protection mode. It limits compressor speed or stops operation to prevent insulation damage or mechanical seizure. Because the Qin EV uses the A/C system for battery thermal management (the battery chiller integrates into the A/C circuit), this fault causes loss of cabin cooling and can reduce traction battery cooling capacity, subsequently triggering battery thermal management power derating protection.
Causes
— Abnormal refrigerant circulation: System refrigerant leak causes insufficient flow, or air/moisture in the refrigerant causes poor compressor cooling and lubrication, resulting in frictional heating of the compressor pump body.— Compressor temperature sensor fault: An open circuit, short circuit, or resistance drift in the NTC thermistor, as well as water ingress or poor connection at the sensor wiring harness connector, causes a false high-temperature warning.— Compressor internal mechanical fault: scroll plate wear, bearing seizure due to lack of lubrication, or degraded motor insulation increases operating resistance and copper loss, generating abnormal heat.+2 more →
Actions
— Use VDS2000 or the BYD dedicated diagnostic tool to read freeze frame data. Record the compressor speed, high-side pressure, internal temperature, and ambient temperature at the time of the fault to determine whether the condition is actual overheating or a false sensor reading.— Check the air conditioning system refrigerant quantity and purity. Use a refrigerant recovery machine to extract and weigh the refrigerant to check for a low charge (standard quantity: approx. 600-700g, depending on configuration). If necessary, perform a pressure-holding leak test (hold pressure at 1.5MPa; 30-minute pressure drop <0.1MPa).+4 more →
B2AB7-74›
DTC B2AB7-74 (diagnostic tools typically display this as B2AB774) indicates the actual speed of the electric compressor or PTC heater deviates from the target speed beyond the system threshold (typically ±10%-15%), or the speed feedback signal is abnormal or missing. This fault indicates a thermal management system closed-loop control anomaly involving the permanent magnet synchronous motor (PMSM) field-oriented control (FOC) algorithm monitoring. The controller triggers this fault upon detecting the speed feedback from the rotor position sensor (resolver or Hall sensor) mismatches the PWM modulation target, or when an abnormal three-phase current waveform causes a loss of synchronization. This fault may limit air conditioning cooling/heating functions and reduce thermal management efficiency. In extreme cases, it triggers high-voltage interlock protection and cuts off the compressor high-voltage power supply to protect the motor and controller.
Causes
— Internal mechanical binding or wear in the electric compressor or PTC heater, or degraded refrigerant oil, preventing actual speed from matching target speed.— Three-phase high-voltage wiring harness connector is burnt, loose, or has excessive contact resistance, causing drive voltage drop and speed fluctuation.— Oxidized or loose compressor/PTC controller ground point, or internal 12V/5V power supply module fault, causing abnormal speed signal acquisition.+2 more →
Actions
— Read the complete fault codes and data stream using VDS or a dedicated diagnostic tool. Compare the difference between 'target speed' and 'actual speed'. Confirm the operating conditions (start-up/running/gear shifting) when the fault occurred.— Perform a high-voltage system insulation test. Measure the insulation resistance to ground of the compressor/PTC high-voltage positive and negative terminals (standard: >500 MΩ). Check the integrity of the high-voltage interlock circuit.+5 more →
B2AB774›
DTC B2AB774 indicates abnormal speed feedback from the electric A/C compressor. Specifically, the compressor control module (MCU) detects a deviation between the actual compressor motor speed and the target commanded speed exceeding the threshold (typically >15%), a lost speed signal, or excessive speed fluctuation (jitter). This fault affects a core actuator in the thermal management system. It can reduce A/C cooling/heating performance, cause thermal management failure, and subsequently trigger motor or battery over-temperature protection. In pure electric models like the Qin EV, high voltage (typically 320V-750V) directly drives the electric compressor. The system uses sensorless vector control (FOC) or Hall sensor feedback for speed control. This fault essentially indicates instability in the closed-loop speed control.
Causes
— Compressor mechanical fault: Scroll plate wear and binding, motor bearing seizure, or refrigerant oil degradation increases frictional torque, preventing actual speed from tracking the target value.— Compressor controller fault: Damaged IPM power module, MCU program crash, or bus capacitor aging causing drive waveform distortion, resulting in speed fluctuation or loss of synchronization.— Abnormal speed feedback signal: Damaged Hall sensor, poor signal wiring harness shielding allowing EMC interference, oxidized connector pins causing loss of speed pulse signal.+2 more →
Actions
— Diagnostic scan: Use VDS2000 or Launch PAD5 to read the complete DTC and view freeze frame data (compressor speed command value, actual feedback value, bus voltage, phase current, and IGBT temperature at the time of the fault). Determine if the fault is "speed too high", "speed too low", or "abnormal speed signal".— Visual and wiring harness inspection: Check the compressor high-voltage wiring harness (orange) insulation for damage and the low-voltage signal connector (usually 4-6 pin) for water ingress or oxidation. Measure the connector pin voltages (constant power, IG signal, PWM control, feedback signal).+4 more →
B2AB8-1C›
DTC B2AB8-1C (abbreviated from B2AB81C) indicates the Electric A/C Compressor controller detected an abnormally high three-phase drive voltage. This fault involves the Intelligent Power Module (IPM) or IGBT drive circuit inside the compressor controller (Inverter). The controller triggers this fault upon detecting any of the following conditions: 1) Inter-turn short circuit, open circuit, or unbalanced resistance in the compressor internal permanent magnet synchronous motor (PMSM) three-phase windings, causing abnormal back electromotive force (BEMF); 2) Overcurrent, overheating, or power transistor breakdown in the controller internal IPM; 3) Transient spike in the high-voltage DC bus voltage (e.g., precharge failure or stuck HV battery relay); 4) Compressor mechanical seizure (e.g., scroll plate wear or lack of refrigerant oil) causing a sudden load increase and abnormal current and voltage rise. This fault triggers a protective compressor shutdown, causes complete air conditioning system failure, and may affect battery thermal management (e.g., liquid cooling plate circulation). This is a level 2 severe fault.
Causes
— Compressor internal motor winding fault: Unbalanced three-phase winding resistance (normal resistance is approximately 0.5-1.0 Ω; difference between any two phases must be less than 0.1 Ω), or decreased winding-to-housing insulation resistance (below 20 MΩ), causing abnormal phase voltage detection.— Compressor controller IPM module damaged: IGBT or MOSFET breakdown in the intelligent power module, or gate drive circuit failure. Typically occurs with controller overheating, burn marks, or DTC B2AB249 (IPM IGBT fault).— High-voltage wiring harness and connector fault: Backed-out pins, looseness, or water ingress and burn damage at the compressor high-voltage connectors (B28/B29) increase contact resistance and generate voltage spikes, or a damaged shielding layer causes electromagnetic interference.+2 more →
Actions
— Step 1 - Fault code reading and freeze frame analysis: Use a VDS or X431 diagnostic tool to read all DTCs. Confirm B2AB81C (or B2AB8-1C) and any accompanying fault codes (e.g., B2AB249 IPM fault, B2AB997 overload, B2AB349 temperature sensor fault). Record the freeze frame data (HV voltage, compressor speed, inverter temperature, phase current values).— Step 2 - High-voltage safety and visual inspection: Disconnect the high-voltage service disconnect (MSD) and wait 5 minutes to discharge the capacitors. Inspect the front compartment electric compressor high-voltage harness connectors (B28, B29) for looseness, backed-out pins, water ingress, burning, or corrosion. Inspect the controller heat sink for blockages and the controller mounting bracket for looseness.+4 more →
B2AB81C›
This DTC indicates abnormal three-phase inverter voltage in the electric A/C compressor (electric scroll compressor) drive system. Specifically, the Intelligent Power Module (IPM) driving the compressor's built-in Permanent Magnet Synchronous Motor (PMSM) detects the equivalent voltage of any U/V/W phase exceeding the safety threshold (typically >650V DC peak voltage after PWM modulation). This fault triggers a protective compressor shutdown, disabling the A/C system. It may also derate the vehicle thermal management system, affecting power battery cooling and heating functions. Fundamentally, this indicates a high-voltage drive circuit or voltage sampling circuit fault. Determine whether the condition is a true overvoltage (high-voltage bus fault) or a false overvoltage (sensor drift).
Causes
— Abnormal bus voltage surge in the high-voltage power distribution system: such as DC fast charger overvoltage output, abnormal regenerative braking energy recovery causing instantaneous traction battery overcharge, or a precharge/voltage divider resistor fault in the high-voltage power distribution box causing sampled voltage distortion.— Compressor controller (IPM module) voltage sampling circuit fault: Voltage divider resistor drift, operational amplifier damage, or A/D converter chip failure causes the controller to falsely detect high phase voltage.— Compressor three-phase high-voltage wiring harness insulation damage: Harness wear causes high voltage to leak into the low-voltage signal circuit, or shielding failure introduces electromagnetic interference, causing erratic voltage sampling values.+2 more →
Actions
— Read freeze frame data: Use the BYD VDS2000/3000 diagnostic tool to read the freeze frame at the moment the fault occurred. Record the high-voltage bus voltage (HV Voltage), phase current (Phase Current), compressor speed (RPM), and IGBT temperature to determine whether the condition is a steady-state overvoltage or a transient spike.— High-voltage system voltage verification: In the READY state, use a CAT III 1000V multimeter to measure the total traction battery voltage and compare it with the diagnostic tool reading. The deviation must be <5V. Check the fast charging port CC/CP signals and BMS data stream to rule out charging system overvoltage.+5 more →
B2AB9-97›
DTC B2AB9-97 indicates an internal fault or performance abnormality in the passenger seat Occupant Classification System (OCS) sensor, not "air conditioning load too high" as stated in the original information. Integrated into the front passenger seat cushion, the sensor uses pressure-sensitive elements to detect seat occupancy and passenger weight range. It outputs an analogue voltage signal to the airbag control unit (SRS ECU) (normal range 2.5V-3.5V, varying with weight). The ECU sets this code upon detecting a fixed sensor signal voltage, a voltage outside the valid range, or an open or short circuit exceeding the threshold. This fault forcibly disables the front passenger airbag (the instrument cluster displays "PASS AIR BAG OFF") or prevents the system from adjusting the deployment strategy based on passenger weight during a collision. This severely compromises passive safety system operation and requires immediate repair.
Causes
— OCS sensor unit damaged: Internal pressure-sensitive resistor or circuit board failure causes a constant output signal voltage (e.g., stuck at 0.2V or 5V) that does not change with seat load.— Wiring harness connection fault: poor contact at the yellow dedicated connector under the seat, terminal pin back-out, broken locking tab, or seat slide rail adjustment pulling the wiring harness and causing an intermittent open circuit.— Liquid ingress damage: Rainwater, beverages, or wet clothing seeping into the seat cushion causes sensor circuit board oxidation, short circuits, or degraded insulation performance.+2 more →
Actions
— Diagnostic scan: Use BYD VDS or ED400 to enter the SRS system and read the freeze frame data for DTC B2AB9-97. Check if the 'OCS sensor voltage' in the data stream varies with pressure within the 2.5V-3.5V range. A constant 0V or 5V indicates an open or short circuit in the sensor or wiring.— Basic circuit inspection: Inspect the yellow 2-pin or 3-pin connector under the front passenger seat (usually located beneath the front of the seat) for looseness, water ingress, or corrosion. Measure the connector power supply terminal voltage to ground; it should be 12V (ignition ON). Measure the ground terminal resistance to ground; it should be less than 1Ω.+5 more →
B2AB997›
DTC B2AB997 indicates the electric air-conditioning compressor (E-Compressor) operating load exceeds the system-calibrated safety threshold. The compressor controller or vehicle control unit (VCU) triggers this fault in the BYD Qin EV thermal management system when it detects a compressor drive current continuously exceeding the rated value (typically >15-20A, depending on operating conditions), an abnormal drop in speed feedback (stall risk), or an abnormal rise in torque demand. The system then registers an 'excessive load'. This protective fault prevents compressor mechanical damage, high-voltage circuit overload, or thermal management system failure. The fault can reduce air-conditioning cooling capacity and automatically shut down the compressor. Extreme cases may trigger high-voltage interlock protection, affecting battery thermal management functions.
Causes
— Internal mechanical seizure or lubrication failure of the electric compressor: scroll plate wear, bearing seizure, or degraded or insufficient refrigerant oil, causing increased mechanical resistance torque.— Abnormal air conditioning system pressure: high condenser pressure (dirty or blocked condenser, faulty cooling fan, high ambient temperature), low evaporator pressure (faulty expansion valve, blocked line), or refrigerant overcharge (excess liquid refrigerant creates liquid slugging risk).— High-voltage power supply system fault: unstable traction battery voltage (undervoltage or overvoltage), poor contact in high-voltage wiring harness (burnt or loose connectors causing increased resistance), compressor controller (IPM) power module fault.+2 more →
Actions
— Fault confirmation and data reading: Use the VDS2000/VDS3000 diagnostic tool to read all fault codes and confirm if B2AB997 is a current fault. Read the data stream and check the compressor current (A), speed (rpm), duty cycle (%), high-voltage bus voltage (V), A/C high pressure (MPa), and condenser outlet temperature (°C).— High-voltage safety check: Perform the high-voltage power-down procedure, wear insulated gloves, measure the compressor high-voltage wiring harness insulation resistance (standard value ≥20MΩ), check the high-voltage connectors (B23/B24) for burning or backed-out pins, and measure the contact resistance (must be <0.1Ω).+5 more →
B2ABA-1C›
DTC B2ABA-1C indicates a fault in the internal low-voltage power conversion module of the Electric Air Conditioning Compressor (EAC) controller. The compressor controller converts the vehicle 12V low-voltage DC power into lower voltages, such as 5V and 3.3V, to power the internal MCU, CAN transceiver, position sensor, and drive circuit. If the internal DC-DC conversion circuit, voltage regulator chip, or related filter capacitors experience a short circuit, open circuit, or abnormal voltage output (overvoltage or undervoltage), the compressor control unit fails its self-check and reports this fault. This fault prevents the compressor from starting or causes a sudden shutdown during operation, affecting air conditioning cooling and battery/motor thermal management functions. This condition typically does not shut down the high-voltage system; the vehicle remains drivable with caution.
Causes
— Overheating damaged the compressor controller's internal 12V-5V DC-DC conversion chip or power management IC, commonly due to prolonged high-load operation or poor heat dissipation.— Loose connection in the external low-voltage power supply circuit, poor fuse contact, or excessive voltage fluctuation, causing the internal power supply module to repeatedly cycle on and off or sustain overload damage.— Compressor internal drive board capacitor aging and breakdown, or inductor open circuit, causing a load short circuit in the power conversion circuit.+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Confirm if other related fault codes (such as communication faults, overheating faults, etc.) accompany B2ABA-1C.— Check the air conditioning compressor low-voltage power supply fuse (usually 10A-15A) and relay in the front compartment fuse box. Measure their continuity and contact resistance.+8 more →
B2ABA1C›
DTC B2ABA1C indicates a fault in the internal low-voltage DC power conversion module of the electric air conditioning compressor (E-Compressor) controller. This module converts the vehicle 12V battery voltage to 5V/3.3V to power the main control MCU, temperature sensor, current sensor, and LIN/CAN communication chips on the compressor control board. The controller sets this code when the internal DC-DC conversion circuit output voltage falls outside the permitted range (typically below 4.5V or above 5.5V), triggers short-circuit protection, or sustains a MOSFET breakdown. This fault disables the compressor control logic and prevents it from responding to air conditioning start commands. This directly affects cabin cooling/heating and the battery pack liquid cooling circuit, but does not compromise high-voltage drive system safety.
Causes
— Aging or breakdown of the MOSFET or filter capacitor in the compressor controller internal DC-DC power module, causing abnormal 5V output.— Intermittent open circuit or voltage fluctuation (below 9V or above 16V) in the 12V low-voltage supply line causes a protective lockout of the internal power supply module.— Compressor controller seal failure allows condensate or moisture to enter, causing a short circuit or corrosion on the internal circuit board.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (ED-400 or Launch X-431), read the complete DTC freeze frame data, and confirm B2ABA1C is a current fault (Present) and not a history fault.— Check the compressor low-voltage connector: measure the 12V supply (PIN1/2) voltage; it should be 12.0-14.5V. Measure the LIN line (PIN3) resistance to ground; it should be approximately 60Ω. Confirm no backed-out pins, oxidation, or signs of water ingress.+4 more →
B2ABB-17›
This fault code indicates the voltage on the high-voltage side of the electric air conditioning compressor exceeds the controller's safety threshold (typically 750V-800V DC, depending on the vehicle's high-voltage platform). The system triggers the high-voltage interlock protection mechanism to prevent overvoltage breakdown of the compressor's internal power semiconductors (IGBT or SiC modules). When the BMS or compressor controller detects the bus voltage momentarily or continuously exceeds the calibrated upper limit, it logs this fault and limits or disables compressor operation. This causes a loss of air conditioning cooling and heating functions and, in extreme cases, triggers reduced-power operation of the vehicle's high-voltage system.
Causes
— Traction battery pack voltage spikes momentarily at the end of DC fast charging or during heavy regenerative braking, exceeding the compressor controller upper tolerance limit.— Internal voltage sampling circuit fault in the A/C compressor high-voltage controller (ACCM), such as voltage divider resistor drift or Hall sensor miscalibration causing false fault detection.— Welded or stuck main positive or main negative contactor in the high-voltage power distribution unit (PDU) causes uneven voltage distribution and generates voltage spikes.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (ED-400/ED-500) to read the detailed fault data stream. Record the bus voltage, SOC status, and ambient temperature at the time of the fault to distinguish a genuine overvoltage from a false sampling reading.— Check the consistency between the traction battery pack total voltage and individual cell voltages. Perform the BMS active balancing test using the diagnostic tool to rule out a false high total voltage caused by individual cell overcharging.+5 more →
B2AF614›
DTC B2AF614 indicates a power supply circuit fault for the Rear HVAC Blower Motor, specifically a short to ground or an open circuit. This fault affects the rear air delivery function of the HVAC system, part of the thermal management subsystem. A short to ground typically indicates damaged blower motor power harness insulation contacting the vehicle body ground, or failed internal motor winding insulation. An open circuit indicates a break in the circuit resulting from a severed wiring harness, a loose connector, or internal motor burnout. This fault completely disables the rear HVAC blower function and impairs cabin temperature regulation. This classifies as a severe fault because short-circuit currents can overheat the wiring harness or blow a fuse in extreme cases.
Causes
— Prolonged overload operation or motor aging typically burns the internal winding or damages the insulation of the rear blower motor, causing a short to ground.— Chafing, crushing, or water ingress damages the wiring harness insulation under the vehicle floor or seats, causing a short to ground against the metal body.— Internal power drive circuit fault in the rear air conditioning control module (Rear HVAC ECU); fails to output the PWM control signal or provide power.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault code stream, confirm B2AF614 is a current (Active) fault rather than a history fault, and check for related communication fault codes.— Disconnect the 12V battery negative terminal and wait 3 minutes. Remove the rear seat and the centre tunnel rear trim panel to expose the rear blower assembly (usually located on the front wall of the boot or beneath the rear seat).+5 more →
C000100›
DTC C000100 indicates an electrical or mechanical fault in TCS (Traction Control System) Control Valve A inside the IPB (Integrated Power Brake). In BYD e-Platform 3.0 and DM-i architectures, the IPB module integrates the ABS/ESP/TCS hydraulic unit and ECU into a single assembly. Valve A is typically the TCS main control solenoid valve or the left front wheel changeover valve. This fault occurs when the ECU detects an abnormal valve drive circuit (open circuit, short circuit, or overcurrent) or an abnormal valve spool position feedback signal (delayed response or sticking). When triggered, the fault disables the TCS function and forces the vehicle into fail-safe mode. The system may limit ABS function but typically retains basic hydraulic braking (unassisted or partially assisted). Due to the integrated design of the hydraulic oil circuit and solenoid valve inside the IPB assembly, technicians typically replace rather than repair this component.
Causes
— IPB module internal solenoid valve coil fault: Coil open circuit, short circuit, or resistance drift (normal range is typically 20-60Ω, depending on specific model), resulting in abnormal drive circuit detection.— Valve spool mechanically stuck: Prolonged failure to replace brake fluid causes impurity buildup and poor valve spool lubrication, or abnormal brake fluid viscosity at low temperatures causes sluggish valve spool operation.— Control circuit board fault: Overheating damaged the solenoid valve driver chip (MOSFET or dedicated driver IC) on the IPB internal PCB, or solder joints are dry or broken.+2 more →
Actions
— Initial diagnosis: Use the BYD VDS diagnostic tool (VDS2000/3000) to read all fault codes. Check for accompanying C000104 (circuit control valve 1 fault), U-series communication faults, or other wheel speed sensor faults. Record vehicle speed, brake pedal status, and hydraulic pressure values from the freeze frame data.— Visual and wiring inspection: Disconnect the battery negative terminal. Inspect the IPB module for brake fluid leakage, especially at the joint between the motor and the valve body. Measure the voltage at the IPB connector power pins (constant power and ignition power), ground pins, and CAN lines (CAN-H 2.5-3.5V, CAN-L 1.5-2.5V). Check the Valve A drive circuit for abnormal resistance.+4 more →
C000104›
DTC C000104 indicates a functional fault in Inlet Valve 1 (circuit control valve) inside the ESP (Electronic Stability Program) hydraulic modulator. This solenoid valve controls brake fluid flow from the main brake line to the corresponding wheel cylinder and serves as a key actuator for ESP wheel cylinder pressure regulation. Root causes include an open or short circuit in the solenoid coil, mechanical sticking of the valve spool, or ECU internal drive circuit failure. This fault prevents the ESP from independently regulating pressure in this circuit during emergency avoidance maneuvers or skidding. As a result, the vehicle loses yaw moment control, although conventional hydraulic braking remains functional. The valve is a non-serviceable component because it integrates with the ECU inside the hydraulic modulator assembly and involves high-pressure brake fluid sealing.
Causes
— ESP hydraulic modulator internal solenoid valve coil burnt out or open circuit: Increased conductivity from overdue brake fluid replacement, or insulation damage from coil aging and overheating.— Valve spool mechanically stuck: Metal debris in the brake fluid, residue from aged rubber seals, or moisture-induced corrosion prevents the valve spool from returning.— Hydraulic modulator ECU internal driver chip fault: Voltage fluctuations, overheating, or water ingress damaged the power MOSFET or driver circuit, preventing drive current supply to the solenoid valve.+2 more →
Actions
— Diagnostic tool deep scan: Use VDS or Launch X-431 to read all fault codes. Confirm whether C000104 is a Current or History code. Record key parameters from the Freeze Frame data, such as vehicle speed and yaw rate.— Basic circuit check: Disconnect the hydraulic modulator connector. Measure the pin supply voltage (should be 10-16V) and ground resistance (should be less than 1Ω). Check the continuity and contact resistance of the 25A/40A fuses.+5 more →
C000200›
DTC C000200 indicates a functional fault (Fault Type 2) in TCS (Traction Control System) Control Valve A within the IPB (Intelligent Integrated Braking System) electro-hydraulic control module. This solenoid valve belongs to the high-speed switching valve array in the Hydraulic Control Unit (HCU). It precisely regulates hydraulic pressure to the drive wheel brake calipers during TCS activation, preventing drive wheel slip during starting or acceleration. 'Fault Type 2' typically indicates mechanical binding in the valve body, abnormal solenoid coil resistance (open or short circuit), or a spool position feedback signal exceeding the calibrated threshold. This fault causes TCS failure or performance degradation. The vehicle may lose traction control during hard acceleration on slippery surfaces. Extreme conditions trigger the brake system degradation mode (limp mode), limiting vehicle speed and illuminating multiple warning lights.
Causes
— Mechanical sticking of TCS control valve A inside the IPB electro-hydraulic control module: Prolonged failure to replace brake fluid causes impurity buildup, or valve spool wear generates debris. This restricts valve spool movement inside the valve body, preventing it from reaching the target opening.— Solenoid valve coil electrical fault: Internal coil open circuit (infinite resistance) or short circuit to power/ground. Wiring harness aging, water ingress corrosion, or manufacturing defects typically cause this failure, preventing the ECU from driving the valve.— IPB control unit drive circuit fault: Damaged internal power driver chip (MOSFET or H-bridge) cannot supply sufficient drive current to the solenoid valve (typically requires 3-5A peak current).+2 more →
Actions
— Safety preparation and initial inspection: Shift the vehicle into P and apply the parking brake. Use the diagnostic tool to read complete fault codes and freeze frame data. Record the vehicle speed, wheel speed, and brake pedal status at the time of the fault. Check the IPB electro-hydraulic module exterior for leaks or impact marks. Check the brake fluid level and color (replace if dark or contains impurities).— Electrical connection check: Disconnect the 12V battery negative terminal, unplug the IPB module main connector, and check the pins for corrosion, pushout, or burn marks. Measure the harness continuity from the connector to the solenoid valve (normal resistance is less than 1Ω). Measure the solenoid valve coil resistance (standard value is typically 2-8Ω; compare with C000204 circuit Control Valve 2 for reference).+4 more →
C000204›
This DTC indicates an electrical fault (typically an open circuit or abnormal resistance) in Circuit Control Valve 2 inside the ESP (Electronic Stability Program) hydraulic modulator. During active ESP braking intervention, this solenoid valve precisely controls the build-up and release of hydraulic pressure in a specific brake circuit (typically the rear wheel brake circuit). When this fault triggers, the ESP system enters degraded mode and disables electronic stability control, traction control (TCS), and automatic emergency braking (AEB). The vehicle typically retains conventional hydraulic braking. This is a hardwired circuit fault, not a software false positive. Focus inspection on the solenoid valve coil integrity and the ECU driver circuit.
Causes
— Open circuit or excessive resistance in the internal solenoid valve coil of the ESP hydraulic modulator assembly (normal range is usually 12-25Ω; refer to the specific vehicle repair manual).— Hydraulic modulator wiring harness connector pins (usually located on the top or side of the modulator) oxidized, loose, or corroded by water ingress, causing an open circuit.— Damaged internal valve body drive circuit in the ABS/ESP ECU (e.g., MOSFET power transistor breakdown or open circuit) fails to supply operating current to the valve.+2 more →
Actions
— Use the BYD VDS2000/VDS3000 diagnostic tool to read the complete fault code stream and freeze frame data. Confirm operating conditions such as vehicle speed and voltage when the fault occurred to rule out intermittent faults.— Disconnect the battery negative terminal, remove the ESP hydraulic modulator assembly (located at the left front or right front of the engine compartment, with brake lines), and inspect the exterior for impact damage, leaks, or burn marks.+5 more →
C000300›
DTC C000300 indicates an electrical fault in Traction Control System (TCS) control valve B inside the Intelligent Integrated Braking System (IPB) (fault type 1 typically indicates an open circuit, short circuit, or out-of-range performance). In the BYD One-Box braking system, the TCS solenoid valve regulates brake fluid pressure when the drive wheels slip, restoring traction by applying intermittent braking to the slipping wheels. This fault means the IPB module detects an abnormal drive circuit for valve B or a valve body response exceeding the calibrated threshold, disabling the TCS function. Normal braking remains unaffected. However, when starting or accelerating on low-traction surfaces such as ice, snow, or mud, the drive wheels may spin uncontrollably, compromising driving safety. This is an internal actuator fault within the IPB hydraulic control unit. Use professional diagnostic equipment to determine whether the fault lies in the solenoid valve itself or the control circuit.
Causes
— Open circuit, short circuit, or short to ground in the TCS solenoid valve B coil inside the IPB electro-hydraulic module causes abnormal drive current.— Overdue brake fluid replacement or fluid contamination causes the solenoid valve spool to stick in the open or closed position, resulting in a response timeout.— Water ingress, oxidation, or terminal back-out at the IPB module wiring harness connector (especially the 32-pin main plug), causing abnormal power supply or signal transmission.+2 more →
Actions
— Use the VDS or BYD dedicated diagnostic tool to read complete fault codes and freeze frame data. Confirm whether C000300 is a current or history fault, and record vehicle speed, wheel speed, and other data at the time the fault occurred.— Visually inspect the IPB electro-hydraulic module exterior for brake fluid leaks, housing damage, or loose wiring harness connectors. Focus on the sealing condition in the TCS valve body area.+5 more →
C000304›
DTC C000304 indicates an electrical or functional fault in High Pressure Switch Valve 1 inside the ESP (Electronic Stability Program) hydraulic modulator. This solenoid valve is a core actuator in the ESP Hydraulic Control Unit (HCU). It controls the brake fluid pressure build-up path from the master cylinder to the wheel cylinders during ABS/ESP intervention. The ECU sets this fault upon detecting an open circuit or short circuit (to ground or power) in the valve drive circuit, or an abnormal valve spool response. When this fault occurs, the ESP system enters fail-safe mode, disables active intervention functions, retains only conventional hydraulic braking, and illuminates the ABS/ESP warning light on the instrument cluster.
Causes
— Open circuit, short circuit, or resistance drift in the High-Pressure Switching Valve 1 solenoid coil inside the ESP hydraulic modulator assembly (outside the 5-20Ω standard range)— Poor contact, backed-out terminals, oxidation, corrosion, or water seal failure between the hydraulic modulator and the wiring harness connector causing interrupted signal transmission.— ESP ECU internal solenoid valve drive circuit fault, such as a burned H-bridge driver chip, MOSFET, or related sampling resistor+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS/VDS2000/VDCI) to read fault codes and freeze frame data. Record environmental parameters such as vehicle speed and voltage at the time of the fault. Clear the fault codes and perform a road test to reproduce the fault.— Check that the brake fluid level is between the MAX and MIN marks. Inspect the brake fluid for discoloration, cloudiness, or metal particles. Replace the brake fluid if necessary.+5 more →
C000400›
DTC C000400 indicates an electrical fault in TCS (Traction Control System) Control Valve B within the IPB (Intelligent Integrated Braking System) (Fault Type 2 typically designates an open circuit, short circuit, or abnormal current). In the BYD One-Box brake-by-wire system, the IPB integrates the ESP function. TCS Valve B typically identifies the solenoid valve controlling rear wheel brake hydraulic pressure (or a specific channel valve). This fault means the IPB ECU detects the Valve B drive circuit current falls outside the specified threshold (too high or too low). Causes include an open or shorted coil, or mechanical binding of the valve spool resulting in abnormal drive current. This fault disables the TCS function, preventing the system from actively applying braking force to control the slip ratio during drive wheel slip. Under extreme conditions, the system downgrades the ESP function, retaining only basic ABS capabilities.
Causes
— Open circuit or inter-turn short circuit in TCS solenoid valve B coil inside IPB assembly (internal electrical fault)— Poor contact in the internal wiring harness from the IPB to the solenoid valve, or detached solder joint.— Severe brake fluid contamination or crystallization causes the valve spool to stick, resulting in abnormal drive current.+2 more →
Actions
— Use VDS or Launch X431 to read all fault codes, confirm the C000400 status (current/history), and check for related faults such as C0003XX/C0005XX.— Check the IPB wiring harness connectors (especially the 24-pin main connector) for backed-out pins, corrosion, or signs of water ingress. Measure the terminal contact resistance.+5 more →
C000404›
DTC C000404 indicates an electrical fault in High Pressure Switch Valve 2 inside the ESP (Electronic Stability Program) hydraulic modulator. This solenoid valve, a key actuator in the ESP hydraulic unit, switches the brake fluid pressure path from the master cylinder to the wheel cylinder during ESP intervention. The ESP ECU detects an anomaly in the valve drive circuit, such as an open solenoid coil, a short to power or ground, drive current exceeding the threshold (normal resistance is 2-8 Ω), or a damaged H-bridge drive circuit inside the ECU. This fault disables the ESP, ABS, and TCS functions, but basic hydraulic braking remains functional. This is a moderate safety-related fault.
Causes
— Internal solenoid valve coil in the ESP hydraulic modulator assembly burned out or mechanically stuck: Long-term use or contaminated brake fluid causes the valve spool to seize, generating abnormal drive current and triggering the fault code.— Wiring harness and connector fault: Oxidation, looseness, or water ingress at hydraulic modulator pin 25 (solenoid valve power supply) or pin 38 (ground), causing excessive contact resistance or an intermittent open circuit.— Power supply system fault: Low auxiliary battery charge, unstable DC-DC converter output (outside 9-16V range), or corroded ground wire, causing insufficient or excessive solenoid drive voltage.+2 more →
Actions
— Use the BYD VDS/ED400 diagnostic tool to read the complete fault codes. Confirm C000404 is a Current fault, not a History fault, and check for accompanying related faults such as C080001 (low voltage) or C007204 (overheating).— Basic power supply check: Measure battery static voltage (should be >12V) and cranking voltage. Check DC-DC output stability. Check the ABS 25A fuse and ESP ground wire (G101/G102) connections for oxidation or looseness.+5 more →
C000A08›
DTC C000A08 indicates the IPB (Integrated Power Brake) received a data packet from the ACC (Adaptive Cruise Control) controller containing a checksum error, missing data frame, or out-of-range signal. The ACC controller (typically integrated into the MRR [Mid-Range Radar]) calculates the distance, relative speed, and angle of the target vehicle ahead. It transmits this information in real time via the CAN bus to the IPB to execute Automatic Emergency Braking (AEB) and Adaptive Cruise Control. The IPB logs "ACC data corruption" when it detects a CRC failure, abnormal data length, physically unreasonable values (e.g., sudden distance jumps), or a communication timeout. This fault deactivates the AEB and ACC functions and triggers the "Automatic Emergency Braking Limited" message on the instrument cluster. Basic hydraulic braking typically remains unaffected.
Causes
— Internal software error or hardware fault in the MRR (Mid-Range Radar) controller causing transmission of incorrect data frames.— Interference, poor contact, or abnormal terminal resistance (standard 60Ω) on the CAN communication line between the IPB and MRR.— MRR radar mounting position shifted due to collision or vibration, causing calibration data to mismatch the actual detection environment.+2 more →
Actions
— Use the VDS2000/VDS3100 diagnostic tool to read complete fault codes, record freeze frame data, and check for accompanying U-class communication faults or MRR-related fault codes.— Visually inspect the MRR radar inside the front bumper. Verify the mounting bracket is not deformed or loose, and the radar surface is free from obstructions, damage, or heavy dirt.+5 more →
C000B04›
The BYD new energy vehicle fault code system defines C000B04 as Left Rear Wheel Speed Sensor Circuit Low Input. The IPB (Intelligent Integrated Braking System) or ESC module triggers this code when the left rear wheel speed sensor signal voltage remains continuously below the threshold (typically <0.5V), or when the sensor circuit experiences a short to ground or an open circuit. This fault limits or disables the ABS, ESC, TCS, and Automatic Emergency Braking (AEB) functions, and illuminates the ABS/ESC warning light on the instrument cluster. Some sources incorrectly label this code as "ACC communication timeout" (the C000Axx series typically covers actual ACC communication faults). However, based on BYD’s standard fault code structure ('B' represents Left Rear and '04' represents circuit low input), this code fundamentally identifies a chassis wheel speed signal fault that severely compromises vehicle dynamic stability and braking safety.
Causes
— Internal short or open circuit in the left rear wheel speed sensor body (damaged sensor coil insulation causing abnormal resistance)— Sensor wiring harness short to ground, open circuit, or connector oxidation/water ingress (common due to poor sealing after driving through water in the left rear wheel area)— Wheel hub bearing magnetic encoder ring (magnetic toothed ring) damaged, cracked, contaminated with iron filings, or demagnetized.+2 more →
Actions
— Use the VDS2000/VDS1000 diagnostic tool to read the DTC freeze frame data, verify the vehicle speed, wheel speed values, and system status at the time of the fault, and check for accompanying wheel speed sensor DTCs.— Raise the vehicle and visually inspect the left rear wheel speed sensor. Check the connector for looseness, water ingress, or oxidation (focus on damaged sections of the wiring harness corrugated conduit). Inspect the wiring harness for wear or damage.+5 more →
C001000›
This DTC indicates the IPB (Intelligent Integrated Braking System / One-Box Integrated Braking System) ECU detected an electrical fault in the left front inlet valve (normally open valve) drive circuit. The inlet valve is a key solenoid valve in the ABS/ESC hydraulic modulator. It controls the brake fluid path from the brake master cylinder to the left front wheel brake cylinder. A "drive fault" occurs when the ECU detects an abnormal circuit condition while supplying power to the solenoid valve coil (typical resistance 3-6Ω) through the driver chip (usually an H-bridge driver or high-side drive MOSFET). These abnormal conditions include an open coil circuit, short to power, short to ground, driver chip over-temperature protection, or an abnormal drive circuit power supply. This fault prevents the left front wheel from establishing normal ABS/ESC pressure regulation and triggers system degradation (ABS/ESC function limited or disabled). The system retains only basic hydraulic braking, severely compromising vehicle active safety performance.
Causes
— Open circuit or inter-turn short circuit in the left front inlet valve solenoid coil inside the IPB electro-hydraulic module (valve body assembly fault, possibly with brake fluid contamination or overheating)— IPB ECU internal drive circuit damage, such as power MOSFET breakdown or failure of the corresponding drive chip channel (e.g., L9369/L99MC6 dedicated chips)— Poor contact, terminal back-out, or pin corrosion/oxidation at the internal wiring harness or external connector between the IPB electro-hydraulic module and the ECU (common after vehicle wading or chassis submersion).+2 more →
Actions
— In-depth diagnostic check: Use VDS or a dedicated BYD diagnostic tool to read the complete fault code stream. Confirm if C001000 is a current (Active) or historical fault. Check for accompanying fault codes (such as C001001-C00100F series wheel cylinder valve faults or C003000 series pressure sensor faults) to determine if a systemic fault exists.— Basic inspection: Inspect the IPB electro-hydraulic module exterior for leaks or impact damage. Verify the IPB wiring harness connector (usually located near the firewall) is secure, and inspect for water ingress or signs of corrosion. Measure the battery voltage and verify the IPB main power supply and ground are normal (standard 12V system, operating voltage 9-16V).+3 more →
C001004›
DTC C001004 indicates the ABS electronic control unit (ECU) detected an electrical or functional fault in the left front wheel inlet valve. The ECU controls this key solenoid valve within the ABS hydraulic modulator assembly via an H-bridge driver circuit to regulate brake fluid flow from the master cylinder to the left front wheel cylinder during ABS/ESC intervention. Fault trigger mechanisms include a solenoid valve coil open or short circuit (abnormal resistance), a driver circuit short to power or ground, mechanical valve sticking causing abnormal feedback current, or internal ECU MOSFET driver stage damage. This fault disables the left front wheel ABS anti-lock function and limits the ESC stability control system, but the vehicle usually retains normal hydraulic braking. Because the E5 uses an integrated ABS/ESC hydraulic unit (HEU) combining the valve body and ECU into a single assembly, the fault may involve either the hydraulic mechanical section or the electronic control section.
Causes
— Open circuit or inter-turn short circuit in the internal left front inlet valve solenoid coil of the ABS hydraulic modulator assembly (insulation aging due to prolonged high-temperature operation)— Oxidation, terminal back-out, or water ingress corrosion at the internal wiring harness or external connector pins between the ABS hydraulic modulator and the ECU, interrupting signal transmission.— ABS ECU internal H-bridge drive circuit fault (power MOSFET breakdown or pre-driver chip damage), failing to provide the approximately 5A peak hold current the valve body requires.+2 more →
Actions
— Connect the VDS or ED-400 diagnostic tool, read the complete fault codes, and record the Freeze Frame data. Check for accompanying codes C001000 (drive fault) or C001100 (outlet valve fault). Clear the fault codes and perform a road test to reproduce the fault.— Disconnect the electrical connector from the ABS hydraulic modulator assembly (24-pin or 28-pin, depending on the E5 model year). Check the pins for green copper corrosion, backed-out pins, or burn marks. Clean with electronic contact cleaner and apply conductive grease.+5 more →
C001100›
DTC C001100 indicates a malfunction in the drive circuit of the internal left front wheel outlet solenoid valve within the Integrated Power Brake (IPB) system. This solenoid valve returns high-pressure brake fluid from the left front wheel brake cylinder to the reservoir during ABS/ESP activation to release wheel cylinder pressure. A "drive fault" indicates the IPB ECU detects an open circuit, short circuit, or short to ground or power in the H-bridge circuit driving this solenoid valve, or it detects a drive current exceeding the calibrated threshold (typically 2-3A). This fault prevents independent pressure release at the left front wheel, affecting ABS, ESC, AUTOHOLD, and Automatic Emergency Braking (AEB) functions. The IPB enters a degraded mode, retaining conventional hydraulic braking while potentially limiting electronic brake assist.
Causes
— Open circuit or inter-turn short circuit in the left front outlet valve solenoid coil inside the IPB assembly: solenoid valve resistance deviates from the standard range (normally approx. 2-5 Ω), causing abnormal drive circuit detection.— Loose or corroded connector on the integrated wiring harness from the IPB to the left front wheel speed sensor/valve body: Although C001100 indicates an internal valve drive fault, some models feature a split connection between the IPB valve body and the ECU. Backed-out or oxidized connector pins can interrupt the drive signal.— IPB ECU internal solenoid valve driver chip (H-bridge driver) damaged: Overvoltage, static electricity, or brake fluid ingress causes power MOSFET breakdown, preventing PWM drive signal output.+2 more →
Actions
— Fault Confirmation and Freeze Frame Analysis: Use VDS or DMS1000 to read all fault codes and confirm C001100 is a current fault. Check freeze frame parameters, including vehicle speed, hydraulic pressure, and battery voltage, to rule out a false code.— Wiring harness and connector visual inspection: Check the IPB assembly connector (usually located near the firewall) for looseness or water ingress. Measure continuity from the connector to the valve body wiring harness (resistance should be less than 1Ω). Check the pins for corrosion or push-out.+3 more →
C001104›
DTC C001104 indicates a circuit or functional fault in the left front wheel outlet valve (LF Outlet Valve) inside the ABS (Anti-lock Braking System) Hydraulic Electronic Control Unit (HECU) assembly. This solenoid valve integrates into the ABS pump body. During the ABS pressure reduction phase, it returns high-pressure brake fluid from the left front brake caliper to the reservoir or master cylinder, rapidly reducing wheel cylinder pressure and preventing wheel lock-up. Fault trigger conditions include an open or short circuit in the solenoid coil, a mechanically stuck valve core, a damaged internal ABS ECU driver circuit (MOSFET), or an open or short circuit in the control wiring. This fault disables the left front wheel ABS pressure reduction function. During emergency braking, this wheel may lock up prematurely, causing the vehicle to pull or lose directional control and severely compromising driving safety.
Causes
— Open or short circuit in the left front outlet valve solenoid coil inside the ABS hydraulic modulator assembly, or stuck valve spool (internal mechanical fault)— Oxidized, loose, or backed-out ABS pump connector pins, or poor wiring harness connection, interrupting the solenoid valve power supply (pin 25) or control signal.— ABS ECU internal solenoid valve drive circuit damaged (e.g., burnt driver chip), failing to output approximately 12 V drive current to the solenoid valve.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the fault code, verify C001104 is present, and check the freeze frame data to confirm the vehicle speed and system status when the fault occurred.— Perform the ABS system 'Component Actuation Test', select the left front outlet valve (LF Outlet Valve), and listen for a clear 'click' sound to determine if the solenoid valve actuates normally.+6 more →
C001400›
C001400 is an ISO 14229 standard fault code. 'C' represents the chassis system, '0014' specifies the right front wheel brake line inlet valve, and '00' indicates a General Electrical Failure. In BYD vehicles equipped with Bosch ESP 9.x or the in-house IPB (Intelligent Integrated Braking System), this fault indicates a circuit malfunction inside the Hydraulic Control Unit (HCU) driving the right front inlet solenoid valve. Possible causes include an open or short circuit in the solenoid valve coil, a damaged driver stage (MOSFET) on the control circuit board, or abnormal current caused by a sticking valve core. This fault disables the ABS, ESP, and Automatic Emergency Braking (AEB) functions, but does not affect conventional hydraulic braking. This safety-related fault requires immediate repair.
Causes
— Right front inlet solenoid valve coil inside the ABS Hydraulic Control Unit (HCU) is burnt out or has an open circuit (internal hardware damage).— IPB/ESC module internal circuit board driver chip failure (e.g., solenoid valve driver MOSFET breakdown or cold solder joint)— Poor contact in the ABS pump assembly power supply or ground circuit (oxidation or loose connection at the front compartment wiring harness connector causing unstable voltage)+2 more →
Actions
— Use a BYD VDS2000 or Bosch KT770 diagnostic tool to read fault codes. Confirm C001400 and any accompanying codes (such as C001100 Left Front Fault). Record freeze frame data (vehicle speed, temperature, etc.).— Visually inspect the ABS pump assembly (located on the left side of the engine compartment or near the firewall) for external leaks. Check the connector for water ingress or oxidation. Measure the plug power supply (constant 12V, IGN power) and ground resistance (<1Ω).+5 more →
C001404›
DTC C001404 indicates an electrical fault or functional abnormality in the inlet solenoid valve (normally open valve, NO Valve) controlling the right front brake wheel cylinder within the ABS (Anti-lock Braking System) Hydraulic Control Unit (HCU). During normal braking, this solenoid valve remains open to allow brake fluid into the wheel cylinder. When ABS activates, the ECU rapidly closes the valve to regulate pressure. Root causes include an open or short circuit in the solenoid valve coil, a failed ABS ECU internal drive circuit (MOSFET or intelligent power chip), a stuck valve spool causing a response timeout, or abnormal wiring connections. This fault disables the ABS/ESP functions, though normal hydraulic braking remains available. Emergency braking carries a risk of right front wheel lockup, and the system may limit the Automatic Emergency Braking (AEB) function.
Causes
— Open circuit or inter-turn short circuit in the ABS hydraulic modulator assembly internal right front inlet valve solenoid coil (resistance deviates from standard value of 2-6 Ω)— Damaged internal solenoid valve drive circuit in the ABS ECU, such as high-side/low-side driver chip breakdown or cold solder joints.— Wiring harness connectors (such as X1 and X2 plugs) have backed-out pins, oxidation, or poor contact, interrupting the drive signal.+2 more →
Actions
— Use a VDS2000 or X431 diagnostic tool to read the complete fault codes and freeze frame data. Record parameters including vehicle speed, wheel speed, and battery voltage. Clear the fault codes and road test the vehicle (including braking above 30 km/h) to confirm if the fault is intermittent.— Visually inspect the exterior of the ABS hydraulic modulator assembly for leaks. Check the wiring harness connectors (especially those related to the right front) for looseness or water ingress. Check the brake fluid level and color. Replace the brake fluid if it is black or crystallized.+5 more →
C001500›
DTC C001500 indicates the IPB (Integrated Power Brake) ECU detects a circuit fault while actuating the right front wheel outlet valve (RF Outlet Valve, a Normally Closed Valve). This solenoid valve returns brake fluid from the right front wheel cylinder to the reservoir or master cylinder during the ABS/ESC pressure release phase, enabling precise brake force control. Root causes include an open or short circuit in the solenoid coil, a damaged ECU on-board driver chip (MOSFET/ASIC), abnormal current feedback (e.g., mechanical valve sticking causing a current over-limit), or a wiring harness fault. This fault prevents the right front wheel from achieving accurate pressure build-up, hold, and release cycles, and disables ABS/ESC functions. In extreme cases, it causes right front wheel brake drag and uneven brake force distribution, severely compromising driving safety.
Causes
— Open circuit, inter-turn short circuit, or short to housing in the right front outlet valve solenoid coil inside the IPB assembly— Damaged IPB control unit (ECU) onboard solenoid valve drive circuit (e.g., L9305 chip or high-side/low-side driver transistor breakdown)— Oxidation, terminal back-out, water ingress corrosion, or poor contact at the corresponding pins of the IPB wiring harness connector (usually a 32-pin or 48-pin plug)+2 more →
Actions
— Diagnostic tool reading: Use a BYD VDS or Launch X-431 diagnostic tool to read the complete DTCs, freeze frame data, and Fault Occurrence Counter (FDC). Record key data at the time of the fault, such as vehicle speed, wheel speed, and brake pedal travel.— Visual inspection: Inspect the IPB assembly (located on the left side of the engine compartment front bulkhead) for impact deformation or brake fluid leakage. Specifically check wiring harness connectors X1 and X2 for looseness, failed locking tabs, damaged sealing rings, or water stains/corrosion.+7 more →
C001504›
DTC C001504 indicates a circuit or functional fault in the Right Front Outlet Valve inside the Anti-lock Braking System (ABS) Hydraulic Control Unit (HCU) assembly. This solenoid valve is a core component of the ABS actuator. It opens during the pressure reduction phase of the anti-lock control cycle to release hydraulic pressure from the right front wheel brake cylinder. The ABS ECU sets this fault code when it detects an open or short circuit in the valve drive circuit, or an abnormal valve spool response (such as sticking or a response timeout). This fault disables the ABS pressure regulation function for the right front wheel. During emergency braking, the wheel may lose anti-lock protection and lock up prematurely, severely compromising braking performance and driving safety. This condition may also trigger a degraded operating mode in related systems, including Electronic Stability Control (ESC) and Automatic Emergency Braking.
Causes
— Open circuit, short circuit, or resistance drift in the internal right front outlet solenoid valve coil of the ABS hydraulic control unit (HCU) assembly (normal range: typically 2-5Ω)— Mechanical sticking of the solenoid valve spool. Overdue brake fluid replacement often causes fluid degradation, crystallization, or contaminant buildup.— Poor contact, pin corrosion, oxidation, or poor sealing causing moisture ingress at the wiring harness connector between the ABS ECU and hydraulic modulator assembly+2 more →
Actions
— Use the BYD VDS2000 or VDS6000 diagnostic tool to read and confirm DTC C001504 and freeze frame data. Check for accompanying C0010xx series valve body fault codes to determine if a systemic fault exists.— Perform the hydraulic modulator Actuator Test and listen for a clear electromagnetic 'click' from the right front outlet valve. If no sound occurs, disconnect the HCU wiring harness connector. Measure the solenoid coil resistance between the two terminals of the right front outlet valve. Compare the reading with the workshop manual standard value (usually 2-5 Ω) to check for an open circuit (infinite resistance) or a short circuit (close to 0 Ω).+4 more →
C001800›
DTC C001800 indicates the IPB (Intelligent Power Brake) electro-hydraulic control module detects an abnormal drive circuit for the left rear wheel inlet valve. This is a hardware-level fault. During self-check or operation, the ECU detects an open circuit, a short circuit (to ground or power), or a driver chip fault in the left rear inlet valve solenoid coil drive circuit. The inlet valve is a key component of the ABS/ESC Hydraulic Control Unit (HCU) and controls the hydraulic passage between the brake master cylinder and the left rear wheel brake cylinder. This fault prevents the left rear wheel from participating in ABS, ESC, and regenerative braking coordination. In extreme cases, it may cause left rear wheel brake failure or brake drag, severely compromising driving safety.
