Code
P1693
BUICK
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
CADILLAC
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
Manual library for CADILLAC
206
Browse 206 CADILLAC manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
CADILLAC
-
CADILLAC: 2021
-
Escalade
- Luxury, 3.0L Eng VIN T, 4WD
- Luxury, 3.0L Eng VIN T, RWD
- Luxury, 6.2L Eng VIN L, 4WD
- Luxury, 6.2L Eng VIN L, RWD
- Premium Luxury, 3.0L Eng VIN T, 4WD
- Premium Luxury, 3.0L Eng VIN T, RWD
- Premium Luxury, 6.2L Eng VIN L, 4WD
- Premium Luxury, 6.2L Eng VIN L, RWD
- Premium Luxury Platinum, 3.0L Eng VIN T, 4WD
- Premium Luxury Platinum, 3.0L Eng VIN T, RWD
- Premium Luxury Platinum, 6.2L Eng VIN L, 4WD
- Premium Luxury Platinum, 6.2L Eng VIN L, RWD
- Sport, 3.0L Eng VIN T, 4WD
- Sport, 3.0L Eng VIN T, RWD
- Sport, 6.2L Eng VIN L, 4WD
- Sport, 6.2L Eng VIN L, RWD
- Sport Platinum, 3.0L Eng VIN T, 4WD
- Sport Platinum, 3.0L Eng VIN T, RWD
- Sport Platinum, 6.2L Eng VIN L, 4WD
- Sport Platinum, 6.2L Eng VIN L, RWD
-
Escalade ESV
- Luxury, 3.0L Eng VIN T, 4WD
- Luxury, 3.0L Eng VIN T, RWD
- Luxury, 6.2L Eng VIN L, 4WD
- Luxury, 6.2L Eng VIN L, RWD
- Premium Luxury, 3.0L Eng VIN T, 4WD
- Premium Luxury, 3.0L Eng VIN T, RWD
- Premium Luxury, 6.2L Eng VIN L, 4WD
- Premium Luxury, 6.2L Eng VIN L, RWD
- Premium Luxury Platinum, 3.0L Eng VIN T, 4WD
- Premium Luxury Platinum, 3.0L Eng VIN T, RWD
- Premium Luxury Platinum, 6.2L Eng VIN L, 4WD
- Premium Luxury Platinum, 6.2L Eng VIN L, RWD
- Sport, 3.0L Eng VIN T, 4WD
- Sport, 3.0L Eng VIN T, RWD
- Sport, 6.2L Eng VIN L, 4WD
- Sport, 6.2L Eng VIN L, RWD
- Sport Platinum, 3.0L Eng VIN T, 4WD
- Sport Platinum, 3.0L Eng VIN T, RWD
- Sport Platinum, 6.2L Eng VIN L, 4WD
- Sport Platinum, 6.2L Eng VIN L, RWD
-
CADILLAC: 2020
-
CADILLAC: 2019
-
CT6
- Luxury, 2.0L Eng VIN K · 2.0L Eng VIN K2019: CT6 Luxury
- Luxury, 3.6L Eng VIN S · 3.6L Eng VIN S2019: CT6 Luxury
- Platinum, 3.0L Eng VIN 6 · 3.0L Eng VIN 62019: CT6 Platinum
- Platinum, 4.2L Eng VIN J · 4.2L Eng VIN J2019: CT6 Platinum
- Premium Luxury, 2.0L Eng VIN K · 2.0L Eng VIN K2019: CT6 Premium Luxury
- Premium Luxury, 3.6L Eng VIN S · 3.6L Eng VIN S2019: CT6 Premium Luxury
- Sport
- V
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Code
P1693
CHEVROLET
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
Manual library for CHEVROLET
456
Browse 456 CHEVROLET manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
CHEVROLET
-
CHEVROLET: 2020
-
Camaro
- LS, Automatic Trans
- LS, Standard Trans
- LT, 2D Convertible, 2.0L Eng VIN X, Automatic Trans
- LT, 2D Convertible, 2.0L Eng VIN X, Standard Trans
- LT, 2D Convertible, 3.6L Eng VIN S, Automatic Trans
- LT, 2D Convertible, 3.6L Eng VIN S, Standard Trans
- LT, 2D Coupe, 2.0L Eng VIN X, Automatic Trans
- LT, 2D Coupe, 2.0L Eng VIN X, Standard Trans
- LT, 2D Coupe, 3.6L Eng VIN S, Automatic Trans
- LT, 2D Coupe, 3.6L Eng VIN S, Standard Trans
- LT1, 2D Convertible, Automatic Trans
- LT1, 2D Convertible, Standard Trans
- LT1, 2D Coupe, Automatic Trans
- LT1, 2D Coupe, Standard Trans
- SS, 2D Convertible, Automatic Trans
- SS, 2D Convertible, Standard Trans
- SS, 2D Coupe, Automatic Trans
- SS, 2D Coupe, Standard Trans
- ZL1, 2D Convertible, Automatic Trans
- ZL1, 2D Convertible, Standard Trans
- ZL1, 2D Coupe, Automatic Trans
- ZL1, 2D Coupe, Standard Trans
-
Colorado
- 2020 Colorado Base
- LT, 4D Pickup Crew Cab, 2.5L Eng VIN A · 2.5L Eng VIN A2020: Colorado LT
- LT, 4D Pickup Crew Cab, 2.8L Eng VIN 1, 4WD
- LT, 4D Pickup Crew Cab, 2.8L Eng VIN 1, RWD
- LT, 4D Pickup Crew Cab, 3.6L Eng VIN N, 4WD
- LT, 4D Pickup Crew Cab, 3.6L Eng VIN N, RWD
- LT, 4D Pickup Extra Cab, 2.5L Eng VIN A, 4WD
- LT, 4D Pickup Extra Cab, 2.5L Eng VIN A, RWD
- LT, 4D Pickup Extra Cab, 3.6L Eng VIN N, 4WD
- LT, 4D Pickup Extra Cab, 3.6L Eng VIN N, RWD
- WT, 4D Pickup Crew Cab, 2.5L Eng VIN A · 2.5L Eng VIN A2020: Colorado WT
- WT, 4D Pickup Crew Cab, 2.8L Eng VIN 1, 4WD
- WT, 4D Pickup Crew Cab, 2.8L Eng VIN 1, RWD
- WT, 4D Pickup Crew Cab, 3.6L Eng VIN N, 4WD
- WT, 4D Pickup Crew Cab, 3.6L Eng VIN N, RWD
- WT, 4D Pickup Extra Cab, 2.5L Eng VIN A, 4WD
- WT, 4D Pickup Extra Cab, 2.5L Eng VIN A, RWD
- WT, 4D Pickup Extra Cab, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Colorado WT
- WT, 4D Pickup Extra Cab, 3.6L Eng VIN N, 4WD
- WT, 4D Pickup Extra Cab, 3.6L Eng VIN N, RWD
- Z71, 4D Pickup Crew Cab, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Colorado Z71
- Z71, 4D Pickup Crew Cab, 3.6L Eng VIN N, 4WD
- Z71, 4D Pickup Crew Cab, 3.6L Eng VIN N, RWD
- Z71, 4D Pickup Extra Cab
- ZR2, 4D Pickup Crew Cab, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Colorado ZR2
- ZR2, 4D Pickup Crew Cab, 3.6L Eng VIN N · 3.6L Eng VIN N2020: Colorado ZR2
- ZR2, 4D Pickup Extra Cab, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Colorado ZR2
- ZR2, 4D Pickup Extra Cab, 3.6L Eng VIN N · 3.6L Eng VIN N2020: Colorado ZR2
-
Corvette
-
Express 2500
- Base, Van Cargo, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 2500 Base
- Base, Van Cargo, 4.3L Eng VIN P, Gas/Ethanol
- Base, Van Cargo, 4.3L Eng VIN P, Gas
- Base, Van Cargo, 6.0L Eng VIN B, Gas/Ethanol/CNG
- Base, Van Cargo, 6.0L Eng VIN B, Gas/Ethanol
- Base, Van Cargo, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 2500 Base
- Base, Van Cargo Extended, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 2500 Base
- Base, Van Cargo Extended, 4.3L Eng VIN P, Gas/Ethanol
- Base, Van Cargo Extended, 4.3L Eng VIN P, Gas
- Base, Van Cargo Extended, 6.0L Eng VIN B, Gas/Ethanol/CNG
- Base, Van Cargo Extended, 6.0L Eng VIN B, Gas/Ethanol
- Base, Van Cargo Extended, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 2500 Base
- LS, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 2500 LS
- LS, 4.3L Eng VIN P, Gas/Ethanol
