Dodge, Jeep, RAM & Chrysler DTC Code List

Codes listed

160

searchable definitions

Systems covered

engine, trans, network

Brands

Dodge / Jeep / RAM / Chrysler

Tune-related codes

flagged with tuning notes

Read this first: Stellantis engines are speed-density systems. Engine load is measured by the MAP sensor reading manifold pressure, so the air-metering codes that matter here are the P0106 through P0109 MAP family. Generic code lists written for other brands point you at air-metering hardware these engines do not use.

Search the Code List

Code	System	Definition
P0106	Air & Fuel Metering	MAP Sensor Performance MAP sensor signal is present but out of the expected range for current engine speed and throttle position. Tuning note: Stellantis engines are speed-density, so the MAP sensor is the primary load input — check the sensor, its manifold port, and for intake leaks.
P0107	Air & Fuel Metering	MAP Sensor Circuit Low MAP signal voltage is below the minimum allowed — usually an open 5V feed, shorted signal wire, or failed sensor.
P0108	Air & Fuel Metering	MAP Sensor Circuit High MAP signal voltage is above the maximum allowed — often a shorted signal wire or a sensor reading past its range. Tuning note: On boosted builds this can simply mean the stock sensor has run out of range. Step up to a higher-range sensor and scale it in the calibration.
P0109	Air & Fuel Metering	MAP Sensor Intermittent MAP signal is dropping out or spiking intermittently — usually a chafed harness or corroded connector pin.
P0111	Air & Fuel Metering	Intake Air Temp Sensor Performance IAT reading is implausible compared with coolant temp and ambient temp at startup.
P0112	Air & Fuel Metering	Intake Air Temp Circuit Low IAT circuit reads shorted to ground — the PCM sees an impossibly hot intake charge.
P0113	Air & Fuel Metering	Intake Air Temp Circuit High IAT circuit reads open — the PCM sees an impossibly cold intake charge. Common after intake work leaves the sensor unplugged.
P0116	Air & Fuel Metering	Coolant Temp Sensor Performance ECT reading does not track expected warm-up behavior.
P0117	Air & Fuel Metering	Coolant Temp Circuit Low ECT circuit shorted low — PCM sees overheat, may command fans on constantly.
P0118	Air & Fuel Metering	Coolant Temp Circuit High ECT circuit open — PCM sees an extremely cold engine and over-fuels.
P0128	Air & Fuel Metering	Coolant Thermostat Below Regulating Temp Engine did not reach the expected operating temperature in the expected time. Usually a stuck-open thermostat. Tuning note: Also triggered by a low-temp thermostat installed without adjusting the calibration thresholds — a very common post-tune code.
P0171	Air & Fuel Metering	System Too Lean (Bank 1) Long-term fuel trim hit its positive limit — the PCM is adding fuel to correct a lean condition. Vacuum leaks, weak fuel supply, and dirty injectors are typical causes. Tuning note: On a modified engine this is often a calibration issue: larger injectors, a bigger throttle body, or a cam change that was never accounted for in the VE tables.
P0172	Air & Fuel Metering	System Too Rich (Bank 1) Long-term fuel trim hit its negative limit — the PCM is pulling fuel to correct a rich condition. Leaking injectors, high fuel pressure, or a restricted intake.
P0174	Air & Fuel Metering	System Too Lean (Bank 2) Same as P0171 on the opposite bank. A single-bank code points at that bank specifically — an intake leak, injector, or O2 sensor rather than global fueling.
