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.

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

Throttle Actuator Control System - Sudden Low Air Flow Detected

Throttle Actuator Control System - Low Air Flow Detected

Minimum throttle position was not learned after repeated attempts

When bank 1’s learned off-idle fuel correction exceeds its limit

A rich off-idle diagnosis based on bank 1’s learned correction

Interpreting bank 2’s excessive off-idle fuel adaptation

Understanding injector group G’s supply-side electrical monitor

Group G low supply is a repeated on-command electrical result

Group G high supply must be evaluated while its driver should be off

How injector group H supply faults are classified electrically

Group H low supply points to the energized high-side circuit

The group H high-circuit row contains an injector-number conflict

Bank 2 rich off-idle adaptation and the limits of a simple trim screenshot

Cooling-performance codes in an older FCA software case

Ford secondary coolant temperature fails cold-soak plausibility

Escape and Corsair PHEV coolant warnings require the overheat-code distinction

coolant sensor 2 low circuit uses a configurable resistance channel

coolant sensor 2 high-circuit row contains a channel conflict

coolant sensor 2 changes faster than its thermal model permits

Bank 1 lean-at-idle evidence comes from the additive trim component

Bank 1 rich-at-idle monitoring uses a learned negative additive correction

Bank 2 lean-at-idle monitoring needs the correct additive trim channel

Why bank 2 throttle stop learning can fail at several different stages

Throttle/Fuel Inhibit B Circuit

Throttle/Fuel Inhibit B Circuit Range/Performance

Throttle/Fuel Inhibit B Circuit Low

Throttle/Fuel Inhibit B Circuit High

Reductant performance uses correlation between dosing, pump effort, and pressure

Bank 2 rich-at-idle evidence is a learned trim result, not a parts diagnosis

high-load lean correction is evaluated after adaptation stabilizes

rich correction uses the lower multiplicative boundary

Bank 2 runs lean in the upper part-load adaptation range

Bank 2 runs rich in the upper part-load adaptation range

A bank 1 lean-biased oxygen-sensor diagnosis based on learned offset

Why a rich-biased bank 1 sensor code can depend on a negative lambda offset

The bank 2 lean-biased sensor check uses an adapted lambda quantity

Bank 2 rich-biased oxygen sensing and the lower lambda-offset boundary