- LS, 4.3L Eng VIN P, Gas
- LS, 6.0L Eng VIN B, Gas/Ethanol/CNG
- LS, 6.0L Eng VIN B, Gas/Ethanol
- LS, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 2500 LS
- LT, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 2500 LT
- LT, 4.3L Eng VIN P, Gas/Ethanol
- LT, 4.3L Eng VIN P, Gas
- LT, 6.0L Eng VIN B, Gas/Ethanol/CNG
- LT, 6.0L Eng VIN B, Gas/Ethanol
- LT, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 2500 LT
-
Express 3500
- Base, Cutaway, 4.3L Eng VIN P, Gas/Ethanol
- Base, Cutaway, 4.3L Eng VIN P, Gas
- Base, Cutaway, 6.0L Eng VIN B, Gas/Ethanol/CNG
- Base, Cutaway, 6.0L Eng VIN B, Gas
- Base, Cutaway, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 Base
- Base, Van Cargo, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 3500 Base
- Base, Van Cargo, 4.3L Eng VIN P, Gas/Ethanol
- Base, Van Cargo, 4.3L Eng VIN P, Gas
- Base, Van Cargo, 6.0L Eng VIN B, Gas/Ethanol/CNG
- Base, Van Cargo, 6.0L Eng VIN B, Gas/Ethanol
- Base, Van Cargo, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 Base
- Base, Van Cargo Extended, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 3500 Base
- Base, Van Cargo Extended, 4.3L Eng VIN P, Gas/Ethanol
- Base, Van Cargo Extended, 4.3L Eng VIN P, Gas
- Base, Van Cargo Extended, 6.0L Eng VIN B, Gas/Ethanol/CNG
- Base, Van Cargo Extended, 6.0L Eng VIN B, Gas/Ethanol
- Base, Van Cargo Extended, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 Base
- LS, Van Passenger, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 3500 LS
- LS, Van Passenger, 4.3L Eng VIN P, Gas/Ethanol
- LS, Van Passenger, 4.3L Eng VIN P, Gas
- LS, Van Passenger, 6.0L Eng VIN B, Gas/Ethanol/CNG
- LS, Van Passenger, 6.0L Eng VIN B, Gas/Ethanol
- LS, Van Passenger, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 LS
- LS, Van Passenger Extended, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 3500 LS
- LS, Van Passenger Extended, 4.3L Eng VIN P, Gas/Ethanol
- LS, Van Passenger Extended, 4.3L Eng VIN P, Gas
- LS, Van Passenger Extended, 6.0L Eng VIN B, Gas/Ethanol/CNG
- LS, Van Passenger Extended, 6.0L Eng VIN B, Gas/Ethanol
- LS, Van Passenger Extended, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 LS
- LT, Van Passenger, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 3500 LT
- LT, Van Passenger, 4.3L Eng VIN P, Gas/Ethanol
- LT, Van Passenger, 4.3L Eng VIN P, Gas
- LT, Van Passenger, 6.0L Eng VIN B, Gas/Ethanol/CNG
- LT, Van Passenger, 6.0L Eng VIN B, Gas/Ethanol
- LT, Van Passenger, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 LT
- LT, Van Passenger Extended, 2.8L Eng VIN 1 · 2.8L Eng VIN 12020: Express 3500 LT
- LT, Van Passenger Extended, 4.3L Eng VIN P, Gas/Ethanol
- LT, Van Passenger Extended, 4.3L Eng VIN P, Gas
- LT, Van Passenger Extended, 6.0L Eng VIN B, Gas/Ethanol/CNG
- LT, Van Passenger Extended, 6.0L Eng VIN B, Gas/Ethanol
- LT, Van Passenger Extended, 6.0L Eng VIN G · 6.0L Eng VIN G2020: Express 3500 LT
-
Silverado 1500
- Custom, 4D Pickup Crew Cab, 2.7L Eng VIN K, 4WD
- Custom, 4D Pickup Crew Cab, 2.7L Eng VIN K, RWD
- Custom, 4D Pickup Crew Cab, 4.3L Eng VIN H, 4WD
- Custom, 4D Pickup Crew Cab, 4.3L Eng VIN H, RWD
- Custom, 4D Pickup Crew Cab, 5.3L Eng VIN F, 4WD
- Custom, 4D Pickup Crew Cab, 5.3L Eng VIN F, RWD
- Custom, 4D Pickup Extra Cab, 2.7L Eng VIN K, 4WD
- Custom, 4D Pickup Extra Cab, 2.7L Eng VIN K, RWD
- Custom, 4D Pickup Extra Cab, 4.3L Eng VIN H, 4WD
- Custom, 4D Pickup Extra Cab, 4.3L Eng VIN H, RWD
- Custom, 4D Pickup Extra Cab, 5.3L Eng VIN F, 4WD
- Custom, 4D Pickup Extra Cab, 5.3L Eng VIN F, RWD
- Custom Trail Boss, 4D Pickup Crew Cab, 4.3L Eng VIN H · 4.3L Eng VIN H2020: Silverado 1500 Custom Trail Boss
- Custom Trail Boss, 4D Pickup Crew Cab, 5.3L Eng VIN F · 5.3L Eng VIN F2020: Silverado 1500 Custom Trail Boss
- Custom Trail Boss, 4D Pickup Crew Cab, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 Custom Trail Boss
- Custom Trail Boss, 4D Pickup Extra Cab, 4.3L Eng VIN H · 4.3L Eng VIN H2020: Silverado 1500 Custom Trail Boss
- Custom Trail Boss, 4D Pickup Extra Cab, 5.3L Eng VIN F · 5.3L Eng VIN F2020: Silverado 1500 Custom Trail Boss
- Custom Trail Boss, 4D Pickup Extra Cab, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 Custom Trail Boss
- High Country, 3.0L Eng VIN T, 4WD
- High Country, 3.0L Eng VIN T, RWD
- High Country, 5.3L Eng VIN D, 4WD
- High Country, 5.3L Eng VIN D, RWD
- High Country, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 High Country
- LT, 4D Pickup Crew Cab, 2.7L Eng VIN K, 4WD
- LT, 4D Pickup Crew Cab, 2.7L Eng VIN K, RWD
- LT, 4D Pickup Crew Cab, 3.0L Eng VIN T, 4WD
- LT, 4D Pickup Crew Cab, 3.0L Eng VIN T, RWD
- LT, 4D Pickup Crew Cab, 5.3L Eng VIN D, 4WD
- LT, 4D Pickup Crew Cab, 5.3L Eng VIN D, RWD
- LT, 4D Pickup Extra Cab, 2.7L Eng VIN K, 4WD
- LT, 4D Pickup Extra Cab, 2.7L Eng VIN K, RWD
- LT, 4D Pickup Extra Cab, 3.0L Eng VIN T, 4WD
- LT, 4D Pickup Extra Cab, 3.0L Eng VIN T, RWD
- LT, 4D Pickup Extra Cab, 5.3L Eng VIN D, 4WD
- LT, 4D Pickup Extra Cab, 5.3L Eng VIN D, RWD
- LT Trail Boss, 5.3L Eng VIN D · 5.3L Eng VIN D2020: Silverado 1500 LT Trail Boss
- LT Trail Boss, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 LT Trail Boss
- LTZ, 4D Pickup Crew Cab, 3.0L Eng VIN T, 4WD
- LTZ, 4D Pickup Crew Cab, 3.0L Eng VIN T, RWD
- LTZ, 4D Pickup Crew Cab, 5.3L Eng VIN D, 4WD
- LTZ, 4D Pickup Crew Cab, 5.3L Eng VIN D, RWD
- LTZ, 4D Pickup Crew Cab, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 LTZ
- LTZ, 4D Pickup Extra Cab, 3.0L Eng VIN T, 4WD
- LTZ, 4D Pickup Extra Cab, 3.0L Eng VIN T, RWD
- LTZ, 4D Pickup Extra Cab, 5.3L Eng VIN D, 4WD
- LTZ, 4D Pickup Extra Cab, 5.3L Eng VIN D, RWD
- LTZ, 4D Pickup Extra Cab, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 LTZ
- RST, 4D Pickup Crew Cab, 2.7L Eng VIN K, 4WD