Causes
— Open or short circuit in left rear inlet valve solenoid coil inside IPB electro-hydraulic module (abnormal resistance; normal: 2-5 Ω)— Water ingress, oxidation, or loose pins in the IPB module wiring harness connector (32-pin or 48-pin connector) causing poor contact in the drive signal circuit.— Solenoid valve driver chip (MOSFET or dedicated driver IC) on the internal IPB ECU circuit board is burnt out or has a cold solder joint.+2 more →
Actions
— Use VDS or the BYD dedicated diagnostic tool to read the complete fault code and freeze frame data. Verify vehicle speed, hydraulic pressure, system voltage, and other parameters at the time of the fault to rule out a false fault.— Turn off the ignition switch. Disconnect the IPB electro-hydraulic module wiring harness connector. Check the connector pins for corrosion, deformation, or water ingress. If necessary, clean the pins with electrical contact cleaner and apply conductive grease.+3 more →
C001804›
On the BYD E5 and similar new energy vehicles, DTC C001804 indicates a left rear wheel speed sensor (WSS) circuit performance fault, rather than a hydraulic modulator inlet valve fault (early reference materials may contain code definition errors). The sensor is typically a variable reluctance or Hall-effect type mounted on the left rear knuckle. It generates a sine wave or square wave signal by detecting magnetic field changes in the wheel hub bearing magnetic encoder ring, supplying precise wheel speed data to the ABS/ESP control unit. The ECU sets this DTC when it detects a continuously missing left rear wheel speed signal, out-of-range voltage amplitude, intermittent signal interruption, or an abnormal logical relationship between this wheel speed and the other three (e.g., reading 0 while the vehicle moves). This fault restricts or completely disables the Anti-lock Braking System (ABS), Electronic Stability Program (ESP), Traction Control System (TCS), Electronic Parking Brake (EPB), and Automatic Emergency Braking (AEB). On certain 4WD models (such as the Tang DM), it triggers the 4WD protection mechanism, forcing the vehicle into 2WD mode and severely compromising driving safety.
Causes
— Open or short circuit in the wheel speed sensor internal coil (normal electromagnetic sensor resistance is approximately 1.2-1.8 kΩ; values outside this range indicate a faulty sensor).— Water ingress, oxidation, loose terminals, or poor contact at the sensor wiring harness connector (common after driving through water in the rainy season, car washes, or due to aged sealing rings)— Incorrect sensor installation gap (standard air gap is typically 0.3-1.0 mm) or loose mounting bolts, resulting in low signal amplitude.+2 more →
Actions
— Connect the VDS2000 or Launch X431 diagnostic tool. Enter the ABS/ESP system to read the fault codes. Confirm C001804 is the current fault code. Check the vehicle speed and wheel speed information in the freeze frame data.— Enter the live data stream. Slowly push or drive the vehicle and observe if the left rear wheel speed signal remains at 0 km/h, fluctuates, or differs from the other three wheel speeds by more than 5 km/h.+6 more →
C001900›
DTC C001900 indicates a malfunction in the drive circuit or mechanical components of the Rear Left Outlet Valve inside the IPB (Integrated Power Brake) hydraulic control unit. During ABS/ESC operation, this solenoid valve controls brake fluid return from the left rear wheel cylinder to the low-pressure accumulator or reservoir to precisely regulate wheel cylinder pressure. The ECU detects an abnormal valve drive current (open circuit, short circuit, or short to ground/power) or mechanical sticking of the valve spool, preventing the IPB from releasing pressure at the left rear wheel. This fault triggers ESP system degraded mode and may limit ABS, ESC, energy recovery, and automatic emergency braking functions. The system usually retains conventional hydraulic braking (depending on the IPB failsafe strategy).
Causes
— Open circuit, short circuit, or short to ground in the left rear outlet valve solenoid coil inside the IPB hydraulic unit, causing the drive current to exceed the calibrated threshold (typical abnormal range: 0.3-1.5A).— Brake fluid contamination (excessive water content, metal debris, or gel-like sediment) causes the outlet valve spool to stick in the open or closed position, and the ECU detects abnormal position feedback.— IPB ECU internal valve body drive circuit fault, such as a damaged power MOSFET, burnt sampling resistor, or poor solder joint on the driver chip.+2 more →
Actions
— Use the BYD VDS2000 or a diagnostic tool to access the IPB system. Read and confirm C001900 is a current fault (Active). Record the vehicle speed, hydraulic pressure, and valve body drive current values from the freeze frame data (Freeze Data).— Clear the fault code and perform the IPB dynamic function test: in a safe area, brake sharply at 20-40 km/h to trigger ABS operation and observe if the fault recurs. If it recurs, confirm a hardware fault.+4 more →
C002100›
DTC C002100 indicates the IPB (Integrated Power Brake) detects brake master cylinder pressure (booster pressure) below the system-calibrated normal operating threshold. In BYD models equipped with the IPB system, such as the Song PLUS DM-i, a motor-driven hydraulic pump generates brake assist, replacing the conventional vacuum booster. When the internal IPB pressure sensor detects the master cylinder pressure fails to reach the target value within the specified time or remains below the safety threshold, the ECU sets this fault code and illuminates the ABS/ESP warning light. This condition can cause a hard brake pedal (loss of assist), increased braking distance, Automatic Emergency Braking (AEB) deactivation, and limited energy recovery, compromising driving safety in severe cases. This functional braking system fault can result from an internal IPB hydraulic circuit leak, pressure sensor signal drift, reduced motor/pump assembly efficiency, or abnormal ECU control logic.
Causes
— IPB electro-hydraulic module internal master cylinder pressure sensor fault, signal drift, or poor circuit contact (connector oxidation, backed-out pins)— Wear, binding, or drive circuit fault in the IPB motor or hydraulic pump assembly, resulting in slow or insufficient pressure build-up.— Brake fluid leakage prevents the system from maintaining pressure (aging IPB unit seal, master cylinder seal failure, or loose line fittings)+2 more →
Actions
— Use the BYD VDS2000/3000 diagnostic tool to read fault codes and freeze frame data. Record vehicle speed, master cylinder pressure, motor status, and ambient temperature at the time of the fault.— Visually check if the brake fluid level is between MAX and MIN. Inspect the IPB unit, brake lines, and calipers for signs of fluid leakage.+4 more →
C001904›
This DTC indicates an electrical fault in the drive circuit or actuator body of the left rear wheel outlet solenoid valve (Dump Valve/Outlet Valve) inside the ABS/ESP hydraulic control unit (HCU). The outlet valve is a switching solenoid in the ABS pressure modulation unit that controls brake fluid return from the left rear wheel to the reservoir. The ABS ECU drives it via a PWM signal. The '04' sub-code in DTC C001904 typically indicates an open drive circuit, an open solenoid coil, or a short to ground. This fault prevents the ABS/ESP system from reducing pressure at the left rear wheel. During emergency braking or stability control, the left rear wheel may lock up or experience abnormal brake force distribution, severely compromising vehicle handling safety.
Causes
— Open circuit, short circuit, or abnormal resistance in the left rear outlet valve solenoid coil inside the ABS hydraulic modulator assembly (normal range typically 20-60 Ω, depending on specific model)— ABS pump wiring harness connector (usually located near the engine compartment firewall): terminal pin back-out, oxidation, corrosion, or poor contact interrupting the drive signal.— Damaged ABS ECU internal solenoid valve drive circuit (such as MOSFET power transistor breakdown or driver chip failure), unable to provide approximately 5-6A of drive current.+2 more →
Actions
— Step 1: Visual inspection and basic measurement. Disconnect the ABS hydraulic modulator assembly wiring harness connector and check the pins for corrosion or backing out. Use a multimeter to measure the left rear outlet solenoid valve resistance (refer to the specific vehicle repair manual for the pins, usually MR or ML+ and the corresponding Out terminal). The normal value is 20-60 Ω. If the resistance is infinite or significantly deviates from the standard value, the hydraulic modulator internal solenoid valve is faulty.— Step 2: Check wiring harness continuity and insulation. With the connectors disconnected, measure the continuity resistance of the drive circuit from the ECU to the solenoid valve (should be <1Ω), and measure the insulation resistance of this circuit to body ground and to power (should be >10MΩ). If a short or open circuit exists, repair the wiring harness.+3 more →
C001C00›
DTC C001C00 indicates the IPB (Intelligent Integrated Braking System) ECU detects a fault in the right rear wheel inlet valve (normally open valve) drive circuit. This typically occurs when the internal ECU valve drive circuit (MOSFET or dedicated driver chip) detects an open circuit, short to power, short to ground, or abnormal current feedback while attempting to drive the right rear inlet valve. The inlet valve acts as a key actuator in the ABS/ESP hydraulic control unit, controlling brake fluid flow from the master cylinder to the right rear wheel cylinder. This fault prevents the right rear wheel from participating in ABS pressure regulation and ESP active braking intervention. Extreme cases may affect braking balance; however, the system retains basic hydraulic braking functions (direct pedal pressure build-up). The warning lamp illuminates, and the system disables functions including ABS, ESP, and Automatic Emergency Braking (AEB).
Causes
— Open or short circuit in the right rear inlet valve solenoid coil inside the IPB electro-hydraulic module (resistance outside the standard 3-7 Ω range)— Hardware fault in the IPB ECU internal valve drive circuit, such as a damaged driver chip (e.g., L9369 or other dedicated IC) or MOSFET breakdown.— Loose IPB wiring harness connector (usually located on the top or side of the module), corrosion from water ingress, or pin oxidation causing excessive contact resistance.+2 more →
Actions
— Use a dedicated diagnostic tool (VDS or equivalent) to read the complete fault codes and freeze frame data. Check for accompanying sub-codes such as C001C01 (right rear inlet valve short to power) or C001C02 (short to ground), and verify the hydraulic unit version number.— Visually inspect the IPB electro-hydraulic module exterior for leaks. Disconnect the battery negative terminal, then check if the connector pins are corroded, bent, or backed out. Measure the wiring harness continuity from the connector to the ECU.+5 more →
C001C04›
DTC C001C04 indicates an electrical or mechanical fault in the right rear wheel inlet valve within the ABS/ESC Hydraulic Control Unit (HCU). The right rear inlet valve is a normally open high-speed solenoid valve controlling the hydraulic passage from the brake master cylinder to the right rear wheel brake cylinder. This fault indicates the ABS ECU detects an open circuit or short circuit (to power or ground) in the right rear inlet valve drive circuit, a stuck valve spool, or an abnormal response. This prevents the ECU from accurately regulating brake pressure at the right rear wheel. This directly affects the execution of Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Stability Control (ESC), and Automatic Emergency Braking (AEB) functions at the right rear wheel. In extreme cases, this causes right rear wheel braking failure or lock-up, triggers multiple system warnings, and initiates fail-safe mode (conventional hydraulic braking remains operational, but electronic assist functions are limited).
Causes
— Open circuit or abnormal resistance in the right rear inlet valve solenoid coil inside the hydraulic modulator assembly (normal resistance 2-5Ω; out of tolerance).— Poor contact at the wiring harness connector between the ABS ECU and hydraulic modulator, corroded pins, or damaged wiring harness, interrupting drive signal transmission.— ABS ECU internal valve drive circuit fault (e.g., damaged MOSFET power transistor, driver chip, or current-sense resistor), unable to supply sufficient drive current (typically requires 1-2A peak current)+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD VDS or Launch X431) to read all fault codes and freeze frame data. Verify if C001C04 is a Current fault. Check for an accompanying C001C00 (right rear inlet valve drive fault) or other wheel speed sensor faults. Clear the fault codes, perform a road test, and observe if the fault returns.— Check the appearance of the ABS hydraulic modulator and wiring harness connector: inspect the hydraulic modulator assembly plug near the right rear wheel for looseness, water ingress, oxidation, or burn marks. Measure the wiring harness continuity between the ABS ECU and the corresponding pins of the hydraulic modulator (must be less than 1 Ω) and the insulation resistance (must be greater than 10 MΩ to prevent a short to ground or power).+3 more →
C001D00›
This DTC indicates a drive circuit fault for the Right Rear Outlet Valve inside the Intelligent Integrated Braking System (IPB) electro-hydraulic module. The outlet valve is a key actuator in the ABS/ESP hydraulic modulator. During the pressure reduction phase, it routes brake fluid from the right rear wheel cylinder back to the reservoir to reduce wheel cylinder pressure. A drive fault typically indicates the ECU detected an open or short circuit in the solenoid valve coil, abnormal drive current, or a damaged power stage circuit (MOSFET/driver chip). This fault disables the right rear wheel ABS/ESP pressure reduction function and forces the system into a degraded protection mode (ABS/ESC functions limited or disabled). Symptoms include a hard brake pedal, increased braking distance, and, in extreme cases, compromised vehicle stability control.
Causes
— Open circuit or inter-turn short circuit in the right rear outlet valve solenoid coil inside the IPB electro-hydraulic module, causing drive current to exceed the threshold range.— IPB control board power drive circuit fault, such as a damaged intelligent high-side/low-side switch chip, shorted drive MOSFET, or abnormal sampling resistor.— Mechanical jamming of the hydraulic valve body (debris, corrosion, or seal ring fragments) causes excessive resistance to solenoid valve movement, generating a continuously high drive current that triggers protection.+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read the complete DTC, verify C001D00 is active, and record freeze frame data (vehicle speed, brake pressure, voltage, etc.).— Visually inspect the IPB electro-hydraulic module. Verify no impact damage, brake fluid leakage, corrosion, or signs of water ingress at the connector. Check the continuity and insulation of the related wiring harnesses (power, ground, CAN).+4 more →
C001D04›
This DTC indicates an electrical or mechanical fault in the right rear wheel outlet valve (discharge valve/release valve) inside the ABS (Anti-lock Braking System) hydraulic modulator assembly. This solenoid valve is a key actuator in the ABS hydraulic unit and controls the release of hydraulic pressure from the right rear wheel brake caliper during the ABS activation cycle. The ECU sets this DTC when it detects an open circuit, short circuit, short to ground, or short to power in the solenoid valve circuit, or when the valve spool fails to open or close normally due to mechanical sticking. This fault causes the right rear wheel ABS pressure regulation function to fail. During emergency braking, the right rear wheel may fail to release pressure normally (causing premature lock-up) or retain pressure abnormally, severely affecting braking stability and safety. The system enters fail-safe mode, disables the ABS, EBD, and ESC functions, and illuminates the relevant warning lamps.
Causes
— Open circuit, short circuit, or resistance drift in the right rear wheel outlet valve solenoid coil inside the ABS hydraulic modulator assembly.— Damaged ABS ECU internal solenoid valve drive circuit (e.g., burnt driver chip or power MOSFET, or cold solder joint)— Brake fluid contamination, deterioration, or impurities causing the solenoid valve spool to stick, the sealing ring to swell, or the hydraulic circuit to clog.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read the complete fault codes. Confirm C001D04 is a current fault and does not clear. Record the freeze frame data.— Check ABS system power supply: Measure voltage at the ABS ECU power pin. Voltage must be 9-16V (normally approx. 12.5V). Check the fuse, relay, and power supply wiring.+6 more →
C002004›
DTC C002004 indicates a functional fault in the return pump motor inside the ABS/ESC Hydraulic Control Unit (HCU). The return pump is a core actuator in the ABS system. During the anti-lock braking cycle, it pumps brake fluid from the low-pressure side of the wheel cylinder back to the high-pressure side or the reservoir. The fault falls into two categories: 1) "Unable to run" — Indicates an open or shorted motor winding, completely worn carbon brushes, a burnt commutator, or a damaged motor drive circuit (H-bridge MOSFET or relay) inside the ABS control module, preventing the pump motor from receiving drive current. 2) "Unable to stop running" — Indicates stuck motor drive relay contacts, failed control chip logic, or an abnormal feedback signal, causing the pump motor to run continuously when not required. This fault directly disables ABS, ESP, and TCS functions. In extreme cases, it affects brake pedal feel (hardening or abnormal pulsation). This is a Level 2 fault affecting driving safety.
Causes
— Recirculation pump motor damaged: Excessive motor carbon brush wear causing poor contact, a burnt commutator, or an open or shorted armature winding prevents the motor from starting or causes weak operation.— ABS control module drive circuit fault: The motor driver chip (H-bridge circuit), power MOSFET, or relay contacts inside the control module burned out or stuck, preventing the module from driving the motor or cutting off the motor power supply.— Power supply and wiring issues: Blown ABS hydraulic unit high-current power supply fuse (typically 30A-60A), loose or oxidized power wiring connections, or poor ground wiring contact, causing insufficient motor supply voltage or abnormal control signals.+2 more →
Actions
— Fault Confirmation and Freeze Frame Recording: Use a BYD dedicated diagnostic tool (VDS2000/VDS6000 or Launch X431) to read fault code C002004. Record freeze frame data (vehicle speed, voltage, temperature, etc.) and confirm whether the fault frequency is intermittent or continuous.— Basic circuit check: Check if the ABS pump high-current fuse in the engine compartment fuse box (labeled ABS MOTOR or similar, usually 40A-60A) is blown; check the power supply (BAT+), ignition power (IG+), and ground (GND) voltages at the ABS control module connector; verify normal battery voltage (above 12.6V).+5 more →
C002192›
This fault code indicates the IPB (Integrated Power Brake) system detects pressure inside the brake booster chamber below the normal operating threshold. In models such as the Song PLUS DM-i, the IPB system generates brake assist pressure via an electric vacuum pump or direct motor drive and continuously monitors this pressure using a pressure sensor. The system triggers DTC C002192 when it detects assist pressure remaining below the target value (typically below -0.6bar or the set threshold range) for longer than the specified time (e.g., 500ms) and rules out sensor signal interference. This fault causes a hard brake pedal and increased braking distance. The system restricts the regenerative braking function and illuminates the ABS/ESC warning light. Extreme conditions may trigger Limp Home mode, severely compromising driving safety.
Causes
— Electric vacuum pump assembly fault: Worn vacuum pump motor carbon brushes, aging pump body vanes, or a drive circuit fault prevents the pump from building sufficient vacuum (common in vehicles over 60,000 km).— IPB integrated module internal pressure sensor fault: Sensor signal drift, internal circuit fault, or sensor-to-hydraulic chamber seal failure causing a false low-pressure reading.— Vacuum line system leak: Vacuum line aging and cracking, vacuum reservoir seal failure, loose line joints, or a stuck check valve, resulting in insufficient vacuum retention.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the DTC freeze frame data. Record the vehicle speed, brake pedal travel, Brake Booster Pressure, and vacuum pump status at the time of the fault to determine whether the fault is intermittent or continuous.— Visually inspect the IPB module exterior for signs of brake fluid leakage. Check the wiring harness connectors (especially the 24-pin main connector) for oxidation or looseness. Check the vacuum lines (if applicable) for cracks, collapse, or loose connections.+6 more →
C002400›
DTC C002400 indicates the IPB (Integrated Electro-Hydraulic Braking) system detects an electrical fault in the brake pedal pressure feedback signal circuit. The IPB system uses the brake pedal travel sensor (or pressure sensor) to monitor the driver's braking intent in real time. This sensor typically mounts on the brake pedal mechanism or master cylinder input and provides an analog voltage or PWM signal to the IPB ECU. The ECU triggers this DTC when it detects an open circuit, a short to ground or power in the signal circuit, a signal voltage outside the calibrated range (e.g., 0.5-4.5V), or an abnormal signal drift rate. This fault limits or disables the brake assist function, deactivates the ESC/ABS system, and disables the Automatic Emergency Braking (AEB) function. The vehicle may enter mechanical backup braking mode, which significantly increases pedal effort and severely compromises driving safety.
Causes
— Brake pedal travel/pressure sensor internal coil open circuit, Hall element failure, or signal drift— Sensor wiring harness worn, open, or shorted to ground at the pedal mechanism, firewall grommet, or high-temperature areas of the motor compartment.— Fault in the internal signal acquisition circuit, ADC conversion circuit, or power supply circuit of the IPB electro-hydraulic module.+2 more →
Actions
— Use the BYD VDS or Launch X-431 diagnostic tool to read the fault code. Confirm whether C002400 is a current (active) or history fault, and record the pedal signal voltage value from the freeze frame data.— Visually inspect the brake pedal mechanism for smooth movement. Inspect the sensor body and wiring harness for damage or crush marks, focusing on the wiring harness sleeve between the pedal arm and the firewall.+5 more →
C003108›
This DTC indicates the ABS control unit detects an abnormal or completely lost signal input while monitoring the left front wheel speed sensor. The wheel speed sensor (typically magnetic or Hall-effect) generates a pulse signal by monitoring the rotation of the tone ring on the half shaft or wheel hub. Systems such as ABS, ESC, and EPB rely on this signal to calculate wheel speed. The control unit sets C003108 when the signal voltage falls outside the threshold (<0.5V or >4.5V), the signal frequency is abnormal, or intermittent interruptions occur. This fault prevents accurate detection of the left front wheel speed. It triggers ABS failure, deactivates the ESC system, disables the automatic emergency braking system, and potentially affects the coordinated control of the energy recovery system. On pure electric models such as the E5, it also affects motor torque distribution and coasting energy recovery smoothness.
Causes
— Left front wheel speed sensor failure: Internal coil open circuit (magnetoelectric type resistance should be 1.2-1.6kΩ) or damaged Hall element, causing no signal output or insufficient output amplitude.— Abnormal sensor installation gap: Bearing wear, loose sensor retaining bolts, or mounting bracket deformation causes the gap between the sensor and tone ring to exceed the standard value (0.3-1.2 mm), attenuating signal amplitude.— Wiring harness and connector faults: Internal wire breakage (commonly near the wheel arch liner) due to tension on the chassis wiring harness during steering or driving over bumps, connector water ingress and oxidation, or shielding layer damage causing electromagnetic interference.+2 more →
Actions
— Initial inspection: Raise the vehicle. Visually inspect the left front wheel speed sensor for damage. Inspect the wiring harness routing for signs of abrasion or crushing. Inspect the connector for looseness, water ingress, or oxidation.— Reluctor ring inspection: Rotate the left front wheel and inspect the reluctor ring for missing teeth, deformation, cracks, or attached foreign matter. Clean metal filings and oil contamination from the reluctor ring surface. Check the driveshaft bearing for excessive clearance (replace if radial play >0.5 mm).+5 more →
C003200›
This DTC indicates the IPB (Intelligent Integrated Brake Control Unit) detects an abnormal supply voltage to the left front wheel speed sensor. Specifically, the ECU detects the sensor supply circuit voltage (typically 12V battery voltage or 5V reference voltage) falls outside the normal threshold range (e.g., below 9V, above 16V, or deviating from the standard value by more than ±0.5V), or detects an open circuit, short to ground, or short to power in the supply circuit. This fault causes a missing or distorted left front wheel speed signal, triggering degradation protection in the ABS, ESC, and EPB systems. It affects regenerative braking efficiency, Automatic Emergency Braking (AEB), and vehicle stability control functions. In extreme cases, it may extend braking distance or cause the vehicle to pull to one side.
Causes
— Open circuit, wear, or short to ground in the left front wheel speed sensor wiring harness (especially at moving sections routed along the suspension control arm and fender liner).— A shorted or burnt-out internal coil in the wheel speed sensor body causes excessive supply current and pulls the voltage low.— IPB control unit internal power supply drive circuit fault (e.g., damaged MOSFET or LDO voltage regulator chip, or cold solder joint)+2 more →
Actions
— Read complete fault codes and freeze frame data using the VDS2000/VDS3000 diagnostic tool. Check for accompanying codes C003108 (signal fault) or C003204 (circuit fault). Record the vehicle speed and ambient temperature at the time of the fault.— Raise the vehicle. Visually inspect the condition of the left front wheel speed sensor connector (located near the shock absorber or brake hose bracket). Check the pins for corrosion, backing out, or water ingress. Test the connector sealing.+5 more →
C003204›
DTC C003204 indicates an electrical fault in the left front wheel speed sensor (WSS) circuit within the BYD ABS system. This variable reluctance or Hall-effect sensor supplies the wheel speed signal to the ABS/ESC control unit. The control unit sets this code upon detecting an open circuit, short to ground, short to power, or abnormal signal interruption in the sensor circuit. In BYD new energy vehicles, this fault impairs normal ABS/ESP operation. It also limits regenerative braking, disables cruise control, disrupts four-wheel-drive torque distribution (if applicable), and may trigger a "Check braking system" warning. Because electric vehicles rely on wheel speed signals to calculate coasting energy recovery and estimate driving range, this fault reduces driving smoothness and causes inaccurate range displays. In severe cases, it triggers false ABS activation or complete ABS failure, compromising driving safety.
Causes
— Left front wheel inner wiring harness wear: Long-term bending at the steering knuckle or suspension movement points damages the harness insulation, causing an intermittent open circuit or short to ground.— Sensor connector oxidized/loose: Wading or damp environments cause connector pin oxidation and corrosion, or a damaged locking tab causes excessive contact resistance.— Sensor failure: Internal coil open circuit, magnetic core demagnetization, or Hall element aging causes abnormal or no signal output.+2 more →
Actions
— Visual inspection: Check the left front wheel speed sensor connector for looseness, oxidation, or water ingress. Check the wiring harness at the steering knuckle and control arm for wear, damaged insulation, or pinch marks.— Diagnostic tool check: Use VDS or a generic diagnostic tool to read the fault code status (current/history) and check the data stream for abnormal left front wheel speed (reads 0, fluctuates, reads 255 km/h, or differs significantly from the other three wheels).+7 more →
C003408›
DTC C003408 indicates the ABS control unit detects an abnormal right front wheel speed sensor (WSS) signal, specifically signal amplitude out of range, signal interruption, or excessive signal noise. On models such as the BYD E5, this sensor typically features a magnetic induction (passive inductive) design, generating a sine wave signal via the alternating magnetic field produced by the rotating tone ring (target wheel). If the signal voltage drops below the threshold (typically <0.1V), experiences interruption, or exhibits waveform distortion, the ABS/ESC system cannot accurately calculate the right front wheel angular speed. This disables anti-lock control, Electronic Brakeforce Distribution (EBD), the Traction Control System (TCS), and the energy recuperation braking coordination strategy. This classifies as a hard fault or an intermittent signal fault. The instrument cluster illuminates the ABS/ESC warning light, and some models limit energy recuperation strength and switch to a conventional hydraulic braking priority mode.
Causes
— Right front wheel speed sensor internal coil open or short circuit, or Hall element aging failure (if Hall-type), resulting in insufficient output signal amplitude.— Sensor wiring harness open circuit, short to ground, or short to power; or connector terminals (usually located inside the right front fender liner or below the A-pillar) are oxidized, backed out, or have poor contact.— The sensor tone wheel (reluctor ring) is deformed, cracked, missing teeth, or has excessive ferromagnetic debris (such as brake dust or metal shavings) on its surface, causing abnormal changes in magnetic reluctance.+2 more →
Actions
— Initial visual inspection: Raise the vehicle. Inspect the right front wheel speed sensor connector for looseness, water ingress, or corrosion. Inspect the wiring harness at the fender liner and suspension control arm for wear or pinch marks.— Sensor static inspection: Disconnect the connector. Use a multimeter to measure the sensor resistance (magnetic induction type standard value: approx. 1.0-1.6 kΩ at 20°C). Measure the insulation resistance between the pins and to ground (must be >10 MΩ). Replace the sensor if the resistance is infinite or zero.+5 more →
C003500›
DTC C003500 indicates the IPB (Intelligent Integrated Braking System) detected an abnormal supply voltage to the right front wheel speed sensor. On BYD e-Platform 3.0 and DM-i models, the wheel speed sensor typically uses a 12V DC supply (some earlier models use a 5V reference voltage). The IPB module identifies faults by monitoring the supply circuit voltage. The IPB sets this code when it detects a supply voltage below 9V (undervoltage), above 16V (overvoltage), or a complete open circuit (0V) lasting longer than the set threshold (typically 200ms). This fault causes a loss of the right front wheel speed signal. The IPB forcibly disables the ABS, ESC, EHB (Electro-Hydraulic Braking), and automatic emergency braking functions. The vehicle enters limp mode and multiple system warning lights illuminate on the instrument cluster, severely compromising driving safety.
Causes
— Right front wheel speed sensor power supply circuit short to ground or open circuit: Frequent front wheel steering chafes the wiring harness against the fender liner or suspension control arm, wearing through the insulation and exposing the copper core to short against the body ground, or prolonged bending causes an internal break.— IPB control module internal power supply circuit fault: A damaged DC-DC converter or MOSFET driver chip inside the IPB causes abnormal power supply output to the right front channel, often triggering other wheel speed sensor power supply fault codes.— Internal short circuit in the wheel speed sensor: Aging and breakdown of the internal sensor coil insulation or a damaged Hall element causes excessive current in the power supply circuit, triggering the IPB overcurrent protection to cut off the power supply.+2 more →
Actions
— Fault confirmation and freeze frame reading: Use the VDS2000/3000 diagnostic tool to read all fault codes. Determine if C003500 is a current fault (Class A) or a history fault (Class B). Record the freeze frame data from when the fault occurred, including vehicle speed, voltage, and temperature. Clear the fault codes and perform a road test to verify if the fault returns.— Sensor supply voltage static measurement: Disconnect the right front wheel speed sensor connector (2-pin or 3-pin). Turn the ignition switch to ON. Use a multimeter set to DC voltage to measure the voltage to ground at the supply pin on the connector side (usually pin 1, yellow/red wire). Normal value: 12V ± 0.5V (battery voltage). If the voltage is abnormal (0V, below 9V, or above 16V), the fault is in the wiring harness or the IPB side.+4 more →
C003504›
DTC C003504 indicates a right front wheel speed sensor (RF Wheel Speed Sensor) circuit or signal abnormality, specifically low sensor supply voltage, signal voltage out of range, or compromised circuit integrity. In the BYD ABS/ESP system, this fault prevents the control unit from obtaining an accurate right front wheel speed signal and triggers limp mode. Effects include: ABS function disabled, ESP deactivated, EBD malfunction, automatic emergency braking (AEB) function limited, regenerative braking efficiency reduced or disabled, and cruise control unavailable. This DTC is a hard fault. The control unit triggers this code upon continuously detecting the abnormality with the ignition switch in the ON position or while driving.
Causes
— Wheel speed sensor component fault: Internal coil open/short circuit, abnormal magnetic induction sensor resistance (normal: 1.0-1.5kΩ), abnormal Hall sensor power supply, or internal circuit damage, resulting in weak or distorted signal output.— Wiring and connector issues: Sensor plug oxidation, water corrosion, or loose pins; worn wiring harness insulation causing a short to ground or intermittent open circuit; high motor compartment temperatures causing the wiring harness to age and crack, especially prone to rubbing against the body where the right front longitudinal beam retaining clip is loose.— Mechanical installation and clearance faults: Sensor-to-tone wheel (reluctor ring) gap is too large (standard: 0.3-1.2 mm) or too small (causing rubbing); a loose or damaged right front wheel bearing causes tone wheel radial runout to exceed tolerance (>0.1 mm), preventing the sensor from detecting a stable signal.+2 more →
Actions
— Pre-inspection and fault confirmation: Connect the VDS or OEM diagnostic tool to read all fault codes. Confirm whether C003504 is a current (Active) or historical (History) fault. Review the freeze frame data and record parameters such as vehicle speed and voltage when the fault occurred. Clear the fault codes and perform a road test to confirm the fault reproduction conditions.— Visual and mechanical inspection: Raise the vehicle and check the right front wheel speed sensor installation. Verify the bolt torque (usually 8-12 N·m). Check the sensor head for metal filings, oil contamination, or physical damage. Inspect the signal tone ring integrity and clean its surface. Manually rock the right front wheel to check bearing play and verify there is no radial or axial looseness.+3 more →
C003708›
C003708 is a UDS-compliant fault code; subtype '08' indicates Signal Invalid/Plausibility Failure. In the BYD E5 ABS/ESC system, this fault indicates the ABS ECU detects a persistent abnormality or intermittent interruption in the electrical signal from the left rear wheel speed sensor (RL Wheel Speed Sensor). Specific conditions include: signal amplitude outside the normal range (too high/too low), distorted signal waveform, excessive deviation from the reference model calculation, or logical inconsistency with the other three wheel speed signals (e.g., the left rear wheel speed reads significantly lower than the others during straight-line driving). In new energy vehicles, this fault also causes inaccurate torque calculation in the regenerative braking system (RBS), which may restrict regenerative braking functions. When this fault triggers, the system disables ABS and ESC functions, the ABS/ESC warning lamp illuminates on the instrument cluster, and the vehicle enters conventional hydraulic braking mode.
Causes
— Wheel speed sensor failure: Aging, open circuits, or short circuits in the internal Hall element or electromagnetic coil cause insufficient output signal amplitude or complete signal loss; metal filings attached to the sensor tip alter the magnetic gap.— Abnormal sensor installation gap: The air gap between the sensor and the reluctor ring falls outside the standard range (typically 0.3-1.2 mm). Deformed, loose, or worn mounting brackets cause excessive or insufficient gaps, resulting in signal loss.— Wiring and connector faults: repeated bending of the sensor wiring harness in suspension travel areas (such as the E5 rear suspension-to-body connection) causes internal wire breakage and insulation damage; water ingress into the connector causes oxidation, terminal back-out, or excessive contact resistance; damaged shielding causes electromagnetic interference.+2 more →
Actions
— Diagnostic tool deep scan: Use VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Record parameters at the time the fault occurred, such as vehicle speed, wheel speed values, and longitudinal acceleration. Enter live data stream mode. Observe the left rear wheel speed signal while the vehicle is stationary and driving. Check for signal spikes, fixed values, or obvious loss of synchronization compared to the other three wheels.— Physical inspection and cleaning: Remove the left rear wheel. Inspect the wheel speed sensor tip for metal debris, oil contamination, or physical damage. Inspect the rear axle tone ring for missing teeth, deformation, or corrosion. Clean the sensor tip and tone ring surface. Inspect the sensor mounting bracket for looseness or deformation.+3 more →
C003800›
DTC C003800 indicates the IPB (Intelligent Integrated Braking System) control unit detects the left rear wheel speed sensor supply voltage is outside the normal range (typically 12V or 5V, depending on the sensor model). This fault indicates an open circuit, short to ground, short to power, or excessive contact resistance in the power supply circuit between the IPB module and the left rear wheel speed sensor. This prevents the sensor from receiving a stable operating voltage. Because the wheel speed signal is a core parameter for ABS, ESC, TCS, AEB, and vehicle speed calculations, this fault causes these functions to fail or enter a degraded mode. On some hybrid models (such as DM-i), the abnormal vehicle speed signal may also restrict EV mode switching and permit only HEV mode driving for safety.
Causes
— Short circuit or intermittent short circuit to ground in the left rear wheel speed sensor power supply circuit, pulling the voltage low (commonly due to wiring harness chafing through the insulation at suspension movement points).— Sensor connector oxidation, backed-out terminals, or loose connections increase contact resistance in the power supply circuit, causing an abnormal voltage drop.— Short circuit in the wheel speed sensor internal power supply circuit causes the IPB control unit to cut off the power supply for protection or results in abnormal voltage.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Confirm if C003708 (signal fault) or a U-class communication fault is present. Check the data stream to verify if the left rear wheel speed value displays 0 km/h or jumps erratically.— Raise the vehicle and visually inspect the left rear wheel speed sensor connector for looseness, oxidation, or water ingress. Check the wiring harness securing points at the suspension control arm and body pass-throughs, and inspect for wear, cuts, or scorch marks.+5 more →
C003804›
This DTC indicates the ABS control unit (ESC module) detected abnormal electrical characteristics in the left rear wheel speed sensor circuit, including a signal line open circuit, short to ground, short to power, or intermittent connection. The ABS ECU fails to receive the square-wave speed signal from the left rear wheel, or the signal voltage falls outside the threshold range (normal static voltage approximately 11V; dynamic switching 0.5-11V). This fault triggers the ABS fail-safe mode, disabling or limiting the anti-lock braking, electronic stability control (ESC), autonomous emergency braking (AEB), and traction control (TCS) functions, and illuminates the ABS/ESC warning lamp on the instrument cluster. Due to the compact chassis layout and long wiring harness on pure electric models like the BYD E5, vehicle vibration rubbing the harness against sharp body edges, connector oxidation after water exposure, or poor internal contact in the power distribution box frequently cause this fault.
Causes
— Worn insulation on the left rear wheel speed sensor wiring harness shorts to ground against sharp edges of the body frame rail, suspension control arm, or seat bracket (common after driving on rough roads).— Sensor connector (K08A) pins loose, backed out, oxidized due to water ingress, or with increased contact resistance, interrupting signal transmission.— Open or short circuit in the left rear wheel speed sensor internal coil (presents as a wiring fault code, but is actually an internal sensor circuit fault).+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read the ABS system fault codes and confirm C003804 is an active fault. Check the live data stream to verify the left rear wheel speed displays 0 km/h or a fixed abnormal value (such as 2252 km/h) that differs significantly from the other wheel speeds.— Raise the vehicle, visually inspect the left rear wheel speed sensor installation, clean metal filings from the sensor head, measure the gap between the sensor and the tone ring (standard: 0.3-1.2 mm), and inspect the tone ring for missing teeth or contamination.+6 more →
C003A08›
C003A08 indicates the ABS control unit detects an abnormal right rear wheel speed sensor (RR WSS) signal. Trigger conditions for this fault code include: complete loss of sensor signal (0 signal), signal amplitude below threshold, signal frequency mismatching the vehicle dynamics model (e.g., the other three wheels operate normally but the right rear signal changes abruptly), or electromagnetic interference causing signal noise. In BYD ABS systems, subtype 08 specifically denotes a signal plausibility fault or intermittent signal interruption, distinct from an open circuit (C003B) or power supply fault. This fault causes partial or complete failure of the ABS, EBD, ESC, TCS, and Automatic Emergency Braking (AEB) functions. The vehicle enters limp braking mode, retaining only basic hydraulic braking.
Causes
— Wheel speed sensor failure: Internal coil open/short circuit (magnetic induction type) or Hall element aging (Hall type). On E5 models, prolonged high temperatures near the exhaust heat management area accelerate right rear wheel sensor aging.— Wiring harness and connector fault: The right rear sensor wiring harness routes through the chassis side member mounting point. Road vibration easily chafes the insulation, or an aging connector seal allows water ingress, causing an intermittent short circuit.— Abnormal sensor installation gap: Hub bearing wear causes the air gap between the sensor and tone ring to exceed tolerance (standard 0.3-1.2 mm), or the sensor retaining bolt is loose.+2 more →
Actions
— Diagnostic confirmation: Use VDS3000 to read all DTCs and freeze frame data. Verify the vehicle speed and wheel speed values when the fault occurred. Check for accompanying C003B00 (power supply fault) or U-class communication faults.— Visual inspection: Raise the vehicle and check the right rear wheel speed sensor installation. Inspect the sensor tip for dirt, the wiring harness for wear, and the connector for looseness or water ingress. Check the inner side of the tire for metal foreign objects.+5 more →
C003B00›
This DTC indicates the IPB (Intelligent Integrated Brake System) controller detects the right rear wheel speed sensor (WSS) supply voltage falls outside the normal threshold range (typically 4.5V-16V, depending on vehicle configuration). This is a hardwire circuit fault at the power supply level, not a signal transmission issue. The IPB triggers C003B00 upon detecting a short to ground (voltage too low/0V), a short to power (voltage too high/battery voltage), or high circuit resistance (unstable voltage) at the right rear wheel speed sensor power terminal. Because the wheel speed sensor provides a key input signal for the ABS, ESP, Automatic Emergency Braking (AEB), and Auto Hold systems, this fault causes a missing or distorted right rear wheel speed signal and triggers the brake system degraded mode. Some models also limit maximum vehicle speed or disable regenerative braking.
Causes
— Right rear wheel speed sensor power supply circuit short to ground: Chassis wiring harness chafes through its insulation at the bulkhead grommet, suspension moving parts, or floor wiring channel, causing the 12V/5V supply wire to short to ground.— Poor connector contact or corrosion: Water ingress, washing, or oxidation causes terminal back-out, intermittent connection, or excessive resistance at the right rear wheel speed sensor connector (near the rear knuckle) or the IPB module connector (motor compartment).— Wheel speed sensor internal power supply circuit short: Voltage regulator circuit inside the sensor breaks down, creating a short to ground and pulling down the supply voltage.+2 more →
Actions
— Diagnostic tool verification: Use VDS or a dedicated BYD diagnostic tool to read the DTC freeze frame. Verify the vehicle speed, supply voltage, and ambient temperature when the fault occurred to rule out intermittent false alarms.— Visual inspection: Inspect the right rear wheel speed sensor connector (near the rear brake caliper) and the IPB module connector (left side of the front compartment or at the firewall) for signs of water ingress, oxidized terminals, loose connections, or wiring harness damage. Pay special attention to wear on the chassis wiring harness at the pass-through rubber grommet.+5 more →
C003B04›
DTC C003B04 indicates the ABS control unit detects an electrical fault in the right rear wheel speed sensor signal circuit, including open circuit, short to ground, short to power, or abnormal signal. The wheel speed sensor (typically utilizing Hall effect or electromagnetic principles) serves as a key input component for the ABS/ESC system. It converts wheel speed into electrical signals and transmits them to the control unit to calculate slip ratio, vehicle speed, and travel direction. Triggering this DTC degrades or disables functions such as Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Stability Program (ESP), and Automatic Emergency Braking (AEB). The instrument cluster illuminates the ABS/ESC warning lamp to alert the driver. In models such as the BYD E5, the sensor typically integrates into the wheel hub assembly and connects to the ABS control unit via the floor wiring harness. The wiring routes through wear-prone areas like the chassis side member, frequently developing hidden faults after long-term use.
Causes
— Wheel speed sensor damaged: Internal Hall element failure, coil open circuit, or short circuit prevents signal generation or distorts the signal.— Harness wear or crushing: Long-term vibration and friction damage the harness insulation under the chassis and at the bottom of the longitudinal beam, causing a short to ground or intermittent open circuit.— Internal open circuit in the floor wiring harness: The copper conductor inside the harness is broken but the insulation remains intact. Vehicle jolts cause poor contact, resulting in an intermittent fault.+2 more →
Actions
— Use the VDS diagnostic tool to read the fault codes and freeze frame data. Check the data stream for an abnormal right rear wheel speed signal (e.g., an unreasonable value like 2252 km/h, or an excessive difference from other wheel speeds).— Visual inspection: Check the right rear wheel speed sensor installation. Inspect the connector for looseness, water ingress, or oxidation. Measure the sensor supply voltage (with ignition ON, voltage should be approximately 12V or 5V, depending on vehicle model).+6 more →
C004008›
DTC C004008 indicates the ABS/ESC control unit detected an abnormal Brake Pedal Switch signal. The Brake Pedal Switch typically contains primary and secondary contact sets (a normally open/normally closed combination) to provide hard-wired driver braking intent signals to the Vehicle Control Unit (VCU) and the ABS module. These signals directly affect brake light control, regenerative braking cancellation, Auto Hold logic, and vehicle power-up (Ready) permission. This DTC sets when the ABS module detects the switch signal voltage, logic combination (whether primary and secondary signals are mutually exclusive), or signal change rate exceeds calibrated thresholds. Potential causes include a single-circuit open, simultaneous dual-circuit short, signal desynchronization, or internal switch failure. A persistent fault causes abnormal regenerative braking, ESP function degradation, and brake lights stuck on or off. Extreme conditions trigger vehicle limp mode or prevent vehicle power-up.
Causes
— Burnt internal contacts, spring fatigue, or Hall element failure in the brake pedal switch prevents normal on/off signal switching.— Switch connector seal aging allows water ingress and oxidation (green copper corrosion) or terminal pin back-out, causing intermittent poor contact.— Wiring harness chafed or insulation damaged near the firewall, steering column, or pedal mechanism, causing a short to ground or short to power.+2 more →
Actions
— Use the diagnostic tool to read freeze frame data. Confirm vehicle speed, pedal status, and main and secondary switch signal logic at the time of the fault to determine whether it is a static or dynamic intermittent fault.— Visually inspect the physical installation of the brake pedal switch. Confirm the retaining clip is not broken and the push rod is not excessively worn. Check the wiring harness for interference during full pedal travel and at the steering wheel limit positions.+4 more →
C004601›
DTC C004601 indicates an abnormal brake master cylinder pressure sensor signal in the ESP (Electronic Stability Program) system. This sensor integrates into the ABS hydraulic modulator (pump unit) and monitors brake system hydraulic pressure in real time, providing key input signals for ESP, HDC (Hill Descent Control), and AEB (Automatic Emergency Braking). A pressure signal outside the normal range (such as an open circuit, short circuit, signal drift, or delayed response) triggers this fault code. This limits or disables the ESP function, affecting vehicle stability control, but basic braking usually remains unaffected. Clearing the code will not resolve this hardware-level fault.
Causes
— Aging, damage, or drift of the internal pressure sensor element in the ABS hydraulic modulator (most common; the sensor and pump body feature an integrated design and are not serviceable separately).— Severe brake fluid contamination, degradation, or excessive water content causing inaccurate sensor readings or sensor blockage.— Poor contact or loose connection in the ABS pump power supply circuit or ground point, causing abnormal sensor supply voltage.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD VDS or Launch X431) to read all fault codes and data streams. Check the pressure sensor live data for abnormalities (e.g., displays 0kPa, a fixed value, or out of range) and record the freeze frame data.— Check brake fluid quality and level. Inspect for darkening, cloudiness, or contaminants. If necessary, completely replace with brake fluid meeting the DOT4 standard and thoroughly bleed the brake system.+3 more →
C004900›
DTC C004900 indicates an abnormal brake fluid level detected by the IPB (Intelligent Integrated Braking System). The fluid level sensor installed in the brake master cylinder reservoir (typically a Hall-effect or float switch) triggers this fault. The IPB control unit records the fault when the brake fluid level remains continuously below the minimum mark (MIN) or the sensor signal voltage falls outside the calibrated range (normally 0.5V-4.5V, varying linearly with fluid level). This is a safety-related fault. When triggered, the system limits ESC, ABS, Automatic Emergency Braking (AEB), and energy recovery functions. Some models enter limp mode. Depending on the software version or specific repair scenario, this fault code may also correlate with an abnormal brake pedal position sensor (BPS) signal. The IPB system verifies brake system integrity by evaluating both the fluid level and pedal signals.
Causes
— Brake fluid leakage or natural loss: Aging and leakage at the brake wheel cylinder, brake lines, IPB integrated pump body, or reservoir sealing ring causes the fluid level to continuously drop below the threshold.— Brake fluid level sensor fault: Stuck sensor float, damaged Hall element, or failed magnetic float causing the output signal to mismatch the fluid level.— Electrical connection issues: Sensor connector oxidation, water ingress (common in vehicles driven through water), terminal back-out, or wiring harness damage causing a signal short or open circuit.+2 more →
Actions
— Visual inspection: Open the engine compartment and verify if the brake fluid reservoir level is below the MIN mark. Observe the brake fluid colour (it should be clear and light yellow; replace if dark or cloudy).— Leak inspection: Raise the vehicle. Inspect all four brake calipers, brake hoses, steel line fittings, and the underside of the IPB pump body for damp marks or fluid drips. Focus on freshly wet areas.+5 more →
C004C04›
On BYD new energy vehicles (particularly the E5 and Song series), DTC C004C04 indicates a circuit fault in the Electronic Parking Brake (EPB) right rear wheel actuator, rather than an ESP switch fault as stated in the original documentation. Specifically, the EPB control unit detects an open circuit, short circuit, or abnormal resistance in the right rear parking motor circuit, preventing the motor from completing the clamp/release action. This fault triggers the system protection mechanism. It may cause the right rear wheel to lock mechanically, prevent the EPB from releasing automatically (failing to disengage when shifting into gear and applying the accelerator), and compromise vehicle launch and driving safety. Although the EPB and ESP (Electronic Stability Program) interact during brake management, this code specifically indicates a hardware or wiring fault in the parking brake actuator.
Causes
— EPB actuator motor internal coil burned out or open circuit: Prolonged motor operation causes overheating, the internal winding opens, and resistance becomes infinite (normal: 1.2-2.0Ω).— Wheel speed sensor signal interference: A loose right rear wheel speed sensor connector, damaged wiring harness, or iron filings on the magnetic encoder ring cause the EPB control unit to receive an unreliable wheel speed signal and incorrectly diagnose an actuator fault.— CAN communication circuit fault: Chafed insulation on the CAN-H/CAN-L wiring harness between the EPB control unit and the vehicle network at the right rear quarter panel causes a short to ground or abnormal signal voltage (deviating from the 2.5V reference).+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete EPB system fault codes and freeze frame data. Check for accompanying network fault codes, such as 'loss of communication with EPB', and confirm environmental conditions at the time of the fault, such as vehicle speed and temperature.— Raise the vehicle and check the right rear EPB actuator connector condition (broken locking tabs, backed-out terminals, water ingress, or oxidation). Measure the motor resistance: standard 1.2-2.0 Ω. An infinite reading indicates an internal motor open circuit.+5 more →
C006102›
DTC C006102 indicates the Intelligent Power Brake (IPB) system received a lateral acceleration (Ay) sensor signal outside the plausible range or with an abnormal status. This sensor typically integrates with the longitudinal acceleration (Ax) sensor and yaw rate sensor into a single inertial sensor module mounted in the center of the vehicle chassis or under a seat. It provides a key input signal for the Electronic Stability Control (ESC) system, Anti-lock Braking System (ABS), and electronic parking system. When this fault triggers, the IPB system cannot accurately obtain the vehicle's lateral dynamic parameters, limiting or disabling the body stability control function. This condition may also trigger a chain reaction fault in the electronic parking system, severely compromising vehicle stability and safety during cornering or emergency evasive maneuvers. The '02' suffix in the fault code indicates a signal plausibility error, meaning the signal value logically conflicts with the vehicle's actual condition or data from other sensors.
Causes
— Inertial sensor (yaw rate sensor) internal circuit fault or damaged MEMS sensing element, causing lateral acceleration signal output deviation or distortion.— The sensor mounting bracket is loose, deformed, or misaligned (e.g., due to chassis bottoming out or failure to reset after a collision), causing the sensor reference plane to deviate from the vehicle's actual horizontal plane.— Poor contact at the sensor wiring harness connector, backed-out terminals, oxidized or corroded pins, or damaged wiring harness, causing abnormal signal transmission impedance or intermittent open circuit.+2 more →
Actions
— Use the dedicated diagnostic tool (VDS2000/3000) to read all IPB system fault codes. Check for accompanying codes C006202 (longitudinal acceleration signal fault), C006302 (yaw rate signal fault), or C006108 (signal fault), and record the freeze frame data.— Visually inspect the inertia sensor appearance and installation. Confirm the mounting bracket shows no deformation, the bolts are secure (standard torque: 9-11 N·m), and the sensor arrow aligns with the vehicle's forward direction.+4 more →
C006108›
DTC C006108 indicates an abnormal signal from the lateral acceleration sensor (AY sensor) in the Electronic Stability Program (ESP) system. The ESP Hydraulic Electronic Control Unit (HECU) typically houses this sensor to monitor the vehicle’s lateral acceleration (lateral G-force) in real time. The sensor provides a key input for the ESP to calculate vehicle dynamic attitude, sideslip tendency, and yaw rate correction. The ECU triggers this fault upon detecting a sensor signal outside the calibrated range (e.g., 0.5-4.5V), excessive signal drift, intermittent interruptions, or logical inconsistencies with yaw rate sensor or wheel speed sensor data. This fault degrades or completely disables active safety functions such as ESP, ABS, and TCS, though the vehicle typically retains basic hydraulic braking. On the E5 model, the lateral acceleration sensor and HECU feature an integrated design. Do not replace the sensor separately; replace the complete HECU assembly.