P0175	Air & Fuel Metering	System Too Rich (Bank 2) Same as P0172 on the opposite bank.
P0181	Air & Fuel Metering	Fuel Temp Sensor Performance Fuel temperature reading implausible.
P0191	Air & Fuel Metering	Fuel Rail Pressure Sensor Performance Rail pressure sensor reading does not match commanded pressure. Common on direct-injection 3.6L and 2.0L/3.0L applications.
P0192	Air & Fuel Metering	Fuel Rail Pressure Circuit Low Rail pressure sensor circuit reads below range.
P0193	Air & Fuel Metering	Fuel Rail Pressure Circuit High Rail pressure sensor circuit reads above range.
P0201	Air & Fuel Metering	Injector Circuit — Cylinder 1 Open or shorted injector driver circuit on cylinder 1. Tuning note: Injector circuit codes numbered P0201–P0208 follow cylinder order, not firing order.
P0202	Air & Fuel Metering	Injector Circuit — Cylinder 2 Open or shorted injector driver circuit on cylinder 2.
P0203	Air & Fuel Metering	Injector Circuit — Cylinder 3 Open or shorted injector driver circuit on cylinder 3.
P0204	Air & Fuel Metering	Injector Circuit — Cylinder 4 Open or shorted injector driver circuit on cylinder 4.
P0205	Air & Fuel Metering	Injector Circuit — Cylinder 5 Open or shorted injector driver circuit on cylinder 5.
P0206	Air & Fuel Metering	Injector Circuit — Cylinder 6 Open or shorted injector driver circuit on cylinder 6.
P0207	Air & Fuel Metering	Injector Circuit — Cylinder 7 Open or shorted injector driver circuit on cylinder 7.
P0208	Air & Fuel Metering	Injector Circuit — Cylinder 8 Open or shorted injector driver circuit on cylinder 8.
P1004	Air & Fuel Metering	Intake Manifold Runner (Short Runner Valve) Performance The short runner / tuned intake valve did not reach its commanded position. Applies to Pentastar and HEMI engines with a two-stage intake. Tuning note: A stuck SRV costs real top-end power. Verify actuator movement before blaming the calibration.
P1128	Air & Fuel Metering	Closed Loop Fueling Not Achieved (Bank 1) The PCM never reached closed loop control on bank 1 within the expected time — commonly a lazy O2 sensor or a thermostat stuck open.
P1129	Air & Fuel Metering	Closed Loop Fueling Not Achieved (Bank 2) Same condition as P1128 on bank 2.
P1281	Air & Fuel Metering	Engine Is Cold Too Long The engine failed to reach normal operating temperature. Chrysler's counterpart to P0128. Tuning note: Almost always a stuck-open thermostat, or a low-temp thermostat that the calibration was never adjusted for.
P2172	Air & Fuel Metering	Throttle Body Airflow Malfunction — High Airflow Detected The PCM detected a sudden unexpected airflow increase, typically from an unmetered air leak downstream of the throttle.
P2173	Air & Fuel Metering	Throttle Body Airflow Malfunction — High Airflow Sustained higher-than-expected airflow for the commanded throttle position.
P0300	Misfire & Ignition	Random / Multiple Cylinder Misfire The PCM detected misfire across more than one cylinder. Fuel supply, ignition system voltage, or a global calibration problem rather than one cylinder. Tuning note: On a tuned car, first suspect too much spark advance, insufficient fuel pressure at high load, or spark plugs gapped too wide for boost.
P0301	Misfire & Ignition	Cylinder 1 Misfire Misfire detected on cylinder 1 via crankshaft speed variation.
P0302	Misfire & Ignition	Cylinder 2 Misfire Misfire detected on cylinder 2.
P0303	Misfire & Ignition	Cylinder 3 Misfire Misfire detected on cylinder 3.