- RST, 4D Pickup Crew Cab, 2.7L Eng VIN K, RWD
- RST, 4D Pickup Crew Cab, 3.0L Eng VIN T, 4WD
- RST, 4D Pickup Crew Cab, 3.0L Eng VIN T, RWD
- RST, 4D Pickup Crew Cab, 5.3L Eng VIN D, 4WD
- RST, 4D Pickup Crew Cab, 5.3L Eng VIN D, RWD
- RST, 4D Pickup Crew Cab, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 RST
- RST, 4D Pickup Extra Cab, 2.7L Eng VIN K, 4WD
- RST, 4D Pickup Extra Cab, 2.7L Eng VIN K, RWD
- RST, 4D Pickup Extra Cab, 3.0L Eng VIN T, 4WD
- RST, 4D Pickup Extra Cab, 3.0L Eng VIN T, RWD
- RST, 4D Pickup Extra Cab, 5.3L Eng VIN D, 4WD
- RST, 4D Pickup Extra Cab, 5.3L Eng VIN D, RWD
- RST, 4D Pickup Extra Cab, 6.2L Eng VIN L · 6.2L Eng VIN L2020: Silverado 1500 RST
- SSV, 4WD, Gas
- SSV, 4WD, Gas/Ethanol
- SSV, RWD, Gas
- SSV, RWD, Gas/Ethanol
- WT, 2D Pickup, 4.3L Eng VIN H, 4WD, Gas/Ethanol
- WT, 2D Pickup, 4.3L Eng VIN H, 4WD, Gas
- WT, 2D Pickup, 4.3L Eng VIN H, RWD, Gas/Ethanol
- WT, 2D Pickup, 4.3L Eng VIN H, RWD, Gas
- WT, 2D Pickup, 5.3L Eng VIN F, 4WD, Gas/Ethanol
- WT, 2D Pickup, 5.3L Eng VIN F, 4WD, Gas
- WT, 2D Pickup, 5.3L Eng VIN F, RWD, Gas/Ethanol
- WT, 2D Pickup, 5.3L Eng VIN F, RWD, Gas
- WT, 4D Pickup Crew Cab, 2.7L Eng VIN K, 4WD
- WT, 4D Pickup Crew Cab, 2.7L Eng VIN K, RWD
- WT, 4D Pickup Crew Cab, 4.3L Eng VIN H, 4WD, Gas/Ethanol
- WT, 4D Pickup Crew Cab, 4.3L Eng VIN H, 4WD, Gas
- WT, 4D Pickup Crew Cab, 4.3L Eng VIN H, RWD, Gas/Ethanol
- WT, 4D Pickup Crew Cab, 4.3L Eng VIN H, RWD, Gas
- WT, 4D Pickup Crew Cab, 5.3L Eng VIN F, 4WD, Gas/Ethanol
- WT, 4D Pickup Crew Cab, 5.3L Eng VIN F, 4WD, Gas
- WT, 4D Pickup Crew Cab, 5.3L Eng VIN F, RWD, Gas/Ethanol
- WT, 4D Pickup Crew Cab, 5.3L Eng VIN F, RWD, Gas
- WT, 4D Pickup Extra Cab, 2.7L Eng VIN K, 4WD
- WT, 4D Pickup Extra Cab, 2.7L Eng VIN K, RWD
- WT, 4D Pickup Extra Cab, 4.3L Eng VIN H, 4WD, Gas/Ethanol
- WT, 4D Pickup Extra Cab, 4.3L Eng VIN H, 4WD, Gas
- WT, 4D Pickup Extra Cab, 4.3L Eng VIN H, RWD, Gas/Ethanol
- WT, 4D Pickup Extra Cab, 4.3L Eng VIN H, RWD, Gas
- WT, 4D Pickup Extra Cab, 5.3L Eng VIN F, 4WD, Gas/Ethanol
- WT, 4D Pickup Extra Cab, 5.3L Eng VIN F, 4WD, Gas
- WT, 4D Pickup Extra Cab, 5.3L Eng VIN F, RWD, Gas/Ethanol
- WT, 4D Pickup Extra Cab, 5.3L Eng VIN F, RWD, Gas
-
Silverado 2500 HD
- Custom, 4D Pickup Crew Cab, 4WD
- Custom, 4D Pickup Crew Cab, RWD
- Custom, 4D Pickup Extra Cab, 4WD
- Custom, 4D Pickup Extra Cab, RWD
- High Country, 6.6L Eng VIN 7 · 6.6L Eng VIN 72020: Silverado 2500 HD High Country
- High Country, 6.6L Eng VIN Y · 6.6L Eng VIN Y2020: Silverado 2500 HD High Country
- LT, 2D Pickup, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 2D Pickup, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 2D Pickup, 6.6L Eng VIN 7, RWD
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, RWD
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, RWD
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LTZ, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD
- LTZ, 4D Pickup Crew Cab, 6.6L Eng VIN 7, RWD
- LTZ, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD
- LTZ, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD
- LTZ, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD
- LTZ, 4D Pickup Extra Cab, 6.6L Eng VIN 7, RWD
- LTZ, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD
- LTZ, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD
- WT, 2D Pickup, 6.6L Eng VIN 7, 4WD
- WT, 2D Pickup, 6.6L Eng VIN 7, RWD
- WT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGM
- WT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGU
- WT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, RWD
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, RWD
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
-
Silverado 3500 HD
- High Country, 6.6L Eng VIN 7 · 6.6L Eng VIN 72020: Silverado 3500 HD High Country
- High Country, 6.6L Eng VIN Y · 6.6L Eng VIN Y2020: Silverado 3500 HD High Country
- LT, 2D Cab Chassis, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 2D Cab Chassis, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 2D Cab Chassis, 6.6L Eng VIN 7, RWD
- LT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 2D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 2D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LT, 2D Pickup, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 2D Pickup, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 2D Pickup, 6.6L Eng VIN 7, RWD
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LT, 4D Cab Chassis, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 4D Cab Chassis, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 4D Cab Chassis, 6.6L Eng VIN 7, RWD
- LT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 4D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, RWD
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, RWD
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- LT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- LTZ, 6.6L Eng VIN 7, 4WD
- LTZ, 6.6L Eng VIN 7, RWD
- LTZ, 6.6L Eng VIN Y, 4WD
- LTZ, 6.6L Eng VIN Y, RWD
- WT, 2D Cab Chassis, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- WT, 2D Cab Chassis, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- WT, 2D Cab Chassis, 6.6L Eng VIN 7, RWD
- WT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- WT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- WT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- WT, 2D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- WT, 2D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 2D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- WT, 2D Pickup, 6.6L Eng VIN 7, 4WD
- WT, 2D Pickup, 6.6L Eng VIN 7, RWD
- WT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGM
- WT, 2D Pickup, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGU
- WT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 2D Pickup, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- WT, 4D Cab Chassis, 6.6L Eng VIN 7, 4WD, Automatic T/Case Control
- WT, 4D Cab Chassis, 6.6L Eng VIN 7, 4WD, Part Time T/Case Control
- WT, 4D Cab Chassis, 6.6L Eng VIN 7, RWD
- WT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGM
- WT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Automatic T/Case Control, Trans Mfr CD 10L1000/MGU
- WT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGM
- WT, 4D Cab Chassis, 6.6L Eng VIN Y, 4WD, Part Time T/Case Control, Trans Mfr CD 10L1000/MGU
- WT, 4D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 4D Cab Chassis, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, 4WD
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN 7, RWD
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Crew Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, 4WD
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN 7, RWD
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, 4WD, Trans Mfr CD 10L1000/MGU
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGM
- WT, 4D Pickup Extra Cab, 6.6L Eng VIN Y, RWD, Trans Mfr CD 10L1000/MGU
-
Suburban
- FL, 4WD, Gas
- FL, 4WD, Gas/Ethanol
- FL, RWD, Gas
- FL, RWD, Gas/Ethanol
- LS, 4WD, Gas
- LS, 4WD, Gas/Ethanol
- LS, RWD, Gas
- LS, RWD, Gas/Ethanol
- LT, 4WD, Gas
- LT, 4WD, Gas/Ethanol
- LT, RWD, Gas
- LT, RWD, Gas/Ethanol
- Premier, 5.3L Eng VIN C, 4WD, Gas/Ethanol
- Premier, 5.3L Eng VIN C, 4WD, Gas
- Premier, 5.3L Eng VIN C, RWD, Gas/Ethanol
- Premier, 5.3L Eng VIN C, RWD, Gas
- Premier, 6.2L Eng VIN J, 4WD
- Premier, 6.2L Eng VIN J, RWD
-
Tahoe
- FL, 4WD, Gas
- FL, 4WD, Gas/Ethanol
- FL, RWD, Gas
- FL, RWD, Gas/Ethanol
- LS, 4WD, Gas
- LS, 4WD, Gas/Ethanol
- LS, RWD, Gas
- LS, RWD, Gas/Ethanol
- LT, 4WD, Gas
- LT, 4WD, Gas/Ethanol
- LT, RWD, Gas
- LT, RWD, Gas/Ethanol
- PPV, 4WD, Gas
- PPV, 4WD, Gas/Ethanol
- PPV, RWD, Gas
- PPV, RWD, Gas/Ethanol
- Premier, 5.3L Eng VIN C, 4WD, Gas/Ethanol
- Premier, 5.3L Eng VIN C, 4WD, Gas
- Premier, 5.3L Eng VIN C, RWD, Gas/Ethanol
- Premier, 5.3L Eng VIN C, RWD, Gas
- Premier, 6.2L Eng VIN J, 4WD
- Premier, 6.2L Eng VIN J, RWD
- SSV, Gas
- SSV, Gas/Ethanol
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Code
P1693
CHRYSLER
P — Powertrain
DTC Detected In ECM Or PCM
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
Manual library for CHRYSLER
193
Browse 193 CHRYSLER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
CHRYSLER
-
CHRYSLER: 2024
-
Pacifica
- Hybrid Pinnacle
- Hybrid Premium S Appearance
- Hybrid Road Tripper
- Hybrid S Appearance
- Hybrid Select
- Limited, 4WD, Gas
- Limited, 4WD, Gas/Ethanol
- Limited, FWD, Gas
- Limited, FWD, Gas/Ethanol
- Pinnacle, 4WD, Gas
- Pinnacle, 4WD, Gas/Ethanol
- Pinnacle, FWD, Gas
- Pinnacle, FWD, Gas/Ethanol
- Touring, Gas
- Touring, Gas/Ethanol
- Touring L, 4WD, Gas
- Touring L, 4WD, Gas/Ethanol
- Touring L, FWD, Gas
- Touring L, FWD, Gas/Ethanol
-
Voyager
-
-
CHRYSLER: 2023
-
Pacifica
- Hybrid Limited
- Hybrid Pinnacle
- Hybrid Touring L
- Limited, 4WD, Gas
- Limited, 4WD, Gas/Ethanol
- Limited, FWD, Gas
- Limited, FWD, Gas/Ethanol
- Pinnacle, 4WD, Gas
- Pinnacle, 4WD, Gas/Ethanol
- Pinnacle, FWD, Gas
- Pinnacle, FWD, Gas/Ethanol
- Touring, Gas
- Touring, Gas/Ethanol
- Touring L, 4WD, Gas
- Touring L, 4WD, Gas/Ethanol
- Touring L, FWD, Gas
- Touring L, FWD, Gas/Ethanol
-
Voyager
-
CHRYSLER: 2022
-
Pacifica
- Hybrid Limited
- Hybrid Pinnacle
- Hybrid Touring L
- Limited, 4WD, Gas
- Limited, 4WD, Gas/Ethanol
- Limited, FWD, Gas
- Limited, FWD, Gas/Ethanol
- Pinnacle, 4WD, Gas
- Pinnacle, 4WD, Gas/Ethanol
- Pinnacle, FWD, Gas
- Pinnacle, FWD, Gas/Ethanol
- Touring, 4WD, Gas
- Touring, 4WD, Gas/Ethanol
- Touring, FWD, Gas
- Touring, FWD, Gas/Ethanol
- Touring L, 4WD, Gas
- Touring L, 4WD, Gas/Ethanol
- Touring L, FWD, Gas
- Touring L, FWD, Gas/Ethanol
-
Voyager
-
CHRYSLER: 2021
-
Pacifica
- Hybrid Limited
- Hybrid Pinnacle
- Hybrid Touring
- Hybrid Touring L
- Limited, 4WD, Gas
- Limited, 4WD, Gas/Ethanol
- Limited, FWD, Gas
- Limited, FWD, Gas/Ethanol
- Pinnacle, 4WD, Gas
- Pinnacle, 4WD, Gas/Ethanol
- Pinnacle, FWD, Gas
- Pinnacle, FWD, Gas/Ethanol
- Touring, 4WD, Gas
- Touring, 4WD, Gas/Ethanol
- Touring, FWD, Gas
- Touring, FWD, Gas/Ethanol
- Touring L, 4WD, Gas
- Touring L, 4WD, Gas/Ethanol
- Touring L, FWD, Gas
- Touring L, FWD, Gas/Ethanol
-
CHRYSLER: 2020
-
300
- C
- Limited, 4WD, Gas
- Limited, 4WD, Gas/Ethanol
- Limited, RWD, Gas
- Limited, RWD, Gas/Ethanol
- S, 3.6L Eng VIN G, 4WD, Gas/Ethanol
- S, 3.6L Eng VIN G, 4WD, Gas
- S, 3.6L Eng VIN G, RWD, Gas/Ethanol
- S, 3.6L Eng VIN G, RWD, Gas
- S, 5.7L Eng VIN T · 5.7L Eng VIN T2020: 300 S
- Touring, 4WD, Gas
- Touring, 4WD, Gas/Ethanol
- Touring, RWD, Gas
- Touring, RWD, Gas/Ethanol
- Touring L, 4WD, Gas
- Touring L, 4WD, Gas/Ethanol
- Touring L, RWD, Gas
- Touring L, RWD, Gas/Ethanol
-
-
CHRYSLER: 2019
-
300
- C
- Limited, 4WD, Gas
- Limited, 4WD, Gas/Ethanol
- Limited, RWD, Gas
- Limited, RWD, Gas/Ethanol
- S, 3.6L Eng VIN G, 4WD, Gas/Ethanol
- S, 3.6L Eng VIN G, 4WD, Gas
- S, 3.6L Eng VIN G, RWD, Gas/Ethanol
- S, 3.6L Eng VIN G, RWD, Gas
- S, 5.7L Eng VIN T · 5.7L Eng VIN T2019: 300 S
- Touring, 4WD, Gas
- Touring, 4WD, Gas/Ethanol
- Touring, RWD, Gas
- Touring, RWD, Gas/Ethanol
- Touring L, 4WD, Gas
- Touring L, 4WD, Gas/Ethanol
- Touring L, RWD, Gas
- Touring L, RWD, Gas/Ethanol
-
Pacifica
-
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Code
P1693
DODGE
P — Powertrain
DTC Detected In ECM Or PCM
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
GM
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
GMC
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
HUMMER
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