Causes
— Internal hardware fault of the lateral acceleration sensor in the ESP hydraulic control unit (HECU) assembly: sensor element aging, cold solder joints, or internal circuit damage causing abnormal signal output.— Wiring harness and connector faults: Water ingress and oxidation in the HECU connector (usually located near the engine compartment firewall), backed-out pins, wiring harness wear causing short/open circuits, or vibration causing poor contact in the chassis harness.— Abnormal installation reference: Loose HECU retaining bolts, a deformed mounting bracket, or failure to install to the standard torque (usually 25±5 N·m) after chassis accident repairs, causing the sensor mounting angle to deviate from the horizontal reference.+2 more →
Actions
— Initial diagnosis: Use the VDS diagnostic tool to read all fault codes and confirm whether C006108 is a current DTC or a history DTC; record freeze frame data (vehicle speed, lateral acceleration, steering wheel angle, etc.); check the ABS/ESC warning light status on the instrument panel.— Visual and installation inspection: Check the ESP hydraulic modulator (located on the left side of the engine compartment firewall) for physical damage or fluid leaks; inspect the mounting bracket for deformation and verify bolt torque meets specifications; check the wiring harness connectors (especially the 24-pin main connector) for water ingress, corrosion, or terminal discolouration.+4 more →
C006164›
DTC C006164 indicates the IPB (Integrated Intelligent Braking System) detected an abnormal Lateral Acceleration Sensor (LAS) signal or a sensor fault. The LAS is a core sensor in the ESP/ESC vehicle stability control system. It monitors vehicle lateral acceleration (centrifugal acceleration) in real time, helping the ECU detect unstable conditions such as side slip, fishtailing, or understeer. This fault degrades or completely disables the ESC, ABS, TCS (Traction Control System), and Automatic Emergency Braking (AEB) functions. The vehicle enters Limp Mode, and the instrument cluster simultaneously illuminates the ABS and ESC warning lights. BYD’s new-generation IPB system typically integrates the lateral acceleration sensor into the Inertial Measurement Unit (IMU) inside the IPB assembly, rather than using a separate external sensor. Therefore, this fault usually indicates an internal hardware or communication link issue within the IPB assembly.
Causes
— Internal hardware damage or signal drift of the lateral acceleration sensor (MEMS chip) inside the IPB assembly, typically resulting from long-term vibration, temperature cycling aging, or inherent chip defects.— Abnormal IPB assembly power supply or ground circuit (unstable voltage or poor ground) causes the sensor supply voltage to drop below 9V or rise above 16V, exceeding the normal operating range.— CAN bus communication fault, including short or open circuits in the CAN-H and CAN-L lines, or abnormal terminal resistance, interrupting communication between the IPB and VCU/ESP ECU.+2 more →
Actions
— Use the VDS2000/VDS3 diagnostic tool to read all fault codes. Check for related faults such as C006108 (signal plausibility fault) and U100304 (CAN communication fault), and record the lateral acceleration value from the Freeze Frame data.— Visually inspect the IPB assembly installation condition. Verify the fastening torque is 8±2 N·m and the installation angle deviation is within ±2°. Check the wiring harness connector (32-pin plug) for backed-out pins, water ingress, or burn marks.+4 more →
C006202›
DTC C006202 indicates the IPB (Intelligent Integrated Braking System) detected an abnormal longitudinal acceleration sensor signal. This sensor measures the vehicle’s longitudinal acceleration (deceleration) G-value. It provides a key input signal for the coordinated control of Electronic Stability Control (ESC), the Anti-lock Braking System (ABS), Automatic Emergency Braking (AEB), and the energy recovery system. BYD DMi models typically integrate this sensor within the IPB assembly or mount it on the chassis as an independent inertial sensor. A signal fault causes these safety systems to enter a degraded mode or fail, affecting driving stability, particularly during emergency braking and handling on slippery roads.
Causes
— IPB assembly internal longitudinal acceleration sensor hardware fault (chip damage, cold solder joint, or aging drift)— Poor contact, open circuit, or short circuit in the sensor power supply, ground, or signal wiring (especially chassis wiring harness damage after wading or bottoming out)— Outdated IPB control unit software or missing calibration data causes abnormal signal processing.+2 more →
Actions
— Use VDS or the BYD dedicated diagnostic tool to read the complete fault codes and freeze-frame data. Check for an accompanying C006164 (lateral acceleration) code or other IPB-related fault codes. Verify the longitudinal acceleration live data stream reads within ±0.1G with the vehicle stationary.— Visually inspect the IPB assembly and chassis wiring harness connectors (especially the G03 connector underneath the vehicle) for water ingress, oxidation, looseness or mechanical damage. Measure the sensor supply voltage (typically 5V or 12V, depending on the specific model year) and the signal wire resistance.+3 more →
C006208›
DTC C006208 indicates the Electronic Stability Program (ESP) control unit detects an abnormal signal from the Longitudinal Acceleration Sensor (LAS). This sensor, typically integrated within the IPB (Intelligent Integrated Braking System) or ESP hydraulic modulator assembly, monitors the vehicle's longitudinal acceleration (G value) in real time. It provides a critical input signal for ESP vehicle stability control, TCS traction control, and brake force distribution. Fault conditions include signal circuit open or short, sensor signal out of range (±1.5g), signal drift, sensor self-test failure, or lost calibration data. When this fault occurs, the ESP system enters a degraded mode. Automatic Emergency Braking (AEB), Traction Control (TCS), and Electronic Brakeforce Distribution (EBD) functions may be limited or disabled. The ESP/ABS warning lights illuminate on the instrument cluster, severely compromising driving stability and braking safety.
Causes
— Damaged longitudinal acceleration sensor or aged chip inside the IPB assembly (sensor is integrated into the IPB module; not a separate component).— Loose IPB wiring harness connector (24-pin or 32-pin), backed-out pins, pin corrosion, or poor contact, especially after wading or underbody scraping.— Lost sensor calibration data or abnormal calibration (e.g., prolonged battery disconnection, interrupted IPB software upgrade, or failure to perform sensor calibration after chassis repairs)+2 more →
Actions
— Use the BYD VDS or a dedicated diagnostic tool to read complete DTCs, confirm C006208 is a current fault (Active), and record freeze frame data (vehicle speed, raw longitudinal acceleration value, supply voltage, etc.).— Visually inspect the IPB assembly exterior for impact deformation and brake fluid leaks. Check the wiring harness connector (located on the side of the IPB assembly) for looseness, backed-out terminals, water ingress, or corrosion. Measure the connector latch retention force.+6 more →
C006302›
DTC C006302 indicates the IPB (Intelligent Integrated Braking System) receives an abnormal yaw rate sensor signal. The ESP (Electronic Stability Program) system relies on the yaw rate sensor to detect the vehicle's real-time rotational angular velocity around the vertical axis (such as oversteer or understeer). This fault means the IPB module receives CAN bus message 0x222 with a yaw signal that falls outside the valid range, is missing, or contains a checksum error. This condition forces systems including the ESP, ABS, EPB (Electronic Parking Brake), and Automatic Emergency Braking into a degraded mode or complete failure, severely compromising vehicle dynamic stability control and driving safety.
Causes
— Yaw rate sensor (usually integrated into the IPB or mounted separately): internal circuit fault, component aging, or poor solder joint.— Poor contact, open circuit, short circuit, or oxidation from water ingress in the sensor power supply, ground, or CAN communication circuits.— Internal signal processing circuit fault in the IPB control module or outdated software version causing signal parsing errors.+2 more →
Actions
— Use the VDS diagnostic tool to read all fault codes. Check for accompanying C006102 (lateral acceleration), C006202 (longitudinal acceleration), or U-class communication fault codes to confirm the fault conditions.— Check the IPB system software version. If an update is available, upgrade to the latest version to eliminate software defects.+6 more →
C006308›
The yaw rate sensor (also known as the yaw angular velocity sensor) is the core inertial measurement unit of the ESP electronic stability system. It monitors the vehicle's rotational angular velocity around the vertical axis (Z-axis) in real time. DTC C006308 indicates the ABS/ESP control unit detects the sensor's analog or digital output signal continuously exceeds the valid threshold range (typically 0-5V or an abnormal CAN signal), or experiences an abnormal update frequency or checksum error. This fault prevents the ESP from accurately determining the deviation between the vehicle's actual attitude and the driver's steering intent, causing the system to exit the stability control function and trigger a multi-system degraded protection mode. In extreme cases, the vehicle loses electronic assistance during emergency obstacle avoidance or sideslipping on wet or slippery roads, posing a severe safety hazard.
Causes
— Damaged yaw rate sensor chip integrated into the ESP hydraulic modulator assembly, or a dry solder joint (most common; many BYD models integrate the sensor into the ESP assembly instead of a separate external unit)— Poor contact or loose connection in the sensor power supply circuit (12V IGN) or ground wire (GND), causing operating voltage fluctuations or momentary power loss.— Sensor signal wire (LIN/CAN or analog signal wire) short circuit to power or ground, open circuit, or water ingress and oxidation in the connector causing signal crosstalk.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read all fault codes, record the freeze frame data, and confirm if C006308 is a current fault and if related codes such as C006302/C006382 are present.— Check the relevant warning lights on the instrument cluster. With the vehicle stationary, check the data stream to verify the yaw rate value is approximately 0°/s (within ±5°/s). Confirm the fault if the value is fixed at 0 or 126, or is out of range.+5 more →
C006382›
BYD's IPB (Integrated Brake Control System) defines DTC C006382 as a lateral acceleration sensor (G200) signal plausibility fault, rather than a simple yaw rate sensor fault. This sensor typically mounts beneath the center console or behind the center armrest. It continuously monitors lateral acceleration (in m/s² or G) during cornering or skidding, serving as a core input signal for the ESC (Electronic Stability Control) system to determine the vehicle's dynamic attitude. The IPB control unit deems the signal unreliable and triggers this DTC if the sensor output falls outside the plausible range (does not approach 0 when stationary), exhibits excessive drift, or if the sensor mounting reference plane deviates from the vehicle horizontal plane by more than 3°. Following this fault, active safety functions including ESC, ABS, and Automatic Emergency Braking (AEB) may degrade or fail completely. In extreme cases, the vehicle may lose stability control on curves or slippery surfaces, posing a severe safety risk.
Causes
— Sensor mounting position offset or loose mechanical fasteners: After accident repairs or removing the center console or armrest box, failing to tighten the screws to the specified torque (usually 8Nm) causes the sensor body to tilt or prevents the arrow mark from pointing directly toward the front of the vehicle.— Wiring harness connector water ingress and oxidation: After driving through water (especially standing water exceeding 20cm), poor sealing of the sensor plug near the floor causes terminal oxidation, short circuits, or increased contact resistance.— Control unit calibration data lost: Replacing the low-voltage battery (auxiliary battery), disconnecting power for more than 30 minutes, or updating the software clears the sensor zero-point calibration data stored in the IPB control unit, causing a signal reference error.+2 more →
Actions
— Initial visual inspection: Remove the centre armrest box or the trim panel below the centre console. Inspect the lateral acceleration sensor for physical damage, the mounting bracket for deformation, the connector for water marks or green oxidation, and the retaining screws for looseness.— Diagnostic tool data stream analysis: Use the BYD VDS2000 or Launch X431 to read the DTC freeze frame and check the 'lateral acceleration' value in the data stream. With the vehicle stationary on a level surface, the normal value should be close to 0±0.2 m/s². If the reading shows a fixed offset (e.g., 0.8 m/s²) or fluctuates erratically, confirm an abnormal sensor signal.+4 more →
C006A01›
This DTC indicates the IPB (Integrated Power Brake) or ESC (Electronic Stability Control) system detects an abnormal parameter configuration status for the yaw rate sensor. Specifically, the control unit cannot correctly identify the sensor identity type, range parameters, or installation direction configuration, causing the system to flag an "unknown sensor type" or "parameter configuration error". This typically occurs when failing to write parameters after replacing the IPB assembly, ESC module, or yaw rate sensor, or when the sensor hardware model does not match the software configuration. The fault degrades or disables functions including Electronic Stability Control (ESC), Anti-lock Braking System (ABS), and Automatic Emergency Braking (AEB), compromising driving safety in extreme cases.
Causes
— Failure to perform sensor parameter configuration (Sensor Configuration) and zero-point calibration (Calibration) using the dedicated diagnostic tool after replacing the IPB assembly, ESC module, or yaw rate sensor.— Incorrect yaw rate sensor hardware model installed, causing the sensor's actual characteristic parameters to mismatch the parameters pre-stored in the control unit.— Stored sensor configuration data lost or corrupted after a vehicle software reflash, control unit upgrade, or power disconnection.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the IPB/ESC system fault codes. Confirm C006A01 is present and active. Check the ABS and ESC warning light status on the instrument panel.— Check the physical installation of the yaw rate sensor: confirm mounting bolt torque (usually 8-10Nm), mounting surface cleanliness, and that the sensor arrow aligns with the vehicle's longitudinal axis. Inspect the wiring harness connector for looseness, backed-out pins, or water corrosion.+5 more →
C006A02›
DTC C006A02 indicates a functional failure or abnormal signal from the combined inertial sensor (typically an integrated yaw rate and lateral/longitudinal acceleration sensor) in the IPB (Intelligent Electro-Hydraulic Braking) system. This sensor typically mounts in the vehicle center tunnel (under the armrest) near the center of gravity. It acts as the core sensing component for the ESC (Electronic Stability Control), ABS (Anti-lock Braking System), TCS (Traction Control System), and AEB (Automatic Emergency Braking) systems. When this fault triggers, the IPB ECU cannot obtain accurate vehicle attitude, lateral acceleration, and yaw rate data, causing these active safety functions to degrade or fail completely. This failure risks a loss of vehicle stability control; therefore, the system classifies it as a Level 3 severe fault.
Causes
— Damaged MEMS chip or signal processing circuit inside the combination sensor, causing output signal drift or complete loss of signal.— Sensor wiring harness open circuit, short circuit, or short to ground/power, especially wiring harness damage near the centre tunnel from water ingress, abrasion, or audio/seat modifications.— Sensor mounting bracket is loose, deformed, or has an installation angle offset exceeding ±3°, causing an inertial measurement reference error.+2 more →
Actions
— Use the VDS2000/VDS3100 diagnostic tool to access the IPB system and read the freeze frame data. Confirm the vehicle speed, lateral acceleration value, and sensor voltage status at the time of the fault.— Visually inspect the combined sensor installation under the center tunnel (usually at the gear selector base or under the seat). Verify the fixing bolt torque (standard: 8-10 N·m) and confirm the bracket is not deformed.+5 more →
C006B00›
DTC C006B00 in the BYD IPB (Intelligent Integrated Brake) system indicates the Electronic Stability Program (ESP/ESC) activation time exceeds the designed safety threshold. This fault does not simply mean the system operated too long; it indicates the IPB control module detects vehicle stability control functions (including anti-skid, traction control, and yaw moment control) continuing to operate under non-essential conditions, or the system failing to exit the stability control state. This typically points to signal drift, calibration errors, or wiring faults in inertial measurement units, such as the yaw rate sensor and longitudinal/lateral acceleration sensors. These issues cause the IPB to misjudge the vehicle as continuously unstable. This fault triggers IPB system degradation and may limit or disable functions such as ABS, ESP, and Automatic Emergency Braking (AEB), severely compromising driving safety.
Causes
— Signal drift, failure, or loose mounting of the yaw rate sensor (YRS) or longitudinal/lateral acceleration sensor causes the IPB to continuously receive incorrect vehicle dynamic attitude signals.— Internal software malfunction in the IPB intelligent integrated brake control module, an MCU processor fault, or an infinite loop in the underlying driver prevents the system from normally exiting stability control mode.— Sensor calibration procedure not performed after replacing the IPB assembly or repairing the suspension system, or the system lost calibration data during driving (accompanied by calibration fault codes such as C051D01).+2 more →
Actions
— Use the BYD VDS diagnostic tool to read all fault codes and freeze frame data. Check for accompanying fault codes such as C006A02 (yaw rate sensor signal), C006108/C006208 (acceleration sensor signal), and C051D01 (calibration error). Record key parameters at the time of the fault, including vehicle speed, steering angle, and lateral acceleration.— Check the IPB Intelligent Integrated Braking system power supply (constant power, IG power) and ground point (G08, G09, etc.) voltages, as well as the CAN-H/CAN-L circuit resistance (approx. 60 Ω) and waveforms, to rule out system abnormalities caused by power supply fluctuations or communication faults.+3 more →
C007200›
C007200 is an advanced diagnostic trouble code in the BYD Integrated Power Brake (IPB) system. It indicates an abnormal thermal condition or pressure-temperature correlation in hydraulic brake circuit A (typically the front brake circuit). The system triggers this code based on a combined assessment of real-time master cylinder pressure sensor data, the hydraulic valve body temperature prediction model, and the braking frequency algorithm. The system records this fault when brake fluid temperature exceeds the preset threshold (typically caused by frequent braking, throttling heat generation from internal hydraulic leakage, or high ambient temperatures), or when the pressure sensor signal logically mismatches the temperature model. This fault may degrade ESP/ABS functions, cause abnormal brake pedal feel (soft or hard), and restrict regenerative braking. Severe cases trigger overheat protection and cut off power output.
Causes
— High-intensity continuous braking conditions causing brake fluid heat build-up (such as long downhill sections, aggressive driving, or frequent hard acceleration/deceleration).— Aging or wear of the internal sealing ring in the IPB hydraulic valve body causes internal hydraulic leakage (not an externally visible leak), leading to throttling heat build-up.— Master cylinder pressure sensor signal drift, zero-point offset, or internal sensor fault transmitting incorrect pressure-temperature correlation data to the ECU.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the DTC freeze frame data. Confirm the vehicle speed, brake pressure, calculated temperature, pedal travel, and driving conditions (e.g., whether energy recovery mode was active) when triggered.— Visually inspect the brake fluid level (must be between MAX and MIN), the brake fluid colour (check for deterioration or blackening), and the external brake lines, hoses, and wheel cylinders for physical leaks.+5 more →
C007204›
DTC C007204 indicates the standard solenoid valve (typically the inlet or outlet valve) inside the ABS/ESC Hydraulic Electronic Unit (HEU) triggered the overheat protection mechanism. The control unit detected the valve body temperature exceeded the safe threshold (typically >120°C) and entered protection mode to prevent valve spool binding or coil burnout. Root causes include: 1) Actual overheating (continuous heavy braking, brake drag, or increased movement resistance from degraded brake fluid); 2) False overheat detection (abnormal valve coil resistance, control unit temperature monitoring circuit failure, or software algorithm error). This fault limits or disables ABS/ESC functions, retaining only basic hydraulic braking. This severely compromises braking safety and requires immediate repair.
Causes
— Short circuit, open circuit, or resistance drift in the internal solenoid valve coil of the ABS hydraulic modulator, causing abnormal current and overheating.— Continuous heavy braking conditions (such as frequent braking on long descents) cause actual valve body overheating, exceeding heat dissipation capacity.— Brake fluid deterioration, excessive water content, or incorrect fluid type (not DOT4) increases valve spool movement resistance and generates additional heat.+2 more →
Actions
— Use a dedicated diagnostic tool (such as VDS2000/Launch PAD) to read the complete fault codes and freeze frame data. Confirm if C007204 is a current fault, and record parameters such as vehicle speed, brake pressure, and ambient temperature when the fault triggered.— Check if the brake fluid level is between MAX and MIN. Test the brake fluid moisture content (should be <3%) and type (must be DOT4). If necessary, completely replace the fluid and bleed the system.+3 more →
C007500›
DTC C007500 indicates an electrical fault or short circuit in Master Cylinder Position Sensor A within the IPB (Intelligent Power Brake) system. This sensor typically uses a Hall-effect or inductive principle and mounts near the brake master cylinder. It monitors master cylinder piston travel in real time, converting the driver's mechanical braking intent into an electrical signal (typically a 0.5-4.5V analog voltage) and transmitting it to the IPB ECU. The ECU uses this signal to calculate the required brake fluid pressure and controls the motor to build hydraulic pressure. The ECU sets this DTC when it detects the sensor signal voltage continuously exceeding the valid range (short to power >4.8V or short to ground <0.2V), or an abnormal logical relationship between the signal and pedal travel. Setting this DTC causes the IPB system to enter a degraded mode, disable brake energy recovery, retain only basic hydraulic braking, and illuminate the ABS/ESC warning light.
Causes
— Worn or crushed sensor wiring harness causing a short to power or ground: The IPB assembly is located near the engine compartment firewall. Vibration can cause the wiring harness to rub against sharp body edges, or front compartment repairs can crush the harness, damaging the insulation.— Connector water ingress, oxidation, or corrosion: During vehicle washing, water fording, or in damp environments, poor sealing of the sensor connector (typically located in the center of the IPB assembly) causes terminal oxidation or electrolytic corrosion, resulting in abnormal resistance or a short circuit.— Master cylinder position sensor internal fault: Aging internal Hall elements, cold solder joints, or a shorted coil cause abnormal output signals. This fault typically occurs in high-temperature environments or high-mileage vehicles (>80,000 km).+2 more →
Actions
— Freeze frame analysis: Read the fault code freeze frame data using a dedicated BYD diagnostic tool (VDS or EDS). Record the vehicle speed, brake pedal status, battery SOC, and IPB motor status at the time of the fault to determine if it is intermittent during driving or continuous while stationary.— Visual and wiring harness inspection: Raise the vehicle and inspect the IPB assembly (located at the firewall above the brake pedal) for impact deformation or water marks. Follow the sensor wiring harness (usually exiting the top of the IPB) and check for wear, damaged insulation, or interference points with the vehicle body. Carefully inspect the rubber grommet at the firewall wiring pass-through.+4 more →
C008208›
C008208 is a sub-fault code for the BYD ABS/ESP system. C0082 indicates an abnormal brake system status, and sub-code 08 identifies the specific signal anomaly type. The ABS (or ESP) control unit sends this abnormal brake system status warning to the instrument cluster. It typically indicates abnormal communication signals between the control unit and the instrument cluster, key brake system sensor signals falling outside the valid range, or a protective warning triggered by prolonged continuous ESP intervention. This DTC indicates the ABS/ESP system may fail to operate normally. The vehicle will lose active safety functions including anti-lock braking, electronic stability control, and automatic emergency braking. Conventional hydraulic braking typically remains unaffected.
Causes
— Loose connection, oxidation, or poor contact in the ABS/ESP control unit power supply or ground circuit, causing intermittent abnormal operation of the control unit.— CAN bus communication fault (including short circuit, open circuit, or signal interference on the powertrain CAN or chassis CAN) causing communication interruption or abnormal data between the ABS control unit, instrument cluster, and VCU.— Abnormal wheel speed sensor signal (damaged sensor, worn and shorted wiring, dirty magnetic ring), causing the ABS control unit to receive an implausible wheel speed difference signal.+2 more →
Actions
— Connect the VDS diagnostic tool to read all fault codes. Check for accompanying codes C0031-C0048 (wheel speed sensor faults), C0051 (steering wheel angle fault), or U-class communication fault codes. Record the freeze frame data.— Check the warning light status on the instrument panel (ABS, ESP, EBD, brake system fault light), confirm the fault symptom matches the DTC, and verify the brake fluid level is normal.+6 more →
C00A800›
This DTC indicates the Integrated Inertial Sensor (IIS) in the ESP (Electronic Stability Program) system lacks initial calibration, or the calibration data is abnormal or invalid. The Integrated Inertial Sensor integrates a high-precision MEMS accelerometer and gyroscope to monitor the vehicle’s longitudinal acceleration, lateral acceleration, and yaw rate in real time. The ESP uses these core input signals for body stability control, anti-skid calculations, and Automatic Emergency Braking (AEB) decisions. The ECU sets this DTC when it detects a significant deviation between the sensor output and the expected reference, when the calibration data area checksum validation fails, or when the installation attitude angle exceeds the permitted tolerance. This condition forces the ESP system into a degraded mode, restricting or disabling functions such as the Anti-lock Braking System (ABS), Traction Control System (TCS), Vehicle Dynamics Control (VDC), and AUTOHOLD. In extreme cases, this compromises driving safety.
Causes
— Reinstalling the ESP/IPB control unit assembly after accident repair, chassis removal and installation, or a collision altered the installation angle or levelness, causing the inertial sensor to lose its reference attitude.— Severe impact to the vehicle underbody (such as bottoming out, deep pothole impact, or collision) causing a slight shift in the sensor's physical position or zero-point drift in the internal MEMS chip.— Failure to perform the initial Sensor Calibration procedure after installing a new ESP hydraulic modulator assembly, or failure to keep the vehicle absolutely level during calibration.+2 more →
Actions
— Pre-inspection preparation: Park the vehicle on level ground (recommended hoist platform levelness error <0.5°) and center the steering wheel. Check the ESP/IPB control unit mounting bracket for deformation. Verify the fixing bolt torque meets specification (typically 8-12Nm). Confirm the mounting surface is free of debris and the control unit is level.— Fault confirmation: Connect a dedicated diagnostic tool such as BYD VDS or Launch X-431, enter the ABS/ESP system, read and record all fault codes, and check for C00A800 and accompanying faults such as C006102 (lateral acceleration sensor) and C006202 (longitudinal acceleration sensor).+3 more →
C012104›
DTC C012104 indicates the ABS/ESP electronic control unit (ECU) detected a fault in the solenoid valve relay control circuit. This relay resides inside the hydraulic control unit (HCU) and supplies stable operating power (typically 12V) to the inlet/outlet solenoid valve assembly. The ECU triggers this fault upon detecting an open or short in the relay coil circuit, or abnormal relay contact feedback voltage (such as output voltage dropping below the threshold after the relay energizes). This fault disables active safety functions relying on hydraulic regulation, such as ABS, EBD, ESP, and TCS. The vehicle retains only basic hydraulic braking capability. In models such as the BYD E5, the HCU integrates this relay. The relay is not serviceable separately; replace the complete assembly.
Causes
— Burnt internal relay contacts or an open coil circuit in the Hydraulic Control Unit (HCU/ABS pump) prevents the ECU from engaging the relay.— Abnormal power supply, including blown ABS fuse (usually 30A or 40A), low battery voltage (<10V), or poor connection in the power supply circuit.— Poor ground circuit, especially loose or oxidized HCU ground terminals (G104/G105) or a broken wiring harness, causing unstable relay operating voltage.+2 more →
Actions
— Safety preparation and initial checks: Disconnect the high-voltage system (for new energy vehicles), check if the ABS fuse (30A/40A in the engine compartment fuse box) is blown, measure the battery voltage (should be >12V), and check the ABS/ESP warning light status on the instrument cluster.— Scan tool deep diagnosis: Use a VDS or Launch diagnostic tool to read all fault codes and check for accompanying wheel speed sensor faults such as C0035 or C0040. Perform the "solenoid valve actuation test", listen for the relay to click, and verify the "valve relay status" in the data stream reads "ON".+4 more →
C019604›
This DTC indicates a functional fault in the Inertial Measurement Unit (IMU) integrated within the ESP (Electronic Stability Program) hydraulic modulator. This MEMS-based sensor assembly integrates a Yaw Rate Sensor and a Lateral G-Sensor. It monitors the vehicle's real-time rotational angular velocity around the vertical axis and lateral acceleration to provide critical vehicle dynamic attitude parameters for the ESP, TCS, HHC, and AEB systems. Sub-code '04' specifically indicates a signal circuit/range/performance fault or an internal self-test failure. Possible causes include: 1) Physical damage to the sensor hardware (internal silicon structure fracture or cracked solder joints); 2) Operating temperature outside the rated range (-40°C to +85°C); 3) Signal output exceeding valid thresholds (e.g., yaw rate ±75°/s or lateral acceleration ±1.5g); 4) ECU internal A/D converter or power management circuit fault. This fault causes complete failure of the vehicle stability control system. It creates a loss-of-control risk under extreme conditions (such as high-speed cornering or emergency obstacle avoidance) and may compromise the accuracy of the brake energy recovery strategy. This is a safety-critical fault requiring immediate repair.
Causes
— Physical damage, aging, or poor internal solder joints of the inertia sensor chip inside the ESP hydraulic modulator assembly (HECU), causing signal drift or complete loss of output.— Sensor power supply circuit fault: Includes unstable constant power (B+) or ignition power (IG1) voltage, and excessive ground circuit resistance (>1Ω), causing the sensor reference voltage (typically 5V) to drift.— Module installation issue: Angle between the mounting surface and the vehicle horizontal plane exceeds tolerance (within ±2° required), or failure to apply the specified tightening torque (typically 8-10Nm), resulting in an incorrect sensor measurement reference.+2 more →
Actions
— Safety Preparation: For E5 battery electric vehicle models, strictly follow high-voltage safety procedures. Disconnect the power battery high-voltage service disconnect and the 12V battery negative terminal. Wait at least 3 minutes for the system to fully discharge.— Initial visual inspection: Inspect the ESP hydraulic modulator assembly (located on the left side of the engine or front compartment) for physical damage or leaks. Check the mounting bracket for deformation. Inspect the wiring harness connector for oxidation, water ingress, or backed-out pins.+7 more →
C024501›
DTC C024501 indicates a general Wheel Speed Sensor Fault in the BYD ABS/ESP system. The ABS control unit (ECU) sets this code when it detects an abnormal or completely lost wheel speed signal from at least one wheel while the vehicle is moving. Specifically, the ECU triggers this DTC if the vehicle speed exceeds 2 km/h and the ECU fails to receive a pulse signal from a wheel speed sensor, or if the speed difference between the affected wheel and the opposite wheel on the same axle (or the reference vehicle speed) exceeds the set threshold (typically 6%) for longer than the specified time (typically 500 ms). This fault forces the Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Stability Program (ESP), Traction Control System (TCS), Auto Hold, and energy recovery systems into a degraded or inoperative mode. This severely compromises braking safety and driving stability. This DTC represents a circuit or signal fault and does not involve a mechanical actuator. However, mechanical or electrical issues with the sensor body, wiring harness, connector, or signal tone ring can cause the fault.
Causes
— Wheel speed sensor component fault: Hall element aging, internal coil open/short circuit, physical damage to the sensor head, or magnetic degradation, preventing the generation of a valid speed pulse signal.— Wiring harness and connector issues: Sensor wiring harness chafes and loses insulation from chassis vibration, causing a short to ground or intermittent open circuit; connector pins oxidize, loosen, or back out; or water ingress after wading causes corrosion and increases contact resistance.— Abnormal signal tone ring: Missing teeth, fractures, or deformation (e.g., from impact), or iron filings, mud, sand, ice, or snow adhering to the tone ring surface, causing abnormal magnetic flux changes and disrupting sensor signal acquisition.+2 more →
Actions
— Fault confirmation and localization: Use VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Check if a specific wheel sub-fault code (such as C003708) accompanies C024501. Enter live data stream mode and drive at 10-30 km/h. Observe the four wheel speed signals to identify any abnormal wheel signal (displaying 0 km/h, fluctuating, or differing excessively from the other wheels).— Visual and connection inspection: Raise the vehicle. Inspect the affected wheel speed sensor connector for looseness, oxidation, or water ingress. Trace the sensor wiring harness and inspect for wear, damaged insulation, or interference with the vehicle body. Focus on the harness protection where it passes through sheet metal holes and moving suspension parts.+4 more →
C040008›
C040008 is a UDS diagnostic protocol chassis system fault code indicating an abnormal communication signal between the EPB (Electronic Parking Brake) control module and the ABS/ESC module. This fault indicates the ABS system received an EPB status signal (e.g., parking motor position, clamping force, switch status, or system ready status) with a validity error, checksum error, signal timeout, or out-of-range value. This fault may cause AUTO HOLD function failure, abnormal Hill Hold Control (HHC) operation, or failure of the electronic parking brake to apply or release. Extreme cases compromise driving safety.
Causes
— EPB control module internal circuit fault: damaged MCU processor, failed power management chip, or abnormal internal memory data causing incorrect signal output.— Power supply system fault: unstable EPB module supply voltage (below 9.3V or above 16.9V), poor fuse connection, oxidized relay contacts, or excessive contact resistance in the ground circuit (>1Ω)— CAN bus communication fault: Short or open circuit in Powertrain CAN-H and CAN-L wiring, terminating resistor drift (deviating from 60Ω), wiring aging, or external electromagnetic interference causing signal distortion.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read the complete DTC information and freeze frame data. Record key parameters at the time of the fault, including vehicle speed, system voltage, ambient temperature, and gear status.— Check the EPB control module supply voltage: With the ignition switch ON, measure the voltage between the module power terminal and the ground terminal. The standard value is 9.3-16.9 V. Measure the ground resistance; it must be less than 1 Ω. Check the fuse and relay status.+4 more →
C046008›
DTC C046008 indicates an unreliable or incorrect SAS (Steering Angle Sensor) signal value in the EPS (Electric Power Steering) system 0x11F message. Although originally classified under the ABS/braking system, modern vehicle architectures route the SAS signal via the CAN bus to both the ESP (Electronic Stability Program) and the EPS. The control unit sets this fault when it detects the steering angle sensor signal exceeds the plausible range, exhibits abnormal jumps, experiences a sampling timeout, or fails the logical correlation check with the wheel speed sensor signals (as related code C052801 indicates). This fault limits ESP functionality, causes abnormal steering assistance, or disables the automatic emergency braking system, severely impacting driving stability.
Causes
— Internal damage to the Steering Angle Sensor (SAS) or signal drift, common after mechanical impact to the sensor during a front-end collision.— Poor contact, open circuit, or short circuit in the steering wheel clock spring or SAS wiring harness connector, interrupting signal transmission.— Failure to perform SAS zero-point calibration and maximum steering angle learning using the dedicated diagnostic tool after replacing the steering gear, steering column, or performing chassis repairs.+2 more →
Actions
— Pre-inspection and data collection: Check battery voltage (should be ≥12V). Verify the status of all instrument cluster warning lights. Use a diagnostic tool to read complete DTCs and freeze frame data. Check for accompanying fault codes such as C052801 (SAS and wheel speed check abnormal).— Physical inspection: Check the steering wheel clock spring connector for looseness, verify correct SAS sensor installation (especially on accident-repaired vehicles), and inspect the related wiring harness for pinching, damage, or corrosion.+5 more →
C050200›
This DTC indicates the IPB (Intelligent Integrated Braking System) control unit detects an abnormally low-resistance connection between the left front wheel speed sensor (WSS) power supply circuit (typically a 12V DC supply) and body ground (GND), indicating a short to ground. The wheel speed sensor uses a two-wire design (multiplexed power/signal or independent power and ground). When the power supply circuit shorts to ground, the sensor fails to receive normal operating voltage. This causes a complete loss of the left front wheel speed signal and prevents the IPB from monitoring the left front wheel speed. This fault directly degrades or completely disables systems including the Anti-lock Braking System (ABS), Electronic Stability Control (ESC), Traction Control System (TCS), Automatic Emergency Braking (AEB), and Electronic Parking Brake (EPB). The vehicle may enter a safety protection mode (limp mode) and brake pedal feel may change, severely compromising driving safety.
Causes
— Damaged left front wheel speed sensor wiring harness insulation. Suspension movement causes the harness to rub against metal body components (such as the steering knuckle, lower control arm, or fender liner retaining screws), shorting the power wire to ground.— Internal breakdown of the wheel speed sensor drive circuit (e.g., shorted Zener diode or filter capacitor), shorting the power supply pin to the housing (ground).— Wheel speed sensor connector seal failure (seal ring aging or improperly installed); water or electrolyte ingress causes a short circuit between the power pin and ground pin.+2 more →
Actions
— Visual inspection: Raise the vehicle, remove the left front wheel, and check the routing of the wheel speed sensor wiring harness near the fender liner, suspension spring seat, steering knuckle, and lower control arm. Inspect the harness for wear, damaged insulation, pinching, or burn marks. Inspect the connector for looseness, water ingress, corrosion, or backed-out pins.— Voltage measurement: Disconnect the left front wheel speed sensor connector, turn the ignition switch to ON, and measure the voltage between the harness-side power supply pin and ground. Normal voltage is 12V (battery voltage). A reading of 0V or very low (<1V) indicates a short circuit in the wiring harness or at the IPB end. A normal reading indicates a possible internal short to ground in the sensor.+4 more →
C050300›
DTC C050300 indicates a short to battery positive (B+) in the left front wheel speed sensor (WSS) power supply circuit. Normally, the IPB (Integrated Power Brake) supplies 5V or 12V to the wheel speed sensor (depending on sensor type). A "short to battery" condition means the power supply line shorts to a vehicle constant power circuit, or the internal sensor power terminal breaks down to the signal or ground terminal. This causes the control unit to detect an abnormally high voltage (approximately 12V battery voltage). This prevents the IPB from correctly reading the left front wheel speed signal, triggers the safety protection mechanisms of systems such as ABS, ESP, and Automatic Emergency Braking, and disables the related functions.
Causes
— Damaged left front wheel speed sensor wiring harness insulation contacting body power wires (e.g., headlight power supply, horn wires), causing a short circuit.— Sensor internal power supply circuit breakdown causes a short circuit between the power terminal and the housing or signal wire.— Water ingress, corrosion, or bent pins in the wheel speed sensor connector causing the power supply terminal to short to an adjacent power terminal.+2 more →
Actions
— Connect the VDS diagnostic tool, read and record the freeze frame data for DTC C050300, and confirm the vehicle speed and voltage status when the fault occurred.— Switch off the ignition, disconnect the left front wheel speed sensor connector, and check the connector terminals for corrosion, deformation, or signs of water ingress.+4 more →
C050400›
DTC C050400 indicates the IPB (Intelligent Integrated Braking System) control unit detects an "indirect uncertainty" (plausibility fault) in the left front wheel speed sensor signal. This is not a simple sensor open or short circuit. Instead, the control unit algorithm identifies a logical inconsistency between the left front wheel speed signal and the vehicle's actual motion state, the speeds of the other three wheels, and the longitudinal/lateral acceleration sensor data. Symptoms include signal spikes, an abnormal fixed value (such as a constant 1845 km/h), a signal rate of change exceeding physical limits, or intermittent signal loss within specific vehicle speed ranges (usually >60 km/h). This fault triggers degraded protection modes in systems including ABS, ESP, and automatic emergency braking, severely affecting vehicle dynamic stability control.
Causes
— Magnetic encoder target wheel contamination: Iron filings (brake pad wear dust) or oil adhering to the half-shaft magnetic encoder surface distorts the magnetic field signal, causing abnormal square waves or signal loss.— Wheel speed sensor aging: Degraded Hall element performance causes insufficient output signal amplitude, preventing the control unit from correctly recognizing the signal at high rotational speeds.— Intermittent wiring harness fault: Left front wheel speed sensor harness experiences intermittent short/open circuits during steering or suspension travel, or oxidized or backed-out connector pins cause increased contact resistance.+2 more →
Actions
— Initial diagnosis: Use the VDS diagnostic tool to read the complete fault code freeze frame. Record the vehicle speed and wheel speed data at the time of the fault. Enter "Live Data Stream" mode and observe the four wheel speed signals. Check if the left front wheel shows 0 km/h, a fixed abnormal value (such as 1845 km/h), or differs significantly from the other wheels.— Basic inspection: Switch off the ignition and check the left front wheel speed sensor connector (usually located near the shock absorber) for looseness, water ingress, or pin oxidation. Measure the sensor resistance (Hall type approx. 1.0-1.5kΩ, magnetic induction type approx. 0.8-1.4kΩ), and check the wiring harness for continuity and insulation to ground.+3 more →
C050576›
This DTC indicates the IPB (Integrated Intelligent Braking System) detects a correlation plausibility fault in the left front wheel speed sensor signal. Specifically, the frequency or amplitude of the sensor pulse signal logically conflicts with the actual vehicle motion state, the other three wheel speed signals, or the longitudinal acceleration sensor data, failing the system plausibility check algorithm. This fault typically indicates intermittent sensor signal interruption, electromagnetic interference, magnetic ring (magnetic encoder) demagnetization, or out-of-tolerance mechanical installation clearance. These conditions prevent the ABS/ESC from accurately identifying the actual left front wheel speed, triggering the ABS warning light and ESC OFF light, and degrading the automatic emergency braking system.
Causes
— Open or short circuit in the front left wheel speed sensor internal coil (magnetic induction type) or Hall element signal drift, causing unstable output signal amplitude.— Deformed sensor mounting bracket, loose retaining bolts, or missing shim causes the air gap between the sensor and magnetic ring to exceed the standard range (0.3-1.2mm).— Wheel hub bearing magnetic encoder (magnetic ring) surface has a heavy accumulation of iron filings or mud, or exhibits physical damage or demagnetization.+2 more →
Actions
— Connect the VDS2000/VDS3100 diagnostic tool and read the C050576 freeze frame data. Record the vehicle speed, left front wheel speed, steering wheel angle, and longitudinal acceleration at the time of the fault. Check for other accompanying sub-codes in the C050500-C050599 series.— Raise the vehicle until the wheels are off the ground. Visually inspect the left front wheel speed sensor wiring harness at the steering knuckle and lower control arm retaining clips for wear or stretching. Check the connector waterproof sealing ring for aging.+5 more →
C050600›
DTC C050600 indicates the IPB (Intelligent Integrated Braking System) detects an electrical circuit fault in the right front wheel speed sensor (WSS). This is a circuit integrity fault. The ECU detects sensor signal voltage outside the normal threshold (typically 0.1V-4.9V), a short to power or ground, an open circuit, or signal interference. The BYD IPB system uses a two-wire Hall effect or magnetoelectric wheel speed sensor. The ECU continuously monitors the sensor supply current and signal waveform. If the right front wheel speed signal is lost or distorted, the system disables functions relying on wheel speed data, including ABS, EBD, TCS, ESC, and AEB. The vehicle retains basic hydraulic braking capability. This fault illuminates multiple instrument cluster warning lights (ABS/ESC/AEB) and triggers Limp Home mode, which limits power output or disables energy recovery.
Causes
— Physical damage to the right front wheel speed sensor wiring harness: The sensor mounts near the steering knuckle, where suspension movement and steering repeatedly bend the wiring harness. This causes fatigue fractures in the internal copper wires or damages the insulation, especially after driving over rough roads or through water.— Sensor connector corrosion or poor contact: Mud and water accumulate in the right front wheel area. The sensor plug seal (usually located near the shock absorber or fender liner) degrades and fails, causing terminal oxidation, short circuits from water ingress, or increased contact resistance (>1Ω).— Wheel speed sensor internal fault: Damaged internal Hall element, coil open/short circuit (magnetic induction type resistance must be 1.0-2.0kΩ; values outside this range indicate failure), or abnormal gap between the sensor head and tone ring due to impact damage (standard gap: 0.3-1.2mm).+2 more →
Actions
— Initial diagnosis: Read all fault codes using VDS2000/3000 or Launch X-431. Check for associated faults such as C050500 (left front) and C050700 (right rear). Record freeze frame data parameters, including vehicle speed, voltage, and temperature.— Visual inspection: Raise the vehicle, remove the right front wheel and fender liner, and inspect the complete routing of the wheel speed sensor wiring harness from the IPB control unit (located on the engine compartment firewall or above the cabin pedals) to the right front steering knuckle. Check the harness at the suspension control arm retaining clips and steering knuckle bends for wear, damaged insulation, or crush marks.+5 more →
C050800›
DTC C050800 indicates an abnormal short circuit between the right front wheel speed sensor power supply circuit (typically a 12V or 5V reference voltage) and body ground (GND). In the BYD IPB (Integrated Power Brake) architecture, the active wheel speed sensors (Hall-effect or magnetoelectric) require a stable operating voltage from the ECU. When the power supply line shorts to ground, the IPB module detects an abnormal current increase or a voltage drop to near 0V and triggers the fault protection mechanism. This fault causes the loss of the right front wheel speed signal, disabling or degrading functions such as the Anti-lock Braking System (ABS), Electronic Stability Control (ESC), Traction Control System (TCS), and Automatic Emergency Braking (AEB). This hard fault severely impacts driving safety.
Causes
— Right front wheel speed sensor wiring harness insulation damage: Long-term friction and vibration at the steering knuckle, suspension control arm, or body pass-through wears through the harness outer sheath. The internal power wire contacts the metal body and creates a short to ground.— Internal short circuit in the sensor body: A Hall element or internal circuit board fault shorts the power supply pin to the housing. Typically caused by sensor aging, overheating, or water ingress corrosion.— Connector water ingress or corrosion: Poor sealing of the right front wheel speed sensor connector (located in the fender liner or engine compartment) allows water to accumulate inside after washing the vehicle or driving through water, causing a short circuit between the power terminal and the ground terminal.+2 more →
Actions
— Safety check and preliminary diagnosis: Connect the VDS diagnostic tool to confirm the DTC status is Active. Read the right front wheel speed sensor data stream to confirm no signal output. Check the IPB power supply fuse (a blown fuse indicates a severe short circuit). Disconnect the IPB and right front wheel speed sensor connectors. Measure the resistance to ground at the sensor-side power pin. A resistance of less than 1Ω confirms a short to ground.— Wiring harness visual inspection: Raise the vehicle, remove the right front wheel and inner fender liner. Inspect the wiring harness sheath along the entire wheel speed sensor harness routing (from the wheel hub bearing → steering knuckle → fender liner → engine compartment) for wear, cuts, or burn marks. Focus on contact points between the harness and the steering knuckle, brake hose, and suspension spring. Check the body pass-through rubber grommet for aging or detachment.+4 more →
C050A00›
DTC C050A00 indicates the IPB (Intelligent Integrated Braking System) ECU detects the air gap between the right front wheel speed sensor (WSS) and the signal tone ring exceeds the calibrated tolerance range (typically 0.3-1.2mm), or the sensor signal amplitude/phase exhibits intermittent erratic characteristics. This is a plausibility fault, distinct from a direct short or open circuit. The IPB system uses an active Hall-effect wheel speed sensor highly sensitive to the installation air gap. An excessive gap attenuates the signal, while an insufficient gap causes the sensor head to rub against the tone ring. The ECU sets this fault when algorithmic compensation cannot verify wheel speed signal reliability. This fault degrades or disables ABS, ESP, TCS, and Automatic Emergency Braking (AEB) functions. In severe cases, it illuminates the brake system warning lamp continuously.
Causes
— Loose wheel speed sensor installation, or mud, sand, or foreign matter in the mounting hole, causing the actual air gap to deviate from the standard value.— Excessive axial play or wear in the right front wheel hub bearing causes axial displacement of the integrated signal tone ring (magnetic encoder ring), changing the air gap.— Physical damage to the wheel speed sensor head from bottoming out, stone strikes, or long-term wear disrupts the magnetic field distribution.+2 more →
Actions
— Use VDS2000 or a BYD dedicated diagnostic tool to read the complete fault codes, confirm if the fault is current (Present), and record freeze frame data (vehicle speed, temperature, etc.).— Raise the vehicle. Check the right front wheel speed sensor exterior and the wiring harness connector for damage or water ingress. Check the sensor tip for wear marks or attached foreign matter.+6 more →
C050900›
This DTC indicates a short circuit between the 12V power supply wire and the signal output circuit of the right front (FR) wheel speed sensor, or a direct short from the signal wire to battery positive (B+). In the BYD IPB (Intelligent Integrated Braking System) architecture, the wheel speed sensor is typically a Hall-effect type. Under normal operation, the supply voltage is 12V, and the signal wire outputs a 0.5-4.5V pulse voltage. When the signal wire shorts to the 12V supply, the IPB control unit receives a continuous high-level signal and cannot identify wheel speed pulses. This causes the system to lose the right front wheel speed data or display an abnormal fixed value. This condition triggers the safety protection mechanisms of systems including ABS, ESP, and EHB (Electro-Hydraulic Braking), causing brake assist functions to degrade or fail. Multiple warning lights illuminate on the instrument cluster, severely compromising driving safety.
Causes
— An improperly secured right front wheel speed sensor wiring harness at the fender liner, below the A-pillar, or at the front wheel arch rubs against the body bracket, steering knuckle, or suspension components. This prolonged friction damages the insulation, causing a short circuit between the power wire and the signal wire.— Sensor connector seal failure allows water ingress after wading or high-pressure washing, causing electrolytic corrosion and a short circuit between pins, or an improperly seated connector causes pin misalignment and poor contact.— During vehicle front-end accident repairs or modifications (such as installing mud flaps or modifying brakes), crushing, bending, or improperly securing the wiring harness damages and exposes the internal copper core.+2 more →
Actions
— Connect the BYD VDS diagnostic tool and confirm C050900 is a Current DTC. Read the IPB data stream and check if the right front wheel speed signal displays a fixed high value (e.g., 8191 rpm or maximum value) or zero. Compare this reading with the other three wheels to confirm the fault.— Raise the vehicle to a suitable height. Visually inspect the right front wheel speed sensor connector for looseness, water ingress, and oxidized or deformed pins. Inspect the harness mounting and physical condition at the fender liner, front wheel arch, below the A-pillar, and the firewall pass-through. Specifically check the clearance between the harness, body metal edges, and suspension mounting bolts.+5 more →
C050B76›
DTC C050B76 indicates the IPB (Intelligent Integrated Braking System) detects a correlation fault in the right front wheel speed sensor signal. This fault does not indicate a simple signal loss (open circuit). Instead, the sensor pulse signal output logically mismatches actual vehicle dynamics (e.g., other wheel speeds, vehicle speed, acceleration, yaw rate), or the signal characteristics (frequency, amplitude, duty cycle) exceed calibrated thresholds. The IPB algorithm compares the correlation of all four wheel speed sensors. The system sets this code when the right front signal differs excessively from the other wheel speeds, exhibits erratic signal jumps, or experiences an intermittent fault in the sensor power supply or ground circuit. This fault directly affects the Anti-lock Braking System (ABS), Electronic Stability Control (ESC), Automatic Emergency Braking (AEB), and energy recovery functions. It may increase braking distance or cause abnormal brake pedal feel.