P0304	Misfire & Ignition	Cylinder 4 Misfire Misfire detected on cylinder 4.
P0305	Misfire & Ignition	Cylinder 5 Misfire Misfire detected on cylinder 5.
P0306	Misfire & Ignition	Cylinder 6 Misfire Misfire detected on cylinder 6.
P0307	Misfire & Ignition	Cylinder 7 Misfire Misfire detected on cylinder 7. V8 only.
P0308	Misfire & Ignition	Cylinder 8 Misfire Misfire detected on cylinder 8. V8 only.
P0315	Misfire & Ignition	Crankshaft Position System Variation Not Learned The crank variation relearn has not been completed, so misfire monitoring is inaccurate. Tuning note: Frequently appears after a PCM flash or replacement. Run the crank relearn procedure with a capable scan tool.
P0320	Misfire & Ignition	Ignition/Distributor Engine Speed Input Circuit Engine speed input signal fault to the ignition system.
P0325	Misfire & Ignition	Knock Sensor 1 Circuit (Bank 1) Knock sensor circuit fault. With no usable knock signal the PCM pulls timing as a safety default. Tuning note: Never chase power with a dead knock sensor. Fix the sensor before any timing work.
P0330	Misfire & Ignition	Knock Sensor 2 Circuit (Bank 2) Bank 2 knock sensor circuit fault.
P0335	Misfire & Ignition	Crankshaft Position Sensor A Circuit No or erratic crank signal. Causes hard starting, stalling, and no-start conditions.
P0336	Misfire & Ignition	Crankshaft Position Sensor A Performance Crank signal present but the tooth pattern is implausible.
P0339	Misfire & Ignition	Crankshaft Position Sensor A Intermittent Crank signal drops out intermittently — often heat-related or a chafed harness.
P0350	Misfire & Ignition	Ignition Coil Primary/Secondary Circuit Generic coil circuit fault when a specific cylinder cannot be isolated.
P0351	Misfire & Ignition	Ignition Coil A Primary/Secondary Circuit Coil circuit fault on cylinder 1. Tuning note: Coil codes P0351–P0358 map to cylinders 1–8 in cylinder order.
P0352	Misfire & Ignition	Ignition Coil B Primary/Secondary Circuit Coil circuit fault on cylinder 2.
P0353	Misfire & Ignition	Ignition Coil C Primary/Secondary Circuit Coil circuit fault on cylinder 3.
P0354	Misfire & Ignition	Ignition Coil D Primary/Secondary Circuit Coil circuit fault on cylinder 4.
P0355	Misfire & Ignition	Ignition Coil E Primary/Secondary Circuit Coil circuit fault on cylinder 5.
P0356	Misfire & Ignition	Ignition Coil F Primary/Secondary Circuit Coil circuit fault on cylinder 6.
P0357	Misfire & Ignition	Ignition Coil G Primary/Secondary Circuit Coil circuit fault on cylinder 7.
P0358	Misfire & Ignition	Ignition Coil H Primary/Secondary Circuit Coil circuit fault on cylinder 8.
P0011	Camshaft & MDS	Camshaft Position — Timing Over-Advanced (Bank 1) Variable cam timing is more advanced than commanded. Dirty oil, a stuck phaser, or a failing oil control valve. Tuning note: VVT faults on the Pentastar are usually oil-related. Confirm oil condition and pressure before condemning a phaser.
P0014	Camshaft & MDS	Camshaft Position — Timing Over-Advanced (Bank 2) Bank 2 cam timing over-advanced.
P0016	Camshaft & MDS	Crankshaft/Camshaft Position Correlation (Bank 1 Sensor A) Crank and cam signals are out of the expected relationship — a stretched chain, jumped timing, or a failed phaser lock. Tuning note: Do not clear and drive this one. Verify mechanical timing first.
P0017	Camshaft & MDS	Crankshaft/Camshaft Position Correlation (Bank 1 Sensor B) Correlation fault on the second bank 1 cam sensor.
P0021	Camshaft & MDS	Camshaft Position — Timing Over-Advanced (Bank 2 Intake) Bank 2 intake cam timing over-advanced.