Manual library for HUMMER
138
Browse 138 HUMMER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
HUMMER
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HUMMER: 1993
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Code
P1693
JEEP
P — Powertrain
DTC Detected In ECM Or PCM
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
KIA
P — Powertrain
MIL Circuit Malfunction
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
Manual library for KIA
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Code
P1693
MAZDA
P — Powertrain
Turbo Charge Control Circuit
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
MINI
P — Powertrain
Electronic throttle control monitor level 2/3 - motorised throttle control and fuel injection switch off B
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
OLDSMOBILE
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
Other
P — Powertrain
Turbo Charge Control Circuit Malfunction
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
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Code
P1693
PLYMOUTH
P — Powertrain
DTC Detected In ECM Or PCM
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
PONTIAC
P — Powertrain
DTC Detected In ECM Or PCM
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
PORSCHE
P — Powertrain
MIL (Check Engine)
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
Repair manuals
Manual library for PORSCHE
136
Browse 136 PORSCHE manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
PORSCHE
-
PORSCHE: 2021
-
718 Spyder
-
911
- Carrera, 2D Convertible
- Carrera, 2D Coupe
- Carrera 4, 2D Convertible
- Carrera 4, 2D Coupe
- Carrera 4S, 2D Convertible, Automatic DCT Trans
- Carrera 4S, 2D Convertible, Standard Trans
- Carrera 4S, 2D Coupe, Automatic DCT Trans
- Carrera 4S, 2D Coupe, Standard Trans
- Carrera S, 2D Convertible, Automatic DCT Trans
- Carrera S, 2D Convertible, Standard Trans
- Carrera S, 2D Coupe, Automatic DCT Trans
- Carrera S, 2D Coupe, Standard Trans
- Targa 4
- Targa 4S, Automatic DCT Trans
- Targa 4S, Standard Trans
- Targa 4S Heritage Design Ed., Automatic DCT Trans
- Targa 4S Heritage Design Ed., Standard Trans
- Turbo, 2D Convertible
- Turbo, 2D Coupe
- Turbo S, 2D Convertible
- Turbo S, 2D Coupe
-
Cayenne
- Base, 4D Utility Coupe
- Base, 4D Utility Wagon
- E-Hybrid, 4D Utility Coupe
- E-Hybrid, 4D Utility Wagon
- GTS, 4D Utility Coupe
- GTS, 4D Utility Wagon
- S, 4D Utility Coupe
- S, 4D Utility Wagon
- Turbo, 4D Utility Coupe
- Turbo, 4D Utility Wagon
- Turbo S E-Hybrid, 4D Utility Coupe
- Turbo S E-Hybrid, 4D Utility Wagon
-
Macan
-
PORSCHE: 2020
-
718 Spyder
-
Macan
-
Panamera
- 4
- 4 E-Hybrid
- 4 E-Hybrid Executive
- 4 E-Hybrid Sport Turismo
- 4 Executive
- 4 Sport Turismo
- 4S
- 4S Executive
- 4S Executive
- 4S Executive
- 4S Sport Turismo
- 2020 Panamera Base
- GTS
- GTS Sport Turismo
- Turbo
- Turbo Executive
- Turbo S E-Hybrid
- Turbo S E-Hybrid Executive
- Turbo S E-Hybrid Sport Turismo
- Turbo Sport Turismo
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Code
P1693
SAAB
P — Powertrain
Check Engine Light Short To B+
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Code
P1693
SATURN
P — Powertrain
Tachometer Circuit Low Voltage
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Similar codes
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Code
P1693
VOLKSWAGEN
P — Powertrain
MIL Short To B+
AI status
Completed
Completed
100%
Causes
- Open, high-resistance, or shorted tachometer signal wire between ECM/ignition module and instrument cluster
- Poor or missing ground at the instrument cluster or ECM
- Corroded or loose connector pins at ECM, ignition module, or cluster
- Failed instrument cluster (tachometer gauge electronics)
- Faulty ECM/ignition module output driver
- Low system voltage or charging system problem affecting signal amplitude
Symptoms
- Tachometer reads low, erratic, or stays at zero
- Instrument cluster RPM display (if present) incorrect or blank
- Possible illumination of a related dash warning or stored codes
- Cruise control or shift logic (on some vehicles) may act abnormally if RPM signal is used
What to check
- Scan for stored/related codes and view live engine RPM vs. cluster RPM on a scan tool
- Verify battery and charging system voltage at key-on and engine running
- Visually inspect connectors and wiring for damage, corrosion, or loose pins at ECM, ignition module, and instrument cluster
- Backprobe tach signal pin at the cluster and at the ECM/ignition module to compare voltages
- Check grounds at the instrument cluster and ECM for good continuity and low resistance
- Use an oscilloscope to inspect the tach signal waveform for correct amplitude and frequency
Signal parameters
- Tach signal is typically a pulsed square wave whose frequency is proportional to engine RPM
- Amplitude varies by design—common ranges: 0–5 V or 0–12 V pulses depending on vehicle/ignition type
- At idle the pulse frequency is relatively low (varies by engine and number of ignition events per revolution); frequency should scale linearly with RPM
- Signal should be clean, consistent, and return to a defined low level between pulses (no constant low voltage)
Diagnostic algorithm
- Retrieve freeze-frame and related DTCs. Note conditions when the code set (engine speed, battery voltage, key state).
- Reproduce problem with a scan tool connected. Compare engine RPM from the PCM/ECM with the instrument cluster tach reading. If PCM RPM is correct but cluster is wrong, suspect cluster/wiring.
- With key on/engine off, verify cluster power supply and ground circuits have proper voltage and continuity.
- Backprobe the tach signal pin at the instrument cluster and at the ECM/ignition module. Verify presence and amplitude of pulses while cranking/running.