Causes
— A degraded right front wheel speed sensor or internal coil inter-turn short circuit causes insufficient output signal amplitude or waveform distortion, reducing signal quality especially at high temperatures or high speeds.— Abnormal air gap between the sensor and magnetic encoder ring (tone ring) (greater than 1.2 mm or less than 0.3 mm). Common causes include a loose sensor retaining bolt, a deformed bracket, or bearing wear causing axial play in the wheel hub.— Damage to the right front wheel hub unit magnetic encoder ring (demagnetization, cracks, or attached iron debris) causes uneven magnetic flux variation, resulting in signal noise or missing tooth signals.+2 more →
Actions
— Use a diagnostic tool to read the freeze frame data. Confirm the vehicle speed, wheel speed values, and IPB supply voltage when the fault occurred. Check for accompanying fault codes (e.g., C050A00, U0121). Clear the fault codes and perform a road test. Monitor the right front wheel speed data stream for jumps or loss of synchronization with the other wheel speeds.— Raise the vehicle and visually inspect the right front sensor. Verify the mounting bolt torque (standard: 8-12 N·m). Check the wiring harness for tension at full steering lock. Measure the sensor resistance (standard: 1.5-2.5 kΩ at 20°C). Measure the sensor supply voltage (ignition ON: 12V ± 0.5V).+3 more →
C050C00›
DTC C050C00 indicates the IPB (Integrated Intelligent Brake Control System) detects an electrical fault in the left rear wheel speed sensor (WSS) wiring harness, including an open circuit, short circuit, or short to ground or power. This sensor, typically a Hall-effect or magnetoelectric type, converts wheel speed into an electrical signal and transmits it to the IPB module. The IPB module uses this signal for precise control of systems including ABS, ESC, TCS, EPB, and Automatic Emergency Braking (AEB). A wiring harness fault prevents the IPB from obtaining left rear wheel speed data and triggers a system degraded mode (ABS/ESC functions limited or disabled). In extreme cases, this fault can affect brake force distribution, cause abnormal parking brake operation, or trigger speed-limiting protection, posing a driving safety risk.
Causes
— Left rear wheel speed sensor harness connector loose, terminals backed out, water intrusion, or oxidation/corrosion, causing increased contact resistance.— Detached retaining clips caused the wiring harness to wear, chafe, or break completely at suspension movement points (such as near the steering knuckle, control arm, or shock absorber).— Burnt-out internal coil in the sensor body, failed Hall element, or damaged probe+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read fault codes and freeze frame data. Confirm the vehicle speed, road conditions, and related fault codes when the fault occurred. Check if the left rear wheel speed data stream reads 0 or fluctuates abnormally.— Raise the vehicle to a suitable height and visually inspect the entire left rear wheel speed sensor wiring harness. Inspect the protective sleeve for damage, chafing, or water ingress, specifically where it passes through body holes and routes near the suspension control arm and shock absorber.+5 more →
C050E00›
DTC C050E00 indicates the IPB (Intelligent Integrated Braking System) or ABS module detects an abnormal short circuit to vehicle ground (GND) in the left rear wheel speed sensor (WSS) power supply circuit (typically the 12V supply line). This supply circuit provides the operating voltage for the Hall-effect or magnetic wheel speed sensor. When a short to ground occurs, the power driver circuit inside the ABS module detects overcurrent or a voltage drop to nearly 0V, triggering the protection mechanism and storing the fault code. This fault causes a missing or abnormal left rear wheel speed signal, forcing active safety functions such as ABS, ESC, TCS, and Automatic Emergency Braking (AEB) into fail-safe mode (conventional braking). The instrument cluster illuminates multiple warning lamps, including ABS, ESC, and EBD. This severely compromises driving safety and creates a risk of wheel lock-up, especially on slippery roads or during emergency braking.
Causes
— Damaged or aged left rear wheel speed sensor wiring harness insulation. While driving, the harness rubs against metal components such as the body side member, suspension bracket, or wheel arch liner, causing the power wire to short to ground.— Short circuit inside the wheel speed sensor body between the power supply pin and the sensor housing or ground pin (typically resulting from water ingress due to seal failure, a burnt internal coil, or PCB breakdown).— Water enters the sensor connector (located at the left rear fender or chassis wiring harness joint) due to wading, high-pressure washing, or seal aging, causing an electrolytic short circuit or corrosion-induced continuity between the power and ground terminals inside the connector.+2 more →
Actions
— Connect the VDS or dedicated diagnostic tool and read the freeze frame data for DTC C050E00. Record key parameters at the time of the fault, such as vehicle speed, voltage, and temperature. Clear the fault code and perform a road test to verify if the fault is persistent.— Raise the vehicle and remove the left rear wheel. Visually inspect the wheel speed sensor for physical damage. Specifically check the sensor connector (usually located near the shock absorber or body harness connection) for water ingress, terminal corrosion, looseness, or damaged wiring insulation.+5 more →
C051000›
DTC C051000 indicates the IPB (Integrated Intelligent Braking System) detected an abnormally low-resistance path between the left rear wheel speed sensor power supply circuit (typically a 5V or 12V reference voltage) and the vehicle main power supply (B+, battery voltage). In automotive electronic diagnostics, "Short to Battery" means the signal wire or power supply wire shorted to the positive 12V power supply. This fault causes the sensor supply voltage to rise abnormally above the rated 5V/12V to the 13-14V battery voltage range, triggering the overvoltage protection mechanism in the IPB control unit. Because the wheel speed signal is a core input parameter for the ABS, ESC, EBD, and Autonomous Emergency Braking (AEB) systems, this fault causes these safety systems to enter a degraded mode or fail completely, posing a severe driving safety hazard. Potential causes include physical damage to the wiring harness, electronic component breakdown inside the sensor, water ingress and corrosion in the connector, or a power management chip failure inside the IPB control unit.
Causes
— Damaged left rear wheel speed sensor harness insulation, especially in the corrugated conduit between the body and suspension, shorting to an adjacent 12V power wire (such as the tail light or fuel pump power wire).— Breakdown of the internal Hall element or capacitor in the wheel speed sensor abnormally reduces impedance between the power supply and signal pins, creating an internal short circuit.— Internal power regulator module (LDO or DC-DC) failure in the IPB control unit, shorting the power supply output terminal directly to the internal battery power supply.+2 more →
Actions
— Use the VDS2000 or VDS3000 diagnostic tool to read the DTC freeze frame data. Record the vehicle speed, throttle opening, and ambient temperature at the time of the fault. Confirm whether it is a static fault (code sets at ignition ON) or a dynamic fault (code sets at a specific vehicle speed).— Raise the vehicle and remove the left rear tyre. Visually inspect the entire length of the wheel speed sensor wiring harness. Focus on the corrugated conduit entry and exit points, body panel pass-throughs, and the area near the rear differential. Look for signs of harness abrasion, scorching, or discolouration.+6 more →
C053D00›
This fault code indicates the IPB (Intelligent Integrated Braking System) detects the hydraulic pressure value from the brake master cylinder pressure sensor falls outside the system-calibrated normal threshold range (too high or too low). The IPB system monitors the driver’s braking intent and hydraulic circuit status in real time via the master cylinder pressure sensor. The system logs a pressure out-of-range fault if the pressure signal voltage falls outside the valid 0.5-4.5V range, or if the pressure value mismatches the pedal travel and wheel cylinder pressure logic. This fault triggers a degraded protection mode, which may limit ABS/ESC functions, disable automatic emergency braking, or cause abnormal brake pedal feel, severely compromising driving safety.
Causes
— Drift or damage to the master cylinder pressure sensor inside the IPB integrated module, causing abnormal signal output.— A leak in the brake hydraulic system (lines, wheel cylinders, or aged IPB body seals) prevents the system from building or maintaining actual pressure.— Severely low, deteriorated, or aerated brake fluid causing abnormal pressure transmission and sensor reading deviations.+2 more →
Actions
— Safety check and initial assessment: Verify the brake fluid level is between MAX and MIN, check the instrument cluster warning light status (ABS/ESC lights constantly illuminated), and perform a road test to verify normal brake pedal travel and braking force.— Diagnostic scan: Use VDS or Launch X431 to read complete fault codes and view freeze frame data (record pressure value, pedal travel, and vehicle speed when the fault occurred). Analyze whether pressure is too high (>20MPa abnormal) or too low (<0.5MPa abnormal).+5 more →
C051176›
The BYD IPB (Intelligent Integrated Braking System) defines DTC C051176 as "Incorrect Installation Direction of Left Rear Wheel Speed Sensor". This fault does not indicate a simple open or short circuit. Instead, the magnetic pole direction of the Hall-effect wheel speed sensor mismatches the relative position of the tone ring, reversing the output square-wave signal phase or generating an abnormal duty cycle. The IPB control unit triggers this code upon detecting unexpected rising and falling edge timing in the signal waveform, or upon identifying a logical conflict between the left rear wheel speed signal and the other three wheels during vehicle speed calculation. This fault directly disables or falsely triggers the Anti-lock Braking System (ABS), Electronic Stability Program (ESP), Automatic Emergency Braking (AEB), and tire pressure monitoring system (calculated via wheel speed differentials), severely compromising driving safety.
Causes
— Sensor body rotated 180° during installation: After replacing the bearing or brake system, the technician failed to align the locating marks when inserting the sensor into the mounting hole, reversing the Hall element magnetic pole direction relative to the tone ring.— Using a non-OEM aftermarket sensor: Some third-party parts have reversed magnetic pole markings or a mirrored internal Hall chip orientation compared to the OEM part. This results in an incorrect electrical direction despite correct physical installation.— Loose sensor mounting: Retaining bolt lacks specified torque (8-10 N·m) or steering knuckle mounting hole has stripped threads, allowing driving vibration to gradually rotate and shift the sensor.+2 more →
Actions
— Connect the VDS2000/BYD dedicated diagnostic tool, read the IPB system fault codes to confirm C051176 is present, and record the freeze frame data (especially vehicle speed and wheel speed values when the fault occurred).— Raise the vehicle to a suitable height, remove the left rear wheel, and visually inspect the wheel speed sensor condition, connector locking tab, and wiring harness routing. Confirm the arrow mark on the sensor head points toward the wheel center/toothed ring.+5 more →
C051200›
DTC C051200 indicates the IPB (Intelligent Integrated Braking System) detected a persistent or intermittent electrical fault in the right rear wheel speed sensor (RR WSS) circuit. This fault occurs when the IPB module fails to receive a valid wheel speed signal within the specified time, or detects signal voltage/resistance outside the threshold range (typically an open circuit, short to ground, short to power, or signal interference). On vehicles equipped with the IPB (One-box) integrated braking system, such as the BYD Song PLUS DM-i, this fault disables or limits the Anti-lock Braking System (ABS), Electronic Stability Control (ESC), Automatic Emergency Braking (AEB), Hill Hold Control (HHC), and Adaptive Cruise Control (ACC) functions. Additionally, because New Energy Vehicles (NEVs) rely on wheel speed signals to calculate regenerative braking torque, this fault may cause abnormal energy recovery, inaccurate driving range display, and force the drive system into protection mode.
Causes
— Physical damage to the right rear wheel speed sensor wiring harness: Chassis bottoming out, water fording, or prolonged vibration damages the harness sheath, breaks the wires, or oxidizes the internal copper strands. This commonly occurs at stress concentration points where the harness passes the suspension control arm or through body apertures.— Connector water ingress and corrosion: Direct high-pressure washing, driving through water, or aging seals cause water ingress at the sensor connector (located near the right rear wheel hub) or the IPB module connector (in the motor compartment), resulting in pin oxidation and increased contact resistance.— Internal sensor fault: Although the DTC points to the wiring harness, the IPB will misdiagnose an open circuit (infinite resistance) or short circuit (resistance below 0.5 kΩ) in the internal sensor coil as a wiring fault. Normal magnetic inductive sensor resistance is 1.0–1.8 kΩ.+2 more →
Actions
— Initial diagnosis: Use the VDS2000/VDS3000 diagnostic tool to read all fault codes. Confirm if C051200 is a history or current code. Check the vehicle speed, wheel speed values, and IPB voltage in the freeze frame data to verify if the right rear wheel speed showed 0 km/h or fluctuated abnormally when the fault occurred.— Visual inspection: Raise the vehicle and remove the right rear wheel. Follow the sensor wiring harness routing (from the wheel hub bearing → body side member → IPB module) and check the protective sleeve for wear, breaks, or pinching. Focus on the contact points between the wiring harness and the control arm, shock absorber, and body sheet metal. Also check the sensor connector (black 2-pin) and the IPB module connector (32-pin or 48-pin, located on the left firewall in the engine compartment) for water ingress, oxidation, or terminal back-out.+5 more →
C051400›
This DTC indicates the IPB (Intelligent Integrated Braking System) detects an abnormally low-resistance connection between the right rear wheel speed sensor power supply circuit (typically a 12V or 5V reference voltage) and body ground (GND), constituting a short to ground. In the BYD IPB system, the wheel speed sensor is a two-wire active Hall sensor. The ECU supplies operating voltage to the sensor via the power supply line. A short to ground on the power supply line causes: 1) complete loss of the right rear wheel speed signal; 2) the IPB system to trigger limp mode, automatically disabling the dynamic functions of the ABS, ESC, Automatic Emergency Braking (AEB), and Electronic Parking Brake (EPB); 3) potential damage to the internal IPB driver circuit if the short-circuit current is excessive. This is a hard-wire circuit fault, not signal interference or performance degradation. Repair the fault immediately to prevent braking system failure.
Causes
— Damaged right rear wheel speed sensor wiring harness insulation: Stones striking the chassis during driving break the harness sheath, or loose harness retaining clips cause long-term chafing against suspension components, exposing the power supply wire copper core and causing it to contact vehicle body metal.— Wheel speed sensor internal short circuit: Internal Hall element or capacitor breakdown shorts the power supply terminal to the sensor housing (ground). Common causes include sensor aging, overheating, or manufacturing defects.— Wiring harness connector water ingress and corrosion: Wading in the right rear wheel area or direct spray from a high-pressure washer causes the sensor plug seal to fail. This forms an electrolytic conductive path between the pins, short-circuiting the power supply pin to the ground pin.+2 more →
Actions
— Safety preparation and fault confirmation: Read all fault codes using VDS or a dedicated diagnostic tool. Confirm if C051400 is the only fault present or if related wheel speed signal faults accompany it. Inspect the right rear wheel speed sensor connector for looseness, backed-out pins, or corrosion. Verify the vehicle is stationary when the fault occurs (to rule out electromagnetic interference while driving).— Sensor body inspection: Disconnect the right rear wheel speed sensor connector. Use a multimeter to measure the resistance between the sensor-side power supply pin and the ground pin (or sensor metal housing). Normal resistance is greater than 10 MΩ (open circuit). If the resistance is less than 1 Ω, replace the right rear wheel speed sensor. Also measure the resistance between the sensor signal pin and the power supply pin. Normal resistance is 1-2 kΩ (Hall sensor internal resistance).+3 more →
C051500›
DTC C051500 indicates the IPB (Intelligent Integrated Braking System) detected a short circuit to battery positive (B+) in the right rear wheel speed sensor power supply circuit. This fault occurs when abnormal electrical continuity develops between the sensor power line (typically a 12V supply) and the vehicle constant power supply or the IPB internal power output stage, causing an abnormal voltage increase or current overload. The IPB control unit monitors the supply circuit voltage and current characteristics. Upon detecting a short circuit, it triggers a protection mechanism and cuts power to the circuit to prevent hardware damage. This fault causes the loss of the right rear wheel speed signal, disabling or degrading ABS, ESP, TCS, EPB, and Automatic Emergency Braking (AEB) functions, which severely compromises driving safety. The '00' suffix in the DTC typically indicates an active, hard fault (non-intermittent).
Causes
— Right rear wheel speed sensor wiring harness insulation damage: Long-term vibration and friction damage the harness at the rubber grommet where it passes through the body floor or suspension control arm, shorting the power supply wire to an adjacent constant power circuit (such as the tail light power supply, fuel pump power supply, etc.).— Sensor connector water ingress and corrosion: Driving through water, direct high-pressure washing, or poor sealing causes an internal short circuit in the connector, shorting the power supply terminal to an adjacent high-potential terminal or the metal housing.— Wheel speed sensor internal circuit breakdown: Damage to the sensor's internal voltage regulator circuit or Hall element shorts the power input terminal to the signal output terminal or housing, creating a reverse short circuit to the power supply circuit.+2 more →
Actions
— Safety preparation and fault confirmation: Use VDS2000 or Launch X431 to read the complete fault codes. Confirm whether C051500 appears alone or alongside other wheel speed sensor faults, such as C051400 (short to ground). Record the freeze frame data (vehicle speed, temperature, and voltage at the time of occurrence). Check the IPB software version and verify no relevant Technical Service Bulletins (TSB) apply.— Visual and connector inspection: Raise the vehicle and remove the right rear wheel. Inspect the wheel speed sensor connector (usually located near the steering knuckle or brake caliper) for water ingress, corrosion, looseness, or deformed pins. Inspect the wiring harness sleeve for damage along its route. Focus on bent sections passing through the body floor panel and suspension control arm.+4 more →
C051600›
DTC C051600 indicates the IPB (Intelligent Integrated Braking System) detects an intermittent abnormality or insufficient plausibility in the right rear wheel speed sensor signal. Unlike a direct open or short circuit fault, 'indirect uncertainty' means the sensor still returns a signal, but under specific operating conditions (such as a specific vehicle speed range, steering maneuver, or road input), the signal spikes, drifts, or illogically contrasts with the other wheel signals. The IPB system algorithm compares the four-wheel speed differential, longitudinal acceleration, and yaw rate signals. The system triggers this fault when the right rear wheel speed signal duration or amplitude exceeds the plausible confidence interval but has not yet reached the hard fault threshold. This condition typically indicates dynamic sensor-to-tone ring gap variation, electromagnetic signal interference, or an intermittent voltage drop in the sensor power supply or ground, which can cause ABS/ESC function degradation or false activation.
Causes
— Ferromagnetic debris or brake dust accumulated on the right rear wheel speed sensor tip changes the effective magnetic permeability of the air gap, causing unstable signal amplitude.— Right rear wheel hub bearing wear causes axial/radial play to exceed tolerance, resulting in dynamic changes to the relative position between the sensor and tone ring (common on vehicles with >50,000 km).— Repeated bending causes a hidden internal wire break in the sensor wiring harness at the body-to-rear-wheel transition area (e.g., inside the sill trim panel or near the rear suspension), causing an intermittent increase in contact resistance.+2 more →
Actions
— Connect the VDS diagnostic tool, access the IPB system, and read the live data stream. Monitor the right rear wheel speed signal during stationary, accelerating, constant speed, and steering conditions. Check for abnormal fluctuations, negative values, or a >3km/h difference compared to the other three wheels.— Raise the vehicle. Visually inspect the right rear wheel speed sensor mounting hole for looseness, and check the sensor head for oil or metal swarf. Clean the sensor end face and use a feeler gauge to measure the clearance to the tone ring (standard: 0.3-1.2 mm; Song PLUS DM-i standard: approximately 0.8 mm).+4 more →
C051776›
The IPB (Intelligent Integrated Braking System) or ESC (Electronic Stability Control System) triggers this DTC. It indicates a wrong installation direction for the right rear wheel speed sensor. The sensor uses the Hall effect principle; its internal magnetic poles have a specific bias direction to identify the tone ring rotational direction. Installing the sensor opposite to the calibrated direction, or swapping the left and right sensors, produces an output signal polarity opposite to ECU expectations. This prevents the system from correctly interpreting the wheel speed signal. This condition degrades or disables functions such as ABS, ESP, Auto Hold, and Automatic Emergency Braking, representing a brake safety-related functional fault.
Causes
— Incorrectly swapping the left and right rear wheel speed sensors during repair, or installing the sensor backwards by failing to observe the arrow mark on the sensor housing.— Installing non-genuine parts or a wheel hub bearing unit from a different batch causes a mismatch between the sensor magnetic pole direction and the tone ring.— During collision repair, the technician failed to install the sensor in the orientation specified by the repair manual, or used a refurbished part.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read fault codes, confirm DTC C051776 is active, and check the right rear wheel speed data stream for abnormalities (e.g., missing signal, erratic signal, or mismatch with actual vehicle speed).— Raise the vehicle and check the right rear wheel speed sensor wiring harness connector for looseness, water ingress, or corrosion. Measure the sensor supply voltage (usually 12V or 5V, depending on the vehicle model).+6 more →
C051D01›
DTC C051D01 indicates an abnormal calibration status of the inertial measurement unit (IMU) inside the IPB (Integrated Power Brake). Specifically, the yaw rate sensor or longitudinal acceleration sensor reference data is lost, offset, or invalid. Integrated inside the IPB control module, this sensor monitors the vehicle’s rotational yaw rate about the vertical axis and its longitudinal acceleration in real time. It provides the core input signal the ESP electronic stability control system uses to calculate vehicle dynamic attitude. The IPB sets this code when it detects the sensor output deviates from the expected calibration reference beyond the threshold, or when it loses the stored calibration parameters. This limits ESP functionality or triggers limp mode; however, normal hydraulic braking usually remains unaffected.
Causes
— Failure to perform the IMU sensor calibration procedure after replacing the IPB assembly, disconnecting the battery, or prolonged vehicle power loss results in calibration data loss.— A loose IPB control module mounting bracket, insufficient fixing bolt torque, or external impact to the module caused the internal inertial sensor physical reference point to shift.— Vehicle software upgrade (OTA or diagnostic tool) updated the IPB control program without synchronously resetting or matching the calibration data.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS or ED400) to read the complete IPB system fault codes and freeze frame data. Check if related fault codes such as C006A02 (signal error) or C00A800 (not calibrated) accompany C051D01.— Visually inspect the IPB control module for external damage, verify the module mounting bracket is not deformed, tighten the fixing bolts to the specified torque (usually 8-10 N·m), and ensure the module mounting surface is parallel to the vehicle body reference surface.+4 more →
C052801›
DTC C052801 indicates the Steering Angle Sensor (SAS) in the Intelligent Integrated Braking System (IPB) detects a steering angle value exceeding the valid system-calibrated range (typically ±720° or ±1440°, depending on vehicle calibration), or the sensor output signal voltage falls outside the normal 0.5-4.5V range. The Electronic Stability Control (ESC) system uses this key input sensor to determine the match between the driver's steering intent and the vehicle's actual yaw rate. When the steering angle value exceeds this range, advanced driver assistance functions including ESC, ABS, Automatic Emergency Braking (AEB), and Lane Keeping may enter a degraded mode or fail completely, severely compromising vehicle handling stability. Potential causes include a damaged sensor, an open circuit in the steering wheel clock spring, a Steering Column Control Module (SCCM) communication fault, an abnormal IPB internal signal processing circuit, or a missing SAS zero-point calibration following chassis repairs.
Causes
— Damaged internal potentiometer or Hall element in the steering angle sensor (SAS), causing output signal drift or a fixed out-of-range value.— Broken internal ribbon cable or poor contact in the steering wheel spiral cable (clock spring), causing an intermittent open circuit in the sensor power supply, ground, or signal lines.— Abnormal CAN bus communication between steering column control module and IPB (wiring short circuit, open circuit, or abnormal terminating resistor)+2 more →
Actions
— Connect the BYD VDS2000 diagnostic tool. Read the complete IPB system fault codes and freeze frame data. Verify if the real-time steering angle sensor value (Steering Angle) displays an invalid value (such as a fixed abnormal value of 8191° or -4096°). Check for related fault codes (such as C052901 Steering Angle Sensor Module Lost).— Inspect the steering wheel clock spring connector for looseness or corrosion. Use a multimeter to measure the continuity of each clock spring circuit (especially the sensor 12V power supply, GND, and signal wires). While turning the steering wheel, observe the resistance value for abrupt changes.+4 more →
C052901›
DTC C052901 indicates a communication interruption or loss of data validity between the IPB (Intelligent Integrated Braking System) control unit and the Steering Angle Sensor (SAS). The steering angle sensor mounts on the steering column and transmits steering wheel angle, rotational speed, and direction information in real time to the IPB, VCU, ADAS, and other modules via the CAN bus. It provides the core input signal for the Electronic Stability Control (ESC), automatic parking, lane keeping, and Autonomous Emergency Braking (AEB) systems. The IPB triggers this fault when it fails to receive a valid steering angle data frame within 500 ms, or detects a sensor response timeout or checksum error. The vehicle then enters a degraded mode: ESC function is limited or disabled, skid control fails, and automatic parking is unavailable. Extreme cases may alter brake assist characteristics, but the system retains basic hydraulic braking.
Causes
— Steering angle sensor internal fault: Damaged Hall effect element, internal MCU lockup, or EEPROM data loss preventing valid signal output.— Steering column wiring harness connection fault: Steering angle sensor connector below the steering wheel (usually integrated into the combination switch assembly) is loose, has backed-out pins, or is oxidized from water ingress; or the wiring harness is worn and broken due to frequent steering column rotation.— Power supply and ground fault: Sensor initialization fails due to 12V battery voltage below 10V, a blown sensor power supply fuse, or poor ground circuit contact.+2 more →
Actions
— Diagnostic scan: Use VDS2000/VDS3000 to access the IPB system. Read all fault codes and freeze frame data. Check for related faults such as C052B (steering angle sensor signal error) and U0416 (IPB communication fault). View the live data stream to confirm if the steering angle value displays as 'invalid' or remains fixed when turning the steering wheel.— Basic check: Disconnect the 12V battery negative terminal for 5 minutes, then power on the vehicle. Observe if the fault code changes to a history code. Inspect the combination switch connector (grey or black 18-pin connector) on the steering column below the steering wheel for looseness, backed-out pins, water ingress, or corrosion. Clean the connector and apply conductive grease if necessary.+4 more →
C053B00›
DTC C053B00 indicates an open circuit or abnormal voltage in the ABS solenoid valve power supply circuit inside the IPB (Intelligent Integrated Braking) module. This fault means the ECU detects the power supply line voltage to the ABS hydraulic modulator solenoid valve falls outside the normal range (typically below 9V or above 16V) or has an open circuit. Because the IPB system integrates ABS, ESP, EHB (Electro-Hydraulic Braking), and other functions, an abnormal solenoid valve power supply causes safety functions such as anti-lock braking and vehicle stability control to fail or degrade. The system then enters fail-safe mode. External power supply circuit issues (fuses, wiring harnesses, connectors) or a fault in the IPB internal power management circuit can cause this fault. Repair the system immediately to ensure braking system reliability.
Causes
— IPB/ABS system fuse (usually 30A or 40A) in the front compartment power distribution box is blown, loose, or making poor contact, causing power supply interruption or excessive voltage drop.— IPB module power wiring harness connector (located in the front compartment near the firewall): terminal oxidation, terminal back-out, ablation, or water ingress due to poor sealing, causing increased contact resistance.— Poor connection, open circuit, or damaged insulation causing a short circuit in the main power wiring harness from the battery to the IPB module, especially wiring harness aging in the high-temperature motor compartment.+2 more →
Actions
— Use the VDS2000/VDS1000 diagnostic tool to read all fault codes, check if C053B00 occurs with C053C00 (wheel speed sensor) or other communication fault codes, and record the freeze frame data.— Check the status of the ABS, ESP, and brake system warning lights on the instrument panel. Perform a brake pedal feel test to confirm whether the IPB system has entered backup mode (pedal becomes hard).+8 more →
C053C00›
DTC C053C00 indicates the IPB (Intelligent Integrated Brake) system detects one or more wheel speed sensor input signals outside the plausible physical range. Specific conditions include: the sensor reports an equivalent vehicle speed exceeding the theoretical maximum vehicle speed (e.g., a frequency corresponding to over 250 km/h); the signal frequency or amplitude exceeds the ECU calibration threshold; or the four-wheel speed logic mismatches (e.g., one wheel speed reads abnormally higher than the others). This fault triggers the IPB safety protection mechanism, disables functions including ABS, ESC, and Automatic Emergency Braking, and forces the system into degraded mode.
Causes
— Wheel speed sensor component fault (internal coil open/short circuit, Hall element aging, magnetic material degradation)— Mechanical damage to the ABS tone ring (target wheel) (missing or damaged teeth, foreign object jamming, or deformation causing air gap variation)— Abnormal sensor installation gap (gap > 1.2 mm or < 0.3 mm, deformed bracket)+2 more →
Actions
— Use the VDS diagnostic tool to read freeze frame data and confirm the specific wheel position of the fault (left front/right front/left rear/right rear) and the vehicle status at the time.— Raise the vehicle. Visually inspect the affected wheel speed sensor and the integrity of the ABS tone ring (check for missing teeth, cracks, and attached metal debris).+6 more →
C053C76›
DTC C053C76 indicates the IPB (Intelligent Integrated Braking System) detects a wheel speed sensor output signal exceeding the system's defined logical range. This fault is a signal anomaly that may manifest as: 1) Signal frequency/amplitude exceeding physical limits (e.g., vehicle speed above 300 km/h or below 0 with signs of movement); 2) Abnormal signal transition rate (e.g., instantaneous drop from 100 km/h to 0); 3) Signal distortion caused by sensor output noise interference. This fault limits or disables safety functions including ABS, ESC, and automatic emergency braking. The IPB system enters degraded protection mode and illuminates multiple warning lights on the instrument cluster.
Causes
— Incorrect wheel speed sensor installation direction (left and right reversed, or front and rear swapped, causing reversed signal polarity or phase errors; common on BYD Song PLUS DM-i models)— Abnormal gap between the sensor and the magnetic encoder (tone ring) (excessive gap causes weak signal, insufficient gap causes friction damage, or impact during installation causes misalignment)— Magnetic encoder surface dirty or damaged (iron filings, mud, or sand buildup causing signal distortion, or encoder scratches or missing teeth)+2 more →
Actions
— Use the VDS2000 diagnostic tool to read the complete fault codes and freeze frame data to determine the affected wheel position (left front/right front/left rear/right rear) and the vehicle speed when the fault triggered.— Raise the vehicle and visually inspect the wheel speed sensor installation on the affected wheel: verify the installation direction is correct (the chamfered face of the sensor head matches the wheel rotation direction), and check the mounting bolt torque (usually 8-12 N·m).+6 more →
C053E00›
DTC C053E00 indicates a short to ground in the signal circuit of IPB (Intelligent Integrated Braking System) master cylinder pressure sensor 1. This sensor monitors brake master cylinder hydraulic pressure in real time and serves as the core feedback component of the brake-by-wire system. The ECU uses this signal to calculate brake assist demand, trigger energy recovery, and control ABS/ESC intervention timing. The ECU sets this fault when it detects the sensor signal voltage remaining continuously below the threshold (typically <0.5 V, normal range 0.5–4.5 V) or an abnormal drop in signal wire resistance to ground. This fault causes abnormal brake pedal feel (too hard or too soft), degrades energy recovery, and forces the ESC/ABS system into a degraded mode (illuminating multiple instrument cluster warning lights). Extreme cases may trigger limp-home mode (speed-limited driving).
Causes
— Physical damage to the wiring harness: The harness sheath in the high-temperature area of the engine compartment or near the steering mechanism wears or cracks from age, causing the signal wire (usually 0.5-1.0 mm² wire) to contact vehicle body metal and short circuit.— Connector water ingress and corrosion: Seal failure at the 24-pin main connector on the IPB assembly or the sensor sub-connector. Driving through water or high-pressure washing oxidizes the internal terminals, creating a low-resistance path between the signal terminal (pin) and the ground terminal.— Internal short circuit in the sensor body: A damaged pressure-sensing element or signal conditioning circuit inside the master cylinder pressure sensor shorts the output terminal to the housing/ground wire (internal insulation breakdown).+2 more →
Actions
— Initial diagnosis: Use VDS2000/VDI to read all fault codes and check for accompanying codes C053D00 (pressure out of range) or C053F00 (open circuit). Record freeze frame data (vehicle speed, brake pedal travel, and pressure value when the fault occurred).— Visual inspection: Focus on the transition area from the IPB assembly (located on the left side of the motor compartment firewall) to the body wiring harness. Inspect the 24-pin grey connector for water ingress (look for green corrosion on the terminals). Check the wiring harness for abrasion marks where it passes through the firewall grommet.+4 more →
C053F00›
DTC C053F00 indicates an electrical circuit fault in Primary Pressure Sensor 1 within the IPB (Intelligent Integrated Braking System, One-Box brake-by-wire unit). Specifically, the signal circuit, 5V supply circuit, or ground circuit has a short to ground, short to power, or open circuit. This sensor is a core input component of the brake-by-wire system. It monitors brake master cylinder hydraulic pressure or pedal simulator pressure in real time, providing critical data for brake assist, energy recovery, ESC vehicle stability, and AEB automatic emergency braking. When this fault occurs, the IPB immediately enters limp-home mode, potentially causing a loss of brake assist, a hard brake pedal, and complete deactivation of ABS and ESC functions. This severe fault compromises driving safety.
Causes
— IPB wiring harness connector (32-pin or 48-pin plug) seal failure. Water ingress after driving through water or high-pressure washing causes pin corrosion and oxidation, resulting in intermittent short or open circuits.— Pressure Sensor 1 internal circuit damaged (this sensor typically integrates into the IPB assembly and cannot be replaced separately), possibly resulting from overvoltage, overheating, or component aging.— Chassis bottoming out or a detached wiring harness retaining clip causes harness chafing, shorting the signal wire to body ground or the 12V power wire.+2 more →
Actions
— Safety preparation: Disconnect the low-voltage battery negative terminal, remove the high-voltage Manual Service Disconnect (MSD), wait at least 5 minutes for the high-voltage capacitors to discharge, and wear insulated gloves and safety goggles.— Visual inspection: Inspect the IPB assembly on the front compartment firewall. Check the wiring harness connector for looseness, backed-out terminals, water stains, white corrosion, or signs of brake fluid leakage. Verify the integrity of the sealing ring.+6 more →
C054100›
DTC C054100 indicates the analog voltage signal from the second pressure sensor (typically the accumulator pressure sensor or master cylinder pressure monitoring sensor) inside the IPB (Intelligent Power Brake) module exceeds the ECU-calibrated upper threshold (typically >4.8V or a corresponding pressure exceeding the system safety limit, such as >22MPa). In the Bosch IPB system used by BYD, this sensor uses the piezoresistive effect to convert hydraulic pressure into a 0.5-4.5V linear voltage signal. The ECU logs an "Out of Range High" fault when it detects this signal voltage remains above the valid physical range over multiple consecutive drive cycles (i.e., the sensor reports an excessively high pressure regardless of actual braking conditions). This fault triggers the IPB system to enter a safety degradation mode: it disables regenerative braking, limits ESC functions, maintains basic hydraulic brake assist, and illuminates the ABS/ESC warning lamps. If Sensor 2 monitors accumulator pressure, sustained high pressure may prevent the motor pump from starting or cause the pressure relief valve to remain open continuously, affecting brake pedal feel and response speed.
Causes
— A ruptured pressure sensor internal diaphragm or shorted circuit locks the signal output near the 5V reference voltage (sensor component fault).— Water ingress, pin oxidation, or backed-out pins at the IPB wiring harness connector (usually near the engine compartment firewall), causing the sensor signal wire (SIG) to short to the power supply wire (+5V or +12V).— IPB accumulator internal pressure rises abnormally and fails to relieve (e.g., accumulator pressure holding valve stuck closed or oil return port blocked), causing physical pressure to continuously exceed the sensor measuring range.+2 more →
Actions
— Use VDS2000 or a dedicated BYD diagnostic tool to read the DTC freeze frame data. Record the vehicle speed, brake pedal travel, motor pump operating status, and specific pressure values of Pressure Sensor 1 (master cylinder) and Sensor 2 (accumulator) at the time of the fault to determine if the high pressure is genuine or a false high signal.— Check that the brake fluid level is between the MAX and MIN marks. Inspect the brake fluid color and clarity. If the fluid is cloudy, dark, or contains suspended particles, completely replace it with brake fluid meeting the DOT4 standard (dry boiling point ≥230°C) and perform a circulation flush of the IPB system.+5 more →
C054200›
DTC C054200 indicates an electrical signal fault in Pressure Sensor 2 within the IPB (Integrated Power Brake). This sensor typically provides the master cylinder pressure sensor secondary signal or monitors wheel cylinder pressure. The sensor transmits real-time brake pressure data to the IPB-ECU using a 0.5-4.5V analog voltage signal or a PWM digital signal. The ECU logs a short circuit (to ground or power) or an open circuit if the sensor signal voltage remains outside the valid threshold (typically below 0.25V or above 4.75V) for over 200ms. As the BYD IPB utilizes a Brake-by-Wire architecture, the pressure sensor signal serves as a key parameter for calculating brake force distribution, triggering ABS/ESC intervention, and coordinating electro-hydraulic braking with energy recovery. This fault triggers the IPB fail-safe mode, disabling ESC, AEB, Auto Hold, and brake energy recovery. The system retains only basic hydraulic brake assist, increasing the risk of extended braking distances.
Causes
— IPB assembly internal pressure sensor 2 body damaged, dry solder joint, or ruptured diaphragm (sensor integrates into the IPB housing and is not serviceable separately; primary failure mode).— IPB wiring harness connector (32-pin or 48-pin, depending on vehicle model): Terminal back-out, poor contact, or seal failure causing water ingress and corrosion, resulting in an intermittent open circuit or short to ground in the signal line.— The low-voltage signal wiring harness wears in the high-temperature area of the motor compartment or at the firewall pass-through. Damaged insulation causes a short to body ground, or interference with the 12V power wiring harness causes a short to power.+2 more →
Actions
— Safety preparation: Power off the vehicle, disconnect the 12V battery negative terminal, and wait at least 3 minutes to completely discharge the internal IPB high-voltage capacitors. Wear insulated protective equipment.— Visual inspection: Inspect the IPB assembly (located near the left shock absorber tower in the engine compartment or at the firewall) for physical damage or brake fluid leaks. Check wiring harness connector X1 (main connector) for secure locking, an intact sealing ring, and signs of water ingress (green corrosion on pins) or burn marks.+5 more →
C054300›
DTC C054300 indicates an abnormal electrical signal from Pressure Sensor 2 in the IPB (Intelligent Power Brake) electro-hydraulic module, specifically a short to power, short to ground, or open circuit in the signal circuit. This sensor monitors brake master cylinder pressure (or wheel cylinder pressure channel 2) and provides a key input signal for ESC (Electronic Stability Control) and brake assist functions. The ECU logs a hardware-level fault when it detects the sensor voltage signal falling outside the calibrated range (typically below 0.3V or above 4.7V, depending on the 5V reference voltage division logic). This fault forces the IPB into a degraded mode, disabling ESC/ESP and Automatic Emergency Braking (AEB) functions. The system may trigger limp mode (reducing brake assist). In extreme cases, the brake pedal hardens or braking distance increases, posing a serious safety hazard.
Causes
— Pressure sensor internal open or short circuit: Damaged pressure-sensitive element or internal conditioning circuit causes an abnormal output signal.— Poor wiring harness connector contact: Backed-out pins, oxidation, or corrosion due to water ingress at the 32-pin (or 24-pin) connector on the IPB electro-hydraulic module, causing an intermittent or continuous open circuit.— Wiring harness wear and short circuit: Sensor wiring harness insulation ages in the high-temperature motor compartment and rubs against metal body edges, causing a short to ground or short to power.+2 more →
Actions
— Diagnostic tool check: Use the BYD VDS or Bosch KTS diagnostic tool to read the complete fault codes and freeze frame data. Check for an accompanying C054200 (Pressure Sensor 1 fault) or other IPB communication faults. Record the vehicle speed and brake pedal status at the time of the fault.— Visual and connector inspection: Disconnect the 12V battery negative terminal. Check the IPB electro-hydraulic module electrical connector (usually on the left side of the firewall or at the ABS pump location). Inspect the pins for oxidation or backing out, and check the wiring harness for wear or crush marks, especially the protective conduit near high-temperature areas in the engine compartment.+4 more →
C055000›
DTC C055000 indicates an internal self-check fault in the ABS electronic control unit (ECU). Specifically, the control module integrated inside the ABS hydraulic modulator assembly detects a hardware or basic software abnormality. This constitutes a 'core-level' ABS system fault, indicating the ECU cannot execute normal anti-lock braking control logic. When triggered, the ABS system forces Fail-Safe Mode. This disables anti-lock braking, EBD (Electronic Brakeforce Distribution), and ESC (Electronic Stability Control) functions, retaining only conventional hydraulic braking. The instrument cluster illuminates the ABS warning light, ESC warning light, and brake system warning light. Some models also display the text prompt 'Please check brake system'. This DTC differs fundamentally from wheel speed sensor signal faults (such as the C003 series). The latter represents an 'input signal abnormality', whereas C055000 represents a 'control unit internal abnormality', involving significantly higher repair complexity and cost.
Causes
— Damage to the ABS hydraulic modulator assembly internal ECU circuit board: Physical damage to the internal processor, memory, or power management chip causes the self-test to fail.— Abnormal supply voltage: Battery voltage too low (<9V) or too high (>16V), excessive voltage drop in the power supply circuit, or voltage regulator module failure causes the ECU supply voltage to fall outside the normal operating range (typically 12V±0.5V).— Poor ground circuit: Oxidation, looseness, or corrosion at the ECU main ground point (usually in the engine compartment or near the battery negative terminal) causes reference voltage drift, triggering ECU misjudgment or reset.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED400). Read the complete DTC list and freeze frame data. Check for accompanying codes such as C055500 (wheel speed sensor protocol error). Record parameters including vehicle speed and voltage at the time of the fault.— Check the battery condition: measure static voltage (should be ≥12.4V), cranking voltage (should be ≥9.6V), and charging voltage (should be 13.5-14.8V). Check the battery terminals for oxidation. Perform a battery load test if necessary.+7 more →
C055164›
DTC C055164 indicates the IPB (Integrated Power Brake) detects a fault in the Longitudinal Acceleration Sensor signal circuit. This sensor monitors longitudinal acceleration (braking deceleration/driving acceleration) and provides key vehicle dynamic parameters to the ESC (Electronic Stability Control), ABS (Anti-lock Braking System), AEB (Autonomous Emergency Braking), and energy recovery systems. When the fault triggers, the longitudinal acceleration signal status bit the IPB receives via CAN message 0x223 indicates an error (such as invalid signal, checksum error, or timeout), preventing the system from accurately determining the vehicle motion state. In severe cases, ESC, ABS, and AEB functions may enter a degraded mode or fail completely. The instrument cluster illuminates multiple brake system warning lamps, and extreme conditions compromise vehicle braking safety and stability control.
Causes
— Loose inertia sensor wiring harness connector, backed-out pins, or corroded terminals: Poor contact at the IPB assembly or independent longitudinal acceleration sensor connector (depending on vehicle configuration), especially after water exposure, driving on rough roads, or a collision.— Longitudinal acceleration sensor hardware fault: Internal MEMS element damage, zero-point drift, or abnormal signal output causes the output voltage to exceed the IPB recognition range (typically 0.5-4.5 V corresponding to ±1.5 g).— IPB internal signal acquisition circuit fault: The 5V sensor reference power supply inside the IPB module has a short or open circuit, or a damaged signal acquisition ADC circuit fails to correctly process the sensor analog signal.+2 more →
Actions
— Step 1: Fault code freeze frame analysis and preliminary inspection: Use the VDS2000 or DMS diagnostic tool to read the freeze frame data. Verify parameters including vehicle speed, longitudinal acceleration, and yaw rate when the fault occurred. Check the vehicle history for collisions, water ingress, or modifications. Visually inspect the IPB assembly and wiring harness for damage.— Step 2: Power supply and ground circuit inspection: Disconnect the IPB connector (or independent sensor connector). Check the sensor supply voltage (standard: 5V±0.25V). Check the ground wire resistance (must be less than 1Ω). Confirm the reference voltage is stable without fluctuation. If the voltage is abnormal, repair the wiring harness or replace the IPB.+4 more →
C055500›
This DTC indicates the IPB (Intelligent Integrated Braking System) control module detects a mismatch between the front left wheel speed sensor hardware identifier (HW ID) or signal characteristics and the vehicle configuration parameters (EPC/calibration data). Specifically, when reading the wheel speed sensor ID code, resistance characteristics, or signal waveform parameters via the LIN bus or dedicated wiring harness, the IPB module detects a deviation between the actual characteristic values and the expected theoretical values. This typically occurs when installing non-genuine parts, failing to reconfigure the system after a software upgrade, or when strong electromagnetic interference distorts the sensor signal characteristics. This fault limits or disables the ABS, ESC, EBD (Electronic Brakeforce Distribution), and Automatic Emergency Braking (AEB) functions, severely impacting the vehicle's active safety performance, but does not directly cause mechanical brake failure.
Causes
— Installing a non-genuine or incorrect-specification wheel speed sensor (e.g., mismatched supplier code, polarity, or tooth count) results in a hardware ID mismatch with the IPB software calibration.— The IPB control module software version does not match the vehicle configuration (e.g., failing to perform online configuration or VIN writing after replacing the IPB module with one from another model).— An intermittent short or open circuit in the front left wheel speed sensor wiring harness, or oxidized or backed-out connector pins, alters signal transmission characteristics and causes the system to misidentify the sensor type.+2 more →
Actions
— Use the VDS2000/BYD dedicated diagnostic tool to read all DTCs. Confirm if C055600 (right front) or other wheel speed sensor fault codes are present. Check the vehicle speed, wheel speed values, and system voltage in the freeze frame data.— Inspect the appearance and installation condition of the left front wheel speed sensor. Verify the sensor tip has no oil contamination, the tone ring has no deformation or missing teeth, the connector shows no oxidation, backed-out pins, or signs of water ingress, and the wiring harness has no chafing or short to ground.+6 more →
C055600›
DTC C055600 indicates the IPB (Intelligent Integrated Braking System) control module detects the hardware model or electrical characteristics of the right front wheel speed sensor do not match the system calibration parameters. This is a configuration/calibration fault, not a simple signal fault. By monitoring the sensor resistance, signal voltage range, pulse characteristics, or digital communication protocol, the IPB system detects the installed sensor does not match the vehicle configuration code (VIN-corresponding calibration data). This typically occurs after installing non-genuine parts, installing a sensor from another vehicle model, or if the sensor does not match the wheel hub bearing assembly (some BYD models separate the magnetic encoder bearing from the sensor). When this fault triggers, the IPB enters degraded mode, disables ABS, ESC, Automatic Emergency Braking (AEB), and energy recovery functions, retaining only basic hydraulic braking.
Causes
— Non-genuine aftermarket wheel speed sensor installed with resistance or signal characteristics that do not match factory calibration (genuine part is typically a 1200-1600Ω active sensor; mistakenly installed 800-1200Ω passive sensor).— Mistakenly installing a part from another model during right front wheel hub bearing assembly replacement causes a magnetic encoder ring pole count or spacing mismatch (for example, installing a 46-pole Song Pro magnetic ring instead of the required 48-pole Song PLUS DMi magnetic ring).— The IPB control module software version is outdated and fails to recognize the new sensor's communication protocol (common in 2021 Song PLUS DM-i models combining early software versions with later, improved replacement sensors).+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to access the IPB system and read the freeze frame data. Verify the deviation range of the sensor signal voltage and resistance from the calibrated values when the fault occurred.— Raise the vehicle. Check the right front wheel speed sensor part number (usually stamped on the sensor body). Verify the part number against the EPC system to confirm it matches the vehicle configuration code (e.g., Song PLUS DMi requires the 5A-36301-XX series active sensor).+4 more →
C055700›
DTC C055700 indicates the IPB (Intelligent Integrated Braking System) detects the left rear wheel speed sensor electrical characteristics, signal pulse count, or communication protocol do not match system calibration parameters during self-check or signal monitoring. This fault is not a simple signal loss or short circuit; rather, the system identifies an abnormal sensor "identity". Possible causes include installing a non-genuine wheel speed sensor with incorrect specifications (mismatched resistance, pole count, or Hall element type), an abnormal match between the sensor and the tone ring (magnetic ring), or incorrect IPB control module software configuration (such as flashing configuration data from another vehicle model). This fault directly limits or completely disables functions relying on accurate wheel speed signals, including ABS, ESC, and EPB. In extreme cases, it causes wheel lock-up or skidding during emergency braking, making it a critical fault affecting driving safety.
Causes
— Installed a non-genuine or incorrect wheel speed sensor (e.g., using a passive magnetic sensor from a conventional ICE vehicle instead of the BYD-specific Hall-effect sensor, or a mismatched pole count).— Left rear wheel bearing unit (including magnetic ring/tone ring) does not match the sensor. For example, installing a bearing with incorrect specifications causes an abnormal number of magnetic poles or abnormal air-gap magnetic field strength.— IPB control module software programming error: writing an incorrect vehicle model configuration code (e.g., writing Tang wheel speed parameters into a Song model) causes the system to misidentify the sensor type.+2 more →
Actions
— Use the BYD VDS2000/3000 diagnostic tool to read all fault codes and freeze frame data. Confirm if C055700 is a current fault and check for related fault codes such as C055600 (front right) and C055800 (rear right).— Check the EPC electronic parts catalog and verify the left rear wheel speed sensor part number (the Song PLUS DM-i typically uses a 3C-3630100 series Hall-effect sensor). Check the actual vehicle sensor part number, resistance (normally approx. 1.0–1.5 kΩ), and pole count (usually 46 or 48 poles, depending on specific configuration).+5 more →
C055800›
DTC C055800 indicates the IPB (Integrated Intelligent Braking System) control unit detects a mismatch between the digital signal protocol from the right rear wheel speed sensor (WSS) and the system preset standard. Specifically, the sensor PWM (pulse-width modulation) or square-wave signal exceeds calibrated thresholds for waveform characteristics, duty cycle, frequency range, or voltage amplitude, preventing the control unit from correctly interpreting wheel speed data. Unlike a simple signal loss (open circuit), this protocol-level communication mismatch indicates an incompatible sensor hardware version, signal distortion, or EMC interference. When this fault triggers, wheel speed-dependent systems (ABS, ESC, TCS) enter a degraded mode. On some models, the fault disables the automatic emergency braking system or limits vehicle speed.
Causes
— Wheel speed sensor fault: Poor thermal stability of the internal Hall element or processing chip distorts the output signal waveform at high temperatures or high speeds, causing protocol verification failure.— Wiring harness and connector fault: Sensor connector pin oxidation or back-out, or damaged wiring harness shielding causing electromagnetic interference and distorting the signal during transmission.— Mechanical installation issue: Air gap between the sensor and magnetic encoder ring (tone ring) falls outside the standard range (0.3-1.2mm), or the encoder ring is deformed, dirty, or demagnetized, causing abnormal signal amplitude.+2 more →
Actions
— Initial diagnostic scan: Use VDS or a dedicated diagnostic tool to read the complete fault codes and freeze frame data. Verify if C055800 is a current fault. Record environmental parameters, such as vehicle speed and temperature, when the fault occurred.— Visual and connection inspection: Inspect the right rear wheel speed sensor connector (usually located near the rear suspension) for looseness, water ingress, or oxidation; inspect the wiring harness sleeve for damage, paying special attention to wear-prone areas under the chassis; inspect the magnetic encoder ring for cracks, deformation, or attached foreign matter.+4 more →
C055F00›
DTC C055F00 indicates the IPB (Intelligent Integrated Brake System) detects a hydraulic circuit abnormality. The IPB is BYD’s electro-hydraulic integrated braking system (One-Box architecture), integrating brake boost, ESP, ABS, and EPB functions. This fault occurs when, during a self-check or braking request, the system detects the deviation between the master cylinder pressure sensor feedback and the target pressure exceeds the limit, the hydraulic pump fails to build the required pressure within the specified time, or solenoid valve actuation feedback is abnormal. Possible causes include hydraulic pump motor failure, pressure sensor drift, a sticking solenoid valve, brake fluid leakage/air lock, or an internal control unit sampling circuit fault. When this fault occurs, the system may enter Limp Home mode, limiting brake boost or switching to mechanical backup mode, severely affecting braking performance.