P0028	Camshaft & MDS	Intake Valve Control Solenoid Circuit Range (Bank 2) Bank 2 intake VVT solenoid circuit out of range.
P0340	Camshaft & MDS	Camshaft Position Sensor A Circuit No or erratic cam signal. The PCM loses cylinder identification and may run in a limited mode.
P0344	Camshaft & MDS	Camshaft Position Sensor A Intermittent Cam signal intermittent.
P3400	Camshaft & MDS	Cylinder Deactivation System (Bank 1) MDS cylinder deactivation system fault on bank 1. Tuning note: MDS exists only on the 5.7L and 6.4L HEMI. If your engine is a 3.6L Pentastar, a 6.1L SRT8, or a supercharged 6.2L, it has no MDS hardware and these codes do not apply.
P3401	Camshaft & MDS	Cylinder 1 Deactivation Solenoid Circuit MDS solenoid circuit fault, cylinder 1.
P3425	Camshaft & MDS	Cylinder 4 Deactivation Solenoid Circuit MDS solenoid circuit fault, cylinder 4.
P3441	Camshaft & MDS	Cylinder 6 Deactivation Solenoid Circuit MDS solenoid circuit fault, cylinder 6.
P3446	Camshaft & MDS	Cylinder 7 Deactivation Solenoid Circuit MDS solenoid circuit fault, cylinder 7.
P0131	Oxygen Sensors	O2 Sensor Circuit Low (Bank 1 Sensor 1) Upstream O2 signal is stuck low — lean indication, wiring short, or failed sensor.
P0132	Oxygen Sensors	O2 Sensor Circuit High (Bank 1 Sensor 1) Upstream O2 signal stuck high — rich indication or shorted heater voltage into the signal.
P0133	Oxygen Sensors	O2 Sensor Slow Response (Bank 1 Sensor 1) Upstream sensor is switching too slowly — an aged sensor that will skew fuel trims before it fully fails.
P0135	Oxygen Sensors	O2 Sensor Heater Circuit (Bank 1 Sensor 1) Heater element circuit fault. The sensor never reaches operating temperature, so closed loop is delayed.
P0137	Oxygen Sensors	O2 Sensor Circuit Low (Bank 1 Sensor 2) Downstream (post-cat) sensor stuck low.
P0138	Oxygen Sensors	O2 Sensor Circuit High (Bank 1 Sensor 2) Downstream sensor stuck high.
P0141	Oxygen Sensors	O2 Sensor Heater Circuit (Bank 1 Sensor 2) Downstream sensor heater circuit fault.
P0151	Oxygen Sensors	O2 Sensor Circuit Low (Bank 2 Sensor 1) Bank 2 upstream sensor stuck low.
P0152	Oxygen Sensors	O2 Sensor Circuit High (Bank 2 Sensor 1) Bank 2 upstream sensor stuck high.
P0153	Oxygen Sensors	O2 Sensor Slow Response (Bank 2 Sensor 1) Bank 2 upstream sensor switching too slowly.
P0155	Oxygen Sensors	O2 Sensor Heater Circuit (Bank 2 Sensor 1) Bank 2 upstream heater circuit fault.
P0157	Oxygen Sensors	O2 Sensor Circuit Low (Bank 2 Sensor 2) Bank 2 downstream sensor stuck low.
P0158	Oxygen Sensors	O2 Sensor Circuit High (Bank 2 Sensor 2) Bank 2 downstream sensor stuck high.
P0161	Oxygen Sensors	O2 Sensor Heater Circuit (Bank 2 Sensor 2) Bank 2 downstream heater circuit fault.
P0401	Emissions & EVAP	EGR Flow Insufficient Commanded EGR flow was not detected. Applies to EGR-equipped applications such as the EcoDiesel and some 4-cylinder engines.
P0403	Emissions & EVAP	EGR Control Circuit EGR valve or solenoid control circuit fault.
P0420	Emissions & EVAP	Catalyst Efficiency Below Threshold (Bank 1) Downstream O2 activity mirrors the upstream sensor too closely — the PCM concludes the bank 1 catalyst is no longer converting. Tuning note: If the cats were removed, this code is expected. Disabling the catalyst monitor on an emissions-controlled vehicle is not legal for street use, and N2 Speed does not do it on street cars.
P0430	Emissions & EVAP	Catalyst Efficiency Below Threshold (Bank 2) Same condition as P0420 on the opposite bank.