- If signal amplitude is low at the cluster but normal at the ECM, check continuity and resistance of the wiring harness between ECM and cluster; repair wiring or connectors as required.
- If signal is low or missing at the ECM/ignition module, inspect the ignition pickup/crank sensor and the module output. Use an oscilloscope to confirm waveform. Repair or replace failed module/sensor as required.
- Repair any corroded/loose connectors, improve grounds, and replace damaged wiring. Clear codes and verify repair by running vehicle and confirming tach reads correctly and code does not return.
- If wiring and sensors are good but signal still missing, consider instrument cluster replacement only after confirming lack of signal into the cluster and correct function of upstream components.
Likely causes
- Faulty connection or wiring between ECM/ignition module and instrument cluster
- Corroded/loose connector at instrument cluster
- Faulty instrument cluster tach driver
- Weak/absent signal from crank or ignition module (rare but possible)
Fault status
Status
Tachometer circuit voltage below expected threshold. Instrument cluster RPM signal is low or absent; verify wiring, grounds, sensor output, and cluster electronics.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Repair manuals
Manual library for VOLKSWAGEN
626
Browse 626 VOLKSWAGEN manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
VOLKSWAGEN
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VOLKSWAGEN: 2022
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Atlas Cross Sport
- SE, 2.0L Eng VIN C, AWD
- SE, 2.0L Eng VIN C, FWD
- SE, 3.6L Eng VIN E, AWD
- SE, 3.6L Eng VIN E, FWD
- SEL, 2.0L Eng VIN C · 2.0L Eng VIN C2022: Atlas Cross Sport SEL
- SEL, 3.6L Eng VIN E · 3.6L Eng VIN E2022: Atlas Cross Sport SEL
- SEL Premium R-Line
- SEL R-Line, 2.0L Eng VIN C · 2.0L Eng VIN C2022: Atlas Cross Sport SEL R-Line
- SEL R-Line, 3.6L Eng VIN E · 3.6L Eng VIN E2022: Atlas Cross Sport SEL R-Line
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Golf R
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Passat
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VOLKSWAGEN: 2021
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Atlas
- S, AWD
- S, FWD
- SE, 2.0L Eng VIN P, AWD
- SE, 2.0L Eng VIN P, FWD
- SE, 3.6L Eng VIN R, AWD
- SE, 3.6L Eng VIN R, FWD
- SEL, 2.0L Eng VIN P · 2.0L Eng VIN P2021: Atlas SEL
- SEL, 3.6L Eng VIN R, AWD
- SEL, 3.6L Eng VIN R, FWD
- SEL Premium, 2.0L Eng VIN P · 2.0L Eng VIN P2021: Atlas SEL Premium
- SEL Premium, 3.6L Eng VIN R · 3.6L Eng VIN R2021: Atlas SEL Premium
- SEL Premium R-Line
- SEL R-Line, AWD
- SEL R-Line, FWD
- SE R-Line, AWD
- SE R-Line, FWD
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Atlas Cross Sport
- S, AWD
- S, FWD
- SE, 2.0L Eng VIN C, AWD
- SE, 2.0L Eng VIN C, FWD
- SE, 3.6L Eng VIN E, AWD
- SE, 3.6L Eng VIN E, FWD
- SEL, 2.0L Eng VIN C · 2.0L Eng VIN C2021: Atlas Cross Sport SEL
- SEL, 3.6L Eng VIN E, AWD
- SEL, 3.6L Eng VIN E, FWD
- SEL Premium, 2.0L Eng VIN C · 2.0L Eng VIN C2021: Atlas Cross Sport SEL Premium
- SEL Premium, 3.6L Eng VIN E · 3.6L Eng VIN E2021: Atlas Cross Sport SEL Premium
- SEL Premium R-Line
- SEL R-Line, AWD
- SEL R-Line, FWD
- SE R-Line, AWD
- SE R-Line, FWD
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VOLKSWAGEN: 2020
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Atlas
- S, 2.0L Eng VIN P · 2.0L Eng VIN P2020: Atlas S
- S, 3.6L Eng VIN R · 3.6L Eng VIN R2020: Atlas S
- SE, 2.0L Eng VIN P · 2.0L Eng VIN P2020: Atlas SE
- SE, 3.6L Eng VIN R, AWD
- SE, 3.6L Eng VIN R, FWD
- SEL, 2.0L Eng VIN P · 2.0L Eng VIN P2020: Atlas SEL
- SEL, 3.6L Eng VIN R, AWD
- SEL, 3.6L Eng VIN R, FWD
- SEL Premium
- SEL R-Line, AWD
- SEL R-Line, FWD
- SE R-Line, AWD
- SE R-Line, FWD
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Atlas Cross Sport
- S, AWD
- S, FWD
- SE, 2.0L Eng VIN C, AWD
- SE, 2.0L Eng VIN C, FWD
- SE, 3.6L Eng VIN E, AWD
- SE, 3.6L Eng VIN E, FWD
- SEL, 2.0L Eng VIN C, AWD
- SEL, 2.0L Eng VIN C, FWD
- SEL, 3.6L Eng VIN E, AWD
- SEL, 3.6L Eng VIN E, FWD
- SEL Premium
- SEL Premium R-Line
- SEL R-Line, AWD
- SEL R-Line, FWD
- SE R-Line, AWD
- SE R-Line, FWD
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Jetta
- GLI Autobahn, Automatic DCT Trans
- GLI Autobahn, Standard Trans
- GLI S, Automatic DCT Trans
- GLI S, Standard Trans
- R-Line, 1.4L Eng VIN 5, Automatic Trans
- R-Line, 1.4L Eng VIN 5, Standard Trans
- R-Line, 1.4L Eng VIN B · 1.4L Eng VIN B2020: Jetta R-Line
- S, 1.4L Eng VIN 5, Automatic Trans
- S, 1.4L Eng VIN 5, Standard Trans
- S, 1.4L Eng VIN B · 1.4L Eng VIN B2020: Jetta S
- SE, 1.4L Eng VIN 5 · 1.4L Eng VIN 52020: Jetta SE
- SE, 1.4L Eng VIN B · 1.4L Eng VIN B2020: Jetta SE
- SEL, 1.4L Eng VIN 5 · 1.4L Eng VIN 52020: Jetta SEL
- SEL, 1.4L Eng VIN B · 1.4L Eng VIN B2020: Jetta SEL
- SEL Premium, 1.4L Eng VIN 5 · 1.4L Eng VIN 52020: Jetta SEL Premium
- SEL Premium, 1.4L Eng VIN B · 1.4L Eng VIN B2020: Jetta SEL Premium
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VOLKSWAGEN: 2019
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e-Golf
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Golf Alltrack
- S, Eng CD CXBA, Automatic DCT Trans
- S, Eng CD CXBA, Standard Trans
- S, Eng CD CXBB, Automatic DCT Trans
- S, Eng CD CXBB, Standard Trans
- SE, Eng CD CXBA, Automatic DCT Trans
- SE, Eng CD CXBA, Standard Trans
- SE, Eng CD CXBB, Automatic DCT Trans
- SE, Eng CD CXBB, Standard Trans
- SEL, Eng CD CXBA, Automatic DCT Trans
- SEL, Eng CD CXBA, Standard Trans
- SEL, Eng CD CXBB, Automatic DCT Trans
- SEL, Eng CD CXBB, Standard Trans
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Jetta