Causes
— Worn carbon brushes or seized rotor in the internal DC motor (hydraulic pump) of the IPB electro-hydraulic module, preventing hydraulic pressure buildup.— Master cylinder pressure sensor (M/C Pressure Sensor) signal drift or internal open circuit; feedback pressure deviates from the actual value by more than the ±0.5 MPa threshold.— Brake line leak or critically low brake fluid causing system pressure holding test failure (leak rate > 0.1 MPa/s).+2 more →
Actions
— Use the VDS2000/Launch diagnostic tool to read the complete fault codes and freeze frame data. Record key data at the time of the fault, including vehicle speed, master cylinder pressure, motor current, and solenoid valve status.— Visually check the brake fluid level (should be between MAX and MIN). Inspect the IPB unit, four-wheel brake lines, and hose joints for leaks or signs of fluid seepage.+5 more →
C055F92›
DTC C055F92 indicates an IPB (Integrated Power Brake) hydraulic subsystem performance fault. This DTC indicates the IPB control unit detects abnormal hydraulic circuit pressure, excessive pressure build-up time, insufficient pressure holding capability, or abnormal hydraulic pump motor operation. The IPB system integrates electric vacuum assist, ESP electronic stability control, and ABS anti-lock braking functions. This fault may reduce brake assist, harden the brake pedal, restrict or disable active safety functions (AEB/ACC), or in extreme cases, trigger the brake system downgrade protection mode. The fault suffix '92' indicates a hydraulic circuit performance deviation or intermittent operating abnormality rather than a complete failure.
Causes
— Worn or seized hydraulic pump motor inside the IPB, causing insufficient pressure build-up or delayed response. Commonly occurs in high-mileage vehicles or results from internal corrosion caused by overdue brake fluid replacement.— Brake fluid loss, degradation, or trapped air; fluid level below the minimum mark, or water content exceeding 3%, causing abnormal hydraulic compressibility.— A sticking internal solenoid valve (inlet/outlet valve) or aged sealing ring in the IPB control unit causes abnormal pressure retention or internal leakage.+2 more →
Actions
— Use VDS2000 or a BYD dedicated diagnostic tool to read the complete fault codes and freeze frame data. Record key parameters at the time of the fault, including vehicle speed, master cylinder pressure, and motor current. Check for accompanying wheel speed-related faults such as C003F and C0040.— Visually inspect the brake fluid reservoir level. Check the IPB assembly, all four brake calipers, and lines for leaks. Perform a pressure holding test if necessary (pressure drop should be <10 bar over 10 minutes).+5 more →
C056364›
DTC C056364 indicates the ABS control module inside the IPB (Intelligent Integrated Brake System) detects an internal operating fault. The IPB is BYD's one-box brake-by-wire solution (such as the Bosch IPB or BYD in-house IPB), integrating ABS, ESC, regenerative braking, automatic emergency braking, and other functions. Sub-code 64 usually indicates a control module internal self-test failure, involving a main control chip (MCU) fault, abnormal power supply voltage monitoring, internal memory (Flash/RAM) errors, a solenoid valve drive circuit fault, or a watchdog reset. This fault causes ABS, ESC, TCS, AEB, and other functions to fail or enter degraded mode. The instrument cluster illuminates the ABS and ESC warning lights, and the vehicle may limit power output. The vehicle usually retains basic hydraulic braking (the brake pedal may feel hard).
Causes
— IPB module internal ECU power supply circuit fault: Unstable 12V constant power (B+) or ignition power (IGN) voltage, blown fuse, or poor relay contact causes the module supply voltage to drop below 9V or exceed 16V, triggering protection.— IPB electro-hydraulic module internal hardware fault: damaged main control chip, corrupted internal memory data, overheated or burnt solenoid valve driver chip, PCB water ingress and corrosion (especially after car washing or wading)— Wiring harness and connector issues: loose IPB module connector, backed-out terminals, oxidation from water ingress, or wiring harness wear causing intermittent open or short circuits, affecting power supply, ground, or CAN communication.+2 more →
Actions
— Diagnostic scan: Use VDS2000/3000 or Launch X431 to read all fault codes, record freeze frame data, check for accompanying U-class communication or power supply fault codes (e.g., C003F00, C004000), and analyze parameters such as vehicle speed and voltage at the time of the fault.— Power and ground check: Measure the voltage at IPB module connector Pin1 (Terminal 30 constant power) and Pin2 (Terminal 15 ignition power). The standard value is 12V±0.5V. Measure the resistance between Pin13/26 (ground) and body ground. The resistance must be <1Ω. Check F1/14, F2/11, and other IPB-related fuses in the engine compartment fuse box.+5 more →
C056B00›
DTC C056B00 indicates an abnormal signal from the main pressure sensor (Pressure Sensor 1) inside the IPB (Intelligent Power Brake) module. This sensor typically monitors hydraulic pressure in the brake master cylinder or booster chamber, providing critical input for the ABS, ESC, regenerative braking system (RBS), and electric brake assist functions. The IPB ECU sets this fault when the sensor output voltage falls outside the calibrated range (typically 0.5-4.5V), the signal drift rate is abnormal, or the cross-check difference with a redundant sensor (such as Pressure Sensor 2) exceeds the threshold (e.g., a pressure value corresponding to ±0.3V). When this fault occurs, the vehicle may enter brake assist degraded mode (hard brake pedal), limit ESC/ABS functions, disable automatic emergency braking (AEB), and illuminate multiple brake system warning lamps on the instrument cluster.
Causes
— Damaged or degraded internal pressure sensor element in the IPB integrated electro-hydraulic module, causing unstable or inaccurate signal output.— Loose sensor wiring harness connector, backed-out terminals, oxidation from water ingress, or corroded pins causing signal transmission interruption or crosstalk.— Brake fluid contamination (excessive water content or impurities) blocks the sensor port or causes internal corrosion.+2 more →
Actions
— Use BYD dedicated diagnostic tool VDS2000 or Launch X431 to read the complete fault codes. Confirm whether C056B00 is a Current or History fault, and record the freeze frame data (key parameters when the fault occurred, including vehicle speed, pedal travel, pressure value, and system voltage).— Perform a preliminary visual inspection: check that the brake fluid level is between MIN and MAX, the brake fluid is clear (not black or milky), the IPB module has no leaks, impact damage, or deformation, and the wiring harness connector is fully locked.+5 more →
C057900›
DTC C057900 indicates the IPB (Integrated Power Brake) electro-hydraulic control module detected a short to ground in the brake booster motor temperature sensor signal circuit. Typically integrated inside the electro-hydraulic brake booster, this temperature sensor uses a negative temperature coefficient (NTC) thermistor to monitor the booster motor operating temperature in real time and prevent overheating damage. The ECU logs a short to ground fault when the sensor signal voltage remains below the calibrated threshold (typically <0.5V) for longer than the set time (e.g., 200ms). This fault triggers the IPB system to enter a degraded safety mode, which may reduce or eliminate brake assist (hard brake pedal), disable the energy recovery system, restrict ABS/ESC functions, and illuminate multiple brake system warning lights. Continued driving under extreme operating conditions may cause a complete loss of brake assist, posing a serious safety risk. Workshop practice on certain vehicle models indicates this DTC may also involve a short to ground in the brake switch signal circuit.
Causes
— Internal short circuit in the brake booster temperature sensor thermistor, or damaged wiring harness insulation.— The signal wiring harness between the IPB electro-hydraulic module and the sensor (usually located near the engine compartment firewall) shorted to body ground due to vibration wear or cuts from sharp edges.— Poor sealing of the IPB electro-hydraulic module connector (usually located near the brake master cylinder) causes water ingress, corrosion, or bent pins, shorting the temperature signal pin (such as pin TBD) to the ground pin.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read fault codes, confirm C057900 is a current fault (Active), and record the ambient temperature and sensor voltage values from the freeze frame data.— Visually inspect the IPB electro-hydraulic module and 24-pin (or corresponding model) connector for obvious signs of water ingress, burn marks, pin corrosion, or mechanical damage.+5 more →
C057A00›
DTC C057A00 indicates an abnormally high voltage or a short to power (B+) in the IPB (Intelligent Power Brake) internal brake booster temperature sensor power supply circuit. Integrated within the electronic brake booster, this sensor monitors the operating temperature of the booster motor or electronic control unit in real time to prevent brake performance degradation or motor burnout from overheating. The IPB-ECU logs a power supply short circuit fault when the sensor supply line (typically a 5V reference voltage) continuously exceeds the calibrated threshold (generally above 6.0V or reaching the 12V battery voltage). This fault triggers the IPB system safety protection mechanism. It may limit or completely disable brake assist, degrade ABS/ESP functions, and force the vehicle into Limp Home Mode. The system retains only basic unassisted hydraulic braking. This constitutes a severe fault affecting driving safety.
Causes
— Damaged sensor wiring harness insulation causes a short circuit to 12V constant power (B+) or the ignition power wire.— Breakdown or internal short circuit of the brake booster internal temperature sensor element causes abnormal continuity between the power supply pin and the ground pin or signal pin.— Internal fault in the IPB electro-hydraulic module 5V reference voltage regulation circuit causes abnormally high output voltage.+2 more →
Actions
— Safety preparation: Disconnect the high-voltage system service switch (for DM-i/EV models). Disconnect the 12V battery negative terminal and wait more than 3 minutes to completely power down the IPB system and release residual pressure.— Fault confirmation: Connect the VDS or a dedicated diagnostic tool to read fault codes. Confirm C057A00 is a current fault (Present) and cannot be cleared. Record freeze frame data. Check for accompanying C057B00 (signal short circuit) or IPB communication fault codes.+6 more →
C057F00›
This DTC indicates the IPB (Integrated Power Brake) ECU detects abnormal power supply voltage to the brake booster motor. Conditions include voltage outside the normal range (9-16V), excessive voltage fluctuation, or power supply interruption. The IPB system uses a motor-driven hydraulic pump to replace the conventional vacuum booster. The ECU sets this fault when it detects an open circuit, short circuit, undervoltage (typically <9V), or overvoltage (>16V) in the motor power supply circuit. This fault reduces or disables the brake assist function. The system may enter Limp Home mode, resulting in a hard brake pedal, increased pedal travel, and an illuminated ABS/ESC warning lamp, severely compromising driving safety.
Causes
— Fault in the IPB electro-hydraulic control module internal power management circuit or motor drive chip, causing abnormal voltage monitoring.— Severely discharged or aged 12V battery, or generator charging system fault, causing system voltage to drop below 9V.— Poor contact in IPB power supply circuit, blown fuse (e.g., F1/23 40A), loose relay connection, or damaged power wiring harness.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the complete fault codes and freeze frame data. Record key parameters at the time of the fault, such as vehicle speed, system voltage, and motor current, and confirm whether the fault is intermittent.— Check the 12V battery status: static voltage should be ≥12.4V, and starting voltage should be ≥9.6V. Verify the DC-DC converter output voltage is between 13.5-14.5V to rule out a power supply system fault.+6 more →
C058200›
DTC C058200 indicates the supply voltage to the brake booster motor inside the IPB (Intelligent Integrated Braking System / One-box electro-hydraulic brake-by-wire system) falls outside the normal operating threshold set by the ECU (typically 9-16V DC). This brushless DC motor drives the brake master cylinder to generate hydraulic brake assist. A generator regulator fault, a power supply circuit short, or reversed polarity during jump-starting can cause high voltage (>16V). A discharged battery, excessive wiring voltage drop, poor ground connection, or internal module DC-DC power supply chip failure can cause low voltage (<9V). This fault triggers the IPB degraded mode, reducing or completely disabling the brake assist function (hard brake pedal). The fault may also inhibit ABS/ESC/EBD functions. In severe cases, the system illuminates the red brake warning lamp, compromising driving safety.
Causes
— Fault in the DC-DC converter, MOSFET drive circuit, or voltage sampling resistor inside the IPB electro-hydraulic module, causing abnormal motor power supply.— Battery aging, low charge (voltage <11V), or alternator regulator fault causing excessive output voltage (>15.5V)— Poor contact, loose connections, terminal back-out, or burnt terminals in the IPB power supply circuit or fuses (such as F1/16, F2/03, or F4/15, depending on vehicle configuration)+2 more →
Actions
— Use VDS2000 or the BYD dedicated diagnostic tool to read complete fault codes and freeze frame data. Record the specific voltage, vehicle speed, brake pedal travel, and IPB temperature when the fault occurred. Determine whether the fault is continuous or intermittent.— Measure the battery static voltage (normal: 12.4–12.8 V) and dynamic voltage (idle: 13.8–14.4 V, acceleration: <15.0 V). Check the generator output waveform to rule out a charging system fault.+3 more →
C058800›
DTC C058800 indicates the signal voltage of the brake booster Motor Position Sensor (MPS) inside the Integrated Power Brake (IPB) electro-hydraulic module falls below the ECU threshold (typically below 0.5V or 10% of the reference voltage). The sensor uses electromagnetic or Hall effect principles to monitor the booster motor rotor position in real time, enabling closed-loop control of the motor torque output and brake assist level. When the ECU detects the sensor voltage remains continuously below the calibrated value, it sets a circuit undervoltage fault. This fault prevents the IPB system from accurately determining the motor position, which limits or disables the electric brake assist function. As a result, the vehicle may enter Limp Home Mode, the brake pedal becomes hard, and the ESC/ABS warning lights illuminate.
Causes
— Motor position sensor internal short circuit or component aging: an internal sensor coil short circuit or damaged Hall element pulls the output voltage low.— Wiring harness short to ground or connector fault: Damaged sensor wiring harness insulation causes a short to the vehicle body, or water ingress, oxidation, or loose connector pins cause excessive contact resistance.— Abnormal IPB module internal power supply circuit: internal 5 V reference voltage regulator failure or filter capacitor short circuit, causing insufficient sensor supply voltage.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use VDS or X-431 to read DTC C058800 and freeze frame data. Record vehicle speed, voltage, temperature, and other parameters at the time of the fault. Confirm whether the fault is Current or History.— Visual and connector inspection: Inspect the IPB module for impact damage or leakage. Disconnect the IPB wiring harness connector and inspect the pins for corrosion, backed-out pins, or water ingress. Test the connector sealing.+4 more →
C058900›
DTC C058900 indicates the IPB (Intelligent Integrated Braking System) electro-hydraulic control module detected a brake booster motor position sensor signal voltage exceeding the calibrated upper limit (typically >4.8V or 95% of the reference voltage). Typically a Hall-effect or electromagnetic position sensor, this component monitors the booster motor rotor position/travel in real time to enable precise electronic brake assist control (similar to a brake-by-wire i-Booster system). Excessively high voltage saturates the signal at the ECU, preventing it from identifying the actual motor position. This triggers fail-safe mode: the system disables the electronic assist function, the brake pedal becomes hard (mechanical backup remains available), and the ABS/ESC/brake system warning lamps illuminate. This is a hard fault; once triggered, it remains active and does not self-clear.
Causes
— Sensor signal circuit shorted to power (+12V or +5V reference voltage): Damaged wiring harness insulation allows contact with a vehicle power wire, pulling the signal voltage high.— Motor position sensor internal short circuit or damage: Sensor Hall element breakdown causes internal continuity between the signal terminal and the reference voltage terminal.— IPB control unit (ECU) internal sampling circuit fault: Analog-to-digital converter (ADC) front-end protection diode breakdown or voltage divider resistor open circuit, causing abnormal sampling voltage.+2 more →
Actions
— Safety preparation and initial inspection: Disconnect the high-voltage service disconnect (MSD) and wait 5 minutes to allow the capacitors to discharge. Use VDS2000 or Launch X431 to read the complete DTCs. Confirm if C058900 appears alone or alternates with C058800 (voltage too low) or similar codes. Inspect the IPB electro-hydraulic module exterior for impact damage or fluid leaks. Check the motor position sensor connector (typically on the side of the IPB assembly) for looseness or signs of water ingress.— Voltage measurement and wiring inspection: Refit the MSD and turn the ignition ON (do not press the brake pedal). Measure the sensor signal wire voltage without unplugging the connector (normal voltage is 0.5-4.5V, varying with position). If the measured voltage is >4.8V or close to the reference voltage (5V), unplug the sensor connector. Measure the resistance between the harness-side signal wire and ground: continuity indicates a short to ground. Measure the resistance between the signal wire and the power wire: continuity confirms a harness short circuit. Also verify the ECU outputs a stable sensor reference voltage (+5V).+3 more →
C058A00›
DTC C058A00 indicates the brake booster motor position sensor (MPS1) in the IPB (Integrated Power Brake, intelligent integrated braking/One-Box brake-by-wire system) outputs a voltage signal outside the valid operating range calibrated by the ECU (typically 0.5V-4.5V). This sensor uses the Hall effect to monitor the absolute angular position of the booster motor rotor in real time and serves as the key feedback component for closed-loop brake boost control. The ECU sets this fault when the signal voltage remains below the lower limit (<0.2V, short to ground or sensor power loss) or above the upper limit (>4.8V, short to power or internal sensor open circuit) for longer than the calibrated time (typically 200ms-500ms). Upon fault detection, the IPB enters a degraded mode. The system cuts off motor assist, requiring the driver to apply greater pedal force (unassisted braking), but retains basic hydraulic braking functions. Simultaneously, the system illuminates the ABS and ESC warning lamps and disables ADAS functions relying on active braking, such as Automatic Emergency Braking (AEB) and Adaptive Cruise Control (ACC).
Causes
— Aging of the internal Hall element in the motor position sensor or demagnetization of the magnetic steel causes the output voltage to drift beyond the normal range.— Oxidized or backed-out pins at the sensor wiring harness connector (located on the IPB assembly), or worn wiring harness insulation causing a short to ground, short to power, or open circuit.— IPB ECU internal signal acquisition circuit fault, such as a burnt sampling resistor, damaged ADC module, or abnormal reference voltage source (5V).+2 more →
Actions
— Use a VDS or Launch X-431 diagnostic tool to access the IPB system. Read the complete DTC list and freeze frame data. Confirm C058A00 is an active fault, not a history fault. Record key parameters from the time of the fault, including vehicle speed, motor speed, and raw sensor voltage values.— Disconnect the low-voltage wiring harness connector from the IPB electro-hydraulic module (located above the ABS pump body). Visually inspect the connector sealing ring for damage or water ingress. Use a dedicated probe to check the motor position sensor power supply pin (usually a 5V reference voltage) and the signal pin (MPS1 Signal) for oxidation or terminal spread.+4 more →
C058F00›
DTC C058F00 indicates an abnormal coasting regenerative torque signal status in CAN message 0x410 transmitted from the VCU (Vehicle Control Unit) to the IPB (Intelligent Integrated Braking System). In the BYD New Energy architecture, the VCU calculates the target regenerative torque during coasting or braking (typically 0-150 Nm) and transmits it to the IPB via a CAN message. The IPB uses this signal to coordinate motor and hydraulic braking force distribution for energy recovery. This fault indicates the IPB received a regenerative torque signal with a data validation error, an update timeout, or an out-of-range value (such as a negative value or sudden change), or communication synchronization failed between the VCU and IPB. This fault frequently accompanies brake system DTCs such as C055E00 (hydraulic circuit leakage), triggering energy recovery system derating or protective shutdown.
Causes
— Poor contact in the CAN communication line between the VCU and IPB, abnormal terminating resistance (standard 60 Ω), or electromagnetic interference causing signal frame loss.— Brake caliper hose blockage (e.g., foreign object in the right front brake caliper hose) or contaminated/degraded brake fluid causes abnormal hydraulic feedback, triggering a VCU calculation error.— Internal CAN receiver circuit fault in the IPB Intelligent Integrated Brake Control Module, outdated software version, or missing calibration data.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read all fault codes. Record any accompanying related fault codes, such as C055E00 (hydraulic circuit leak) and C007200 (implausible pedal signal).— Measure the voltage (standard CAN-H 2.5-3.5V, CAN-L 1.5-2.5V) and terminal resistance of the CAN-H and CAN-L lines between the VCU and IPB. Check the condition of connectors in areas prone to water ingress, such as the front passenger A-pillar and firewall.+5 more →
C059000›
This DTC indicates the IPB (Intelligent Power Brake) electro-hydraulic control module detects the brake booster motor drive circuit supply voltage exceeds the calibrated threshold (typically >16V). In BYD DMi models, the 12V low-voltage system powers the IPB, which uses motor direct-drive brake assist (without a vacuum booster). Faults in the DC-DC converter, generator, or IPB internal power management circuit causing voltage increases trigger this DTC. Continuous overvoltage can overheat and damage the IPB internal MOSFETs or motor driver chip. This triggers system protection mode, resulting in a hard brake pedal, reduced brake assist, or restricted ABS/ESC functions. Severe cases force the vehicle into limp mode.
Causes
— DC-DC converter fault: High-voltage to 12V DC-DC module failure abnormally increases output voltage (>15-16V), causing the IPB supply voltage to exceed limits.— IPB electro-hydraulic module internal fault: A fault in the IPB internal power regulation circuit, voltage sampling circuit, or motor drive circuit causes actual overvoltage or a false overvoltage report.— 12V charging system fault: Generator regulator failure on DM-i models or abnormal DC-DC control strategy causes overvoltage charging in the low-voltage system.+2 more →
Actions
— Fault confirmation and data reading: Use VDS2000/3000 to read all DTCs, freeze frame data (record the actual voltage when the fault occurred), and the live data stream. Verify if the actual IPB supply voltage remains continuously above 16V.— Low-voltage system voltage check: Measure the 12V battery static voltage (normal: 12.4–12.8V) and dynamic voltage (starting/generating state, normal: 13.5–14.8V, must not exceed 15.5V). Check for overvoltage.+3 more →
C059100›
This DTC indicates the supply voltage to the IPB (Integrated Power Brake) internal brake booster motor is below the normal operating threshold set by the ECU (typically below 9V or 75% of the nominal value). The IPB system uses a vacuum-free electro-hydraulic assist design. A DC motor drives a hydraulic pump to build brake assist pressure. When motor voltage drops too low, the ECU limits assist torque output to protect hardware. This results in a significantly harder brake pedal, longer pedal travel, and increased braking distance. The IPB internal power management module triggers this fault by monitoring the motor drive circuit voltage in real time. Possible causes include an abnormal external power supply, excessive wiring voltage drop, poor connector contact, or a failed IPB internal DC-DC converter or motor drive circuit. A persistent fault causes the IPB to enter Limp Home mode, limits vehicle speed, and illuminates multiple system warning lights.
Causes
— Poor connection, oxidation, or burnt fuse holder in the IPB assembly main power supply circuit (constant B+ or IGN power), causing voltage drop under high-current conditions (especially during motor startup when current reaches 30-50A).— IPB internal power management module (DC-DC converter or pre-driver circuit) fault; fails to output the stable 12V/24V voltage required to drive the motor (some models use a boost drive).— Low-voltage battery aging (increased internal resistance) or unstable DC-DC converter output causes the vehicle 12V system voltage to drop below 11V, triggering IPB low-voltage protection.+2 more →
Actions
— Read freeze frame and fault conditions: Use a dedicated BYD diagnostic tool (VDS or X-431) to read the C059100 freeze frame data. Record the motor voltage, vehicle speed, brake pedal travel, SOC status, and ambient temperature at the time of the fault. Determine whether the fault is sporadic (intermittent voltage drop) or persistent.— Check the external power supply system: Measure the voltage drop across the IPB power supply fuse in the front compartment power distribution box (usually F1/40A or F2/60A; refer to the vehicle wiring diagram). With the vehicle in the READY state, measure the voltage between Pins 1/2 (+B) of IPB connector B (power interface) and body ground. The voltage must remain stable at 13.5-14.5V. Check the fuse holder for burning or terminal spread.+3 more →
C059400›
DTC C059400 indicates a functional fault in the brake booster motor within the IPB (Intelligent Power Brake) system. This brushless DC motor integrates into the IPB electro-hydraulic module to replace the traditional vacuum booster. It provides electric brake assist based on pedal input and coordinates energy recovery. The IPB control unit sets this code upon detecting abnormal motor current, abnormal speed feedback, a drive circuit fault, or motor mechanical binding. This fault causes a hard brake pedal, reduced brake assist, and increased braking distance. It also degrades or disables functions including ABS, ESC, and Automatic Emergency Braking, severely compromising driving safety.
Causes
— Internal damage to the IPB brake booster motor: worn motor bearings, seized rotor, or demagnetized permanent magnets, causing abnormal motor operation or abnormal current draw.— Motor drive circuit fault: Damage to the MOSFET, gate driver chip, or sampling resistor in the IPB internal H-bridge drive circuit causes an abnormal motor drive signal.— Abnormal power supply: Poor contact in the IPB module terminal 30 constant power or terminal 31 ground circuit, loose fuse connection, or voltage fluctuation (below 9V or above 16V), causing unstable motor power supply.+2 more →
Actions
— Use the dedicated diagnostic tool (VDS2000/3000) to read the complete fault codes and freeze frame data. Check specifically for accompanying fault codes such as C059100 (motor voltage too low), C059500 (internal drive fault), or C003700 (pump motor fault). Record parameters such as vehicle speed and pedal travel when the fault occurred.— Visually inspect the IPB electro-hydraulic module exterior for damage, fluid leakage, or burn marks. Check the master cylinder connection and wiring harness connectors (especially the large 30pin connector) for looseness, water ingress, or corrosion. Measure the voltage between the power supply (Pin30) and ground (Pin31) to verify it is within 12V±0.5V.+4 more →
C059500›
DTC C059500 indicates an abnormal internal power drive circuit or supply voltage in the IPB (Integrated Power Brake) system. This fault involves abnormal electrical performance of the power management unit (PMU) or DC-DC conversion circuit inside the IPB module, or the external power supply wiring. The IPB controller triggers this DTC when it detects the internal drive voltage exceeds normal thresholds (typically below 9V or above 16V), excessive power supply ripple, or an abnormal internal drive MOSFET/IGBT circuit. This fault can cause vacuum boost simulation failure, a hard brake pedal, energy recovery interruption, and restricted ESC/ABS functions. In severe cases, the vehicle enters limp mode or fails to power up the high-voltage system. This constitutes a critical driving safety fault.
Causes
— Poor contact, oxidation, or corrosion in the IPB module power supply circuits (especially the constant power B+ and ignition power IG1 circuits)— Blown dedicated IPB power supply fuse (usually 30A or 40A) in the engine compartment fuse box, or poor contact at the fuse holder.— Damaged internal power management chip, DC-DC conversion circuit, or pre-driver circuit in the IPB module.+2 more →
Actions
— Use the VDS/DTS diagnostic tool to read the fault code, confirm if the C059500 status is current or history, and record the freeze frame data (voltage, temperature, vehicle speed).— Check the vehicle 12V battery voltage and health status. Confirm the static voltage is ≥12.6V and the charging voltage is 13.5-14.5V. Replace the battery if necessary.+8 more →
C059592›
The IPB (Intelligent Power Brake) system triggers this DTC when the internal power drive circuit of the Electrical Booster detects an abnormal power supply. The IPB system integrates the conventional vacuum booster, ABS, ESP, and EPB into a single unit, and uses a motor-driven hydraulic system to generate brake assist. DTC C059592 indicates the control module detects the booster motor supply voltage falls outside the normal threshold (typically 9-16V), or the internal DC-DC conversion circuit, power drive MOSFET, or power management chip operates abnormally. This fault disables or limits the electric brake assist function and significantly stiffens the brake pedal (requiring over 200N of pedal force). Simultaneously, the system triggers safety protection mechanisms, restricting ADAS functions such as Autonomous Emergency Braking (AEB) and Adaptive Cruise Control (ACC), severely compromising driving safety.
Causes
— Low-voltage power supply system fault: Increased internal resistance due to battery aging, insufficient generator charging, or a voltage regulator fault causes voltage to drop below 9V during startup or high-current conditions.— Wiring connection fault: Poor contact at the IPB power supply circuit fuse (usually 30A or 40A), loose power connector, oxidized or backed-out terminals, or loose ground points G06/G08 causing excessive circuit resistance.— IPB internal power supply module fault: Damaged internal DC-DC converter, short or open circuit in the assist motor drive circuit, thermal damage to PCB power components.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read complete fault codes and freeze frame data. Record key parameters at the time of the fault, such as vehicle speed, voltage, and pedal position. Check for accompanying related fault codes, such as C059500 and C058200.— Check the vehicle low-voltage power supply system: measure the battery static voltage (≥12.4V), starting voltage (≥9.6V), and charging voltage (13.8-14.8V). Check the battery internal resistance and state of health (SOH).+6 more →
C059900›
This fault code indicates the EPB (Electronic Parking Brake) control module detects an uncalibrated system, a communication fault, or an actuator fault. Although some repair data categorizes this code under the IPB (Integrated Power Brake) system, C059900 typically indicates interrupted CAN communication between the EPB control unit and the left and right rear parking motors, an unstable power supply, or lost internal module calibration data. When this fault occurs, the EPB control module cannot accurately acquire motor position signals or execute control commands, causing partial or complete electronic parking brake failure. Symptoms include the inability to release or apply the parking brake, and instrument cluster warnings. Extreme cases compromise driving safety.
Causes
— Poor contact in the EPB control module power supply/ground circuit, especially loose or oxidized ground points G106/G107, or low battery voltage (static <12V)— Open or short circuit in the left or right rear wheel EPB actuator motor wiring harness. Long-term harness bending at the door hinge or chassis pass-through commonly breaks the internal copper wires (outer insulation remains intact).— EPB control module internal circuit board corrosion, chip damage, or software calibration data loss, typically resulting from water ingress or voltage fluctuations.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete fault codes. Check for accompanying sub-codes such as C059801 (right rear wheel fault) and C059802 (left rear wheel fault). View the motor current, position, and switch status in the data stream.— Check battery health. Measure static voltage (≥12V) and voltage after startup (13.8-14.5V). Inspect the EPB control module ground point (usually G106 on the left side of the instrument panel or under the center tunnel) for proper tightening torque and oxidation.+4 more →
C05B000›
DTC C05B000 indicates the IPB (Intelligent Integrated Braking System) detects abnormal pressure or a leak in the L2 hydraulic circuit (typically the right-rear/left-rear brake circuit, depending on vehicle brake line routing). The internal IPB hydraulic pressure sensor triggers this fault upon detecting an inability to maintain L2 circuit pressure or an abnormal pressure drop during pressure build-up. The L2 circuit is the second hydraulic circuit in the dual-circuit braking system and controls brake pressure for specific wheels. If the IPB detects a circuit pressure decay rate exceeding the threshold (typically >3-5 bar/s) or a failure to reach target pressure, it records the fault and enters fail-safe mode. This mode limits or disables functions including ABS, ESC, and Automatic Emergency Braking, while retaining basic hydraulic braking capability. This hard fault affects driving safety; clearing the DTC will not resolve the issue.
Causes
— Aged or damaged internal valve body seal ring in the IPB electro-hydraulic module causing internal pressure loss (common in vehicles over 2-3 years old, especially those frequently operating in high-temperature and high-humidity environments).— Physical damage to L2 circuit external lines or hoses (including metal line corrosion, rubber hose cracking, or loose fittings), causing brake fluid leakage.— Brake fluid contamination or deterioration causes the IPB internal solenoid valve to stick and fail to seal properly, resulting in pressure crossover between circuits or internal leakage.+2 more →
Actions
— Connect the VDS or dedicated diagnostic tool to read all fault codes. Check for C05B000 and related fault codes (such as C05B001 and C055E00). Record the pressure value and vehicle speed from the freeze frame data.— Visually check the brake fluid reservoir level. If the level is significantly below the MIN mark, specifically inspect the L2 circuit (right rear/left rear) lines, hoses, calipers, and the IPB unit for wet spots or fluid drips.+5 more →
C05B001›
DTC C05B001 indicates the IPB (Intelligent Integrated Brake System) detects a leak in brake hydraulic circuit L1. The IPB is the BYD brake-by-wire system (One-Box architecture) integrating brake assist, Electronic Stability Control (ESC), and energy recovery functions. Circuit L1 typically refers to the primary brake circuit or a specific wheel cylinder control circuit (e.g., front left wheel circuit). This fault indicates hydraulic system sealing failure. This condition can extend brake pedal travel, cause a non-linear reduction in braking force output, and restrict or disable active safety functions including ABS, ESC, and Automatic Emergency Braking. Due to braking safety risks, the system illuminates multiple warning lights and may limit vehicle power output.
Causes
— Brake caliper (wheel cylinder) piston seal aged, damaged, or improperly installed, causing hydraulic fluid leakage.— Visible leak caused by loose, corroded, or physically damaged steel brake pipes, rubber hoses, or fittings.— Worn master cylinder seal or failed valve body seal inside the IPB integrated brake module (internal leakage)+2 more →
Actions
— Park the vehicle safely, disconnect the high-voltage power supply, and check if the brake fluid level in the reservoir has dropped abnormally.— Use the VDS2000/3000 diagnostic tool to read the fault code and freeze frame data to confirm the specific operating conditions when the L1 circuit failed to build pressure.+7 more →
C05C200›
DTC C05C200 indicates the electric booster motor operating temperature in the IPB (Intelligent Power Brake) integrated brake system exceeds the safety threshold (typically 120°C–130°C). The IPB system uses a brushless DC motor to drive the brake master cylinder and generate hydraulic boost, completely replacing the traditional vacuum booster. When the motor temperature sensor (NTC thermistor) detects an abnormal temperature rise in the motor windings or drive module, the ECU stores this DTC and initiates a protection strategy. This strategy limits motor power output, illuminates the ABS/ESC warning light, and may switch the system to a degraded mode (no boost or hydraulic brake backup). This fault results in a noticeably harder brake pedal, increases required pedal force, and extends braking distance, posing a severe safety hazard during continuous braking or high-speed driving.
Causes
— Brake drag or poor return: Brake caliper piston corrosion, sticking guide pins, or incorrect brake pad installation causes continuous clamping. The motor operates continuously to maintain pressure, generating excessive heat.— Cooling system fault: Mud or sand blocking the cooling air duct at the IPB module installation position, poor heat dissipation inside the compartment, or sustained high ambient temperatures (e.g., prolonged aggressive driving or towing mode).— Abnormal mechanical load: Increased master cylinder piston resistance due to degraded and water-contaminated brake fluid, partially blocked brake lines, or reduced transmission efficiency due to worn motor bearings.+2 more →
Actions
— Freeze frame analysis: Use VDS2000 or a dedicated diagnostic tool to read freeze frame data recorded when the fault occurred, including ambient temperature, motor temperature, brake pressure, and motor current. Verify actual overheating rather than a false sensor reading.— Visual and cooling inspection: Inspect the IPB module exterior for impact damage, clean dust and oil from the heat sink surface, and verify the mounting bracket has no deformation causing poor contact with the heat dissipation surface.+5 more →
C05C24B›
The integrated motor drive unit of the IPB (Intelligent Power Brake) electro-hydraulic braking system triggers this DTC. When the internal temperature sensor of the brake assist motor (usually a permanent magnet synchronous motor or brushless DC motor) detects a temperature exceeding the safety threshold (generally 120°C-140°C, depending on software calibration), the ACM (Brake Assist Control Module) records this fault and enables thermal protection mode. In this state, the system may limit or cut off motor assistance, resulting in a noticeably harder brake pedal and longer pedal travel. The driver must build braking force entirely through manual effort. This fault involves functional safety (ISO 26262). The system illuminates the ABS/ESC warning lamp, may disable energy recovery, and forces the vehicle into limp-home mode.
Causes
— Extreme operating conditions: Continuous high-frequency braking on long downhill sections, or repeated hard acceleration and deceleration while towing or fully loaded, causing the motor to operate continuously under high load and generate heat exceeding cooling capacity.— IPB control module software defect: A bug in the thermal management strategy or motor drive PWM control logic of early software versions causes abnormal continuous motor operation or overheating under low load.— Brake system mechanical binding: Corroded brake caliper piston causing poor return, brake pad and disc drag, or partial brake fluid line blockage. These conditions force the motor to continuously output high torque to maintain pressure, drawing excessive current and causing overheating.+2 more →
Actions
— Connect the BYD VDS or Launch X-431 diagnostic tool, read the complete DTC list, determine whether C05C24B is a current or history code, and record the freeze frame data (focus on parameters such as motor temperature, ambient temperature, brake pressure, and vehicle speed).— Check the IPB assembly software version. Refer to the BYD TSB. If a software upgrade solution exists for this fault code, update the ACM control module software to the latest version (such as V2.3 or higher released after 2023).+5 more →
C05CA00›
DTC C05CA00 indicates the IPB (Intelligent Integrated Braking System) electro-hydraulic control module detects the signal voltage from Brake Master Cylinder Piston Position Sensor A exceeds the normal upper limit (typically >4.8V, normal range is 0.5-4.5V). This Hall-effect or potentiometer-type position sensor monitors the travel position of the primary brake master cylinder piston in real time. It provides the IPB ECU with precise pedal depth and hydraulic build-up rate data, enabling regenerative braking, brake assist adjustment, and ESC intervention. High voltage indicates a short to power in the sensor signal circuit, an internal sensor short, an ECU sampling circuit fault, or an abnormally high reference voltage. This fault distorts brake pedal travel recognition, triggers the brake system degraded mode (loss of regenerative braking, pure hydraulic braking), and restricts ABS/ESC functions.
Causes
— Damaged sensor wiring harness insulation causing the signal wire to short to +B (common in high-temperature areas of the engine compartment or at frequent bending points near the steering column).— Brake master cylinder piston position sensor internal Hall element or thick-film resistor shorted (sensor fault)— A fault in the internal 5V reference power supply regulator circuit of the IPB electro-hydraulic module causes an abnormal rise in output voltage.+2 more →
Actions
— Connect the VDS diagnostic tool to read the fault code and freeze frame data. Confirm the vehicle speed, pedal travel, and voltage values when the fault occurred. Clear the fault code and road test the vehicle to verify if the fault is intermittent.— Disconnect the connector between the IPB electro-hydraulic module and the brake master cylinder position sensor. Inspect the pins for corrosion, push-out, or burning. Measure the voltage between the sensor-side power supply pin (usually PIN1) and ground (PIN3) to verify a stable 5V (normal 4.9-5.1V). If the voltage is >5.3V, check the ECU power supply circuit.+4 more →
C05CB00›
This DTC indicates the signal voltage from Master Cylinder Piston Position Sensor A, internal to the Intelligent Integrated Brake System (IPB), falls below the calibrated threshold (typically <0.5V or below the valid range lower limit). The sensor uses Hall effect or potentiometer principles to monitor brake master cylinder piston displacement in real time. It provides the IPB control unit with an accurate pedal travel signal to calculate driver braking demand, coordinate electro-hydraulic brake pressure distribution, trigger regenerative braking, and control active safety functions (ESP/ABS/AEB). Low voltage indicates a voltage drop in the sensor supply circuit (5V reference voltage), a signal wire short to ground, an internal sensor short circuit, or a faulty IPB control unit sampling circuit. This fault causes abnormal brake pedal feel, limited or disabled regenerative braking, and degraded ESP/ABS functions. Extreme conditions trigger brake system fail-safe protection (pure hydraulic braking backup), compromising driving safety.
Causes
— Damage, wear, or internal short circuit in master cylinder position sensor A within the IPB integrated electro-hydraulic brake assembly.— Water ingress, corrosion, or seal failure in the sensor wiring harness connector (located on the side of the IPB assembly) causes the signal wire to short to ground.— Poor connection, excessive voltage drop, or short to ground in the 5V reference voltage circuit between the IPB control unit and the sensor.+2 more →
Actions
— Use a VDS or Launch diagnostic tool to read the IPB live data stream. Confirm if the master cylinder position sensor A voltage remains at 0V or <0.5V. Compare the value with sensor B (if equipped) to verify the reading. Check for accompanying DTCs C05CA00 (overvoltage) or C05CC00 (out of range).— Visually inspect the IPB assembly wiring harness connector (usually located near the brake master cylinder, grey or black plug) for looseness, signs of water ingress, terminal corrosion, recessed pins, or deformation. Clean with electrical contact cleaner, apply conductive grease, reconnect, and confirm the locking tab is fully engaged.+3 more →
C05CC00›
DTC C05CC00 indicates the master cylinder piston position sensor A signal in the IPB (Integrated Power Brake) exceeds the ECU-calibrated valid range (typically 0.5V-4.5V or the corresponding physical travel range). This Hall effect sensor monitors brake master cylinder piston displacement in real time to calculate driver braking intent, control brake booster motor torque distribution, and coordinate electro-hydraulic blended braking. The IPB module sets this fault when an open circuit, short circuit, or short to power/ground causes the sensor signal voltage to exceed limits, or when actual piston displacement exceeds the physical travel range detectable by the sensor. Upon fault trigger, the vehicle may enter brake backup mode (no assist or limited assist). The system disables regenerative braking, may degrade ABS/ESP functions, and illuminates the brake system warning lamp on the instrument cluster.
Causes
— Poor connection or corroded wiring harness connector: The wiring harness between the IPB module and the master cylinder sensor passes through a high-temperature area in the engine compartment. This makes the connector prone to pin back-out, oxidation, or poor sealing, causing intermittent signal interruption or drift.— Damaged sensor body: Hall element aging, internal short circuit, or detached magnetic ring locks the output signal voltage at an extreme value (near 0V or 5V).— Abnormal IPB control unit reference voltage: Module internal 5V regulator circuit fault causes excessively high or low sensor supply voltage.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/3000) to read the fault codes and freeze frame data. Record the vehicle speed, brake pedal travel, and sensor voltage values at the time of the fault. Confirm whether the fault is intermittent.— Inspect the wiring harness connector between the IPB electro-hydraulic module and the brake master cylinder sensor (usually located near the ABS pump assembly). Check the terminals for backed-out pins, burning, or water corrosion, and measure the terminal retention force to verify it is normal.+5 more →
C05CD00›
DTC C05CD00 indicates the signal voltage of master cylinder piston position sensor B inside the IPB (Intelligent Integrated Braking System) continuously exceeds the calibrated threshold (typically >4.8V). This Hall-effect position sensor monitors the brake master cylinder piston travel position in real time. It provides the IPB with an accurate brake pedal input signal to enable brake-by-wire assist, coordinated energy recovery, and ESC intervention. This high voltage indicates a short to power in the sensor signal circuit, an internal sensor breakdown short, or an IPB control module sampling circuit fault. This fault forces the IPB into degraded mode, which causes abnormal brake assist (stiff pedal or altered pedal travel), disables the energy recovery system, and limits ESP/ABS functions. In extreme cases, it compromises braking performance. This is a safety-related fault.
Causes
— Damaged master cylinder position sensor B inside the IPB electro-hydraulic module: The sensor is highly integrated with the IPB. A fault in the internal Hall element or signal processing circuit causes abnormally high output voltage. This is the most common root cause.— Wiring harness short circuit: The sensor signal wire (usually the standard 5V reference voltage circuit) shorts to the vehicle 12V power wire or 5V reference voltage line, pulling the voltage high.— Connector issue: Water ingress, corrosion, or bent pins in the IPB module connector cause abnormal continuity between the signal and power terminals. This commonly occurs after wading or high-pressure washing.+2 more →
Actions
— Safety Confirmation and Preliminary Inspection: Confirm the brake fluid level is normal. Inspect the IPB module for physical damage and brake fluid leaks. Check the instrument panel warning light status (ABS/ESP/brake system lights). Read all fault codes and record freeze frame data using the VDS2000/VDS6000 diagnostic tool. Confirm DTC C05CD00 is a current fault, not a history fault.— Data stream analysis: Access the IPB system to read the real-time voltage data of Master Cylinder Position Sensor B. Check if the voltage remains above 4.8V (normal range is typically 0.5-4.5V). Simultaneously check the Sensor A voltage for comparison. If Sensor A is normal and Sensor B is abnormal, initially rule out a shared power supply issue.+4 more →
C05CE00›
This DTC indicates the master cylinder piston position sensor B circuit voltage in the IPB (Intelligent Power Brake) smart integrated braking system falls below the calibrated threshold (typically <0.5V). The master cylinder position sensor uses a dual-sensor redundant design (sensors A and B) to monitor brake master cylinder piston displacement in real time. It provides brake pedal travel signals to the IPB ECU to calculate driver braking intent and control electro-hydraulic brake assist. Low sensor B voltage prevents the IPB system from accurately identifying the master cylinder position. This triggers the system safety protection mechanism and limits or disables ESP/ABS functions, potentially causing abnormal brake pedal travel, reduced brake assist, or complete loss of brake assist, seriously compromising driving safety. A short to ground in the sensor power or signal circuit, poor wiring contact, or a damaged sensor typically causes this fault.
Causes
— Poor contact at the sensor wiring harness connector, oxidized pins, backed-out pins, or water ingress corrosion, causing excessive signal transmission resistance.— Master cylinder position sensor B power supply circuit (5V reference voltage) short to ground or open circuit, causing insufficient operating voltage.— A short to ground in the sensor signal output circuit causes the ECU to detect an abnormally low voltage.+2 more →
Actions
— Use a dedicated diagnostic tool (such as BYD VDS) to read the DTC freeze frame data and verify the vehicle status and sensor voltage values when the fault occurred.— Disconnect the IPB wiring harness connector. Visually inspect the pins for oxidation, recession, corrosion, or deformation. Clean or repair the connector.+8 more →
C05CF00›
DTC C05CF00 indicates the signal voltage or travel value from Master Cylinder Position Sensor B inside the IPB (Intelligent Integrated Braking System) falls outside the calibrated range (typically 0.5-4.5V or the corresponding physical travel limit). This sensor features a dual-redundant design (Sensors A and B) to monitor brake master cylinder piston displacement in real time, enabling brake pedal travel interpretation, precise brake force distribution, and redundant safety cross-checking. The IPB control unit sets this fault if Sensor B experiences an open circuit, short circuit, mechanical binding, or excessive signal deviation from Sensor A. The fault may cause abnormal brake pedal feel (soft/hard), restricted regenerative braking, ABS/ESC system deactivation, and Automatic Emergency Braking (AEB) failure. In extreme cases, it triggers limp mode (speed-limited driving).
Causes
— Hardware fault in IPB assembly master cylinder position sensor B: Damaged internal magnetoresistive element, failed Hall effect chip, or dry solder joint causing output signal drift or out-of-range condition.— Wiring harness and connector issues: poor contact in Sensor B power, signal, or ground circuits; oxidized or annealed pins; water ingress or moisture in the connector reducing insulation resistance; or wiring harness wear causing a short circuit.— Power supply and ground fault: Unstable constant power or ignition voltage to the IPB controller (below 11V or above 14V), or a loose ground wire bolt causing excessive contact resistance (>0.1Ω), resulting in sensor reference voltage drift.+2 more →
Actions
— Safety preparation and fault confirmation: Use VDS2000 or a dedicated BYD diagnostic tool to read all fault codes and freeze frame data. Record the vehicle speed, pedal travel, and sensor A/B voltage values at the time of the fault. Check the instrument panel warning light status and confirm whether the brake pedal force is normal.— Visual and basic inspection: Inspect the IPB assembly for impact damage and brake fluid leaks; verify the brake fluid level is between MAX and MIN, adding DOT4 brake fluid if necessary; check the IPB mounting bracket tightening torque (standard: 25±2 Nm) and mounting surface flatness.+7 more →
C05D000›
This DTC indicates the signal difference between dual redundant channels A and B of the Master Cylinder Position Sensor inside the IPB (Intelligent Integrated Braking System) exceeds the diagnostic threshold. For functional safety (ISO 26262), the IPB uses a dual-channel redundant design to monitor brake master cylinder piston travel. When the difference between the two signals continuously exceeds the calibrated value (typically 5%-10%), the system determines the sensor signal is implausible. This fault triggers the brake system limp-home mode, potentially causing a loss of electronic brake assist, a hard brake pedal, ABS/ESC deactivation, and illuminating multiple system warning lights.
Causes
— Master cylinder position sensor internal circuit fault or signal drift causing inconsistent dual-channel outputs.— Loose mechanical connection between the sensor and master cylinder piston, abnormal clearance, or misaligned installation.— Water ingress, oxidation, or loose pins in the IPB wiring harness connector (especially the 32-pin or 48-pin main plug) causing signal crosstalk.+2 more →
Actions
— Use VDS or the BYD dedicated diagnostic tool to read the complete DTC list and freeze frame data. Record the vehicle speed, pedal travel, and A/B channel raw signal values at the time of the fault.— Check if the brake fluid level is normal. Inspect the IPB and lines for leaks, deformation, or external damage.+7 more →
C05D200›
This fault code indicates an internal pressure sensor monitoring fault within the IPB (Integrated Power Brake). Specifically, during self-test or operation, the IPB control unit detects the voltage signal from the brake master cylinder pressure sensor (or wheel cylinder pressure sensor, depending on configuration) falls below the calibrated normal operating threshold (typically corresponding to an equivalent voltage for a pressure below 0.1-0.3MPa). Potential causes include sensor drift, an open circuit causing signal loss (reading 0V or extremely low voltage), or an internal IPB hydraulic circuit leak preventing actual pressure buildup. This fault triggers the brake system degradation mode and may disable the ABS, ESC, Automatic Emergency Braking (AEB), and energy recovery functions. Extreme conditions may limit vehicle speed and illuminate multiple warning lights.
Causes
— Damaged or aged master cylinder pressure sensor inside the IPB electro-hydraulic module causes an abnormally low output signal voltage.— Open or short circuit (short to ground) in the pressure sensor 5V reference power supply circuit or signal feedback circuit, causing the ECU to detect abnormally low voltage.— A leak in the IPB internal brake master cylinder seal or valve body causes the actual pressure to fall below the sensor threshold during pressure build-up.+2 more →
Actions
— Safety preparation: Confirm the vehicle is stationary and apply the electronic parking brake. Use BYD VDS or a Launch/Autel diagnostic tool to read the complete fault codes and freeze frame data. Record the vehicle speed, pedal travel, and pressure values when the fault occurred.— Basic inspection: Verify the brake fluid reservoir level is between MAX and MIN, inspect the exterior of the IPB electro-hydraulic module for leakage or impact damage, and check the related chassis wiring harnesses for damage.+5 more →
C05D300›
C05D300 is a specific fault code for the BYD IPB (Intelligent Power Brake) integrated braking system. It indicates the actual hydraulic pressure detected by the master cylinder pressure sensor exceeds the theoretical expected value the ECU calculates using the brake pedal position sensor (master cylinder stroke sensor A/B). This fault represents a logical mismatch between the pressure signal and the pedal stroke signal. Possible causes include: 1) Pressure sensor drift or damage causing a falsely high signal; 2) Incomplete brake master cylinder piston return generating residual pressure; 3) Hydraulic circuit abnormalities (blockage or internal leakage) causing abnormal pressure transfer; 4) Incorrect brake pedal position sensor signals causing the ECU to miscalculate the expected value; 5) IPB control module software algorithm errors. This fault triggers the brake system degraded mode. It may restrict ABS/ESP functions, cause a hard brake pedal or abnormal pedal travel, and severely compromise driving safety.