P0440	Emissions & EVAP	EVAP System Fault (General) General evaporative emissions system malfunction.
P0441	Emissions & EVAP	EVAP Purge Flow Incorrect Purge flow does not match the commanded value — stuck purge solenoid or a plumbing fault.
P0442	Emissions & EVAP	EVAP Small Leak Detected A small leak was detected in the EVAP system. A loose or worn fuel cap seal is the classic cause.
P0443	Emissions & EVAP	EVAP Purge Solenoid Circuit Purge solenoid electrical circuit fault.
P0455	Emissions & EVAP	EVAP Large Leak Detected A large leak was detected — missing fuel cap, disconnected line, or a cracked canister.
P0456	Emissions & EVAP	EVAP Very Small Leak Detected A very small leak was detected. Extremely common and usually the fuel cap or a hairline hose crack.
P2096	Emissions & EVAP	Post-Catalyst Fuel Trim System Too Lean (Bank 1) The downstream trim correction ran lean-biased. Exhaust leaks ahead of the rear sensor are a frequent cause.
P2097	Emissions & EVAP	Post-Catalyst Fuel Trim System Too Rich (Bank 1) Downstream trim correction ran rich-biased.
P2098	Emissions & EVAP	Post-Catalyst Fuel Trim System Too Lean (Bank 2) Bank 2 downstream trim ran lean-biased.
P2099	Emissions & EVAP	Post-Catalyst Fuel Trim System Too Rich (Bank 2) Bank 2 downstream trim ran rich-biased.
P0121	Throttle & ETC	Throttle Position Sensor Performance TPS/APP signal does not agree with MAP and engine load.
P0122	Throttle & ETC	Throttle Position Sensor Circuit Low TPS signal voltage below range.
P0123	Throttle & ETC	Throttle Position Sensor Circuit High TPS signal voltage above range.
P0221	Throttle & ETC	Throttle/Pedal Position Sensor 2 Performance Second APP or TPS signal disagrees with the first. The PCM will usually drop to reduced power.
P0222	Throttle & ETC	Throttle/Pedal Position Sensor 2 Circuit Low Sensor 2 voltage below range.
P0223	Throttle & ETC	Throttle/Pedal Position Sensor 2 Circuit High Sensor 2 voltage above range.
P0506	Throttle & ETC	Idle Speed Lower Than Expected Actual idle RPM is below the commanded value. Restricted throttle body, carbon buildup, or a cam that needs more idle airflow. Tuning note: Aftermarket camshafts almost always require idle airflow and spark tables to be rescaled — this code is a tuning item, not a broken part.
P0507	Throttle & ETC	Idle Speed Higher Than Expected Actual idle RPM is above the commanded value. Usually an unmetered air leak or a throttle plate held open.
P0508	Throttle & ETC	Idle Air Control Circuit Low IAC/electronic throttle idle control circuit reads low.
P2100	Throttle & ETC	Throttle Actuator Control Motor Circuit Electronic throttle body motor circuit fault. Expect reduced power mode.
P2101	Throttle & ETC	Throttle Actuator Control Motor Performance The throttle plate did not reach the commanded position. Carbon buildup, a binding plate, or a failing actuator. Tuning note: Very common on high-mileage HEMI throttle bodies. Clean and retest before replacing.
P2110	Throttle & ETC	Throttle Actuator Control System — Forced Limited RPM The PCM has capped RPM as a protective response to a throttle system fault.
P2122	Throttle & ETC	Accelerator Pedal Position Sensor D Circuit Low Pedal sensor D voltage below range.
P2123	Throttle & ETC	Accelerator Pedal Position Sensor D Circuit High Pedal sensor D voltage above range.
P2127	Throttle & ETC	Accelerator Pedal Position Sensor E Circuit Low Pedal sensor E voltage below range.