- GLI 35th Anniversary Edition, Automatic DCT Trans
- GLI 35th Anniversary Edition, Standard Trans
- GLI Autobahn, Automatic DCT Trans
- GLI Autobahn, Standard Trans
- GLI S, Automatic DCT Trans
- GLI S, Standard Trans
- R-Line, 1.4L Eng VIN 5 · 1.4L Eng VIN 52019: Jetta R-Line
- R-Line, 1.4L Eng VIN B · 1.4L Eng VIN B2019: Jetta R-Line
- S, 1.4L Eng VIN 5, Automatic Trans
- S, 1.4L Eng VIN 5, Standard Trans
- S, 1.4L Eng VIN B · 1.4L Eng VIN B2019: Jetta S
- SE, 1.4L Eng VIN 5 · 1.4L Eng VIN 52019: Jetta SE
- SE, 1.4L Eng VIN B · 1.4L Eng VIN B2019: Jetta SE
- SEL, 1.4L Eng VIN 5 · 1.4L Eng VIN 52019: Jetta SEL
- SEL, 1.4L Eng VIN B · 1.4L Eng VIN B2019: Jetta SEL
- SEL Premium, 1.4L Eng VIN 5 · 1.4L Eng VIN 52019: Jetta SEL Premium
- SEL Premium, 1.4L Eng VIN B · 1.4L Eng VIN B2019: Jetta SEL Premium
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VOLKSWAGEN: 2018
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Atlas
- Launch Edition, AWD
- Launch Edition, FWD
- S, 2.0L Eng VIN P · 2.0L Eng VIN P2018: Atlas S
- S, 3.6L Eng VIN R, AWD
- S, 3.6L Eng VIN R, FWD
- SE, 2.0L Eng VIN P · 2.0L Eng VIN P2018: Atlas SE
- SE, 3.6L Eng VIN R, AWD
- SE, 3.6L Eng VIN R, FWD
- SEL, 2.0L Eng VIN P · 2.0L Eng VIN P2018: Atlas SEL
- SEL, 3.6L Eng VIN R, AWD
- SEL, 3.6L Eng VIN R, FWD
- SEL Premium, AWD
- SEL Premium, FWD
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e-Golf
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Golf Alltrack
- S, Eng CD CXBA, Automatic DCT Trans
- S, Eng CD CXBA, Standard Trans
- S, Eng CD CXBB, Automatic DCT Trans
- S, Eng CD CXBB, Standard Trans
- SE, Eng CD CXBA, Automatic DCT Trans
- SE, Eng CD CXBA, Standard Trans
- SE, Eng CD CXBB, Automatic DCT Trans
- SE, Eng CD CXBB, Standard Trans
- SEL, Eng CD CXBA
- SEL, Eng CD CXBB
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Jetta
- GLI, Eng CD CPLA
- GLI, Eng CD CPPA
- S, 1.4L Eng VIN 6, Automatic Trans
- S, 1.4L Eng VIN 6, Standard Trans
- S, 1.4L Eng VIN B, Automatic Trans
- S, 1.4L Eng VIN B, Standard Trans
- SE, 1.4L Eng VIN 6, Automatic Trans
- SE, 1.4L Eng VIN 6, Standard Trans
- SE, 1.4L Eng VIN B, Automatic Trans
- SE, 1.4L Eng VIN B, Standard Trans
- SEL, Eng CD CPKA
- SEL, Eng CD CPRA
- SE Sport, Eng CD CPKA
- SE Sport, Eng CD CPRA
- Wolfsburg Edition, 1.4L Eng VIN 6, Automatic Trans
- Wolfsburg Edition, 1.4L Eng VIN 6, Standard Trans
- Wolfsburg Edition, 1.4L Eng VIN B, Automatic Trans
- Wolfsburg Edition, 1.4L Eng VIN B, Standard Trans
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VOLKSWAGEN: 2017
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e-Golf
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Golf
- S, Eng CD CXBA, Automatic Trans
- S, Eng CD CXBA, Standard Trans
- S, Eng CD CXBB, Automatic Trans
- S, Eng CD CXBB, Standard Trans
- Wolfsburg Edition, Eng CD CXBA, Automatic Trans
- Wolfsburg Edition, Eng CD CXBA, Standard Trans
- Wolfsburg Edition, Eng CD CXBB, Automatic Trans
- Wolfsburg Edition, Eng CD CXBB, Standard Trans
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Golf Alltrack
- S, Eng CD CXBA, Automatic DCT Trans
- S, Eng CD CXBA, Standard Trans
- S, Eng CD CXBB, Automatic DCT Trans
- S, Eng CD CXBB, Standard Trans
- SE, Eng CD CXBA, Automatic DCT Trans
- SE, Eng CD CXBA, Standard Trans
- SE, Eng CD CXBB, Automatic DCT Trans
- SE, Eng CD CXBB, Standard Trans
- SEL, Eng CD CXBA
- SEL, Eng CD CXBB
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Golf SportWagen
- S, Eng CD CXBA, AWD, Automatic DCT Trans
- S, Eng CD CXBA, AWD, Standard Trans
- S, Eng CD CXBA, FWD, Automatic Trans
- S, Eng CD CXBA, FWD, Standard Trans
- S, Eng CD CXBB, AWD, Automatic DCT Trans
- S, Eng CD CXBB, AWD, Standard Trans
- S, Eng CD CXBB, FWD, Automatic Trans
- S, Eng CD CXBB, FWD, Standard Trans
- SE, Eng CD CXBA
- SE, Eng CD CXBB
- SEL, Eng CD CXBA
- SEL, Eng CD CXBB
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Jetta
- GLI, Automatic DCT Trans
- GLI, Standard Trans
- S, 1.4L Eng VIN 6, Automatic Trans
- S, 1.4L Eng VIN 6, Standard Trans
- S, 1.4L Eng VIN B, Automatic Trans
- S, 1.4L Eng VIN B, Standard Trans
- SE, 1.4L Eng VIN 6, Automatic Trans
- SE, 1.4L Eng VIN 6, Standard Trans
- SE, 1.4L Eng VIN B, Automatic Trans
- SE, 1.4L Eng VIN B, Standard Trans
- SEL
- Sport
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Touareg
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VOLKSWAGEN: 2016
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Beetle
- Denim, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle Denim
- Denim, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle Denim
- Dune, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle Dune
- Dune, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle Dune
- Fleet Edition
- R-Line S, 2.0L Eng VIN S, Automatic DCT Trans
- R-Line S, 2.0L Eng VIN S, Standard Trans
- R-Line S, 2.0L Eng VIN T, Automatic DCT Trans
- R-Line S, 2.0L Eng VIN T, Standard Trans
- R-Line SE, 2D Convertible, 2.0L Eng VIN S, Automatic DCT Trans
- R-Line SE, 2D Convertible, 2.0L Eng VIN S, Standard Trans
- R-Line SE, 2D Convertible, 2.0L Eng VIN T, Automatic DCT Trans
- R-Line SE, 2D Convertible, 2.0L Eng VIN T, Standard Trans
- R-Line SE, 2D Hatchback, 2.0L Eng VIN S, Automatic DCT Trans
- R-Line SE, 2D Hatchback, 2.0L Eng VIN S, Standard Trans
- R-Line SE, 2D Hatchback, 2.0L Eng VIN T, Automatic DCT Trans
- R-Line SE, 2D Hatchback, 2.0L Eng VIN T, Standard Trans
- R-Line SEL, 2D Convertible, 2.0L Eng VIN S, Automatic DCT Trans
- R-Line SEL, 2D Convertible, 2.0L Eng VIN S, Standard Trans
- R-Line SEL, 2D Convertible, 2.0L Eng VIN T, Automatic DCT Trans