Causes
— Signal drift, damage, or misalignment of the brake master cylinder position sensor (especially sensor B), causing abnormal feedback voltage (above the standard 4.5V range).— Brake master cylinder piston sticking, seal aging and swelling, or return spring failure prevents full release of residual pressure after pedal release (static pressure > 0.3 MPa).— Sticking hydraulic valve body inside the IPB electro-hydraulic module or partial brake line blockage causes abnormal pressure build-up and slow pressure release.+2 more →
Actions
— Use the BYD VDS diagnostic tool to access the IPB system and read the complete fault code list (pay special attention to associated fault codes such as C05D200, C05CF00, and C055E00). Record the pressure and pedal travel values from the freeze frame data.— Enter data stream mode and monitor real-time values for 'master cylinder pressure sensor', 'master cylinder position sensor A', and 'master cylinder position sensor B': at rest, pressure should be 0 MPa and sensor voltage 0.5-4.5 V; when pressing the pedal, both sensor signals should change synchronously and linearly, and the pressure-to-travel ratio should fall within the standard curve range.+5 more →
C05D309›
This DTC indicates the master cylinder pressure sensor built into the IPB (Intelligent Power Brake) electro-hydraulic module detects a pressure signal exceeding the normal upper threshold set by the ECU (typically >25 MPa or signal voltage >4.8 V). In BYD e-Platform 3.0 and DM-i models, the IPB integrates conventional ESP, ABS, and i-BOOSTER functions, and uses a motor-driven plunger pump to build pressure. The pressure sensor monitors master cylinder pressure in real time for brake force distribution, regenerative braking intensity adjustment, and active braking control. When the sensor signal remains above the calibrated value beyond the set time (typically 200-500 ms), the ECU logs a "pressure too high" fault. This fault restricts ABS/ESP functions, disables Automatic Emergency Braking (AEB), and interrupts regenerative braking. In extreme cases, it triggers a "brake system fault" warning and limits vehicle speed. Determine whether the cause is actual excessive hydraulic pressure (such as a blocked brake line) or a false high-pressure signal caused by sensor drift or a short circuit.
Causes
— Pressure sensor internal short circuit or signal drift: An aged or damaged pressure-sensitive element outputs a fixed high-voltage signal (close to the 5V reference voltage), causing the ECU to incorrectly detect a high-pressure condition.— Sensor wiring harness short to power: Water ingress, wear, or pin misalignment at the IPB harness connector (usually located near the firewall) causes the pressure sensor signal wire (Pin 2 or Pin 3, depending on vehicle model) to short to the 12V power supply or 5V reference voltage.— IPB hydraulic circuit mechanical fault: blocked brake master cylinder return port, high-pressure valve stuck in the normally open position, or severely contaminated and crystallized brake fluid preventing pressure release, causing actual pressure to rise abnormally.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use VDS 4.0 or 5.0 to read all fault codes and check the 'actual master cylinder pressure' in the freeze frame data (0-1 MPa indicates normal pedal free play; a hard pedal press typically reads <18 MPa). A reading >25 MPa or 4.9 V without pedal application indicates a sensor or wiring fault. If the pedal feels very hard and the pressure reads high, this indicates a hydraulic fault. Check for related fault codes such as C05D300 and C05D500.— Circuit continuity and insulation test: Disconnect the IPB assembly connector (48-pin or 32-pin; Song PLUS DM-i uses 48-pin). Measure the resistance between the pressure sensor signal wire (usually Pin 23 or Pin 24; refer to the circuit diagram) and body ground (should be >1MΩ), and between the signal wire and the 5V reference wire (Pin X) (must not be shorted). Test the signal wire for a short circuit to the power supply (Pin 1, constant power). Inspect the connector for water ingress, corrosion, and backed-out pins.+3 more →
C05D500›
This DTC indicates an abnormal open-circuit condition in the Master Cylinder Solenoid Valve or its control circuit within the IPB (Integrated Power Brake) intelligent integrated braking system. In the BYD IPB system, the master cylinder pressure valve controls the hydraulic passage between the brake master cylinder and the wheel cylinders. It serves as a key actuator for electro-hydraulic blended braking control, energy recovery, and ABS/ESC functions. The ECU sets this DTC when it detects an open circuit in the valve drive circuit, abnormal valve position feedback, or a mismatch between the actual and commanded valve states lasting beyond the set threshold (typically exceeding 100ms). This fault reduces brake pressure control accuracy and may trigger a brake system degraded mode (entering pure mechanical backup braking or limiting energy recovery). This condition affects brake pedal feel and active safety functions (such as AEB and ACC).
Causes
— Open circuit in the master cylinder pressure solenoid valve coil inside the IPB assembly, or valve mechanically stuck in the open position, causing the ECU to detect an open circuit.— Solenoid valve drive circuit fault on the internal PCB of the IPB module, such as a damaged MOSFET driver chip or cold solder joint.— Water ingress and corrosion in the IPB wiring harness connector (especially the 32-pin main plug), terminal back-out, or increased contact resistance (>1Ω)+2 more →
Actions
— Connect the VDS2000 diagnostic tool, read the complete fault codes and freeze frame data, confirm the fault frequency (current/history), check for accompanying fault codes (such as other C05Dxx series pressure valve faults), and record the vehicle speed and brake pressure values at the time of the fault.— Perform a visual inspection: check the IPB assembly exterior for brake fluid leaks and impact damage; check the wiring harness connector (located at the front left of the motor compartment) for looseness or water ingress; use a multimeter to measure the IPB supply voltage (constant power +B, standard 12-14V) and ground wire resistance (standard <0.5Ω).+5 more →
C102A00›
DTC C102A00 indicates the IPB (Integrated Power Brake) control unit detects an invalid or abnormal reverse gear signal. In BYD DM-i and e-Platform 3.0 models, the gearshift controller (or TCU) typically sends the reverse gear signal to the IPB system via the CAN bus. This signal activates reverse-related brake control strategies, such as reverse automatic hold release logic, reverse misapplication prevention (R-AEB), and hill reverse assist control. The IPB triggers this fault code if it fails to receive a valid reverse gear signal within a predetermined time, if the received signal contradicts actual vehicle state logic (e.g., vehicle speed conflicts with the reverse gear signal), or if the signal voltage or message format falls outside the valid range. This fault may prevent the automatic hold system from releasing normally during reverse maneuvers, cause abnormal brake pedal feel, or trigger the brake system degraded protection mode, compromising reversing safety.
Causes
— IPB control unit software defect or abnormal calibration data (signal parsing algorithm error)— CAN communication fault between shift actuator controller (or TCU) and IPB (wiring open circuit, short circuit, or abnormal terminating resistor)— Reverse signal hardwire connection fault (for some early models or specific configurations, including wiring open circuit or short to ground/power)+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault information, including freeze frame data (recording vehicle speed, gear status, power supply voltage, etc., at the time of the fault), and confirm the specific operating conditions when the fault occurred.— Check the IPB system software version against the BYD Technical Service Bulletin (TSB) to identify any software defects related to reverse gear signal monitoring. If necessary, upgrade the IPB control unit software or refresh the calibration.+5 more →
C080001›
For BYD new energy vehicles (specifically E5, Qin, Tang, and Song models equipped with Bosch or Continental ESP systems), DTC C080001 indicates a fault in the ESP (Electronic Stability Program) lateral acceleration sensor or its power supply circuit. Although the fault description reads "voltage below range", this specifically means the lateral acceleration sensor supply voltage falls below the ECU threshold (normal range: 4.5V–5.5V), or the sensor output signal voltage remains below the valid range (0.5V–4.5V). Consequently, the ECU cannot obtain accurate vehicle lateral acceleration data. This condition causes active safety functions (ESP, ABS, EBD) to fail or enter a degraded mode, severely compromising vehicle stability during cornering or driving on wet and slippery surfaces.
Causes
— An internal circuit short or damage in the lateral acceleration sensor causes excessive operating current and pulls down the supply voltage.— ESP control unit (or ABS hydraulic modulator internal ECU) 5V reference voltage output circuit fault, failing to provide a stable sensor power supply.— Oxidation, looseness, or terminal back-out in the sensor wiring harness connector causes excessive contact resistance, reducing actual voltage at the sensor.+2 more →
Actions
— Use the diagnostic tool to read the DTC freeze frame and confirm parameters such as vehicle speed and voltage when the fault occurred. Check the 12V battery voltage and charging system for normal operation, and verify the static voltage is greater than 12.4V.— Check the power supply (terminal 30), ground (terminal 31), and ignition switch-controlled power (terminal 15) for the ESP control unit (usually located in the engine compartment or cabin). Verify the voltage is above 12V and the ground resistance is less than 1Ω.+3 more →
C080002›
This DTC indicates the ABS (Anti-lock Braking System) electronic control unit detects an operating supply voltage outside the calibrated allowable range (typically 9.5V-16V). In the BYD E5, the 12V low-voltage system powers the ABS module. The DC-DC converter steps down voltage from the high-voltage battery pack to provide this supply. If the module detects voltage that is too high (>16V, risking internal ECU circuit damage) or too low (<9V, reducing control accuracy), it logs DTC C080002. This condition may trigger system protection mechanisms, causing ABS, EBD, ESC, and Automatic Emergency Braking functions to fail or enter a degraded mode. Troubleshoot this fault immediately, as it affects braking safety.
Causes
— 12V low-voltage battery aging, sulfation, or internal short circuit causes voltage fluctuations or increased internal resistance, resulting in a sudden voltage drop during high-current loads such as ABS pump motor operation.— DC-DC converter fault: Output voltage regulation failure causes excessively high (>15V) or unstable low-voltage system voltage.— Poor contact, oxidized or loose terminals, or a burnt fuse holder in the ABS module power supply circuit (constant power B+, ignition power IG1), causing excessive circuit voltage drop.+2 more →
Actions
— Connect the diagnostic tool to read the DTC freeze frame data. Confirm the specific voltage value when the fault occurred (to determine if it is a high-voltage or low-voltage fault), as well as related information such as vehicle speed and ABS pump operating status.— Measure the 12V battery static voltage (standard 12.4V-12.6V) and loaded voltage (turn on headlights and air conditioning; must be >12.0V). Use a battery tester to measure the CCA value and internal resistance to determine whether to replace the battery.+5 more →
C100104›
DTC C100104 has dual definitions across different BYD vehicle platforms. On early pure electric platforms like the E5, this code explicitly indicates an internal CAN hardware communication fault within the ABS control unit. This indicates an abnormality at the physical or data link layer between the ABS module and the vehicle CAN network (powertrain CAN or chassis CAN). The fault can interrupt communication or cause data packet loss in brake-related systems like the ABS, ESP, and EPB. On DM-i and e-Platform 3.0 models like the Song Pro, Tang DM, and Qin Plus, this code typically maps to an abnormal left front wheel speed sensor (WSS) signal or circuit fault. Regardless of the platform, this is a safety-critical braking system fault. The fault degrades or completely disables ABS/ESC functions. The instrument cluster typically illuminates the ABS warning lamp, ESC warning lamp, and parking system fault lamp. CAN hardware faults typically originate from a damaged internal ABS module transceiver, abnormal terminating resistance, or wiring physical layer faults. Wheel speed sensor faults mostly originate from sensor component failure, wiring harness open or short circuits, or an abnormal signal tone ring.
Causes
— Damaged CAN transceiver hardware or faulty communication chip inside the ABS control unit (early models such as E5)— Short circuit, open circuit, or abnormal resistance in the front left wheel speed sensor internal coil (standard value: 1.0-1.6kΩ)— Worn or broken wheel speed sensor wiring harness insulation, or excessive contact resistance caused by water ingress and oxidation in the connector.+2 more →
Actions
— Use VDS2000 or Launch X431 to read the complete fault code stream. Confirm if C100104 is a current or stored fault. Check for accompanying U-series communication fault codes (such as CAN bus off) or other wheel speed sensor fault codes to initially determine the fault type (CAN hardware or wheel speed signal).— For CAN hardware faults on E5 and similar models: Check the ABS module power supply (constant power +BAT, ignition IG1), ground (GND), and CAN-H/CAN-L circuit voltages (standard: CAN-H 2.5–3.5 V, CAN-L 1.5–2.5 V, static differential approx. 2.0 V). Measure the chassis CAN terminal resistance at the OBD diagnostic port (approx. 60 Ω).+4 more →
C104400›
DTC C104400 indicates the IPB (Integrated Power Brake) system detects an incomplete or insufficient hydraulic brake line bleeding procedure. The IPB system uses internal pressure sensors to monitor the hydraulic pressure build-up characteristics of each brake wheel cylinder. When the system detects air in the lines (abnormal compressibility) or identifies an incorrectly executed bleeding procedure, it triggers this fault code and enters fail-safe mode. This fault restricts ABS/ESP functions, causes abnormal brake pedal travel (spongy pedal), and derates or disables the Automatic Emergency Braking (AEB) function, severely impacting braking safety and driver assistance system performance.
Causes
— Failure to perform the standard bleeding procedure after brake system repairs (replacing brake fluid, brake hoses, brake calipers, or brake pads), or manual interruption of the bleeding process.— During the IPB electro-hydraulic module internal bleeding procedure, battery voltage dropped below 12 V or diagnostic communication failed, causing a calibration data write failure.— Using non-dedicated equipment to bleed the brakes (such as traditional pedal pumping) fails to trigger the IPB active pressure-build bleeding mode, preventing the system from recognizing the bleeding completion status.+2 more →
Actions
— Preliminary inspection: Confirm the brake fluid level is between MAX and MIN, check all four wheel brake lines for leaks, measure battery voltage (≥12.5V), and verify normal diagnostic tool communication.— Enter bleeding mode: Use the BYD VDS or Bosch dedicated diagnostic tool to access the IPB system → Special Functions → Hydraulic Brake Bleeding/Refill Procedure. Strictly follow the prompted sequence (usually right rear, left rear, right front, left front).+3 more →
C104C04›
DTC C104C04 indicates a signal failure in the brake pedal position detection switch or internal mode switch within the Integrated Power Brake (IPB) system. In the BYD brake-by-wire architecture, the IPB monitors this switch signal to identify driver braking intent and trigger hydraulic pressure build-up. Switch failure prevents the IPB from accurately identifying pedal travel status, forcing the system into Limp Home mode with limited brake assist. This condition may cause a stiff brake pedal, increased braking distance, and disabled ESC/ABS functions, constituting a severe fault that compromises driving safety.
Causes
— Internal carbon track wear or contact oxidation in the brake pedal position sensor (primary/secondary) causing signal interruption.— Mechanical sticking, spring fatigue, or seal failure of the internal button switch mechanism in the IPB electro-hydraulic module.— Water ingress and corrosion at the wiring harness connector (especially at the pass-through between the engine compartment and the cabin) causes the signal wire to short to ground.+2 more →
Actions
— Use the VDS diagnostic tool to read the DTC freeze frame data and record the pedal travel, vehicle speed, and system voltage at the time of the fault.— Check the physical connection of the brake pedal position sensor (located above the pedal bracket). Measure the voltage at sensor pin 1 (+5V reference voltage) and pin 2 (signal output) to verify the signal voltage changes linearly with pedal travel (normal range: 0.5-4.5V).+3 more →
C106600›
DTC C106600 indicates missing or incorrect Steering Angle Sensor (SAS) calibration data, or that the calibration procedure was never performed. This sensor typically resides within the steering column or ESP control unit and monitors the steering wheel's absolute angle, rotation direction, and angular velocity in real time. It serves as a core input signal for the Electronic Stability Program (ESP/ESC), Electric Power Steering (EPS), and Automatic Emergency Braking (AEB) systems. The system triggers this fault code upon detecting a calibration data validation failure, or a significant deviation between the sensor's output angle and the theoretical zero position during straight-line driving (typically required to be within -5° to +5°). Consequently, the ESP/ESC function enters a degraded or failure mode. This may cause the vehicle to lose skid control during emergency avoidance maneuvers or on slippery roads; however, basic hydraulic braking functions typically remain unaffected.
Causes
— Failure to perform the steering angle calibration procedure after replacing the steering gear, steering column, steering wheel, or ESP control unit.— After a vehicle collision, chassis geometry changes or the steering angle sensor physical mounting position shifts, causing zero-position mark misalignment.— Prolonged battery disconnection, abnormal system power supply voltage, or a control unit software upgrade caused the loss of calibration data stored in the ECU non-volatile memory.+2 more →
Actions
— Pre-inspection preparation: Park the vehicle on level ground, adjust tyre pressures to standard values, confirm the steering wheel is in the mechanical centre position (verify by visually checking the front wheels are straight or removing the steering wheel to check alignment marks), and clear unrelated fault codes.— Read data stream: Use BYD VDS or a generic diagnostic tool to access the Chassis/ABS/ESP system and read the Steering Angle Sensor (SAS) live data stream. Verify the angle value is within -5° to +5° while driving the vehicle straight. If the deviation is too large, perform a mechanical adjustment or calibration.+4 more →
C108008›
C108008 indicates the Hill Hold Control (HHC) system detects an abnormal clutch/start interlock signal. In the BYD E5 battery electric vehicle, this fault does not refer to a conventional mechanical clutch. Instead, it indicates the ABS/ESP control unit fails to receive the correct brake pedal-gear interlock logic signal (the combined signal the system uses to determine if the vehicle is in a 'ready to move off' state). The HHC system relies on the brake switch signal, gear position signal (P/R/N/D status), and wheel speed signals. When the control unit detects a released brake pedal while the gear signal or brake interlock signal contradicts the hill hold release logic, it logs a clutch signal fault. This fault disables the hill start assist function. The vehicle may roll backward on a slope when the driver transitions from the brake pedal to the accelerator pedal. The fault also illuminates the ABS/ESC fault warning lamp and compromises driving safety.
Causes
— Poor contact, burnt internal contacts, or misaligned installation of the brake pedal position sensor (brake switch), causing intermittent signals or abnormal voltage.— Abnormal signal from the gear selector position sensor (especially the Park lock switch), failing to correctly indicate Neutral/Drive gear status.— Loose harness connectors, oxidation from water ingress, or backed-out pins between the ABS/ESP control unit and the brake switch or gear position sensor, interrupting signal transmission.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (VDS or ED-400), read the freeze frame data for DTC C108008, and record the vehicle speed, brake pedal status, gear position, and longitudinal acceleration value when the fault occurred.— Visually inspect the brake pedal position sensor (brake light switch) for secure mounting. Check the wiring harness connector for looseness or disconnection. Measure the switch continuity and voltage signal with the pedal pressed and released (normally switches between 12V/B+ and 0V).+5 more →
C108C08›
DTC C108C08 indicates the ABS control unit detects a logic error or implausibility fault in the reverse switch signal (Signal Invalid). In the BYD E5, the HHC (Hill Hold Control) system monitors the reverse signal in real time to determine vehicle travel direction. When the vehicle is in R gear, the reverse switch closes (signal = '1'), and the HHC system activates the hill reverse assist logic. If the ABS module detects a '1' reverse signal while the vehicle moves forward (vehicle speed > 0), or a '0' signal while reversing in R gear, it registers a signal fault. This fault disables the HHC function in reverse mode. The vehicle risks rolling back when reversing on a slope because the system releases braking force prematurely. Simultaneously, the system illuminates the ABS/ESC fault warning lamp, disables specific body stability functions, and enters a safety fallback mode.
Causes
— Burnt, oxidized, or mechanically stuck reverse switch internal contacts prevent the switch from opening or closing properly.— Water ingress, a loose connection, or backed-out pins at the reverse switch connector causes excessive contact resistance or an intermittent open circuit in the signal line.— Reverse gear signal circuit (usually from the BCM or gear shift controller to the ABS module) shorted to ground, shorted to power, or wiring harness worn or broken.+2 more →
Actions
— Connect the VDS diagnostic tool, access the ABS system, and read the 'Reverse switch status' and 'Current gear' data stream parameters. Compare these with the actual gear selector position to verify signal synchronization. Simultaneously check for accompanying U-class communication fault codes.— Visually inspect the reverse gear switch installation (located near the motor controller or on the gearshift mechanism assembly) and connector sealing. Check specifically for signs of water ingress and green oxidation on the terminals. Clean and spray WD-40 electronic contact cleaner if necessary.+5 more →
C1101›
DTC C1101 indicates the ABS (Anti-lock Braking System) ECU detected its 12V low-voltage supply exceeds the system safety threshold (typically >16V-18V, depending on vehicle calibration). In BYD new energy vehicles, the DC-DC converter converts high-voltage traction battery power to supply 12V to the ABS. When the ECU detects an abnormally high supply voltage, it triggers the overvoltage protection mechanism. This may cause ABS, ESP, EBD, HHC (Hill Hold Control), and Automatic Emergency Braking functions to fail or enter a degraded mode. Unlike a high-voltage insulation fault, this indicates a power management abnormality in the 12V low-voltage system, which directly affects braking safety performance.
Causes
— DC-DC converter fault: The internal voltage regulation circuit of the DC-DC module (converting high voltage to 12V) failed. Output voltage exceeds 15V-16V, causing ABS ECU power supply overvoltage.— 12V battery aging or damage: Increased internal resistance or battery plate sulfation causes terminal voltage to spike during charging, resulting in abnormally high system voltage.— ABS module internal power supply monitoring circuit fault: Faulty ECU internal voltage sampling circuit or A/D converter generates an incorrect overvoltage signal (false alarm).+2 more →
Actions
— Use the diagnostic tool to read the fault code and record freeze frame data. Confirm the specific voltage, vehicle speed, and operating conditions when the fault occurred. Check for accompanying power supply-related fault codes (such as Type U communication faults or Type B body faults).— Measure the 12V battery status: static voltage should be 12.4-12.8V. After starting the vehicle or powering on, measure the DC-DC output terminal voltage. Normal voltage is 13.5-14.5V. If the voltage remains >15V, diagnose a DC-DC fault.+5 more →
C1102›
DTC C1102 indicates the ABS (Anti-lock Braking System) electronic control unit (ECU) detects an operating voltage below the minimum system-calibrated threshold (typically 9V-10.5V, depending on vehicle calibration). This fault indicates an abnormal power supply to the ABS hydraulic modulator assembly, potentially causing active safety systems including ABS, ESP (Electronic Stability Program), EBD (Electronic Brakeforce Distribution), and Automatic Emergency Braking (AEB) to enter a degraded mode or fail completely. In BYD new energy vehicles, this fault typically results from a discharged 12V low-voltage battery, excessive voltage drop in the power supply circuit, high ground circuit resistance, or an internal ABS ECU power management module failure. This critical fault compromises driving safety and requires immediate repair.
Causes
— 12V low-voltage battery aging, low charge, or performance degradation (SOC below 30% or SOH below 80%, static voltage below 12.4V)— Loose connection, oxidation, or corrosion in the ABS hydraulic modulator assembly power supply circuit, or a blown or poorly connected ABS fuse (usually 30A/40A/60A) in the front compartment fuse box.— Loose, oxidized, or paint-covered ABS ECU ground points causing increased ground resistance (common ground points: G101 left front side member, G102 firewall)+2 more →
Actions
— Basic power supply check: Measure the 12V battery static voltage (≥12.4V) and dynamic voltage (≥13.5V after engine start or in READY mode). Inspect the battery terminals and ABS fuses (FB-02 or ABS1/ABS2) for oxidation and verify the tightening torque is 8-10 N·m.— ABS module power supply check: Turn the ignition switch to ON. Use a multimeter to measure the voltage between the ABS module power supply pin (e.g., B04-1/25) and body ground. If the voltage is below 10V, check the power supply wiring harness voltage drop segment by segment (from the battery positive terminal → front compartment distribution box → ABS module connector).+3 more →
C1200›
DTC C1200 indicates the ABS control unit (ECU) detects an electrical integrity fault in the left front wheel speed sensor (WSS) circuit, specifically a short to ground, short to power, or open circuit in the signal line. This sensor is typically a two-wire magnetic or Hall effect type. During normal operation, it transmits either an AC voltage signal proportional to wheel speed (magnetic type, amplitude varying from 0.1V-3V depending on speed) or a square-wave digital signal (Hall effect type) to the ABS ECU. The ECU triggers this code when it detects sensor resistance outside the calibrated range (typically 1.0-1.6kΩ), abnormal signal line voltage (continuous 0V or 12V/B+ voltage), or signal interruption time exceeding the threshold. This fault causes the Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Stability Program (ESP), Traction Control System (TCS), and Autonomous Emergency Braking (AEB) functions to fail or enter a degraded mode. The fault illuminates the ABS, ESP, and tire pressure/brake system warning lights on the instrument cluster, severely compromising vehicle active safety.
Causes
— Wheel speed sensor failure: Internal coil open circuit, inter-turn short circuit, or burnt Hall element. Prolonged high temperatures, vibration, or aging typically cause this. Resistance measures infinite or falls far outside the standard range (<500Ω or >2kΩ).— Wiring harness and connector fault: Internal copper strand breakage (intermittent connection) in the left front wheel wiring harness due to frequent bending during steering, loose plugs, oxidized or backed-out pins, or short circuits/corrosion caused by poor plug sealing after chassis water ingress.— Abnormal sensor installation gap: Sensor not fully seated, loose retaining bolt, or bushing wear causing the tone ring gap to be too large (>1.5mm) or too small (<0.3mm); or tone ring deformed, missing teeth, or contaminated (covered with iron filings or mud).+2 more →
Actions
— Initial visual inspection: Raise the vehicle. Inspect the left front wheel speed sensor connector for looseness and the housing for damage. Check the wiring harness protective sleeve at the fender liner and suspension control arm for wear or water ingress. Remove any dirt and corrosion from inside the connector.— Sensor resistance measurement: Disconnect the left front wheel speed sensor connector. Use a multimeter to measure the resistance between the two sensor terminals. Standard value: 1.0-1.6 kΩ (at 20°C). If the multimeter displays OL (open circuit) or 0 Ω (short circuit), replace the sensor.+4 more →
C1201›
DTC C1201 indicates the ABS control unit detects that the left front wheel speed sensor signal's rate of change or amplitude exceeds the calibrated threshold. Specifically, the sensor's square-wave output signal exhibits sudden frequency changes, intermittent interruptions, or abnormal voltage fluctuations, preventing the ABS module from accurately calculating the real-time left front wheel speed. This fault can trigger false ABS activation (pump operates without braking input), restrict Electronic Stability Program (ESP) functionality, disable Automatic Emergency Braking (AEB), and in extreme cases, limit power output on some BYD new energy vehicles equipped with torque vectoring control. Classified as a "plausibility fault," it differs from open or short circuit faults by focusing on dynamic signal quality monitoring.
Causes
— Inter-turn short circuit in the internal coil of the front left wheel speed sensor, or magnetic core aging, causing signal amplitude attenuation.— The air gap between the sensor and the reluctor ring exceeds the standard range (normally 0.3-0.8mm), usually due to excessive axial play in the wheel hub bearing or a deformed sensor bracket.— Ferromagnetic debris attached to the tone ring surface (such as brake wear dust or road metal debris), or missing teeth or deformation of the tone ring.+2 more →
Actions
— Use a BYD dedicated diagnostic tool (VDS or X-431) to read all DTCs and freeze frame data, confirm the vehicle speed and ABS operating status at the time of the fault, and check for an accompanying C1200 (circuit fault) or other wheel speed sensor fault codes.— Raise the vehicle. Inspect the left front wheel speed sensor for physical damage, the connector for oxidation or water ingress, and the wiring harness for signs of abrasion. Clean metal filings from the sensor head.+4 more →
C1202›
DTC C1202 indicates that during continuous monitoring, the ABS/ESC control unit (ECU) detects that the left front wheel speed sensor (WSS) input signal remains at 0 km/h or outputs no pulse signal. In the Bosch/Continental ABS systems of BYD E1/E2/E3/Yuan series models, this code specifically indicates the left front electromagnetic induction or Hall-effect wheel speed sensor fails to transmit a valid square-wave or sine-wave signal to the ECU. This causes the ECU to classify the wheel as "stationary" or "signal missing". This fault triggers the system fail-safe mode, limiting or disabling the Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Stability Control (ESC), Traction Control System (TCS), and Cooperative Regenerative Braking System (CRBS). This severely impacts vehicle stability and braking safety. ISO/SAE standards and some Japanese vehicles (such as Toyota) define C1202 as a brake master cylinder reservoir fluid level fault. However, the fault code system for the specified BYD models clearly maps this code to an abnormal wheel speed sensor signal input.
Causes
— Open or short circuit in the wheel speed sensor internal coil, or Hall element failure, preventing induced signal generation.— Water ingress, oxidation, loose connections, or terminal back-out at the sensor harness connector, causing an open signal circuit or excessive contact resistance.— Abnormal sensor installation gap (gap exceeding 1.2 mm or too small, causing wear), or tone ring (signal disc) deformation, missing teeth, contamination, or foreign object jamming.+2 more →
Actions
— Connect the BYD ED400 or a Launch/Autel diagnostic tool. Read the fault codes to confirm whether C1202 is a current or history code. Check the data stream to verify if the left front wheel speed remains at 0 km/h, and record the freeze frame data.— Visually inspect the left front wheel speed sensor connector for looseness or water ingress. Check the wiring harness for wear or crush marks at the fender liner and steering knuckle retaining clips. Clean iron filings, mud, and sand from the sensor tip and tone ring surface.+6 more →
C1203›
DTC C1203 indicates the ABS detects an electrical fault in the right front wheel speed sensor (WSS) circuit, specifically a signal line short to power/ground or open circuit. The sensor typically uses Hall effect or electromagnetic induction principles, providing pulse signals to the ABS control unit (ECU) to calculate wheel speed. The ECU triggers this fault when it detects a continuously abnormal signal voltage (e.g., 0V or 12V, instead of the normal 0.5-4.5V fluctuation range) or fails to receive pulse signals from the passing tone ring. This causes active safety systems such as ABS, ESC, and EBD to fail or enter a degraded mode. In severe cases, it may affect the coordinated operation of the energy recovery system because the vehicle control system cannot accurately determine the real-time speed and slip ratio of the right front wheel.
Causes
— Internal open or short circuit in the sensor body: Damaged Hall element, burnt coil, or internal circuit board failure due to water ingress/high temperature, resulting in a constant or completely missing output signal.— Wiring harness connector fault: Water ingress or mud and sand contamination at the right front fender liner sensor connector causes pin oxidation, pin back-out, or seal failure, resulting in intermittent poor contact or a short circuit.— Wiring insulation damage: Long-term vibration and chafing of the sensor wiring harness at the steering knuckle, suspension control arm, or body pass-through damages the insulation, causing a short to body ground or an adjacent power wire.+2 more →
Actions
— Initial inspection: Raise the vehicle and visually inspect the right front wheel speed sensor connector (usually located near the shock absorber or on the steering knuckle) for looseness, water ingress, or corrosion. Inspect the wiring harness retaining clips at the fender liner and suspension moving parts for detachment and signs of wear.— Sensor body inspection: Disconnect the connector. Measure the sensor resistance using a multimeter (electromagnetic type is typically 1-2kΩ; Hall type requires a power supply test). Compare the data with the left front wheel sensor. Inspect the sensor head for iron filings or physical damage.+3 more →
C1204›
DTC C1204 indicates the ABS/ESP control unit detected the right front wheel speed sensor output signal change rate (acceleration/deceleration rate) exceeds the configured system threshold (typically ±8-12m/s²). Unlike simple signal loss (C1203) or a static zero signal (C1205), this fault indicates the signal is present but exhibits severe non-linear fluctuations, sudden jumps, or sawtooth distortion. The control unit monitors the wheel speed difference between adjacent sampling cycles to determine if the change is physically plausible (plausibility check). Upon detecting an abnormal jump, the system deems the wheel speed signal unreliable and triggers a degraded protection mode for the ABS, ESP, TCS, EPB, and other systems. This limits or disables related functions to ensure braking safety. Common causes include electromagnetic interference affecting the sensor signal, dynamic gap changes between the sensor and the magnetic encoder, or intermittent failure of the magnetoresistive element inside the sensor.
Causes
— An intermittent short circuit or poor connection in the right front wheel speed sensor wiring harness during suspension travel causes signal transmission resistance to fluctuate.— Iron filings, oil sludge, or physical scratches on the surface of the right front wheel hub unit built-in magnetic encoder (tone ring), distorting the magnetic field modulation signal.— Deteriorated thermal stability of the magnetoresistive element (Hall IC or MR element) inside the wheel speed sensor body causes output signal drift at high temperatures.+2 more →
Actions
— Connect the VDS2000 or Launch X431 diagnostic tool, read the complete DTCs and Freeze Frame data, and record the vehicle speed, deceleration, and system voltage at the time of the fault. Check for accompanying related fault codes such as C1203 (open circuit) or C1205 (signal zero).— Raise the vehicle to a suitable height and visually inspect the right front wheel speed sensor installation. Confirm the retaining bolt torque meets the specification (usually 8-12 N·m). Check the wiring harness corrugated conduit for signs of wear, crushing, or water ingress throughout the full suspension travel.+3 more →
C1205›
DTC C1205 indicates the ABS/ESC control module continuously detects 0 V (no signal state) from the right front wheel speed sensor. In BYD new energy vehicles, the control module logs an open circuit or sensor failure because the variable reluctance or Hall-effect sensor fails to transmit a valid sine or square wave signal to the ECU. This fault forces the Anti-lock Braking System (ABS), Electronic Stability Control (ESC), Automatic Emergency Braking (AEB), Auto Vehicle Hold (AVH), and energy recovery systems into a degraded or failed mode, and illuminates the ABS/ESC warning lamps on the instrument cluster. Unlike DTC C1204 (excessive signal variation/intermittent fault), C1205 represents a continuous signal loss, typically indicating a hard circuit fault or a damaged sensor.
Causes
— Right front wheel speed sensor internal coil open circuit, burnt Hall element, or internal circuit fault (resistance infinite or 0Ω)— Sensor wiring harness chafed or broken in high-vibration chassis areas (such as near the suspension control arm), or connector terminal oxidation, backed-out terminals, or water ingress corrosion causing poor contact.— Worn or loose wheel hub bearing causing the gap between the sensor and tone ring (magnetic ring) to exceed specifications (normal: 0.3-1.2 mm), or a loose sensor mounting bolt causing sensor displacement.+2 more →
Actions
— Connect the VDS diagnostic tool to read the DTC freeze frame. Confirm the right front wheel speed data stream remains at 0 km/h and the DTC does not clear to rule out intermittent interference.— Raise the vehicle and visually inspect the right front sensor, wiring harness sleeve, and connector for damage, water ingress, oil contamination, or signs of physical impact.+5 more →
C1206›
DTC C1206 indicates the ABS control module detected an electrical integrity fault (open or short circuit) in the left rear wheel speed sensor circuit. The sensor is typically a two-wire magnetic inductive or Hall effect type. During normal operation, it sends the ABS module either an AC voltage signal that varies with wheel speed (magnetic inductive type, amplitude increases with speed, approximately 0.1V-5V) or a square-wave digital signal (Hall effect type). The module triggers this fault when it detects infinite resistance in the sensor wiring (open circuit), a short to ground or power, or a continuously abnormal signal voltage (below 0.5V or above 4.5V) exceeding the set threshold (typically 2-5 seconds). This fault causes a loss of the left rear wheel speed signal, forces the ABS, EBD, ESC, TCS, and Automatic Emergency Braking (AEB) systems into a degraded mode, and limits the energy recovery system. In extreme cases, it causes uneven brake force distribution or vehicle skidding.
Causes
— Wheel speed sensor internal coil open or short circuit: Prolonged exposure to high temperatures and vibration can break the internal copper winding due to thermal fatigue or damage the insulation layer, causing an inter-turn short circuit. This causes the resistance value to fall outside the standard range (typically 1.0kΩ-2.0kΩ for BYD models).— Wiring harness and connector faults: The chassis wiring harness may rub against the body bracket during vehicle vibration, damaging the outer insulation and causing an open circuit or intermittent poor contact. Aging connector seals allow water ingress, which oxidizes and corrodes the pins (especially common in high-humidity areas or after wading) and interrupts signal transmission.— Abnormal sensor installation gap or damaged tone wheel (reluctor ring): Loose sensor mounting bolts cause an excessive air gap (standard gap is usually 0.3-1.0 mm). Iron filings or mud on the reluctor ring teeth, a deformed reluctor ring, or missing teeth reduce signal amplitude, causing the system to falsely detect a circuit fault.+2 more →
Actions
— Initial inspection and verification: Use VDS or a dedicated diagnostic tool to read the full fault code stream and confirm if C1206 is an active fault. Check for other wheel speed sensor or high-voltage system fault codes. Raise the vehicle and visually inspect the left rear wheel speed sensor and wiring harness for physical damage, water ingress, or loose installation.— Sensor resistance measurement: Disconnect the left rear wheel speed sensor connector. Use a multimeter to measure the resistance between the two sensor terminals. The standard value is 1.0 kΩ–2.0 kΩ (at 20°C). Infinite resistance indicates an open circuit. Resistance near 0 Ω indicates a short circuit. Replace the sensor if the resistance deviates significantly from the standard value. Measure the insulation resistance between the sensor and body ground. The resistance must exceed 10 MΩ; otherwise, a short to ground exists.+4 more →
C1207›
DTC C1207 indicates the torque sensor signal change rate in the Electric Power Steering (EPS) system exceeds the normal threshold. This sensor monitors the magnitude and direction of torque the driver applies to the steering wheel, and steering angle changes. When the sensor signal experiences sudden changes, drift, intermittent interruption, or a change gradient exceeding the calibrated limit, the EPS control unit cannot accurately calculate the required steering assist and triggers fail-safe mode. This fault causes a sudden loss of steering assist, heavy steering, or intermittent assist. In extreme cases, steering wheel binding may occur, severely compromising driving safety. This fault typically illuminates the EPS warning light and may limit vehicle speed.
Causes
— Torque sensor internal damage, aging, or signal drift— Torque sensor 8-pin black connector loose, pins backed out, oxidized, or poor contact.— Sensor wiring harness shorted, open, worn, or subjected to electromagnetic interference.+3 more →
Actions
— Use the dedicated diagnostic tool to read the fault code and record freeze frame data, then check for related fault codes such as C1B0E00 and C106600.— Check the torque sensor (black 8Pin) connector for a secure connection. Check for backed-out, oxidized, corroded, or bent terminals.+5 more →
C120700›
DTC C120700 indicates the hydraulic pump motor inside the IPB (Integrated Power Brake) fails to return to its initial mechanical position (Home Position) within the specified time (typically 200-500 ms) after completing brake boost pressure build-up or an ABS/ESC control action. This fault stems from a malfunction in the motor mechanical return mechanism, Hall position sensor signal feedback, or ECU closed-loop control logic. Upon setting this DTC, the IPB enters Limp Home Mode, resulting in a stiff brake pedal and reduced brake assist. The system disables ABS/ESC active intervention and retains only basic hydraulic braking, severely compromising driving safety.
Causes
— Excessive carbon brush wear or a burned commutator in the internal DC motor of the IPB electro-hydraulic module causes the motor to seize in one position and fail to rotate.— Motor position sensor (usually a dual Hall sensor) signal drift, damage, or connector water ingress and oxidation, preventing the ECU from identifying the actual position.— Mechanical binding inside the IPB hydraulic unit, such as piston seal ring aging and swelling or brake fluid impurity particles causing jamming, resulting in excessive motor load.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete fault codes and freeze frame data. Confirm C120700 is a Current DTC and record parameters such as vehicle speed and pedal travel at the time of the fault.— Visually inspect the IPB assembly to confirm no brake fluid leakage or signs of impact deformation. Check harness connectors C1 and C2 for backed-out pins, oxidation, or water ingress, and measure the retaining clip holding force.+5 more →
C1208›
On BYD E Series and Yuan Series models, DTC C1208 indicates the left rear wheel speed sensor (RLWSS) signal voltage to the ABS/ESP control module is 0V. The control module detects no wheel speed pulse signal for over 100ms, indicating an open circuit, a short to ground, or a failed sensor. The wheel speed signal is a core input parameter for the Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Traction Control System (TCS), and Electronic Stability Control (ESC). A missing signal forces these safety systems into fail-safe mode (limp mode), halts their operation, and illuminates multiple warning lights. In generic OBD-II definitions for Bosch ABS systems, C1208 typically indicates "Inlet Valve Coil Rear Circuit Short To Battery". However, some BYD battery electric vehicles redefine this code as a left rear wheel speed sensor signal fault. Consult the vehicle-specific workshop manual during repair.
Causes
— Open circuit or damaged internal coil in the left rear wheel speed sensor (abnormal resistance; normal: 1.0-1.5kΩ)— Sensor wiring harness wears, breaks, or shorts to ground in the suspension travel area, especially after driving over rough roads.— Aged sensor connector seal allows moisture intrusion and pin oxidation, causing poor contact or signal interruption.+2 more →
Actions
— Connect the VDS or Launch diagnostic tool to read and confirm DTC C1208 and freeze frame data. Check if the left rear wheel speed consistently displays 0 km/h, and check for related accompanying fault codes such as C1209 (right rear).— Raise the vehicle. Visually inspect the left rear wheel speed sensor installation and wiring harness routing. Specifically check the wiring harness sheath near the shock absorber and body pass-through hole for wear and exposed wires.+5 more →
C1209›
BYD DTC C1209 indicates the ABS system detected an electrical fault in the right rear wheel speed sensor (RR Wheel Speed Sensor) circuit, specifically an open circuit, short to ground, or short to power in the signal line. In new energy vehicles, the wheel speed signal not only controls ABS/ESC braking but also directly affects the motor regenerative braking strategy, driving range calculation, and automatic emergency braking (AEB) function. This fault causes a lost or abnormal right rear wheel speed signal, forcing the ABS into fail-safe mode. This disables anti-lock braking, traction control, and vehicle stability functions, and may trigger regenerative braking derating, creating a safety hazard.
Causes
— Open or short circuit in right rear wheel speed sensor internal coil (sensor aging or overheating damage)— Loose wiring harness connector, terminal back-out, or seal failure causing water ingress and corrosion (common after chassis wading)— Sensor wiring harness chafed, shorted to body ground, or signal wire broken.+2 more →
Actions
— Use the diagnostic tool to read freeze frame data. Confirm vehicle speed and wheel speed status when the fault occurred to rule out intermittent interference.— Raise the vehicle. Visually inspect the right rear wheel speed sensor appearance, installation condition, and wiring harness routing. Check for obvious damage.+6 more →
C121208›
DTC C121208 indicates the variant coding stored in the ESP (Electronic Stability Program) control unit mismatches the actual vehicle hardware configuration or contains corrupted data. In BYD new energy vehicles, the ESP hydraulic modulator assembly (integrated ECU) stores model-specific configuration parameters, including key data such as the vehicle platform (E5/Song/Tang, etc.), powertrain type (BEV/PHEV), tire specifications, brake system version, and steering system type. The ESP module triggers this DTC upon detecting abnormal internal variant coding, such as data loss, a checksum failure, or a mismatch with vehicle information on the CAN bus. This software or data configuration fault typically causes no mechanical damage but forces the ESP system into a degraded mode or causes complete failure, compromising vehicle stability control. In extreme cases, ABS/ESP functions become unavailable, though conventional hydraulic braking generally remains unaffected.
Causes
— Incorrect ESP control unit software version or interrupted programming process causing data corruption in the variable code area.— Failure to perform vehicle variant coding configuration using the dedicated diagnostic tool after replacing the ESP hydraulic modulator assembly.— Vehicle battery disconnection, low voltage, or improper jump-starting caused configuration data loss or checksum failure in the ESP control unit EEPROM.+2 more →
Actions
— Connect the BYD dedicated diagnostic tool (ED400/ED600) and access the ABS/ESP system. Read all fault codes and freeze frame data to confirm if C121208 appears alone or with other communication or hardware fault codes.— Check the ESP control unit software version and compare it against the BYD technical bulletin to determine if it is a known defective version. Download the latest software package if necessary.+4 more →
C12F909›
DTC C12F909 indicates a blockage or abnormal flow in the internal hydraulic circuit of the IPB (Intelligent Integrated Braking) system. The IPB system integrates the traditional vacuum booster with the ESP and uses a motor-driven hydraulic unit to provide brake boost. The ECU sets this fault when it detects an abnormal pressure difference between the master cylinder and the wheel cylinders, hydraulic pump current exceeding the threshold, or solenoid valve flow deviating from the calibrated value. Potential causes include a blocked brake fluid passage, a sticking solenoid valve, hydraulic pump wear, or internal seal failure. When this fault occurs, the IPB enters a degraded mode that retains basic hydraulic braking but disables energy recovery and automatic emergency braking. Extreme cases may cause a hard brake pedal or increased braking distance.
Causes
— Brake fluid contamination or crystallization: Failure to replace brake fluid for extended periods causes moisture content to exceed the limit (>3%), oxidizing the aluminum valve body or swelling the sealing ring and causing the valve spool to stick.— Internal fault in the IPB electro-hydraulic module: metal debris jams the integrated solenoid valves (IN/OUT valves), or a worn DC motor-driven plunger pump causes pressure build-up failure.— Physical blockage in the hydraulic line: peeling brake hose inner wall, wheel cylinder corrosion, or failing to clean the lines during brake fluid replacement, causing contaminants to enter the IPB master cylinder.+2 more →
Actions
— Connect the VDS diagnostic tool to read all fault codes. Confirm if C12F909 is a current (Active) fault, and check the Master Cylinder Pressure and Motor Current in the freeze frame data.— Check the brake fluid reservoir level and condition: inspect the brake fluid for cloudiness, darkening, or sediment. Test the fluid using a brake fluid moisture tester. If the moisture content is >3% or the fluid has deteriorated, replace all fluid with DOT4 brake fluid.+4 more →
C2A1700›
DTC C2A1700 indicates the pressure compensation value in the IPB (Intelligent Power Brake) internal hydraulic circuit exceeds the normal ECU-calibrated threshold. Specifically, during pressure holding or build-up in the L1 hydraulic circuit (master cylinder primary circuit or a specific wheel cylinder circuit), the compensation frequency or amount the system requires to maintain target pressure constantly exceeds normal values. Delayed pressure build-up or pressure fluctuations usually accompany this condition. The ECU triggers this fault upon detecting abnormal hydraulic system compressibility (e.g., air ingress) or an internal leak, which forces the system to overwork to maintain pressure. This represents a self-check anomaly within the IPB electro-hydraulic control module. A persistent fault can cause abnormal brake pedal travel, restrict ABS/ESC functions, or disable Automatic Emergency Braking (AEB), posing a driving safety hazard.
Causes
— Air in the brake hydraulic system: Incomplete bleeding after replacing brake fluid or repairing brake lines, or air entering through poorly sealed line connections, increases hydraulic compressibility and forces the IPB motor to frequently compensate for pressure.— IPB electro-hydraulic module internal pressure sensor fault: L1 circuit pressure sensor signal drifts or fails, transmitting incorrect pressure values to the ECU and causing the system to falsely detect an overcompensation state.— Brake fluid contamination or deterioration: Excessive water content (>3%) or impurities in the brake fluid cause valve body binding and seal ring swelling, compromising hydraulic circuit sealing.+2 more →
Actions
— Use a VDS2000 or Launch X431 diagnostic tool to read the complete fault codes and confirm if C2A1700 is a current fault (Active). Read the Freeze Frame data to record vehicle speed, pressure value, and pedal travel at the time of the fault.— Check that the brake fluid reservoir level is between MIN and MAX. Check the brake fluid colour and moisture content (using a brake fluid moisture tester). If the moisture content is >2.5% or the colour is cloudy, replace with DOT4 low-viscosity brake fluid.+5 more →
C2A2000›
DTC C2A2000 indicates that during pressure compensation, IPB (Intelligent Integrated Braking System) hydraulic Circuit C detects a compensation amount exceeding the internal ECU threshold (typically 15–20% above the rated compensation amount). In the BYD One-Box brake-by-wire architecture, "Circuit C" specifically refers to the master cylinder pressure compensation circuit or the high-pressure accumulator maintenance circuit. When the system attempts to maintain or build brake pressure, the ECU logs excessive compensation if it detects an excessively long motor-driven hydraulic pump compensation time, an abnormally high compensation frequency, or a compensation pressure gradient outside the calibrated range. This typically indicates an internal hydraulic circuit leak (poor solenoid valve sealing), abnormal brake fluid compressibility (air ingress or contamination), pressure sensor feedback drift, or reduced hydraulic pump volumetric efficiency. This fault triggers the braking system to enter a degraded mode (backup braking mode), limits ABS/ESC functions, and may increase brake pedal travel and braking distance. This is a Level 2 fault affecting driving safety.
Causes
— An aged, deformed, or stuck internal solenoid valve seal in the IPB electro-hydraulic control module causes high-pressure fluid to leak internally from circuit C to the low-pressure side, forcing the system to continuously compensate for pressure.— Severe brake fluid contamination (water content >3% or containing impurities) causes valve body sealing surface corrosion and poor lubrication, increasing internal leakage.— Signal drift or an intermittent open circuit in the Circuit C pressure sensor (master cylinder pressure sensor) sends a false low-pressure signal to the ECU, causing the system to misjudge and continuously increase pressure to compensate.+2 more →
Actions
— Use the VDS2000 or a dedicated BYD diagnostic tool to read the complete DTC list. Check for accompanying C2A1700 (hydraulic circuit overcompensation), C2A1F00 (circuit A overcompensation), or pressure sensor fault codes, and analyze the fault correlation.— Check if the brake fluid reservoir level is between MAX and MIN. Check the brake fluid color and moisture content using a brake fluid tester. If the moisture content is >2.5% or the fluid is dark and cloudy, completely replace it with brake fluid meeting the DOT4 standard.+5 more →
P056023›
This DTC indicates the IPB (Intelligent Integrated Braking System) detected an abnormal main power supply and automatically switched to UBB (Ultracapacitor Backup Battery) power mode to maintain basic braking functions. Common causes include low voltage in the 12V low-voltage system (<9V), poor contact in the power supply circuit, abnormal DC-DC converter output, or an internal IPB power management fault. In this mode, the system limits or disables advanced functions such as ABS, ESC, and Automatic Emergency Braking, retaining only basic hydraulic braking capability. The brake pedal may feel harder. This Level 2 fault affects driving safety.
Causes
— 12V low-voltage battery aging, discharge, or capacity degradation causes the voltage to fall outside the IPB operating threshold (usually <9V or >16V).— Poor contact in the IPB power supply circuit, including terminal back-out, oxidation, or burn damage at the connectors (GJK01, etc.) between the front compartment distribution box and the IPB, or loose ground points (G301/G08).— Abnormal or fluctuating DC-DC converter output voltage (hybrid/battery electric vehicles), causing unstable low-voltage power supply and failing to maintain IPB main power requirements.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read complete fault codes and freeze frame data, and check the actual supply voltage (Battery_Voltage), backup power supply status, and historical fault records in the IPB data stream.— Check the 12V low-voltage battery condition: measure static voltage (should be ≥12.4V) and dynamic voltage during start-up/driving (should not be <9V). If necessary, perform a battery State of Health (SOH) test and charging test.+4 more →
P056024›
DTC P056024 indicates the IPB (Integrated Power Brake) detects a switch or attempted switch to the UBVR (Unified Backup Voltage Regulator) power supply mode. In the BYD IPB system, the UBVR is the internal backup power management unit. When the main power supply (typically constant 12V power) experiences a voltage drop, instability, or failure, the system triggers a redundant power supply mechanism to maintain critical braking functions. This DTC indicates: 1) abnormal main power supply voltage causing an automatic system switch; 2) a fault in the UBVR switching circuit; 3) an internal power management logic error within the IPB module. This fault may affect functions including ABS, ESC, and Automatic Emergency Braking, risking degraded braking performance.