P2128	Throttle & ETC	Accelerator Pedal Position Sensor E Circuit High Pedal sensor E voltage above range.
P2138	Throttle & ETC	Pedal Position Sensor D/E Voltage Correlation The two pedal position signals disagree. The PCM defaults to reduced power for safety. Tuning note: Usually a corroded pedal connector rather than a failed pedal assembly.
P2299	Throttle & ETC	Brake Pedal Position / Accelerator Pedal Position Incompatible Brake and accelerator inputs were seen as simultaneously active. Often a brake switch fault.
P0700	Transmission	Transmission Control System — Malfunction Indicator Request The TCM has stored its own fault and is asking the PCM to light the MIL. P0700 itself is only a pointer. Tuning note: Always read the TCM directly. P0700 alone tells you nothing about the actual transmission fault.
P0715	Transmission	Input/Turbine Speed Sensor Circuit No or erratic input shaft speed signal — causes harsh or erratic shifts.
P0720	Transmission	Output Speed Sensor Circuit No or erratic output shaft speed signal.
P0730	Transmission	Incorrect Gear Ratio The measured input-to-output ratio does not match the commanded gear. Slipping clutch pack, low fluid, or a solenoid fault. Tuning note: On the 8HP and 5-speed automatics, this is often a genuine mechanical or hydraulic issue — do not simply raise line pressure in the calibration and call it fixed.
P0731	Transmission	Gear 1 Incorrect Ratio Ratio error while first gear was commanded.
P0732	Transmission	Gear 2 Incorrect Ratio Ratio error while second gear was commanded.
P0733	Transmission	Gear 3 Incorrect Ratio Ratio error while third gear was commanded.
P0734	Transmission	Gear 4 Incorrect Ratio Ratio error while fourth gear was commanded.
P0740	Transmission	Torque Converter Clutch Circuit Torque converter clutch system fault — the converter is not locking or unlocking as commanded.
P0750	Transmission	Shift Solenoid A Circuit Shift solenoid A electrical circuit fault.
P0755	Transmission	Shift Solenoid B Circuit Shift solenoid B electrical circuit fault.
P0868	Transmission	Transmission Fluid Pressure Low Line pressure below the expected value — low fluid, a pump fault, or internal leakage.
P0882	Transmission	TCM Power Input Signal Low Supply voltage to the TCM below threshold.
P0234	Boost & Forced Induction	Turbocharger Overboost Condition Measured boost exceeded the PCM limit. Applies to factory turbo applications such as the 2.0L, 3.0L EcoDiesel, and 3.0L Hurricane. Tuning note: On a boosted build this is almost always a calibration limit that was never raised, not a hardware failure.
P0299	Boost & Forced Induction	Turbocharger Underboost Condition Measured boost fell short of target — boost leak, wastegate or actuator fault, or a restricted intake.
P0600	Communication (U/P06xx)	Serial Communication Link Internal serial communication fault between modules.
P0601	Communication (U/P06xx)	Internal Control Module Memory Checksum Error The PCM's internal memory checksum failed. Tuning note: A checksum error after a flash usually means an interrupted or mismatched write. Reflash with the correct, complete file — do not clear and drive.
P0602	Communication (U/P06xx)	Control Module Programming Error The module is not correctly programmed for the vehicle. Tuning note: Seen when a used or wrong-part-number PCM is installed, or a flash was aborted mid-write.
P0604	Communication (U/P06xx)	Internal Control Module RAM Error Internal RAM failure in the module.
P0606	Communication (U/P06xx)	Control Module Processor Fault Internal processor self-test failure.