- R-Line SEL, 2D Convertible, 2.0L Eng VIN T, Standard Trans
- R-Line SEL, 2D Hatchback, 2.0L Eng VIN S, Automatic DCT Trans
- R-Line SEL, 2D Hatchback, 2.0L Eng VIN S, Standard Trans
- R-Line SEL, 2D Hatchback, 2.0L Eng VIN T, Automatic DCT Trans
- R-Line SEL, 2D Hatchback, 2.0L Eng VIN T, Standard Trans
- S, 2D Convertible, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle S
- S, 2D Convertible, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle S
- S, 2D Hatchback, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle S
- S, 2D Hatchback, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle S
- SE, 2D Convertible, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle SE
- SE, 2D Convertible, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle SE
- SE, 2D Hatchback, 1.8L Eng VIN 0, Automatic Trans
- SE, 2D Hatchback, 1.8L Eng VIN 0, Standard Trans
- SE, 2D Hatchback, 1.8L Eng VIN 1, Automatic Trans
- SE, 2D Hatchback, 1.8L Eng VIN 1, Standard Trans
- SEL, 2D Convertible, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle SEL
- SEL, 2D Convertible, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle SEL
- SEL, 2D Hatchback, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle SEL
- SEL, 2D Hatchback, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle SEL
- Wolfsburg Edition, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Beetle Wolfsburg Edition
- Wolfsburg Edition, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Beetle Wolfsburg Edition
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CC
- R-Line, 2.0L Eng VIN N, Automatic DCT Trans
- R-Line, 2.0L Eng VIN N, Standard Trans
- R-Line, 2.0L Eng VIN P, Automatic DCT Trans
- R-Line, 2.0L Eng VIN P, Standard Trans
- R-Line Executive, 2.0L Eng VIN N · 2.0L Eng VIN N2016: CC R-Line Executive
- R-Line Executive, 2.0L Eng VIN P · 2.0L Eng VIN P2016: CC R-Line Executive
- Sport, 2.0L Eng VIN N · 2.0L Eng VIN N2016: CC Sport
- Sport, 2.0L Eng VIN P · 2.0L Eng VIN P2016: CC Sport
- Trend, 2.0L Eng VIN N, Automatic DCT Trans
- Trend, 2.0L Eng VIN N, Standard Trans
- Trend, 2.0L Eng VIN P, Automatic DCT Trans
- Trend, 2.0L Eng VIN P, Standard Trans
- V6 Executive 4Motion
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e-Golf
-
Golf
- Base, Eng CD CXBA, Automatic Trans
- Base, Eng CD CXBA, Standard Trans
- Base, Eng CD CXBB, Automatic Trans
- Base, Eng CD CXBB, Standard Trans
- S, 2D Hatchback, Eng CD CXBA, Automatic Trans
- S, 2D Hatchback, Eng CD CXBA, Standard Trans
- S, 2D Hatchback, Eng CD CXBB, Automatic Trans
- S, 2D Hatchback, Eng CD CXBB, Standard Trans
- S, 4D Hatchback, Eng CD CXBA, Automatic Trans
- S, 4D Hatchback, Eng CD CXBA, Standard Trans
- S, 4D Hatchback, Eng CD CXBB, Automatic Trans
- S, 4D Hatchback, Eng CD CXBB, Standard Trans
- SE, Eng CD CXBA
- SE, Eng CD CXBB
- SEL, Eng CD CXBA
- SEL, Eng CD CXBB
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GTI
- Autobahn, 2.0L Eng VIN 4, Automatic DCT Trans
- Autobahn, 2.0L Eng VIN 4, Standard Trans
- Autobahn, 2.0L Eng VIN T, Automatic DCT Trans
- Autobahn, 2.0L Eng VIN T, Standard Trans
- S, 2D Hatchback, 2.0L Eng VIN 4, Automatic DCT Trans
- S, 2D Hatchback, 2.0L Eng VIN 4, Standard Trans
- S, 2D Hatchback, 2.0L Eng VIN T, Automatic DCT Trans
- S, 2D Hatchback, 2.0L Eng VIN T, Standard Trans
- S, 4D Hatchback, 2.0L Eng VIN 4, Automatic DCT Trans
- S, 4D Hatchback, 2.0L Eng VIN 4, Standard Trans
- S, 4D Hatchback, 2.0L Eng VIN T, Automatic DCT Trans
- S, 4D Hatchback, 2.0L Eng VIN T, Standard Trans
- SE, 2D Hatchback, 2.0L Eng VIN 4, Automatic DCT Trans
- SE, 2D Hatchback, 2.0L Eng VIN 4, Standard Trans
- SE, 2D Hatchback, 2.0L Eng VIN T, Automatic DCT Trans
- SE, 2D Hatchback, 2.0L Eng VIN T, Standard Trans
- SE, 4D Hatchback, 2.0L Eng VIN 4, Automatic DCT Trans
- SE, 4D Hatchback, 2.0L Eng VIN 4, Standard Trans
- SE, 4D Hatchback, 2.0L Eng VIN T, Automatic DCT Trans
- SE, 4D Hatchback, 2.0L Eng VIN T, Standard Trans
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Jetta
- GLI SE, 2.0L Eng VIN S, Automatic DCT Trans
- GLI SE, 2.0L Eng VIN S, Standard Trans
- GLI SE, 2.0L Eng VIN T, Automatic DCT Trans
- GLI SE, 2.0L Eng VIN T, Standard Trans
- GLI SEL, 2.0L Eng VIN S, Automatic DCT Trans
- GLI SEL, 2.0L Eng VIN S, Standard Trans
- GLI SEL, 2.0L Eng VIN T, Automatic DCT Trans
- GLI SEL, 2.0L Eng VIN T, Standard Trans
- Hybrid SEL Premium
- S, Automatic Trans
- S, Standard Trans
- SE, Automatic Trans
- SE, Standard Trans
- SEL, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Jetta SEL
- SEL, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Jetta SEL
- SEL Premium, 1.8L Eng VIN 0 · 1.8L Eng VIN 02016: Jetta SEL Premium
- SEL Premium, 1.8L Eng VIN 1 · 1.8L Eng VIN 12016: Jetta SEL Premium
- Sport, 1.8L Eng VIN 0, Automatic Trans
- Sport, 1.8L Eng VIN 0, Standard Trans
- Sport, 1.8L Eng VIN 1, Automatic Trans
- Sport, 1.8L Eng VIN 1, Standard Trans
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Passat
- R-Line, 1.8L Eng VIN S · 1.8L Eng VIN S2016: Passat R-Line
- R-Line, 1.8L Eng VIN T · 1.8L Eng VIN T2016: Passat R-Line
- S, 1.8L Eng VIN S · 1.8L Eng VIN S2016: Passat S
- S, 1.8L Eng VIN T · 1.8L Eng VIN T2016: Passat S
- SE, 1.8L Eng VIN S · 1.8L Eng VIN S2016: Passat SE
- SE, 1.8L Eng VIN T · 1.8L Eng VIN T2016: Passat SE
- SEL, 1.8L Eng VIN S · 1.8L Eng VIN S2016: Passat SEL
- SEL, 1.8L Eng VIN T · 1.8L Eng VIN T2016: Passat SEL
- SEL Premium, 1.8L Eng VIN S · 1.8L Eng VIN S2016: Passat SEL Premium
- SEL Premium, 1.8L Eng VIN T · 1.8L Eng VIN T2016: Passat SEL Premium
- SEL Premium, 3.6L Eng VIN M · 3.6L Eng VIN M2016: Passat SEL Premium
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