Causes
— Degraded or undercharged low-voltage battery (12V battery) causes a sudden voltage drop during startup or driving, triggering backup mode.— Poor contact, loose connection, or corrosion in the IPB module power supply circuit causing intermittent supply voltage interruption.— DC-DC converter fault (DM-i models) causing unstable high-voltage to low-voltage output, failing to meet IPB operating voltage requirements.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete fault code stream. Confirm if P056024 is a current or history fault, and check the system voltage value in the freeze frame data.— Measure the low-voltage battery static voltage (should be ≥12.4 V) and dynamic voltage during startup/driving (stable at 13.5-14.5 V). Check the battery state of health (SOH). Charge or replace the battery if necessary.+3 more →
P056200›
The BYD IPB (Intelligent Power Brake) system logs DTC P056200 for abnormal supply voltage. This code is a manufacturer-specific extension of P0562. The fault indicates the IPB control module detects the 12V system voltage remaining below the normal operating threshold (typically 9.5V-10V, depending on the software version). Because the IPB system uses electro-hydraulic servo braking technology, its motor pump, solenoid valves, and ECU require highly stable voltage. Insufficient voltage causes key safety functions, including the Anti-lock Braking System (ABS), Electronic Stability Control (ESC), and Autonomous Emergency Braking (AEB), to fail or degrade. In DM-i hybrid models, this fault typically relates to an abnormal DC-DC converter (which supplies the 12V system from the high-voltage battery), rather than a traditional alternator failure. This is a safety-critical fault. When triggered, the IPB enters degraded mode and illuminates multiple system warning lights on the instrument cluster.
Causes
— 12V low-voltage battery aging, discharge, or increased internal resistance, failing to maintain stable IPB voltage under high-load conditions (especially during automatic emergency braking or frequent braking).— DC-DC converter fault or low output voltage prevents the high-voltage system from properly charging the 12V battery (NEV-specific; output must remain at 13.8V-14.5V).— Poor contact in the IPB module power supply circuit, oxidized fuse holder, or burnt relay contacts, causing excessive voltage drop under high-current operating conditions.+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read the complete fault codes and freeze frame data. Record the system voltage, vehicle speed, and brake pedal status when the fault occurred to determine if the fault is persistent or intermittent.— Measure the 12V battery static voltage (≥12.4V) and dynamic load voltage (≥11.5V with headlights and air conditioning on). Use a battery tester to measure the CCA value and internal resistance to determine the battery state of health (recommend replacement if SOH < 70%).+5 more →
P056216›
P056216 is a BYD IPB (Intelligent Power Brake) extended fault code. It indicates the IPB control module detects its supply voltage remaining continuously below the internal threshold (typically 9V-10V; normal operating voltage is 12V±0.5V). As the core brake-by-wire component, the IPB provides electro-hydraulic brake assist, coordinates energy recovery, and controls ESC and ABS functions. Insufficient supply voltage reduces brake assist motor torque, causing a stiff brake pedal and extended braking distances. This condition can also degrade or deactivate ESC and ABS functions, severely compromising driving safety. This fault code typically triggers the IPB warning light, the ABS warning light, and a "Please check the braking system" message.
Causes
— Low-voltage battery aging or depleted: The 12V battery in BYD hybrid/pure electric models (typically AGM or EFB) reaches the end of its service life or undergoes deep discharge, causing voltage to drop below 9V during cold starts or high electrical loads.— Poor contact in the IPB power supply circuit: Backed-out terminal or loose connection at the power supply connector from the front compartment distribution box to the IPB module (usually located near the firewall), or fuse holder oxidation increasing contact resistance and causing a voltage drop.— Front compartment power distribution box internal fault: Burnt relay contacts or a broken internal copper busbar inside the distribution box cause unstable output voltage at the IPB power supply terminal.+2 more →
Actions
— Fault Confirmation and Freeze Frame Analysis: Use VDS or a dedicated diagnostic tool to read the fault code. Check the freeze frame data to record the exact voltage value when the fault occurred (e.g., Battery Voltage: 8.2V). Verify vehicle speed, mileage, and other conditions at the time of the fault to distinguish between static battery depletion and a dynamic power supply fault.— Low-voltage battery condition check: Measure the battery static voltage (should be ≥12.4V). Perform an internal resistance test (CCA value should be ≥70% of the rated value). Check the battery terminals for oxidation or looseness. If the voltage is below 12V or the internal resistance is too high, replace the battery with a genuine AGM battery first.+6 more →
P056300›
DTC P056300 indicates the IPB (Intelligent Power Brake) ECU detects its 12V supply voltage exceeds the system-calibrated safety threshold (typically 16V-18V, depending on vehicle calibration). In BYD DM-i and other new energy vehicles, the IPB system integrates electro-hydraulic brake assist, ESC, ABS, and automatic emergency braking. This fault means the IPB module detects an abnormally high input voltage, which can damage internal solenoid valve coils, motor drive circuits, or sensors. As a result, the system stores the fault code and may enter a degraded protection mode, limiting or disabling ESC/ABS functions. This causes a hard brake pedal and increased braking distance, severely compromising driving safety. Distinguish this code from engine management system DTC P0563: DTC P056300 applies specifically to the IPB system. Typical causes include abnormal DC-DC converter output, IPB internal voltage monitoring circuit faults, or poor circuit grounding.
Causes
— DC-DC converter voltage regulation failure: On DM-i models, the DC-DC converter steps down high-voltage battery power to 12V. If the internal regulation circuit fails, output voltage may exceed 15V or even 16V, causing the IPB to report an overvoltage fault.— Internal fault in the IPB electro-hydraulic module: The voltage monitoring circuit (A/D converter) inside the IPB ECU drifts or fails, falsely reporting high voltage while actual measured external voltage is normal.— Abnormal contact resistance in the power supply circuit: Loose, oxidized, or poorly contacting IPB power wiring harness connectors (such as plugs A03 and B02), or corroded ground points (such as G101 and G102) with insufficient tightening torque cause reference ground potential drift, leading the ECU to detect a relative voltage increase.+2 more →
Actions
— Read freeze frame data: Use a VDS2000 or Launch X-431 diagnostic tool to read the DTC freeze frame. Record the specific voltage (Voltage_Battery_Value), vehicle speed, time, and system status at the time of the fault to confirm whether the fault is continuous or intermittent.— Measure the high and low-voltage system voltages: With the vehicle in READY mode, use a multimeter to measure the voltage across the battery positive and negative terminals (normal: 13.5-14.5V). Simultaneously read the actual IPB supply voltage (IPB_Voltage) in the VDS data stream. Compare the two values to determine if a circuit voltage drop or monitoring error exists.+3 more →
P060400›
DTC P060400 indicates a read/write checksum error in the RAM (Random Access Memory) of the IPB (Integrated Power Brake) control unit. This fault represents an ECU internal memory integrity self-test failure, indicating the IPB module detected abnormal data storage or retrieval in its internal working memory during the power-on self-test. The IPB uses RAM as the critical storage medium during operation to store temporary variables, fault counters, system status flags, and real-time control parameters. This fault forces the IPB into a degraded mode and may restrict or completely disable the ABS, ESP, Automatic Emergency Braking (AEB), and Electronic Parking Brake (EPB) functions, severely compromising vehicle active safety. Simply clearing the code usually does not resolve this fault; it typically indicates substantial hardware damage or a severe firmware error.
Causes
— Hardware damage or aging of the RAM chip inside the IPB electro-hydraulic control unit. Semiconductor physical defects, electrostatic breakdown, or long-term thermal cycling stress typically cause memory cell failure.— Abnormal IPB ECU power supply system, including battery voltage fluctuations, unstable ignition power (IGN), or poor ground connection, causing RAM bit flips or data loss during read/write operations.— Defective or outdated IPB control software/firmware. A memory management flaw or overly sensitive RAM self-check algorithm causes false reports, or an actual memory leak triggers hardware protection.+2 more →
Actions
— Connect the BYD VDS2000/3000 diagnostic tool to the vehicle and read the complete fault code stream. Confirm if P060400 is present and active. Record environmental parameters such as voltage and temperature from the freeze frame data.— Execute the 'Clear DTC' operation, perform an ignition cycle (OFF-ON-OFF), and observe if the fault code reappears immediately. For intermittent faults, check the IPB supply voltage (constant B+ should be 12.5-14.5V, IGN power supply stable) and ground resistance (<0.5Ω). Monitor for voltage drops using an oscilloscope.+3 more →
P060500›
DTC P060500 indicates a self-check error in the read-only memory (ROM/Flash) inside the Intelligent Power Brake (IPB) electro-hydraulic control module. This internal control module fault means the IPB ECU detected a checksum error, data corruption, or physical hardware fault during the start-up self-check. This affects the non-volatile memory (typically Flash ROM or EEPROM) storing the brake control program, calibration data, and fault information. The IPB is the core component of the BYD One Box brake-by-wire system. It integrates conventional ABS, ESC (Electronic Stability Control), EPB (Electronic Parking Brake), Automatic Emergency Braking (AEB), and energy recovery functions. A ROM error forces the IPB system into a safety fallback mode (limp home). This mode may fully or partially disable ESC, AEB, and EPB functions, retaining only basic hydraulic braking capability and severely compromising driving safety. Common causes include software corruption, hardware defects, abnormal power loss, electromagnetic interference, or physical memory damage from prolonged high-temperature exposure.
Causes
— IPB electro-hydraulic module internal software corruption, program crash, or checksum verification failure (e.g., interrupted software flashing).— IPB control unit hardware fault, such as a ROM chip cold solder joint, physical damage, or internal circuit aging.— A depleted 12V low-voltage battery, unstable voltage, or momentary power loss causes the IPB module to reset abnormally and corrupt ROM data.+2 more →
Actions
— Use the VDS2000/VDS3000 dedicated diagnostic tool to read all fault codes, freeze frame data, and the IPB system status to confirm if the fault is active.— Check the 12V low-voltage battery voltage (static ≥12.4V, starting ≥11V, charging ≥13.5V) to confirm power supply system stability and rule out voltage fluctuations.+6 more →
P060600›
In the BYD IPB (Intelligent Power Brake) system, DTC P060600 indicates a self-check failure of the ECU control processor inside the electro-hydraulic brake module. Specifically, the microcontroller unit (MCU) inside the IPB assembly detects a core component failure during the power-on self-test (POST) or runtime monitoring. This indicates an anomaly in the CPU arithmetic unit, internal RAM/ROM, clock oscillator circuit, power supply monitoring circuit, or watchdog reset circuit. The IPB system integrates critical functions including brake boost, Electronic Stability Control (ESC), Anti-lock Braking System (ABS), and regenerative braking force distribution. Consequently, this fault results in a hard brake pedal (loss of electric brake boost), complete failure of ESC/ABS functions, and disabled Automatic Emergency Braking (AEB). In extreme cases, the fault triggers brake system degradation protection and forces the vehicle into limp mode. This constitutes a hardware-level or low-level software fault; clearing the DTC will not resolve the issue.
Causes
— Abnormal IPB supply voltage: Unstable 12V constant power or IGN power supply, or excessive fuse/relay contact resistance causes internal ECU voltage to drop below 9V or exceed 16V, triggering a processor protective fault.— IPB ECU internal hardware damage: physical damage to main control chip (e.g., Infineon or Renesas MCU), cold PCB solder joints, crystal oscillator failure, Flash memory bad blocks, power management IC (PMIC) failure— Abnormal software operation: IPB control program infinite loop, memory overflow, watchdog reset failure, or software version defects causing intermittent program runaway (common in early software versions).+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use VDS2000 or Launch X431 to read all fault codes. Confirm if P060600 is an Active or Historic code. Record key freeze frame parameters, such as vehicle speed, supply voltage, and temperature. Check for related fault codes, such as U0100 (Lost Communication With IPB).— Basic circuit check: Turn off the ignition switch. Measure the voltage between pin 1 (constant power 30) of the IPB module 24-pin connector and body ground (should be 12V±0.5V). Measure the voltage at pin 8 (ignition power 15) with the ignition switch in the ON position. Measure the resistance between pins 23/24 (ground) and body ground (should be less than 1Ω). Check the condition of IPB-related fuses, such as F1/23 and F2/11, and relay contacts in the engine compartment fuse box.+4 more →
P060700›
DTC P060700 indicates a functional fault in the internal control processor (MCU/ECU) of the IPB (Intelligent Power Brake). This fault stems from a hardware-level or low-level software abnormality, specifically involving a main control chip calculation error, memory checksum failure, watchdog timeout reset, or internal bus communication interruption. As a core braking component on BYD e-Platform 3.0 and DM-i models, the IPB integrates ESP, ABS, EBD, energy recovery, and brake assist functions. This fault causes brake assist failure (hard brake pedal), loss of ESC/ABS functions, and Automatic Emergency Braking (AEB) deactivation. It may also trigger limp-home mode (speed-limited driving). When this fault occurs, the IPB enters a safety protection state and defaults to pure hydraulic braking. This severe fault compromises driving safety.
Causes
— Internal ECU hardware damage in the IPB electro-hydraulic module: cold solder joints on the main control chip (Infineon or NXP series), corrupted memory (Flash/EEPROM) data, or peripheral circuit component failure (capacitors, crystal oscillators). Batch hardware defects or long-term vibration commonly cause these failures.— Power supply system fault: Unstable voltage (below 9V or above 16V) in the IPB power supply circuit (constant power B+, ignition IG1), loose or oxidized ground terminals, or insufficient battery charge causing abnormal processor reset.— Software operation fault: A bug in the IPB control software version (e.g., early Song PLUS DM-i V1.2) causes excessive CPU load or memory overflow under specific operating conditions (e.g., frequent energy recovery switching + emergency braking).+2 more →
Actions
— Initial diagnostic scan: Use the BYD VDS2000/VDS3000 to read all DTCs and confirm if P060700 is a current fault (Active). Check for accompanying fault codes (e.g., U1000 communication fault, C1234 brake pressure sensor fault). Record freeze frame data (vehicle speed, brake pressure, and voltage values when the fault occurred).— Power supply and ground check: Disconnect the IPB module connector. Measure voltage at pin 1 (terminal 30, constant power) and pin 2 (terminal 15, ignition power) (standard: 12.6 ± 0.3 V). Check ground resistance at pins 5-8 (must be less than 1 Ω). Use an oscilloscope to monitor voltage drop during vehicle start to confirm if it falls below 9 V and triggers the fault.+4 more →
P060B00›
DTC P060B00 indicates a performance fault in the A/D (analog-to-digital) conversion control module inside the IPB (Intelligent Power Brake/Integrated Power Brake) system ECU. The IPB ECU uses the A/D converter to acquire real-time analog signals from the brake pedal travel sensor, brake master cylinder pressure sensor, wheel cylinder pressure sensor, motor current sensor, and temperature sensor. It converts these into digital signals for the processor to calculate brake force distribution and regenerative braking coordination. The ECU triggers this DTC if its self-check detects reference voltage drift in the A/D conversion circuit, reduced sampling accuracy, conversion logic errors, or if the internal monitoring circuit detects abnormal A/D conversion timing. This fault forces the braking system into a safety fallback mode (limp mode) and may restrict or disable ABS, ESC, Automatic Emergency Braking (AEB), and parking system functions. This is a brake safety-critical fault.
Causes
— Hardware fault in the IPB ECU internal A/D converter chip, reference voltage source, or signal conditioning circuit (aging, overvoltage breakdown, or cold solder joint)— Abnormal IPB supply voltage (vehicle 12V power system overvoltage, undervoltage, or severe fluctuation) causes A/D conversion reference voltage Vref instability.— Short circuit in external sensor wiring (short to 12V power supply or short to ground) causing A/D input port overload damage or clamping+2 more →
Actions
— Use VDS2000 or the latest diagnostic tool to read the complete fault code freeze frame. Check for accompanying CXXXXX-series pressure sensor or position sensor fault codes. Record the current IPB software version number and hardware version.— Check the IPB electro-hydraulic module power supply voltage: measure constant power (+B), ignition power (IG1), and ground (GND). Verify static voltage is 12.0-12.6V, dynamic voltage is at least 10.5V, ground resistance is less than 0.5Ω, and there is no voltage drop or ripple voltage.+4 more →
P060C00›
In the BYD IPB (Integrated Power Brake) system, DTC P060C00 indicates an internal control module main processor performance fault or internal self-test failure. This fault isolates to a calculation error, clock fault, memory checksum failure, or internal bus communication interruption within the core processor (MCU) of the ECU built into the IPB electro-hydraulic module. Because the IPB system integrates key functions including ABS, ESP, EPB, Automatic Emergency Braking (AEB), and energy recovery, this fault can cause brake assist failure, restricted ESC operation, and unavailable AEB, posing serious safety risks. The vehicle typically enters brake system degraded mode (limp mode).
Causes
— Hardware damage or performance degradation of the internal main processor (MCU) in the IPB electro-hydraulic module, commonly manifesting as dry solder joints after high-temperature exposure or prolonged high-load operation.— Abnormal IPB module supply voltage, including unstable battery voltage, excessive voltage drop in the power supply circuit, or poor ground causing the processor operating voltage to drop below the rated value (outside the 9-16V range).— Corrupted IPB control software, a Flash memory data checksum error, or a defective software version causes the internal monitoring program to trigger fault protection.+2 more →
Actions
— Use the BYD VDS2000/3000 diagnostic tool to access the IPB system. Read all fault codes and freeze frame data. Check for accompanying fault codes such as P060B00 (A/D conversion fault) and C155200 (ECU fault). Record parameters at the time of the fault, including vehicle speed, voltage, and temperature.— Check the IPB electro-hydraulic module power supply: Measure the voltage and resistance of Terminal 30 constant power (B+), Terminal 15 ignition power (IGN), and the ground wire (GND). Verify the voltage is within 12V±0.5V and the ground resistance is less than 1Ω. Check the fuse and relay status.+4 more →
P229900›
P229900 is a BYD-specific fault code for the IPB (Intelligent Integrated Braking System). It indicates a signal logic mismatch between the brake pedal stroke sensor (BPS) and the accelerator pedal stroke sensor (APS), specifically an abnormal zero-point calibration (failure to return to zero). In the IPB system, these two sensor signals must meet interlock logic: when the vehicle is stationary without pedal application, both sensors must simultaneously read zero; during operation, they must meet "brake priority" or "one-pedal" logic. This fault indicates the IPB-ECU detects a non-zero output from the BPS or APS under expected zero-position conditions, or a mismatch in their signal change rates. This fault triggers a safety protection mechanism, potentially causing regenerative braking failure, false Automatic Emergency Braking (AEB) activation, or limited power output (limp mode), severely compromising driving safety.
Causes
— Brake Pedal Position Sensor (BPS) zero-point drift or internal potentiometer wear, causing the sensor to output a non-zero voltage signal with the pedal released (normal reference value is approximately 0.5V).— Accelerator pedal position sensor (APS) main and secondary signal channels (APP1/APP2) synchronization deviation, or lost zero-point calibration data, commonly caused by failing to perform the reset procedure after battery disconnection.— Fault in the ECU sampling circuit inside the IPB electro-hydraulic module, causing BPS signal AD conversion errors or abnormal software logic judgment.+2 more →
Actions
— Connect the VDS2000/VDS3000 diagnostic tool, access the IPB system, and read the freeze frame data. Record the BPS voltage (normal range 0.4-0.6V) and APS percentage (should be <5%) at the time of the fault to determine which sensor deviated from the zero position.— Perform the 'IPB Sensor Zero Point Calibration' function (path: IPB System → Special Functions → Sensor Zero Point Learning). Follow the prompts to complete the brake pedal and accelerator pedal zero-position self-learning, and observe if the data stream returns to normal.+3 more →
P25C700›
This DTC indicates the brake booster (BLM/Booster) temperature sensor signal circuit voltage in the IPB (Intelligent Integrated Braking System) exceeds the normal range (0.5-4.5V). The ECU detects a voltage signal continuously exceeding the threshold (typically >4.8V). This condition usually indicates the temperature sensor signal wire shorts to the 12V power supply line (B+), or the internal thermistor fails due to a short circuit. Due to temperature monitoring failure, the IPB enters a safety degraded mode and limits the brake assist function. This limitation may cause a hard brake pedal and extended braking distance, constituting a severe fault that affects driving safety.
Causes
— The engine compartment wiring harness chafes against body metal or sharp edges, damaging the temperature sensor signal wire insulation and shorting it to the 12V power wire.— Short circuit in the brake booster internal temperature sensor thermistor, abnormally pulling the signal voltage up to the 5V reference voltage.— Water ingress, submersion, or moisture corrosion at the IPB wiring harness connector (usually located near the front compartment bulkhead) creates a low-resistance path between the signal and power terminals.+2 more →
Actions
— Use the VDS diagnostic tool to read all fault codes and freeze frame data. Record the voltage, temperature, and vehicle status when the fault occurred. Confirm DTC P25C700 is current and cannot be cleared.— Open the hood and visually inspect the wiring harness routing between the IPB and the Vehicle Control Unit (VCU). Focus on the firewall pass-through, harness retaining clips, and areas where the harness contacts metal brackets for signs of abrasion, damaged insulation, or burn marks.+6 more →
P25C600›
DTC P25C600 indicates a short to ground in the BLM (Brake Load Module) temperature sensor signal wire inside the IPB (Integrated Power Brake). In the BYD Song PLUS DM-i One-Box braking system, the BLM typically refers to the brake motor or brake fluid temperature monitoring unit. When the ECU detects the temperature signal voltage remaining below the set threshold (near 0V), it identifies a signal wire short to vehicle ground. This fault prevents the IPB from accurately monitoring key component temperatures. To prevent system overheating or degraded braking performance, the ECU triggers a safety protection mode, disables or limits electro-hydraulic brake assist, and illuminates the ABS, ESC, and brake system warning lamps. Because this fault affects a core braking safety function, the system classifies it as a Level 3 severe fault.
Causes
— Chassis scraping or vibration wear damages the insulation on the BLM temperature signal wire (from the IPB to the body wiring harness), causing a short to body metal.— Insulation failure of the internal temperature sensor in the IPB assembly, or a cold solder joint on the PCB causing the signal wire to short to housing ground.— Water ingress or oxidation in engine compartment or chassis connectors (such as the BJG02 or IPB 32-pin connector) causing a short to ground between pins.+2 more →
Actions
— Connect the VDS2000/VDS3000 diagnostic tool, read all fault codes and freeze frame data, confirm P25C600 is a current fault and the IPB-related warning lamp illuminates, and record environmental data such as vehicle speed and temperature at the time of the fault.— Raise the vehicle and visually inspect the IPB assembly (located on the left side of the front compartment firewall) and the wiring harness. Inspect areas where the harness contacts sharp body edges and check for loose retaining clips. Check for obvious damage, water ingress, or burn marks.+4 more →
U007300›
DTC U007300 indicates a communication failure or Bus-Off condition on the IPB (Intelligent Integrated Braking System / One-Box Integrated Braking System) private CAN bus. As the core control unit of the braking system, the IPB uses the private CAN bus (typically a 500 kbps high-speed CAN) to exchange real-time data with key modules such as the Vehicle Control Unit (VCU), Electronic Stability Control (ESC), Electronic Parking Brake (EPB), and Gateway Module (GWM). This data includes safety-critical information such as wheel speed signals, brake pedal travel, brake force demand, and system status. If the IPB detects its CAN controller has transmitted over 255 consecutive error frames, or detects continuous abnormal dominant or recessive bus levels, a terminating resistor mismatch, or severe signal integrity degradation, it triggers the Bus-Off protection mechanism, stores this DTC, and enters Limp Home mode. The vehicle loses active safety functions such as ABS, ESC, and Automatic Emergency Braking (AEB), retaining only basic hydraulic braking capability. This severe fault compromises driving safety (Severity Level 3).
Causes
— Damage to the IPB control module internal CAN transceiver (TJA1043 or equivalent chip) or an abnormal power supply (3.3V/5V reference voltage drift) causes signal levels to deviate from the standard range (CAN-H: 2.5-3.5V, CAN-L: 1.5-2.5V).— Private CAN bus wiring harness physical layer fault: Includes vibration wear on the chassis wiring harness causing CAN-H and CAN-L short circuits, shorts to ground, or open circuits; or water ingress, oxidation, terminal back-out, or excessive contact resistance (>5Ω) at connectors (especially the 32-pin IPB main connector in the engine compartment).— Gateway controller routing function failure or a CAN branch line fault between the IPB and the Gateway prevents the IPB from establishing effective communication with the vehicle CAN network (Powertrain CAN/Body CAN).+2 more →
Actions
— Fault freeze frame capture: Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the complete DTC snapshot data. Record parameters such as vehicle speed, SOC, bus load rate, and IPB supply voltage when the fault occurred. Check for associated fault codes such as U012200 (lost communication with ESC) and U014100 (lost communication with BCM).— Basic circuit check: Check the voltage drop of the IPB module constant power (B+), ignition switch power (IG1/IG2), and ground wires (G101/G102) (must be <0.5V). Check the continuity of fuses FB11 (10A), FB12 (15A), etc., and inspect the fuse socket contacts to rule out a controller reset caused by momentary power interruption.+5 more →
U010004›
U010004 is an ISO 14229 CAN bus communication fault code. It indicates the ESP (Electronic Stability Program) module detects a data validation error (CRC error), sequence error, or abnormal Data Length Code (DLC) when receiving a CAN data frame from the ECM (Engine Control Module, or the Vehicle Control Unit [VCU] / Motor Control Unit [MCU] in New Energy Vehicles). This compromises data integrity. Unlike U0100 (communication timeout), this fault indicates a physical connection exists but the data content is corrupted. On BYD hybrid and battery electric platforms, this prevents the ESP from obtaining accurate motor torque, speed, or engine operating condition information. This condition can trigger brake system downgrade mode (limiting ABS/ESP functions), disrupt energy recovery and brake coordination control, and in severe cases, cause power interruption or limp mode.
Causes
— CAN bus physical layer fault: Short or open circuit in CAN-H and CAN-L lines, or short to power/ground, compromising signal integrity.— ECM/EMS module internal CAN transceiver damaged: Internal communication chip fault causes error frame transmission or data packet corruption.— ESP module CAN receive circuit fault: Faulty ESP-side CAN controller or transceiver misidentifies normal data as erroneous data.+2 more →
Actions
— Use the diagnostic tool to read all fault codes: confirm if U010004 is a current or history code, check if the ECM/VCU and other modules (TCU, BMS) stored related communication fault codes, and analyze the freeze frame data captured when the fault occurred.— Measure CAN bus physical layer parameters: Use a multimeter to measure CAN-H (approx. 2.6-2.8V) and CAN-L (approx. 2.2-2.4V) voltage to ground. Measure the termination resistance across the bus after power-off (standard value: approx. 60Ω; single module: 120Ω). Use an oscilloscope to inspect the waveform for distortion, spikes, or abnormal bit width.+4 more →
U01000A›
DTC U01000A indicates the Intelligent Integrated Brake System (IPB) or vehicle network detects an integrity check failure or abnormal data content in Engine Control Module (ECM) data packets during CAN communication. Unlike a simple loss of communication (U0100), this fault indicates a normal physical connection where ECM-transmitted data frames contain CRC errors, data overflows, illegal values, or sequence anomalies. Causes include ECM internal memory (RAM/ROM) faults, program runaway, a damaged CAN transceiver, or strong electromagnetic interference. In the DM-i hybrid architecture, abnormal ECM data prevents the IPB from accurately acquiring engine torque, speed, and operating status. This directly affects the brake energy recovery strategy, ABS/ESP coordinated control, and overall vehicle power distribution, posing a safety hazard.
Causes
— Defective ECM software version or corrupted calibration data causing periodic transmission of incorrect data frames.— Unstable ECM supply voltage (burnt main relay contacts, increased battery internal resistance, poor ground connection) causing abnormal module operation or reset.— Electromagnetic interference, physical damage to the wiring harness, or abnormal terminating resistance affects the powertrain CAN bus (PT-CAN), causing data transmission errors.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault codes and freeze frame data. Check for accompanying U01000D (ECM communication timeout), U010001, or other communication faults. Record operating parameters at the time of the fault, such as vehicle speed and voltage.— Check the ECM basic power supply and ground: Measure constant power (B+), ignition power (IG), and the main ground point. Verify the voltage is stable at 12V±0.5V and ground resistance is less than 1Ω. Verify the ECM main relay engages normally and inspect the contacts for burning.+4 more →
U01000B›
U01000B is a CAN communication fault code for BYD e-Platform 3.0 models (such as the Seal 6 DM-i and Song PLUS DM-i). This fault code indicates the IPB (Integrated Intelligent Braking System) detects a data integrity error when receiving the 0x240 message from the VCU (Vehicle Control Unit). Specific errors include incorrect message byte length, CRC (Cyclic Redundancy Check) errors, non-continuous or abnormal Alive Counter jumps, or key signal values exceeding the valid range. This powertrain CAN network communication fault may limit regenerative braking, cause abnormal electro-hydraulic braking coordination, and in severe cases, trigger the braking system degraded protection mode, compromising driving safety.
Causes
— Poor connection, short circuit, or open circuit in the Power CAN bus line between the VCU and IPB, causing abnormal data frame transmission.— Outdated VCU software or internal algorithm defect causes incorrect CRC calculation or abnormal counter logic in the generated 0x240 message.— IPB receiving module internal communication chip fault or software parsing error causing a false data corruption report.+2 more →
Actions
— Use the BYD VDS 1000/2000 diagnostic tool to perform a full system scan. Record the U01000B freeze frame data (including vehicle speed, voltage, and CAN signal status at the time of the fault) and accompanying fault codes.— Check the power supply circuits (constant power B+, ignition power IG) and ground points G103/G104 for the VCU (located in the front compartment or cabin) and the IPB (located in the engine compartment near the brake master cylinder). Verify the voltage is stable at 12V±0.5V and ground resistance is less than 1Ω.+6 more →
U01000C›
DTC U01000C indicates a power CAN bus communication timeout between the IPB (Integrated Intelligent Braking System) and the Front Motor Controller (FMC). Timeout 6 specifically refers to the loss of a specific cyclic message, typically the 0x240 network management message. As the main braking control unit, the IPB requires real-time front motor speed, torque, and temperature data to coordinate the seamless transition between motor regenerative braking and hydraulic mechanical braking. If the communication interruption exceeds the set threshold (typically >100ms), the IPB triggers this fault and enters a degraded mode. This mode disables regenerative braking and may restrict ESC/ABS to basic functions; however, conventional hydraulic braking remains available. This network communication fault may result from an offline Front Motor Controller, a CAN bus physical layer anomaly, or an IPB receiver module failure.
Causes
— Front motor controller (MCU) low-voltage power supply fault: including a blown 12V constant power fuse (e.g., F1/14), missing IGN wake-up signal, or open high-voltage interlock circuit causing the controller to enter sleep mode.— CAN bus physical layer fault: Short circuit between CAN-H and CAN-L, short to ground/power, or open circuit in the lines between the IPB and front motor; or terminating resistor drift (standard value 60Ω, measured value outside the 40-80Ω range).— Front motor controller internal fault: damaged CAN transceiver chip, main control MCU crash, or software infinite loop preventing periodic transmission of the 0x240 status message.+2 more →
Actions
— Initial diagnostic scan: Read the complete DTC snapshot using VDS2000/3000. Confirm if U01000C is a current or historical fault. Check for accompanying network faults, such as U0101 (TCU communication fault). Record the vehicle speed and bus load rate at the time of the fault.— Power supply system troubleshooting: Measure the voltage at pin BXX-XX (constant power BAT) on the front motor controller low-voltage connector; it should be 12V ± 0.5V. During startup, the voltage at pin BXX-XX (IGN wake-up) should be >11V. Check the continuity of fuses F1/14, F2/03, etc., in the engine compartment fuse box, and verify the relay engagement status.+4 more →
U01000D›
U01000D is a BYD-specific subtype of ISO standard communication fault code U0100 (suffix 0D is a hexadecimal identifier). It indicates a failure to receive a valid data frame via the CAN network between the IPB (Intelligent Power Brake system) and the ECM (Engine Control Module) within a specific cycle (typically 100ms-500ms, depending on calibration). This triggers the timeout counter to reach its threshold (6th timeout). In the DM-i hybrid architecture, the IPB must retrieve real-time engine torque, engine speed, and brake energy regeneration request status from the ECM. Communication interruption degrades the brake energy regeneration function, disables ESC coordinated control, and in severe cases, triggers Limp Home mode. The basic hydraulic braking function remains available.
Causes
— Intermittent open circuit, short circuit, or short to ground/power in the ECM or IPB CAN-H/CAN-L wiring, especially wiring harness sleeve damage in high-temperature areas of the engine compartment.— Abnormal ECM power supply circuit (including constant power B+ and ignition switch power IG1/IG2) or excessive ground circuit resistance (>1Ω), causing intermittent ECM restarts.— CAN bus termination resistance between the IPB and ECM deviates from specification (standard value 60Ω, allowable range 58-62Ω), or the branch line length exceeds 0.3m, causing signal reflection.+2 more →
Actions
— Use the VDS1000 or DiLink diagnostic tool to perform a 'Vehicle Scan', record the U01000D freeze frame data, and confirm the vehicle speed, SOC, and communication status bits when the fault occurred.— Inspect ECM connector BYD-121PIN (front left of the engine compartment) and the IPB connector (front of the engine compartment firewall). Verify no backed-out pins, oxidation, or signs of water ingress. Apply electronic contact protectant and reconnect.+5 more →
U010104›
U010104 is a powertrain CAN bus communication fault code indicating the ABS (Anti-lock Braking System) control unit cannot establish normal communication with the TCU (Transmission Control Unit / Motor Control Unit) via the CAN bus. Although the BYD E5 pure electric model uses a fixed-ratio reducer instead of a conventional transmission, the TCU designation typically refers to the drive motor control unit (MCU) or the reducer control module. This fault prevents the ABS system from obtaining real-time powertrain data, such as motor speed, torque output, and gear position status. This data loss restricts regenerative braking and disrupts ESC (Electronic Stability Control) coordination. Severe cases may trigger limp mode or cut power output. Information exchange between the ABS and TCU is critical to vehicle dynamic control; repair this fault immediately.
Causes
— TCU power supply system fault: Blown TCU power fuse (usually 15A or 20A), open circuit, or poor contact in the power supply circuit prevents normal TCU operation.— CAN bus physical layer fault: Powertrain CAN-H or CAN-L line shorted to ground or power, wiring harness open circuit, abnormal terminating resistance (standard value 60Ω), or poor branch node contact.— TCU control unit internal fault: Damaged internal CAN transceiver, main control chip failure, software crash, or outdated software version causing a communication protocol mismatch.+2 more →
Actions
— Fault Confirmation and Freeze Frame Reading: Use a VDS2000 or Launch X431 diagnostic tool to read all fault codes and freeze frame data. Confirm whether U010104 is a current fault. Check for accompanying communication fault codes (e.g., U0100, U0121). Record parameters such as vehicle speed and voltage at the time of the fault.— TCU power supply and ground check: Disconnect the TCU connector and measure the voltage between the TCU power supply pin (constant power +B) and body ground. The standard value is 10-16V (20-32V for 24V systems). Check the continuity of the TCU ground wiring harness (resistance must be less than 1Ω) and verify the power supply fuse condition.+5 more →
U010108›
U010108 is a BYD-specific extended fault code and a subclass of the U0101 communication fault series. It indicates the ABS (Anti-lock Braking System) control unit detects a data integrity check failure when receiving CAN messages from the TCU (Transmission/Drive Control Unit; in E5 battery electric vehicles, this typically refers to the motor controller MCU or transmission management unit). Although the ABS module receives the CAN signal from the TCU, the message contains a CRC checksum error, a non-continuous Live Counter, a byte length violating protocol specifications, or out-of-range key signal values (such as motor speed, output torque, or gear status). This prevents the ABS from accurately obtaining real-time powertrain parameters, affecting regenerative braking and ESC (Electronic Stability Control) coordination. In severe cases, the system triggers Limp Home mode and limits motor power to ensure safety.
Causes
— Internal software defect in the TCU/MCU control unit or hardware clock drift causing abnormal timing or checksum values in transmitted CAN messages.— CAN bus physical layer interference (wiring harness wear or short circuit, electromagnetic interference, or abnormal terminating resistance) causes bit errors or lost data frames during transmission.— TCU supply voltage fluctuation (low auxiliary battery charge, unstable DC-DC output) or excessive ground circuit resistance causes a CAN signal level offset and sampling errors at the receiving end.+2 more →
Actions
— Perform a full vehicle scan using the VDS1000 diagnostic tool to confirm if U010108 is a current active fault. Check for accompanying U0101 (Lost Communication With TCU) or U0073 (CAN Bus Off) faults, and record the freeze frame data.— Check the power supply voltage (+B, IG1) and ground wires of the TCU (located in the front compartment) and the ABS control unit (located near the engine compartment firewall). Standard voltage is 12V ± 0.5V. Ground resistance must be less than 1Ω. For E5 models, check the mating connector between the front compartment wiring harness and the body wiring harness for oxidation.+3 more →
U011187›
DTC U011187 indicates the Body Control Computer (BCC) failed to receive CAN message ID 0x44A (hexadecimal) from the Battery Management System (BMS) via the air conditioning controller (acting as a gateway/relay node). This battery status information frame typically contains key thermal management parameters, including total battery voltage, total current, SOC, highest/lowest cell voltage, and temperature. This fault represents a gateway communication interruption between the thermal management sub-network and the body control network. The interruption prevents the BCC from obtaining real-time battery status to coordinate thermal management actuators, such as air conditioning compressor speed, PTC heating, and cooling fans. Consequently, this can cause battery temperature control failure, range estimation deviation, or abnormal coordination between the air conditioning system and battery cooling.
Causes
— Air conditioning controller internal gateway forwarding function failure or software fault prevents the correct relay of the BMS 0x44A message.— Poor contact, open circuit, short circuit, or abnormal terminal resistance in the CAN_H/CAN_L wiring harness between the BMS and air conditioning controller (powertrain CAN), or between the air conditioning controller and BCC (body CAN).— Internal BMS control module fault causes an abnormal 0x44A message transmission cycle or stops transmission.+2 more →
Actions
— Use VDS2000 or the latest diagnostic tool to read all vehicle DTCs, check for accompanying U-class communication fault clusters (e.g., U0141, U0291), and record freeze frame data and environmental conditions at the time of the fault.— Check the power supply voltage to the BMS, air conditioning controller, and BCC (12V/B+ must be greater than 11V). Verify ground point tightness. Measure the ground resistance; it must be less than 1Ω. Inspect body control-related ground wires for burning or looseness.+4 more →
U011887›
DTC U011887 is a U-category CAN bus communication fault indicating a subnet communication interruption between the AC Controller and the Battery Cooling Controller (BCC). In the BYD Qin EV300 architecture, the air conditioning system uses an independent CAN subnet. The BCC manages the battery pack liquid cooling system, controlling components such as the battery cooling water pump and the battery cooler three-way valve. The AC Controller requires real-time cooling demand and status information from the BCC to coordinate refrigerant distribution between the cabin air conditioning and the battery cooling system. The AC Controller triggers this DTC when it fails to receive valid CAN messages from the BCC for a continuous period (typically multiple message cycles of 100–200 ms). These messages include IDs containing signals for battery cooling requests, temperature, and flow rate. This fault forces the thermal management system into a degraded mode. This limits battery cooling capacity, which may reduce fast charging speeds or cause battery overheating. The air conditioning system may also forcibly restrict cooling output or enter limp-home protection mode. However, this fault typically does not cause a complete vehicle breakdown.
Causes
— A/C sub-network CAN wiring harness fault: CAN-H or CAN-L circuit open, short to ground, short to power, or poor connection in the high-temperature, high-humidity front compartment environment. Water ingress or mud contamination causes harness corrosion, especially near the right front wheel arch (common BCC mounting location).— BCC power supply or ground fault: A blown BCC constant power (+B) fuse, poor relay contact, or a loose or oxidized ground point (G point) causes the controller to intermittently lose power or reset, failing to maintain CAN communication.— Poor connector contact: An aged sealing ring on the BCC 24-pin (or 32-pin) connector causes pins (especially CAN communication pins) to back out, oxidize, or corrode from water ingress, interrupting signal transmission.+2 more →
Actions
— Freeze frame analysis: Use VDS2000/3000 or a BYD dedicated diagnostic tool to read the fault freeze frame. Confirm the vehicle speed, ambient temperature, and air conditioning status at the time of the fault to determine if it is an intermittent fault (such as after driving on rough roads or wading through water).— Basic power supply check: Disconnect the BCC connector and measure the voltage at the BCC power supply pins (typically Pins 1/2 are +B, Pins 3/4 are ground). The voltage should be 12V±0.5V, and ground resistance should be less than 1Ω. Check the BCC-related fuse in the front compartment power distribution box (e.g., F1/16 15A) for a blown condition or poor contact.+5 more →
U012604›
DTC U012604 indicates a CAN bus communication interruption or data frame reception timeout between the Steering Angle Sensor (SAS) and the ABS/ESP control unit. From a network communication perspective, the ESP module logs this fault if it fails to detect a valid CAN message (whose ID typically contains steering angle, angular velocity, and fault status signals) from the SAS within the preset monitoring period (typically 100-200ms). The SAS is the core sensor of the vehicle stability control (ESC/ESP) system, providing driver steering intent information. Communication failure prevents the ESP from calculating the yaw moment correction, triggering system downgrade protection. ESC/ABS functions may completely deactivate or enter limp mode. This failure simultaneously affects ADAS functions relying on the steering angle signal, such as the Electronic Parking Brake (EPB), Automatic Emergency Braking (AEB), and lane keeping. This powertrain CAN (PT-CAN) or chassis CAN (Ch-CAN) network communication fault is typically sporadic and intermittent. Loose wiring connections, electromagnetic interference, or intermittent module lockups commonly cause this issue.
Causes
— Abnormal SAS module power supply or ground: Includes a blown fuse, power supply circuit voltage out of range (less than 9V or greater than 16V), or oxidized ground terminals causing excessive contact resistance (greater than 1Ω), resulting in intermittent module resets or unstable CAN transceiver operation.— CAN bus physical layer fault: CAN-H and CAN-L line open or short circuit (shorted together, or shorted to power/ground), loose connection or backed-out pin at a wiring harness junction (such as the instrument panel shorting connector), terminating resistor drift (normal: 60Ω; abnormal: below 40Ω or above 80Ω)— Steering wheel angle sensor module fault: internal MCU crash, damaged CAN transceiver chip, sensor element failure (photoelectric encoder or magnetoresistive element fault), or software version defect causing periodic communication interruption.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use VDS2000/Launch X431 to read all fault codes. Confirm whether U012604 is a Current or History code. Record freeze frame data, including vehicle speed, steering angle, and supply voltage. Clear the fault codes and road test the vehicle to reproduce the fault.— SAS module power and ground measurement: Disconnect the battery negative terminal. Unplug the SAS module connector (located below the steering column). Measure the voltage to ground at PIN1 (constant B+) and PIN2 (ignition switch power IGN) (should be 12V±0.5V). Measure the resistance to ground at PIN3 (ground) (should be less than 0.5Ω). Check the connector for water ingress or oxidation.+4 more →
U012608›
DTC U012608 indicates the ABS/ESP control unit receives an abnormal CAN bus data frame or detects a checksum failure from the Steering Angle Sensor (SAS). This fault is a communication data integrity error, not a simple signal timeout. The ABS module flags "corrupted data" when it detects a CRC error in the SAS data packet, an abnormal Data Length Code (DLC), or a signal value outside the physically reasonable range. This fault causes the vehicle's Electronic Stability Program (ESP), Traction Control System (TCS), and Automatic Emergency Braking (AEB) to enter a degraded mode or fail completely. Some models trigger power limitation (limp mode), severely compromising driving safety.
Causes
— Internal damage to the Steering Angle Sensor (SAS) causing transmission of incorrect data frames or signal drift.— Sensor wiring harness connector oxidized, loose, or corroded from water ingress (common in flooded or water-exposed vehicles), causing CAN signal transmission interference.— Chassis CAN bus (powertrain CAN) circuit short to ground, short to power, or poor connection, affecting data communication quality.+2 more →
Actions
— Use the dedicated BYD diagnostic tool (VDS or EDT) to read all fault codes. Confirm if U012608 is a current or historical fault, and check for accompanying communication fault codes such as U010008 and U014004.— Inspect the appearance of the steering angle sensor under the steering wheel and the condition of the connector. Check the connector pins specifically for oxidation, backed-out pins, or signs of water ingress. Clean with electrical contact cleaner if necessary.+5 more →
U012E87›
This DTC indicates a data communication interruption between the air conditioning controller (AC ECU) and the electronic fan controller (typically the integrated control module for the condenser fan or radiator fan). In the BYD thermal management system architecture, the AC ECU sends fan speed control commands (based on A/C pressure and coolant temperature) to the electronic fan via the CAN or LIN bus, and receives fan operating status, speed feedback, and fault information. If the communication signal drops continuously for more than the set time threshold (typically 500ms-1s), the system records DTC U012E87. This fault prevents the fan from adjusting speed on demand, potentially reducing A/C cooling efficiency and causing insufficient heat dissipation for the high-voltage system (motor, battery, and power electronics). In extreme cases, the system triggers motor over-temperature protection or limits power output; however, under most operating conditions, the vehicle remains drivable for a short time.
Causes
— Loose electric fan wiring harness connector, backed-out terminals, oxidation, or water ingress corrosion, causing poor communication signal contact or an intermittent open circuit.— Electric fan controller internal PCB damage, burnt power supply chip, CAN transceiver failure, or software crash.— Open or short circuit in the CAN/LIN communication line between the air conditioning controller and the fan (including short to ground or short to power)+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read all fault codes and freeze frame data. Confirm if U012E87 is a current fault and check for related power supply (e.g., B12C series) or communication (e.g., U01 series) fault codes. Record parameters such as vehicle speed and temperature at the time the fault occurred.— Perform a visual inspection: Open the hood and check the electric fan wiring harness connector (usually located above or on the side of the fan assembly) for looseness, water ingress, mud, sand, or obvious signs of corrosion; check if the related high-current fuse in the fuse box (usually 30A-40A) is blown.+4 more →
U014008›
DTC U014008 indicates a CAN data communication integrity check failure between the ABS/ESC control unit and the vehicle gateway controller. Data frames sent by the ABS module to the gateway over the Powertrain CAN bus contain CRC errors, out-of-sequence frames, abnormal Data Length Codes (DLC), or protocol format mismatches. Consequently, the gateway determines the received brake system status data is corrupted. This fault triggers the brake system fail-safe strategy, degrading or completely disabling functions such as ABS, ESC, EBD, and Autonomous Emergency Braking (AEB). Simultaneously, the gateway sends multi-system fault warnings to the instrument cluster, severely compromising driving safety.
Causes
— Gateway controller internal CAN transceiver chip failure or software checksum algorithm error, preventing the gateway from correctly parsing ABS data frames.— Physical damage (abrasion, crushing) to the powertrain CAN wiring between the ABS/ESC control unit and the gateway, water ingress and oxidation in the connectors, or excessive contact resistance, resulting in compromised signal integrity.— ABS/ESC module software bug (such as a calibration defect in early E5 versions) or internal CAN controller hardware fault causing the module to continuously send incorrectly formatted data messages.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read the complete DTC stream. Confirm whether U014008 is a current (Active) or historical (History) fault code. Record vehicle speed, voltage, temperature, and other parameters from the freeze frame data.— Check the power supply voltage (constant B+, ignition IG1) and ground resistance of the gateway controller (typically located under the left side of the dashboard or near the front compartment power distribution box on the BYD E5) and the ABS module. Verify ground resistance is less than 1Ω and voltage is 12-14V.+4 more →
U0146-00›
DTC U0146-00 indicates a Controller Area Network (CAN) communication interruption between the airbag control unit (SRS ECU) and the vehicle gateway module. In BYD Qin series models, the Body Control Module (BCM) typically integrates the gateway, coordinating data exchange among the powertrain CAN, comfort CAN, and chassis CAN. The system triggers this fault when the SRS fails to receive the gateway handshake signal or data frame within the specified cycle (typically 250ms). This forces the airbag system into a degraded mode, preventing normal airbag deployment, seatbelt pretensioning, or high-voltage cutoff activation during a collision. It may also affect the vehicle’s collision signal recording function. This network communication fault does not involve electrical failures within the SRS components themselves, but it directly disables the passive safety system.
Causes
— Gateway module (BCM) power supply circuit fault: Poor contact in the constant power (B+), ignition power (IG), or ground wire, or a blown fuse, preventing normal gateway operation.— CAN network circuit fault: Open or short circuit in the CAN-H and CAN-L wiring harness between the SRS and gateway, or terminating resistor drift (normal: 60Ω), causing signal transmission failure.— Internal gateway module fault: Damaged BCM internal CAN transceiver, software crash, or lost configuration data prevents SRS data frame forwarding.+2 more →
Actions
— Full diagnostic scan: Use the VDS2000/VDS3000 diagnostic tool to read all vehicle DTCs. Check for accompanying codes such as U0100 (lost communication with engine) or U0121 (lost communication with ABS) to determine if the issue is a single system fault or a gateway bus failure. Verify the SRS software version is up to date.— Power and ground check: Measure the constant power (B+, should be 12V), ignition power (IG, should be 12V in the ON position), and ground resistance (should be <1Ω) at the gateway module (located below the left side of the dashboard). Check for blown SRS-related fuses (such as F1/15 and F2/3) in the dashboard fuse box.+3 more →
U0146›
DTC U0146 indicates a loss of communication between the airbag control unit (SRS ECU) and the vehicle gateway controller (Gateway Control Module). The gateway acts as the data exchange hub between different vehicle CAN bus networks (such as powertrain CAN, comfort CAN, and chassis CAN) and routes information between control units. When the SRS system cannot communicate with the gateway, the airbag system becomes isolated. It cannot receive critical signals from other systems (such as crash signals, vehicle speed signals, and high-voltage interlock status). Additionally, during a collision, it cannot send commands through the gateway to other systems (such as cutting off the high-voltage power supply, unlocking the doors, and turning on the hazard lights). This may degrade or disable crash protection functions, creating a serious safety hazard.