P0630	Communication (U/P06xx)	VIN Not Programmed / Mismatch The VIN stored in the module does not match the vehicle or was never written. Tuning note: Common after PCM swaps. The VIN must be written before other modules will accept the PCM.
U0100	Communication (U/P06xx)	Lost Communication With ECM/PCM A module stopped receiving CAN messages from the PCM. Wiring, connector, or a PCM that is not powering up. Tuning note: Loss-of-communication U-codes often appear as a group. Diagnose the network, not each code individually.
U0101	Communication (U/P06xx)	Lost Communication With TCM CAN messages from the transmission control module stopped.
U0121	Communication (U/P06xx)	Lost Communication With ABS Module CAN messages from the anti-lock brake module stopped.
U0140	Communication (U/P06xx)	Lost Communication With Body Control Module CAN messages from the BCM stopped. Expect widespread symptoms.
U0155	Communication (U/P06xx)	Lost Communication With Instrument Cluster CAN messages from the cluster stopped.
U0164	Communication (U/P06xx)	Lost Communication With HVAC Module CAN messages from the climate control module stopped.
U0401	Communication (U/P06xx)	Invalid Data Received From ECM/PCM The PCM is communicating but sending data another module rejects as invalid. Tuning note: Frequently seen after a partial or mismatched flash, or with an incorrect module configuration.
U0402	Communication (U/P06xx)	Invalid Data Received From TCM The TCM is sending data the receiving module rejects as invalid.
U0415	Communication (U/P06xx)	Invalid Data Received From ABS Module ABS module data rejected as invalid.
U110A	Communication (U/P06xx)	Lost Communication With Fuel Pump Control Module Bus communication with the fuel pump control module was lost.
U1411	Communication (U/P06xx)	Implausible Fuel Volume Signal Received Fuel level data received over the bus is implausible.
P0461	Sensors & Electrical	Fuel Level Sensor Performance Fuel level reading does not change plausibly with consumption.
P0462	Sensors & Electrical	Fuel Level Sensor Circuit Low Fuel level circuit reads below range.
P0463	Sensors & Electrical	Fuel Level Sensor Circuit High Fuel level circuit reads above range.
P0480	Sensors & Electrical	Cooling Fan 1 Control Circuit Fan relay or fan control circuit fault.
P0500	Sensors & Electrical	Vehicle Speed Sensor No or implausible vehicle speed signal. Affects shift scheduling and speed limiters.
P0521	Sensors & Electrical	Engine Oil Pressure Sensor Performance Oil pressure sensor reading implausible for engine speed and temperature. Tuning note: Verify real oil pressure with a mechanical gauge before dismissing this as a sensor fault.
P0522	Sensors & Electrical	Engine Oil Pressure Sensor Circuit Low Oil pressure circuit reads below range.
P0523	Sensors & Electrical	Engine Oil Pressure Sensor Circuit High Oil pressure circuit reads above range.
P0562	Sensors & Electrical	System Voltage Low Charging system voltage below the acceptable threshold. Weak alternator, bad ground, or a failing battery. Tuning note: Low system voltage corrupts datalogs and can cause false misfire and coil codes. Fix charging faults before diagnosing anything else.
P0563	Sensors & Electrical	System Voltage High Charging system voltage above the acceptable threshold — typically a regulator fault.
P1682	Sensors & Electrical	Charging System Voltage Too Low Chrysler-specific low charging voltage code, often paired with P0562.

