These are code references, not a list of confirmed faults on every vehicle. Read the source and applicability notes, then match the exact vehicle, year, engine and scan report.

F-150 intermittent pedal faults and harness routing at the booster

APP2 is out of range on the secondary processor only

pedal channel two has an unresolved range classification

Accelerator pedal sensor 2 has a low or open signal

Accelerator pedal sensor 2 exceeds its electrical upper limit

Throttle/Pedal Position Sensor/Switch E Circuit Intermittent

Throttle Position Sensor/Switch G Circuit

When throttle-position information disagrees with the airflow model

The low-voltage limit for the second bank 2 throttle-position channel

A high signal on throttle-position sensor 2 at bank 2

Throttle Position Sensor/Switch G Circuit Intermittent

Throttle/Pedal Position Sensor/Switch F/G Voltage Correlation

Throttle/Pedal Position Sensor/Switch F Circuit

Throttle/Pedal Position Sensor/Switch F Circuit Range/Performance

Ford 6.0L pedal sensor F circuit voltage is low

the VAG high-signal fault can involve oxygen-sensor damage

Throttle/Pedal Position Sensor/Switch F Circuit Intermittent

Throttle position channels disagree after normalization

Throttle/Pedal Position Sensor/Switch A/C Voltage Correlation

Throttle/Pedal Position Sensor/Switch B/C Voltage Correlation

Accelerator pedal channels no longer agree

Throttle/Pedal Position Sensor/Switch D/F Voltage Correlation

EGR Throttle Control Circuit B /Open

Low-pressure EGR motor needs excessive control duty

EGR Throttle Control Circuit B Low

EGR Throttle Control Circuit B High

Fuel Injection System Fault - Forced Engine Shutdown

Fuel-pump shutdown following an accident message

Throttle/Pedal Position Sensor/Switch E/F Voltage Correlation

EGR Throttle Control Circuit A Low

EGR Throttle Control Circuit A High

EGR Vent Control Circuit/Open

EGR Vent Control Circuit Low

EGR Vent Control Circuit High

The injector group A supply diagnosis includes short-circuit behavior

Injector 1 high-side circuit indicates a short to ground

Injector 1 remains electrically high when its driver is off

Reading injector group B supply faults through driver state

SCR NOx Catalyst Inlet Temperature Too High

SCR NOx Catalyst Inlet Temperature Too High During Particulate Filter Regeneration

SCR NOx Catalyst Outlet Temperature Too High

SCR NOx Catalyst Outlet Temperature Too High During Particulate Filter Regeneration

pump overcurrent limits change in heating mode

What excessive current in DEF tank heater 1 actually establishes

Injector 2 high-side output fails its powered-on check

Injector 2 high-side output is high during its off state

Why injector group C supply diagnosis is not a flow test

Injector 3 supply driver shows a ground-short signature

Injector 3 high-side circuit indicates unwanted power

Interpreting injector group D’s high-side circuit fault across the source pages

Group D supply-low is assessed while its high-side driver is on

A group D high-supply fault is checked with the driver switched off

vehicle-speed signal two remains unchanged inside a qualified range

signal-two speed is outside its documented upper range

Wheel-speed information fails the brake controller’s correlation checks

speed correlation can fail because the trusted source is unavailable

845RE output-speed correlation and application-specific updates

Reductant Pump B Stuck On

Reductant Heater D Current Too Low

Reductant Heater D Current Too High

Near-zero transfer-case speed is judged against an expected-motion state

A transfer-case speed drop can compete with the no-activity timer

Vehicle Speed Sensor A/B Correlation

Throttle/Pedal Position Sensor A Maximum Stop Performance

Throttle/Pedal Position Sensor B Maximum Stop Performance

Throttle/Pedal Position Sensor C Maximum Stop Performance

Throttle/Pedal Position Sensor D Maximum Stop Performance

Throttle/Pedal Position Sensor E Maximum Stop Performance

Throttle/Pedal Position Sensor F Maximum Stop Performance

Exhaust Pressure Regulator Vent Solenoid Control Circuit/Open

Injector group E supply evidence and the importance of the high-side path

Group E low supply requires an on-state driver fault

A group E high result compares an off-state signal with its power source

The electrical alternatives hidden behind injector group F supply wording

The group F low-circuit assessment belongs to a powered high-side output

A high group F supply fault is an off-state relationship to controller power

Exhaust Pressure Regulator Vent Solenoid Control Circuit Low

Exhaust Pressure Regulator Vent Solenoid Control Circuit High

Ram high-airflow faults and the two 6.4 L calibration choices

Renegade manifold-air comparison and the oil-vapor tube