Causes
— Gateway Controller (GWC) power supply or ground circuit fault causing intermittent or permanent gateway power loss.— Physical damage to the CAN bus wiring (wear, crushing, water ingress) causing a short circuit between CAN-H and CAN-L, an open circuit, or excessive contact resistance.— Gateway controller internal hardware fault or outdated software causing a communication protocol mismatch.+2 more →
Actions
— Use the VDS2000/VDS1000 diagnostic tool to perform a full vehicle scan, record the communication status and fault codes of all modules, and confirm whether it is a single-module or multi-module communication fault.— Check the power supply (constant power BATT, ignition power IG1) and ground (GND) of the gateway controller (usually located under the dashboard or center console tunnel). Measure the voltage and resistance: voltage must be within 12V±0.5V, and ground resistance must be less than 1Ω.+6 more →
U014604›
DTC U014604 indicates a CAN communication timeout between the IPB (Integrated Brake Control System) and the Gateway controller. In BYD new energy vehicles, the gateway acts as the core hub of the vehicle CAN network, coordinating data exchange among the Powertrain, Chassis, and Body networks. The IPB system (one-box brake-by-wire solution) retrieves real-time vehicle status information via the gateway (e.g., motor torque, vehicle speed, regenerative braking requests, and VCU coordination commands) while simultaneously transmitting key data, such as brake pedal travel, wheel speed, and braking status, to other systems. When a communication timeout occurs, the IPB enters a degraded protection mode. This can cause regenerative braking failure, limit Electronic Stability Control (ESC) functionality, and cause Automatic Emergency Braking (AEB) to trigger falsely or fail. In severe cases, the instrument cluster illuminates multiple warning lights, including ABS, ESC, and parking system indicators, compromising driving safety.
Causes
— Abnormal power supply or ground at the Gateway or IPB controller, including blown fuses, faulty relays, oxidized connectors, or backed-out pins causing unstable supply voltage.— CAN bus circuit fault, including CAN-H or CAN-L line open circuit, short circuit (to power, to ground, or to each other), excessive contact resistance, or abnormal terminating resistance (standard value: 60Ω±5Ω)— Internal control module fault, including damaged built-in CAN transceiver chip in the gateway or IPB, control program crash, or incompatible software version.+2 more →
Actions
— Initial diagnosis: Use the dedicated diagnostic tool to read all vehicle fault codes. Record U014604 and accompanying fault codes (such as U014608, U0120). Check the vehicle for a history of water ingress, modifications, or accident repairs. Visually inspect the relevant connectors.— Power supply system check: Measure the constant power (B+), ignition power (IGN), and ground point voltages at the gateway module (usually under the center console or integrated into the BCM) and the IPB (in the engine compartment). Verify the voltages are within 12V±0.5V. Inspect fuse F2/15 (10A) and related fuses for good contact.+7 more →
U014608›
DTC U014608 indicates a CAN communication data length error between the Intelligent Power Brake (IPB) system and the vehicle gateway. In the UDS diagnostic protocol, U0146 indicates abnormal communication with the Body Control Module (BCM) or gateway. The suffix '08' specifically indicates an invalid data frame length or a Bus Off state. This fault occurs when the data packet length sent by the IPB module mismatches the gateway module reception protocol, or when an abnormal CAN physical layer signal causes a data frame parsing failure. Because the IPB controls brake boost, energy recovery, and Electronic Stability Control (ESC), this fault may limit ABS/ESP functions, cause abnormal brake pedal feel, and disable Automatic Emergency Braking (AEB). Severe cases compromise driving safety. When this fault occurs, the vehicle typically enters a degraded mode, limiting specific driver assistance functions.
Causes
— Internal CAN transceiver fault in the IPB module or software version defect causing the module to send abnormal-length data frames.— Gateway controller internal fault; unable to correctly parse brake system data from the IPB.— Poor contact, short circuit, or open circuit in the gateway wiring between the brake system CAN bus (powertrain network) and the body CAN bus+2 more →
Actions
— Use the BYD VDS diagnostic tool to read the complete fault codes, check for accompanying communication faults such as U0140 and U0121, and record freeze frame data.— Check IPB module power supply: Measure voltage at connector K148 pin 1 (constant power) and pin 6 (IGN power); voltage should be 12 ± 0.5 V. Measure ground resistance at pin 5; resistance should be less than 1 Ω.+5 more →
U014987›
DTC U014987 indicates a communication link interruption between the battery thermal management controller (usually integrated into the Battery Management System (BMS) or a separate thermal management control unit) and the battery thermal circuit electric coolant pump. This pump drives battery coolant circulation and typically uses LIN bus (CAN bus on some models) for digital communication. The controller triggers this fault when it fails to receive pump status feedback signals (such as speed, temperature, or fault status) within a specified period (generally 100-200ms), or when it cannot send control commands (such as target speed requests). This fault forces the battery thermal management system into open-loop control or degraded mode, limiting fast-charging power and power output. Extreme cases may trigger battery high-temperature protection.
Causes
— Electric water pump power supply circuit fault: Includes a blown 15A/20A fuse, open circuit, or poor connection in the power supply wiring, preventing normal operation of the water pump control module.— LIN/CAN communication line fault: short to ground, short to power, open circuit, or excessive contact resistance (>5Ω). These faults typically occur at harness bends near the battery pack or the firewall wiring pass-through.— Electric water pump assembly fault: internal brushless motor drive circuit damaged, motor rotor seized, LIN transceiver chip damaged, or internal overheat protection activated.+2 more →
Actions
— Use the VDS diagnostic tool to read all fault codes, confirm if U014987 is a current fault, check for accompanying communication fault codes, and view freeze frame data (record battery temperature, requested water pump speed, and other parameters at the time of the fault).— Visually inspect the electric water pump appearance and installation. Confirm no coolant leakage, abnormal noise, or mechanical damage to the wiring harness. Specifically check the low-voltage connector at the front of the battery pack to verify it is fully locked and shows no signs of water ingress.+5 more →
U0155-00›
U0155-00 is a CAN bus communication fault code indicating interrupted data communication between the airbag control unit (SRS ECU) and the instrument cluster. In the BYD CAN network architecture, the SRS module transmits airbag status, system fault information, and collision trigger signals in real time to the instrument cluster via the powertrain CAN or body CAN bus. The SRS sets this fault code if it fails to receive a response message from the instrument cluster within the predetermined cycle (usually 250ms-500ms) or detects a bus physical layer fault. This fault may prevent the instrument panel from normally illuminating the SRS fault warning lamp and, in extreme cases, affects the safety warning function during a collision. It classifies as a Level 2 safety-related fault.
Causes
— Instrument cluster power supply system fault (blown instrument cluster fuse, poor contact in IGN power circuit, open constant +B circuit)— CAN bus physical layer fault (CAN-H to CAN-L short circuit, short to ground/power, open circuit, or excessive contact resistance)— Poor module ground (loose, oxidized, or corroded instrument cluster or SRS ground point causing increased impedance in the signal circuit)+2 more →
Actions
— Use VDS2000 or a BYD dedicated diagnostic tool to perform a full-vehicle DTC scan. Confirm whether U0155-00 appears alone or alongside other U01XX series communication faults to determine if it is a single-point fault.— Check the instrument cluster power supply: Measure voltage at instrument cluster connector terminal 30 (constant +B) and terminal 15 (IGN). Standard value: 12V ± 0.5V. Check continuity of instrument cluster-related fuses, such as FB-02 and FB-22.+6 more →
U0155›
U0155 is an ISO 15031 CAN bus communication fault code. It indicates a CAN communication interruption between the SRS airbag system (or other vehicle control units) and the instrument cluster control unit (IPC/ICU). In BYD New Energy Vehicles (NEVs), the instrument cluster displays vehicle speed and battery level, and also shows airbag status, fault warning lamps, and seat belt reminders. This fault means the SRS module fails to receive a response message from the instrument cluster within 500ms, or the message checksum fails. A physical layer fault in the Powertrain CAN or Body CAN bus can cause this issue, resulting in a blank instrument cluster display, a continuously illuminated airbag warning lamp, and an abnormal odometer display. In extreme cases, this fault affects normal airbag deployment logic during a collision because the system cannot confirm the instrument cluster warning lamp status.
Causes
— Instrument cluster control unit power supply circuit fault (blown fuse, IGN power circuit open) or poor ground connection (loose G201/G202 ground points), causing instrument cluster malfunction.— CAN bus physical layer fault: Short circuit between CAN-H and CAN-L, short to ground or power, or wiring open circuit (common at dashboard wiring harness bends or terminal back-out at A-pillar connectors X202/X203)— The instrument cluster internal CAN transceiver (TJA1043 or compatible chip) failed, or the main control MCU crashed and cannot respond to bus requests.+2 more →
Actions
— Use the VDS or ED400 diagnostic tool to read all DTCs. Confirm if U0155 is a current or historical fault and record the freeze frame data (vehicle speed, voltage, etc. at the time of occurrence). Check for accompanying U01xx series communication fault codes (such as loss of communication with the BMS or ABS) to determine if the fault is isolated to the instrument cluster or indicates a bus failure.— Visually inspect the instrument cluster display status for a black, distorted, or frozen screen. Check the instrument panel fuses (F1/14, F2/11, etc., depending on vehicle model). Measure the voltage at pin 1 (B+ constant power), pin 2 (IGN power), and the ground pin of instrument cluster connector X101. Verify the power supply is ≥12V (or low-voltage system ≥12V on high-voltage models) and the ground resistance is <1Ω.+4 more →
U016487›
ISO 15031 defines fault code U0164 as 'Lost Communication With HVAC (Air Conditioning Control Module)'. Sub-code 87 is a BYD-specific identifier indicating the BCC (Battery Cooling Controller/Body Control Computer) failed to receive key CAN messages from the air conditioning controller within a 500ms monitoring cycle: ID 0x1DB (ambient temperature, soft shutdown request) or 0x3CF (cabin compressor speed request, A/C request status). This fault indicates a communication interruption between the HVAC sub-network (HVAC-CAN) and the Powertrain CAN or BMS network. This interruption prevents the thermal management system from coordinating the electric compressor, PTC heater, and battery cooling circuit. The system may trigger thermal management derating protection (power limitation or A/C disabled), but typically does not cause immediate vehicle immobilization.
Causes
— Abnormal HVAC controller power supply: Causes include a blown F1/15 fuse in the dashboard fuse box, burnt terminals, a backed-out pin or poor connection on the IGN signal wire, or a loose ground wire, causing intermittent module power loss.— CAN bus physical layer fault: Short or open circuit in the A/C sub-network CAN-H and CAN-L lines, terminating resistor deviation (normally approx. 60 Ω), wiring harness chafing or insulation damage at the instrument panel frame bend.— HVAC module hardware fault: water ingress and corrosion on the internal PCB (typically resulting from a blocked A/C drain hose causing condensate backflow), damaged CPU or CAN transceiver chip, software version mismatch (protocol conflict after an OTA update)+2 more →
Actions
— Use the VDS2000/3000 diagnostic tool to read all DTCs. Check for accompanying codes U0140 (lost communication with BCM) or B12C2 (compressor controller fault). Read the data stream to confirm the HVAC module online status and communication voltage.— Check the HVAC controller power supply: Measure the voltage across fuse F1/15 in the fuse box (should be 12V±0.5V), check the IGN signal wire voltage stability over bumps (should be >11V), and measure the ground resistance (should be <1Ω).+5 more →
U025387›
U025387 is a U-category network communication DTC. It indicates a CAN bus communication interruption between the Vehicle Control Unit (VCU) or thermal management controller and the Electric Air Conditioning Compressor Controller (ACCM). This fault indicates the main control unit failed to receive valid messages (such as status, speed, and fault data) from the compressor controller within the predetermined cycle (typically 100ms-500ms). This represents a control link communication loss rather than a mechanical failure of the compressor itself. The fault completely disables the air conditioning system (no cooling/heating). This failure subsequently triggers battery thermal management degradation (limiting fast charge power and affecting battery life) and causes insufficient motor cooling (triggering high-temperature protection and power reduction). Severe cases restrict EV functions or prevent the vehicle from starting.
Causes
— Loose front compartment wiring harness connector, backed-out terminal, or poor contact: Thermal expansion and contraction in high-temperature environments (such as sun exposure) cause connector terminals (such as B28 and the front compartment wiring harness mating connector) to back out, oxidize, or make poor contact, resulting in intermittent communication loss.— Electric compressor controller power supply or ground fault: blown fuse, relay fault, open power supply circuit, or loose ground point, resulting in controller power loss and communication failure.— CAN network physical layer fault: Power CAN or thermal management subnetwork wiring short/open circuit, abnormal terminating resistance (normal: approx. 60Ω; faulty: 120Ω or open circuit), electromagnetic interference causing signal distortion.+2 more →
Actions
— Fault confirmation and data recording: Use the VDS2000/3000 diagnostic tool to read all fault codes. Confirm whether U025387 is a current fault (Active) or a history fault (History). Record the freeze frame data (ambient temperature, battery temperature, vehicle speed, etc.). Clear the fault codes, then road test the vehicle to confirm if the fault reoccurs.— Low-voltage wiring harness and connector inspection: Disconnect the battery negative terminal. Check the electric compressor low-voltage harness connectors (focus on the front compartment harness interface and right domain controller port E). Verify the pins show no signs of back-out, bending, corrosion, or burning. Measure the voltage at the power supply pins (+B, IG) (should be 12V±0.5V) and the resistance at the ground pin (<1Ω).+4 more →
U025487›
U025487 (U0254-87, where 87 is a BYD custom sub-code meaning "signal/information missing or incorrect") indicates interrupted CAN communication between the air conditioning control module (ACU) and the PTC (Positive Temperature Coefficient) heater controller. The PTC is the core high-voltage component of the new energy vehicle heating system (typically operating at 200-750V, 3-6kW). It converts electrical energy into heat, replacing conventional engine waste heat. This fault means the ACU cannot send power regulation commands (PWM or CAN signals) to the PTC or receive PTC feedback regarding high-voltage interlock status, IGBT temperature, operating current, and fault codes. This causes complete failure of the air conditioning heating function (no warm air). In low-temperature environments, this may affect front windshield defrosting and cabin heating, but typically does not affect vehicle drive functions. The communication interruption occurs because the ACU fails to receive a valid CAN frame from the PTC node (Node ID typically in the 0x180-0x1FF range) for 3-5 consecutive message cycles (typically 200-500ms), triggering a timeout.
Causes
— Abnormal PTC controller low-voltage power supply: Includes a blown 12V constant power (B+) fuse (usually F2/15A in the front compartment fuse box), a faulty ignition power (IGN) relay, or a loose or oxidized ground point (G301/G302 on the front compartment side member), preventing the controller from initializing the CAN transceiver.— CAN network physical layer fault: Short circuit, open circuit, or poor connection in the CAN-H (orange/black) and CAN-L (orange/brown) wiring harness of the air conditioning sub-network (Comfort CAN or HVAC CAN), or 120Ω terminating resistor drift or detachment, causing signal reflection or bus failure.— PTC controller internal fault: Damaged internal CAN transceiver chip (e.g., TJA1041/1051), failed 3.3V/5V power management IC, or crashed main control MCU unable to respond to bus requests.+2 more →
Actions
— Fault Confirmation and Freeze Frame Analysis: Use the VDS2000/3000 or a dedicated BYD diagnostic tool to read the fault code and confirm if U025487 is a current fault (Active). Record freeze frame data, including ambient temperature, PTC coolant outlet temperature, and high-voltage status. Determine if the fault occurs only during high-voltage power-up or when switching on the heater.— Basic power supply and ground check: Disconnect the PTC controller low-voltage connector (usually 8-12 pins, located near the heater core). Measure the voltage to ground at pin 1 (B+ constant power) and pin 2 (IGN); the voltage must be 12.0-14.5V. Measure the resistance to ground at pins 4/5 (GND); the resistance must be <1Ω. Check the PTC fuse in the front compartment fuse box and inspect the ground points on the left and right front longitudinal beams for oxidation.+3 more →
U025900›
U025900 indicates the IPB (Intelligent Integrated Braking System/Intelligent Power Braking System) failed to receive a valid message or heartbeat signal from the VCU (Vehicle Control Unit) via the powertrain CAN bus within the calibrated time window (typically 100-200ms). In the BYD DM-i hybrid architecture, the VCU acts as the primary vehicle controller. It calculates the regenerative braking torque request in real time and sends it to the IPB. The IPB then coordinates the distribution ratio between electric motor braking and hydraulic braking based on this request. Upon a communication timeout, the IPB determines it has lost communication with the VCU and enters fail-safe/limp-home mode. The IPB forcibly cancels regenerative braking and retains only basic hydraulic brake assist (vacuum or electric assist, depending on the IPB type) while triggering an ABS/ESC system fault warning. This U-category communication fault indicates a network or physical layer connection anomaly rather than a functional failure of the braking actuators. However, it severely impacts regenerative braking efficiency and braking coordination.
Causes
— VCU power supply system fault: Causes include a blown VCU constant power fuse (usually EF17/EF18 or a high-current fuse above 30A in the front compartment fuse box), burnt relay contacts, a poor power circuit connection, or a loose ground wire. These faults cause the VCU to restart intermittently or freeze, preventing continuous CAN message transmission.— Powertrain CAN bus physical layer fault: Open or short circuit in the CAN_H and CAN_L lines between the VCU and IPB (shorted together or shorted to power/ground), excessive contact resistance (backed-out connector pins, water ingress, oxidation), or abnormal terminating resistance (120Ω in parallel should be 60Ω) causing signal reflection.— VCU software fault or hardware damage: Damaged VCU internal CAN transceiver chip, MCU crash (program runaway), abnormal Watchdog reset, or software bug causing abnormal message transmission cycle.+2 more →
Actions
— Fault confirmation and freeze frame analysis: Use the VDS2000/VDS3000 diagnostic tool to read the complete fault codes and freeze frame data. Record the vehicle speed, SOC, gear position, and brake pedal status at the time of the fault. Determine if the fault is intermittent or current. Check for other U01xx series communication fault codes.— VCU power supply and ground check: Check the VCU constant power fuses (e.g., EF15/EF16 30A) and IGN supply fuse in the front compartment power distribution box. Measure the voltage drop across the fuses (should be <0.1V). Check the tightening torque of the VCU ground bolt (usually located on the front left side member or firewall) (standard: 10-12N·m). Measure the supply voltage at the VCU connector pins (should be 9-16V, fluctuation <0.5V).+5 more →
U030000›
In the BYD IPB (Intelligent Power Brake) integrated braking system, U030000 indicates the brake control unit (IPB ECU) internal software is incompatible with the vehicle network configuration. Specifically, the IPB module software version number, Calibration Verification Number (CVN), or configuration word (Coding) does not match the vehicle VCU, Gateway, and other CAN nodes. This prevents the brake control strategy from loading normally or causes verification failure. The fault triggers the system safety protection mechanism, restricting regenerative braking, Automatic Emergency Braking (AEB), and ESC functions. Severe cases cause a hard brake pedal, limit brake assist, or force the vehicle into limp mode. This functional fault compromises driving safety.
Causes
— Incorrect IPB ECU software version (incorrectly flashed software package for a different vehicle model, model year, or trim level)— Failure to perform online matching, coding, and immobilizer synchronization after replacing the IPB assembly with a salvaged or used unit.— Software flashing interruption (battery voltage below 12V, unstable OBD connection, or diagnostic tool crash) causes program block corruption+2 more →
Actions
— Use VDS2000 or a dedicated BYD diagnostic tool to read the fault code. Confirm U030000 is a current fault, not a history fault. Record the current IPB software version number (e.g., BGM+ version number) and hardware part number.— Check the IPB ECU power supply (constant power 30+B, ignition switch IG power), ground points (G101/G102), and CAN-H/CAN-L voltages (recessive 2.5V, dominant 3.5V/1.5V) to rule out software checksum errors caused by power supply fluctuations.+4 more →
U040100›
U040100 is a U-class network communication fault code indicating "Invalid data received from Engine Control Module (ECM)". In the BYD DM-i hybrid architecture, the IPB (Intelligent Integrated Brake System) receives real-time parameters from the ECM via the powertrain CAN bus—including engine speed, output torque, and operating status—to coordinate the distribution ratio between regenerative and mechanical braking. If the IPB detects an ECM data frame checksum error, data outside the physically reasonable range, a communication protocol version mismatch, or a data update timeout, it logs "ECM data corrupted" and stores this fault code. This fault can force the IPB into a degraded mode, resulting in regenerative braking failure, restricted ESC function, and abnormal brake pedal feel. In extreme cases, it triggers a "Brake System Fault" warning and limits vehicle power output, severely compromising driving safety.
Causes
— Poor contact in the ECM power supply/ground circuit: A loose fuse connection or oxidized/loose ground points G101/G102 causes unstable ECM operating voltage, resulting in the ECM transmitting corrupted data frames.— Powertrain CAN bus physical layer fault: Short or open circuit in the twisted pair between the ECM and gateway, terminal resistor drift (normal 60Ω), or connector pin oxidation (e.g., water ingress oxidizing the connector near the firewall).— ECM software fault: Flash data corruption due to interrupted flashing, software version mismatch with VCU/IPB (e.g., ECM is V1.02 and VCU is V2.1), or lost calibration data.+2 more →
Actions
— Safety pre-check and fault confirmation: Connect the VDS diagnostic tool to read all fault codes and freeze-frame data. Record the frequency and environmental conditions of U040100 (e.g., concurrent communication faults such as U0100). Check the instrument cluster warning light status. Confirm if the vehicle exhibits power limitation or abnormal braking.— Basic circuit check: Check ECM fuses (EF03/EF04, etc.), relays, and connector connections. Measure ECM supply voltage (constant B+ must be 12V±0.5V, IGN power normal). Measure resistance to ground at ground points G101/G102; resistance must be less than 1Ω. Check engine compartment wiring harness for wear or signs of water ingress.+4 more →
U043204›
DTC U043204 indicates a communication timeout between the IPB (Intelligent Integrated Braking System) control unit and the MMx_TX module (Multi-axis Acceleration Sensor). The MMx module monitors the vehicle’s lateral and longitudinal acceleration, providing critical dynamic data for ESP, Automatic Emergency Braking (AEB), Electronic Brakeforce Distribution (EBD), and the brake energy recovery system. The IPB main control unit triggers this fault if it fails to receive valid acceleration data within the specified communication cycle (usually 200 ms), or if the received data frame contains a checksum error or abnormal length. The system enters a safety fallback mode, limiting or disabling advanced functions such as ESP and AEB. The vehicle usually retains basic hydraulic braking, allowing cautious driving to a repair facility.
Causes
— Multi-axis acceleration sensor (MMx) power supply circuit fault (5V reference voltage abnormal or missing) or poor ground connection, preventing normal sensor initialization or continuous operation.— Physical damage, open circuit, or short circuit in the CAN bus communication lines, or backed-out pins, oxidation, or corrosion from water ingress in key intermediate connectors (such as KJG05, BJA01) resulting in excessive contact resistance.— Multi-axis acceleration sensor damaged (internal MEMS chip fault, cold solder joint, moisture ingress due to seal failure, or performance degradation from physical impact)+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS1000/DiLink) to read the complete fault codes and freeze frame data. Verify if U043204 is a current fault and check associated fault codes (e.g., U012187, U043208, C003500) to aid troubleshooting.— Visually inspect the multi-axis acceleration sensor (usually located under the center console, beneath the center armrest, or under the front seats) for correct installation, external damage, and secure connector attachment. Verify there are no signs of physical impact.+6 more →
U043208›
DTC U043208 indicates a private CAN network communication fault in the IPB (Intelligent Power Brake) system. Specifically, the IPB control unit detects an integrity check failure when receiving data frames from the MMx_TX module (Inertial Measurement Unit, IMU). This fault involves data link layer errors, including received byte length mismatching the DBC definition (expected 8 bytes, actual length abnormal), Cyclic Redundancy Check (CRC) errors, Alive Counter discontinuity or abnormal jumps, and signal values exceeding the physically valid range (e.g., lateral acceleration >4g or yaw rate >300°/s). The IMU provides vehicle lateral acceleration, longitudinal acceleration, and yaw rate signals, serving as the core sensor for ESC (Electronic Stability Control), ABS (Anti-lock Braking System), and AEB (Automatic Emergency Braking). This fault prevents the IPB from obtaining accurate vehicle body attitude data and triggers the brake system degraded protection mode. Symptoms include restricted ESC function, altered ABS intervention logic, or disabled Automatic Emergency Braking. The system usually retains basic hydraulic braking functions.
Causes
— IMU (Inertial Measurement Unit) internal chip fault or firmware corruption causing abnormal output data frame format or CRC calculation error.— Physical layer fault in the private CAN bus between the IPB and IMU, including loose connections, oxidized pins, damaged shielding causing electromagnetic interference (EMI), or terminating resistor deviation (usually 120Ω) causing signal reflection.— Outdated IPB (Intelligent Power Braking) control unit software or a damaged hardware CAN transceiver prevents the unit from correctly parsing the new IMU data protocol.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/VDS2100) to read the complete fault code tree. Check for related faults such as U043204 (communication timeout) or C0035 (lateral acceleration sensor fault). From the freeze frame data, record the vehicle speed, yaw rate, and IMU raw signal status at the time of the fault.— Check the IMU installation status: verify the IMU mounting bolt torque (typically 8-12 N·m), inspect the mounting surface for deformation, and verify the sensor level error is <2°, because a mounting angle deviation causes the system to misinterpret the gravity component as lateral acceleration.+5 more →
U055A00›
U055A00 is a CAN bus communication protocol layer fault code. It indicates the IPB (Intelligent Integrated Braking System/One-Box) detects that the data frame length (DLC) of a received VCU (Vehicle Control Unit) CAN message does not match the specified protocol, or the data payload length check fails. This network communication data link layer error means the VCU transmitted an abnormal message structure (e.g., sending 6 bytes instead of the protocol-specified 8 bytes, or using incorrect padding bytes). In Song PLUS DMi models, the VCU and IPB communicate via the chassis CAN or powertrain CAN to transmit key signals such as vehicle speed, torque request, and regenerative braking level. If the data length is incorrect, the IPB cannot correctly interpret the vehicle status. This can trigger braking system downgrade protection, limit ESC, ABS, and regenerative braking functions, and severely compromise driving safety.
Causes
— VCU software defect or version mismatch: The VCU control program contains a bug, the transmitted CAN frame data length field does not match the actual payload, or incorrect vehicle model configuration data was flashed.— IPB software version too old: Brake system software is incompatible with the new VCU communication protocol, causing standard data frame parsing logic errors.— CAN network physical layer fault: Electromagnetic interference on the powertrain CAN bus, poor connections, or abnormal terminal resistance corrupts the data frame length field during transmission.+2 more →
Actions
— Use the BYD VDS1000/VDS2000 diagnostic tool to read complete fault codes and freeze frame data. Record key parameters at the time of the fault, such as vehicle speed, gear position, and CAN communication bus load. Check for accompanying communication fault codes (e.g., U01A0, U0100).— Check the VCU and IPB software version numbers. Log in to the BYD TPI (Technical Product Information) system to check for software upgrade bulletins for this fault code. Verify software compatibility between the two vehicle control units.+5 more →
U058504›
U058504 indicates a private CAN or powertrain CAN communication timeout fault between the IPB (Intelligent Integrated Braking System) and the TCU (Transmission Control Unit). In the BYD DM-i architecture, the IPB requires real-time key data from the TCU, including motor torque, vehicle speed, gear position, and regenerative braking requests, to coordinate brake force distribution and regenerative braking. The IPB triggers this fault if it fails to receive a valid data frame from the TCU within a 500ms monitoring period (normal message cycle is 10-20ms), or if it receives data checksum errors for more than 10 consecutive frames. This fault disables the regenerative braking function and forces the ESC/ABS into degraded mode. In extreme cases, it triggers the powertrain Limp Home mode, limiting vehicle speed.
Causes
— Loose connection or oxidation in the TCU power supply or ground circuit, causing intermittent TCU resets (inspect TCU constant power fuse F1/16, IG2 power F2/08, and ground points G201/G202).— Open or short circuit in CAN-H (orange/black) or CAN-L (orange/brown) wiring between IPB and TCU, or wiring harness chafing at the firewall grommet (common fault point on Song PLUS DM-i).— Internal TCU CAN transceiver chip damage or software crash prevents response to IPB communication requests.+2 more →
Actions
— Use the VDS2000/VDS3000 diagnostic tool to read all network fault codes. Check for accompanying U01xx series communication faults in other modules, and access 'Network Topology' to confirm if the TCU is offline.— Measure the terminal resistance between OBD diagnostic connector pins 6 (CAN-H) and 14 (CAN-L) (Standard: 60±3Ω; disconnect the battery before measuring) and the static voltage (CAN-H: 2.6V, CAN-L: 2.4V).+5 more →
U058508›
DTC U058508 indicates abnormal CAN communication data between the IPB (Intelligent Integrated Braking System) and the TCU (Transmission Control Unit). Specifically, the TCU data frames received by the IPB contain checksum errors, implausible data logic, or communication timeouts. This fault affects critical data exchange between the powertrain and braking systems. The TCU cannot provide the IPB with accurate gear state, torque request, motor speed, or vehicle speed signals, preventing the braking system from coordinating the switching logic between energy recovery and hydraulic braking. Potential causes include corrupted internal TCU EEPROM data, CAN bus physical layer interference, logic errors resulting from an abnormal TCU power supply, or parsing errors at the IPB receiver. When triggered, this fault may limit vehicle power output, disable the energy recovery function, and illuminate the ABS/ESC warning light. In severe cases, the vehicle enters Limp Home Mode.
Causes
— TCU internal program crash or corrupted EEPROM data causing an abnormal CAN signal frame structure or checksum bit error in the transmitted signal.— Intermittent short circuit, open circuit, or excessive contact resistance in the CAN-H/CAN-L wiring harness between the TCU and IPB, especially at the firewall, in high-temperature areas of the engine compartment, or at bends in the chassis wiring harness.— Unstable voltage in the TCU power supply circuit (constant B+ or IGN power), or oxidized or loose ground points (such as G303/G304), causing abnormal TCU operating timing.+2 more →
Actions
— Use the BYD VDS2000 diagnostic tool to read all DTCs. Check for accompanying communication faults such as U059508 (MG communication fault). Confirm freeze frame data recorded when the fault occurred, such as vehicle speed and gear position.— Check TCU power supply fuses F1/9 (constant power) and F2/2 (IGN power). Measure the voltage at pin 1 (B+) and pin 2 (IGN) of the TCU connector. Verify the voltage is within 11-14V with a fluctuation of less than 0.5V.+6 more →
U100004›
DTC U100004 indicates the control module detects the CAN bus is in a "Bus Off" state. In the BYD E5 battery electric vehicle, the ABS system reports this DTC. It indicates the ABS control unit CAN controller automatically shuts down communication due to an error counter overflow (typically caused by continuous bus errors or interference) to protect the bus from a faulty node. Consequently, the ABS module cannot exchange data with the vehicle network (including the gateway, VCU, and instrument cluster). This disables functions such as the anti-lock braking system and electronic stability control (ESC) and illuminates multiple instrument panel warning lamps. On some other models (such as the S6), U100004 may also indicate a transmission control module (TCU) communication fault, but the core mechanism remains a communication interruption between the control unit and the CAN bus.
Causes
— A damaged internal CAN transceiver chip in the ABS control unit, or a cold solder joint, prevents sending or receiving CAN signals.— Chassis CAN bus lines (CAN-H/CAN-L) shorted to power, shorted to ground, or shorted together, causing bus blockage.— Abnormal ABS control unit power supply voltage (battery voltage too high/too low) or poor ground connection, causing abnormal communication module operation.+2 more →
Actions
— Use the BYD VDS diagnostic tool to read all fault codes. Confirm if U100004 is a current or history code, and check for other accompanying communication fault codes, such as U100308 (EPB CAN communication timeout).— Check the ABS control unit power supply: Measure the battery positive (B+) and ignition (IG) voltages. Voltages must be within 12V ± 0.5V. Ground resistance must be less than 1Ω.+5 more →
U100308›
This DTC indicates abnormal communication between the EPB (Electronic Parking Brake) control module and the vehicle chassis CAN network (Chassis CAN). Technical details: 1) The EPB module fails to receive valid data frames from the ABS/ESP, VCU, or gateway module within the preset monitoring period (typically 100ms), triggering a timeout counter overflow; 2) Received CAN messages fail the CRC check, contain an abnormal Data Length Code (DLC), or trigger a Bus-Off state. On the BYD E5, the EPB system relies on the CAN bus to receive the vehicle speed signal (from the ABS), brake pedal status, gear position information, and power mode signal. Communication interruption causes the EPB auto-release/Auto Vehicle Hold (AVH) function to fail. Extreme cases may trigger Limp Home mode, though the system usually retains the mechanical emergency release function. This fault belongs to the chassis network communication category. Prioritize inspecting the physical layer wiring.
Causes
— CAN bus physical layer fault: Includes short circuit between CAN-H and CAN-L, short to 12V power/ground, open circuit, or excessive contact resistance (>1Ω). Common causes include wiring wear at the firewall grommet, wear where the floor harness passes the door sill trim, or connector water ingress and oxidation after driving through water.— Abnormal terminating resistor matching: The standard terminating resistance for the E5 model chassis CAN bus is 120Ω. These resistors are located in the ABS control unit and the gateway controller (integrated into the instrument panel distribution box or as a separate module). The total parallel resistance must be 60Ω. A resistance deviation exceeding 10% (e.g., a loose wiring connection causing resistance >70Ω or <50Ω) causes signal reflection and bit errors.— EPB control module internal fault: Damaged internal CAN transceiver (such as the NXP TJA1042 chip), crystal oscillator clock drift shifting the sampling point, or failed module power supply circuit (12V to 5V) filter capacitor causing excessive power supply ripple.+2 more →
Actions
— Fault Code Confirmation and Freeze Frame Analysis: Use the BYD VDS2000 or Launch X-431 diagnostic tool to read complete DTCs. Distinguish between Current and History codes. Record the vehicle speed, system voltage, ambient temperature, and bus load rate at the time of the fault from the freeze frame data. Check for accompanying multi-module communication faults (e.g., U1003, U0308, U0101). If present, prioritize troubleshooting the gateway and bus physical layer instead of a single module.— EPB module power supply and earth reference check: Disconnect the EPB control module connector (located under the centre armrest box or near the rear axle motor). Measure the permanent live supply (B+, Pin 30). The voltage must be 12.6 V ± 0.3 V (static). Measure the ignition supply (IGN, Pin 15). The voltage must be >12 V with the ignition in the ON position. Measure the resistance between the earth wire (GND) and the vehicle body. The resistance must be <1 Ω. Check if fuses EF05/EF06 (E5 models) in the dashboard power distribution box are blown or poorly connected. Check the power supply waveform ripple. The ripple must be <100 mV.+4 more →
U1004-00›
DTC U1004-00 indicates a short to ground in the CAN bus communication circuit of the BYD vehicle's airbag system (SRS). In the BYD Qin series network architecture, the SRS ECU communicates in real time with the vehicle control unit, instrument cluster, and other modules via the CAN bus (typically powertrain CAN or body CAN). If either CAN_H (high line, usually orange/black) or CAN_L (low line, usually orange/brown) shorts to body ground (GND) due to damaged insulation, water corrosion, or mechanical damage, the short pulls the differential bus signal voltage low and prevents normal transmission of communication messages. This fault forces the SRS system into fail-safe mode, illuminates the airbag warning lamp on the instrument cluster, and prevents proper coordination between the seat belt pretensioners, crash sensors, and airbag deployment circuits. This creates a severe safety hazard where the airbags fail to deploy during a collision.
Causes
— Water ingress or terminal corrosion at the SRS ECU wiring harness connector. After vehicle wading, car washing, or a sunroof drain hose blockage, water flows under the center armrest (a common SRS ECU installation location on Qin series vehicles) and shorts the CAN terminals to ground.— Wiring harness pinched between the metal frame and sheet metal during front-end collision repairs or dashboard removal/installation, damaging the insulation and causing the CAN line to contact a body ground point.— Underbody bottoming out or scraping ruptured the floor wiring harness sleeve, causing the SRS communication wiring harness to contact a sharp edge on the chassis and short to ground.+2 more →
Actions
— Safety preparation: Disconnect the 12V battery negative terminal and wait at least 3 minutes to completely discharge the SRS high-voltage capacitor and prevent accidental airbag deployment.— Fault confirmation: Use the BYD VDS or Launch X431 diagnostic tool to read the DTC. Confirm U1004-00 is a current fault and fails to clear. Record the freeze frame data.+7 more →
U1004›
In BYD new energy vehicles, DTC U1004 typically indicates "loss of communication with the Vehicle Control Unit (VCU)" or "powertrain CAN bus off". Some SRS system documentation defines it as "CAN short to ground". This fault indicates a physical layer abnormality in the Controller Area Network (CAN) communication bus. Specifically, the insulation resistance to ground for CAN-H (high line) or CAN-L (low line) decreases or shorts completely. This pulls the bus differential signal voltage down to ground potential, preventing normal data frame transmission. Consequently, this interrupts communication between the VCU or airbag control unit and other key vehicle modules, such as the Battery Management System (BMS), Motor Control Unit (MCU), and Instrument Cluster Unit (ICU). The interruption triggers the fault protection mechanism, forcing the vehicle into limp mode (speed limited to 20-40 km/h) or inhibiting the Ready state, severely compromising driving safety. In the SRS system, this fault also disables passive safety systems such as the airbags and seat belt pretensioners.
Causes
— Abnormal VCU or SRS control unit power supply circuit: blown VCU power supply fuse in the front compartment fuse box (usually F1/23 or F2/08, 15A), burnt relay contacts, or wiring harness wear at the firewall or floor causing a short to ground.— CAN bus physical layer damage: Power CAN or Comfort CAN wiring harness chafing against air conditioning lines or sharp body edges; aging waterproof seals causing water ingress and corrosion after wading (common at gateway module GWC or VCU connectors); backed-out connector pins, oxidation, or excessive contact resistance.— Internal control module fault: internal CAN transceiver chip breakdown in the VCU, Gateway Controller (GWC), or Airbag Control Unit; power management circuit fault causing abnormal 12V power output to the CAN line; or module failing to enter sleep mode, continuously occupying the bus.+2 more →
Actions
— Use VDS or a dedicated diagnostic tool to read the complete fault code stream. Confirm whether U1004 is an active or history fault. Record accompanying fault codes (e.g., U0100, U0110, B1C00) and preliminarily determine if the issue is a VCU communication fault or an SRS system fault.— Check the power and ground of the VCU (usually located under the front passenger floor) or the SRS control unit. Measure the constant power (B+) and ignition power (IG); the voltage should be 11-14V. Measure the ground point resistance; it should be less than 0.5Ω. Check the relevant fuse in the front compartment power distribution box. If blown, measure the downstream circuit resistance to ground to locate the short circuit.+5 more →
U1005-00›
DTC U1005-00 indicates a short circuit between the Supplemental Restraint System (SRS) Controller Area Network (CAN) communication line and vehicle power (+B). In BYD Qin series models, the Airbag Control Module (ACM) communicates with the vehicle network via the CAN bus. When the CAN-H or CAN-L line shorts to constant power or ignition power, the short pulls the bus voltage up to 12V (battery voltage), distorting the CAN signal and interrupting communication. This prevents the airbag system from receiving crash sensor signals or triggering airbag deployment, and may affect safety-related functions such as the seat belt pretensioners and the airbag warning lamp. Because the CAN bus uses differential signal transmission, a short to power disrupts communication across the entire CAN network segment (typically including the instrument cluster and BCM). This serious fault endangers driving safety.
Causes
— Chafed engine compartment or cabin wiring harness damages CAN and power wire insulation, causing the wires to contact, especially in high-wear areas such as the firewall pass-through and under the seat rails.— Airbag Control Module (ACM) internal transceiver circuit fault; CAN pin shorted to power, usually resulting from internal module component breakdown.— After driving through water or heavy rain, water ingress and corrosion in SRS system connectors (such as floor wiring harness connectors and under-seat connectors) cause a short circuit between the CAN line pins and power supply pins.+2 more →
Actions
— Use VDS2000 or a dedicated diagnostic tool to read all fault codes. Confirm U1005-00 is a current fault, not a history fault. Check for an accompanying U1004 (CAN short to ground) or other SRS communication fault codes.— Disconnect the battery negative terminal and wait 3 minutes. Perform the high-voltage power-down procedure (for EV models). Remove the airbag control module (located in the center tunnel or under the instrument panel). Visually inspect the connector for signs of water ingress, corrosion, or burning.+6 more →
U2ABC16›
DTC U2ABC16 indicates the electric air conditioning compressor high-voltage load circuit detects an input voltage below the normal operating threshold (typically below 420VDC). In the 2019 BYD Qin EV thermal management system, the high-voltage battery pack (nominally 500V+) powers the electric compressor through the high-voltage power distribution box. This fault indicates the compressor controller detects insufficient bus voltage to maintain normal compressor startup or operation during self-check or running. This fault triggers a protective compressor shutdown, causing air conditioning cooling failure. In extreme cases, it may affect battery thermal management (liquid cooling system), but typically does not directly cause a vehicle breakdown. The root cause involves an abnormality in the high-voltage power supply circuit, Battery Management System (BMS) voltage monitoring, or the compressor controller internal voltage sampling circuit.
Causes
— Traction battery pack SOC too low or excessive cell voltage difference: When total battery pack voltage drops below 420V or individual cell voltage drops below 3.0V, the BMS limits power output, causing insufficient power supply to the compressor.— High-voltage distribution box compressor contactor welded or making poor contact: Oxidized or burned contacts increase contact resistance, causing an excessive voltage drop during compressor startup.— Electric compressor controller (IPM module) internal fault: A fault in the controller internal bus voltage sampling circuit, pre-charge circuit failure, or IGBT drive fault causes a false low-voltage reading.+2 more →
Actions
— Safety Preparation: Wear insulated gloves, disconnect the low-voltage battery negative terminal, wait 5 minutes, verify the high-voltage system has de-energized (voltage <60V), and hang a warning tag.— Read freeze frame: Use VDS or ED400 to read the bus voltage, battery SOC, and lowest cell voltage at the time of the fault to confirm whether the low voltage is genuine or a sampling fault.+6 more →
U1005›
DTC U1005 indicates the vehicle SRS (Supplemental Restraint System/airbag system) control module detects a short circuit between its CAN communication bus (including CAN-H and/or CAN-L lines) and the vehicle positive power supply (12V battery voltage or high-voltage system power supply). Normally, the CAN bus voltage to ground measures approximately 2.5V (recessive state) and 3.5V/1.5V (dominant state). A short to power pulls the CAN bus voltage up to 12V, completely interrupting communication between the SRS system and the vehicle Powertrain CAN or Body CAN. Because safety-critical subsystems (airbag system, seat belt pretensioners, crash sensors, and seat occupancy detection) rely on the CAN bus for data exchange and trigger command transmission, this fault prevents the airbag system from deploying normally during a collision. This constitutes a Level 1 severe fault affecting occupant life safety.
Causes
— Worn or cracked SRS control module wiring harness insulation causes the CAN-H or CAN-L wire to short directly to a power wire (constant power or ignition power). This commonly occurs under the steering column, near the seat slide rails, or at bends in the sill wiring harness.— Vehicle wading, a blocked sunroof drain hose, or washing the interior with a high-pressure washer allows water to enter the SRS control module connector (usually located in the lower centre console or under the centre armrest box), causing an electrolytic short circuit between the pins.— Improperly securing the wiring harness during collision repairs or unauthorized aftermarket installations (such as dash cams, seat heaters, or audio systems) allows the instrument panel bracket, seat mounting bolts, or metal trim panel edges to cut the harness, causing a short circuit to the vehicle power supply.+2 more →
Actions
— Use the BYD dedicated diagnostic tool (VDS2000/3000) to read all fault codes and freeze frame data. Confirm U1005 is a current fault (Active) that will not clear, and check for accompanying B1xxx series SRS sensor faults or U01xx communication faults.— Perform the high-voltage power-down procedure (for new energy vehicles) or disconnect the 12V battery negative terminal. Wait 3 minutes for capacitor discharge, then disconnect the SRS control module connector (usually located under the center console or center tunnel). Use a multimeter to measure the resistance from connector terminals CAN-H (orange/black) and CAN-L (orange/brown) to the battery positive terminal. Normal resistance is greater than 1 MΩ. A resistance below 10 kΩ confirms a short circuit.+4 more →
U1332-00›
DTC U1332-00 indicates the airbag control unit (SRS ECU) receives an abnormal or timed-out vehicle speed signal via the body CAN bus (B-CAN). This fault occurs when the SRS module fails to receive a valid vehicle speed data frame from the instrument cluster or ABS/ESP module within the predetermined cycle, preventing the airbag system from determining collision severity based on real-time vehicle speed. This safety system communication fault compromises the collision safety strategy, potentially causing airbag deployment timing deviations during high-speed collisions or false deployments during low-speed collisions.
Causes
— Fault in the instrument cluster internal CAN communication module or gateway, preventing transmission of the vehicle speed signal to the B-CAN network.— Damaged CAN transceiver inside the SRS control unit cannot receive or interpret vehicle speed data frames.— B-CAN network physical layer fault, including water ingress and oxidation at the G10/M40 connector, wiring harness damage causing a short or open circuit, or excessive contact resistance.+2 more →
Actions
— Use the dedicated diagnostic tool to read the fault code and record freeze frame data. Confirm the vehicle speed, time, and environmental conditions when the fault occurred.— Visually check if the instrument panel vehicle speed display is normal to determine whether the fault is a signal source issue (no instrument panel display) or a transmission issue (instrument panel normal but SRS reports a fault).+7 more →
U1332›
DTC U1332 indicates the airbag control unit (SRS ECU) receives an abnormal or interrupted vehicle speed signal via the CAN bus. In BYD new energy vehicles, the ESP electronic stability system (or IPB intelligent integrated braking system) typically generates the vehicle speed signal and transmits it to the SRS module via the chassis CAN or powertrain CAN bus. The SRS system relies on the vehicle speed signal for crash algorithm decisions: at low speeds, it may trigger only the seat belt pretensioners without deploying the airbags, while at high speeds, it requires multi-stage airbag coordination. CAN bus communication interruptions, signal source module failures, or SRS module receiving circuit faults trigger this code. This fault causes the airbag system to enter a degraded mode, which may prevent correct deployment during a collision or cause the warning lamp to remain illuminated.
Causes
— ESP/ESC control unit (or IPB Intelligent Integrated Braking System) fault prevents vehicle speed signal generation or transmission.— Open circuit, short circuit, or excessive contact resistance in the CAN-H or CAN-L line between the SRS control unit and the gateway/ESP.— Gateway module (GW) fault prevents vehicle speed signal forwarding across network segments.+2 more →
Actions
— Read fault codes using VDS2000 or a dedicated BYD diagnostic tool. Confirm if U1332 is a current or history fault, and check for accompanying U-class communication fault codes (such as the U1100 series).— Check the vehicle 12V battery voltage and SRS system fuses (typically in the dashboard fuse box, e.g., F1/11, F2/16). Verify the supply voltage is normal (12-14V).+5 more →
U2ABB17›
DTC U2ABB17 indicates the electric compressor controller (PCU) detects the input DC high voltage exceeds the permitted operating threshold (typically 110%-120% of the rated voltage). For example, on the 2019 Qin EV, the system triggers this fault when the high-voltage battery pack voltage exceeds approximately 420-450V or the compressor internal bus voltage reading exceeds the safe range. This fault acts as a high-voltage safety protection mechanism for the thermal management system. Upon detecting abnormally high voltage, the compressor actively disconnects the high-voltage relay to protect the IGBT power module and motor insulation. Actual battery pack overvoltage, voltage sampling circuit drift, high-voltage interlock circuit faults, or control software logic errors can cause this fault. Determine whether the condition is a genuine voltage abnormality or a signal detection fault.
Causes
— Traction battery voltage too high at the end of fast charging: During DC fast charging above 90% SOC, the battery pack voltage approaches full-charge voltage (about 420V-450V). If the BMS fails to correctly limit the charging voltage, or the compressor overvoltage threshold is too low, the system triggers protection.— Electric compressor controller (PCU) internal voltage sampling circuit fault: voltage divider resistor aging, ADC converter drift, or filter capacitor failure causing the sampled value to exceed the actual value.— Poor contact in the high-voltage wiring harness: A loose, burnt, or poorly connected compressor high-voltage connector generates instantaneous overvoltage spikes during load changes (back EMF when disconnecting an inductive load).+2 more →
Actions
— Read freeze frame data: Use the VDS2000/3000 diagnostic tool to read detailed data at the moment the fault occurred, including compressor high-side voltage, battery pack total voltage, SOC, current direction, and compressor operating status, to confirm a true overvoltage condition.— Measure the high-voltage system voltage: Use an insulation tester and a multimeter to measure the traction battery total voltage. Compare it with the BMS voltage and compressor reported voltage in the diagnostic tool data stream. A deviation exceeding 5V indicates a faulty sampling circuit.+5 more →
P0A0DWarning›
Battery Energy Control Module Requested MIL Illumination
Causes
— Cell voltage imbalance across battery modules— BMS firmware bug triggering false MIL flag— Battery temperature sensor reading out of range+1 more →
Actions
— Check BMS software version— Inspect battery temperature sensors+2 more →
More common in hot climates — park in shade and avoid charging in peak heat.
P0AA6Critical›
Hybrid Battery Voltage System Isolation Fault
Causes
— Damaged or corroded HV cable insulation— Water ingress into battery pack via seal failure— Faulty main contactor not opening correctly+1 more →
Actions
— Stop driving immediately— Do not attempt to charge+1 more →
Water ingress risk higher in wet climates (UK, Norway).
P1A00Warning›
Drive Motor "A" Performance — BYD proprietary
Causes
— Motor inverter overtemperature from sustained high load— Motor phase current imbalance due to resolver sensor drift— Inverter IGBT thermal protection triggered
Actions
— Allow vehicle to cool for 30 minutes— Check coolant level and pump operation+1 more →
Reported more in UAE summer — avoid aggressive acceleration above 40°C ambient.

Software Updates

2.1.0Over-the-Air2026-01
Personalized vehicle-account memory linkage for owner settings (requires BYD App v2.8.0). Android Auto and Apple CarPlay compatibility for select regions. BYD Assistant activation via steering wheel controls when display is off. Voice command support for climate control deactivation. Cloud-based data management. Energy consumption tracking and analysis. Driver monitoring system alerts for facial obstructions. Shared driving mode for ICC and LDA systems. Improved radio signal switching logic. Enhanced backlight adjustment. Clearer system UI and text prompts. ICC deactivation flexibility independent of activation status. Better Android Auto and Apple CarPlay performance. Refined radar alert detection when transitioning from Park/Neutral to Drive.
3.0.1.156Over-the-Air2024-11
Fixes CarPlay disconnection under cellular load. Improves AC charging curve in hot climates. TPMS sensitivity adjustment.
3.0.1.140Over-the-Air2024-07
Battery management recalibration. Improved range estimation accuracy at low SoC. Regenerative braking torque smoothing.
3.0.0.128Dealer Required2024-01
ADAS calibration update. Steering torque feedback correction. Applied during scheduled servicing at BYD dealers.
2.0.0.104Over-the-Air2023-05
Initial production firmware for AU-spec Atto 3. Base for all subsequent OTA updates.

More Resources

Common Problems

Real owner reports from Australian EV communities

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Charging Guide

CCS2 port specs, charge times, compatible networks

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Service Costs

Annual service price, what's included, dealer vs independent

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Warning Lights

Dashboard warning light meanings and what to do

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Find a Dealer

Authorised service centres and dealer locations

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