How to Read the Code Numbers

The first character tells you which system stored the fault. P is powertrain, U is network or communication, B is body, and C is chassis.

The second character tells you who defined it. P0xxx codes are generic and mean the same thing on every OBD-II vehicle sold since 1996. P1xxx codes are manufacturer specific — on these vehicles that means Chrysler or Stellantis defined them. P2xxx and P3xxx ranges are a mix of both.

The remaining digits identify the specific circuit, cylinder, or monitor. Injector codes P0201 through P0208 and coil codes P0351 through P0358 both follow cylinder order, not firing order — a detail that sends plenty of people chasing the wrong coil.

One more thing worth knowing: a stored code is a symptom report, not a diagnosis. P0420 does not mean "replace the catalytic converter." It means the downstream oxygen sensor no longer sees the difference it expects to see. An exhaust leak, a lazy sensor, or a fueling problem produce the same code.

Codes We See After a Tune

Some codes are hardware failures. Others are the PCM correctly reporting that the engine no longer matches the calibration it was given. The second group is fixable in software, and it is the group we deal with every day:

P0128 and P1281 — a low-temperature thermostat was installed but the warm-up thresholds were never adjusted. P0506 — a camshaft swap changed idle airflow requirements. P0108 — the factory MAP sensor ran out of range on a boosted build. P0234 — the factory overboost limit was left at the stock value. P0171 or P0174 — larger injectors or a bigger throttle body without rescaled fuel tables.

And some codes must never be tuned around. P0016 crank-to-cam correlation, P0521 through P0523 oil pressure, P0325 and P0330 knock sensor faults, and any active misfire under load are mechanical problems. Adding timing to an engine with a dead knock sensor is how engines get destroyed. We fix the hardware first, every time.

Got a Code You Cannot Solve?

Send us the code and a datalog. We read MAP, knock, fuel trim and misfire data on every remote tune submission and we will tell you straight whether it is a calibration fix or a hardware problem.

Talk to a Tuner

Frequently Asked Questions

How do I read DTC codes on a Dodge, Jeep, RAM or Chrysler?

Most 2005 and newer Stellantis vehicles let you read stored codes from the instrument cluster: turn the key to ON without starting, then press and hold the trip odometer reset while cycling the key. Any generic OBD-II scanner plugged into the port under the dash will also read P-codes. Reading module-specific codes such as TCM or BCM faults requires a bidirectional scan tool or tuning software such as HP Tuners.

What is the difference between a P code, a U code and a B code?

P codes are powertrain — engine and transmission. U codes are network or communication faults between modules. B codes are body, and C codes are chassis. P0xxx codes are generic across all manufacturers, while P1xxx and many P2xxx and P3xxx codes are manufacturer specific to Stellantis.

Will a custom tune clear my check engine light?

Only if the code was caused by a calibration limit rather than a mechanical fault. A tune can rescale thresholds for things like a low-temperature thermostat or an out-of-range MAP sensor on a boosted build. It cannot fix a failed coil, a leaking injector, or a stretched timing chain, and we will not mask a real hardware fault behind a calibration change.

My Dodge threw a code right after a tune. What now?

Pull the exact code and send it to us with a datalog. Most post-tune codes come from a hardware change the calibration was never told about — a camshaft, a larger throttle body, bigger injectors, or a thermostat swap. Revisions to correct these are part of our remote tuning service.

Does my engine have MDS?

MDS cylinder deactivation exists only on the 5.7L and 6.4L HEMI. The 3.6L Pentastar, the 6.1L SRT8, and the supercharged 6.2L engines in Hellcat, Redeye, Super Stock, Demon, Trackhawk and TRX applications have no MDS hardware, so the P34xx cylinder deactivation codes do not apply to them.

Can I keep driving with a check engine light on?

It depends entirely on the code. A small EVAP leak is not urgent. A crank-to-cam correlation fault, a misfire under load, or low oil pressure can destroy an engine. If the light is flashing, stop driving — a flashing MIL means active misfire that is dumping raw fuel into the catalytic converters.

More Tuning Tips

MAP Sensor kPa to Boost Conversion Chart · Loading a Saved Channel List in HP Tuners · Dodge, Jeep & RAM PCM Unlock Service · HP Tuners Credit System Explained

Tuning a different platform? See our Ford & Lincoln DTC code list and our Chevy, GMC & Cadillac DTC code list.

This list is a reference for diagnosis, not a repair manual. Definitions describe what the module detected — always confirm with a proper diagnosis before replacing parts. Coverage is focused on 2005 and newer Dodge, Jeep, RAM and Chrysler gasoline platforms.