P2080 — Exhaust Gas Temperature Sensor Circuit Range/Performance Bank 1 Sensor 1

Causes

• Failed or out-of-spec EGT sensor (Bank 1, Sensor 1)
• Open, shorted or damaged wiring between EGT sensor and ECM
• Corroded, loose or contaminated connector/pins at the sensor or ECM
• Exhaust leak or physical damage to sensor causing incorrect readings
• Sensor contamination (soot, oil, or metallic deposits)
• Blown fuse or faulty heater supply (if sensor has a heater)

Symptoms

• Malfunction Indicator Lamp (MIL) illuminated
• Reduced engine performance or limp mode depending on strategy
• Reduced or inhibited diesel particulate filter (DPF) regeneration or turbo control issues
• Poor fuel economy or increased emissions
• Stored or pending EGT-related faults and possibly related diagnostic codes

What to check

• Read freeze frame and full live data with a scan tool; note EGT value, heater status, and related PIDs
• Verify the DTC is current and attempt a key-cycle/clear to see if it returns
• Visually inspect sensor, wiring harness and connector for damage, corrosion, soot or exhaust leaks
• Back-probe the sensor connector and monitor signal while engine warms or during commanded regen (if safe)
• Check continuity and resistance of sensor leads to the ECM; check for shorts to ground or battery
• Verify heater supply voltage and ground (if sensor has heater circuit); check associated fuse/relay

Signal parameters

• Sensor type: thermocouple or thermistor style (vehicle-specific). Output should rise as exhaust temperature increases.
• Thermocouple output: typically millivolt range that increases with temperature (consult vehicle spec for exact mV-to-°C conversion).
• ECM-logged EGT PID: normally increases smoothly with load/regen — abrupt jumps, stuck low/high, or out-of-range values indicate a problem.
• Heater circuit (if equipped): commanded ON should show battery voltage at supply pin and low resistance to ground when powered. Heater resistance is typically low (refer to service data).
• Open-circuit: infinite or very high resistance; short-to-ground: near 0 ohms; short-to-voltage: sensor voltage near battery voltage (vehicle-specific).

Similar codes

Causes

• Failed or out-of-spec EGT sensor (Bank 1, Sensor 1)
• Open, shorted or damaged wiring between EGT sensor and ECM
• Corroded, loose or contaminated connector/pins at the sensor or ECM
• Exhaust leak or physical damage to sensor causing incorrect readings
• Sensor contamination (soot, oil, or metallic deposits)
• Blown fuse or faulty heater supply (if sensor has a heater)

Symptoms

• Malfunction Indicator Lamp (MIL) illuminated
• Reduced engine performance or limp mode depending on strategy
• Reduced or inhibited diesel particulate filter (DPF) regeneration or turbo control issues
• Poor fuel economy or increased emissions
• Stored or pending EGT-related faults and possibly related diagnostic codes

What to check

• Read freeze frame and full live data with a scan tool; note EGT value, heater status, and related PIDs
• Verify the DTC is current and attempt a key-cycle/clear to see if it returns
• Visually inspect sensor, wiring harness and connector for damage, corrosion, soot or exhaust leaks
• Back-probe the sensor connector and monitor signal while engine warms or during commanded regen (if safe)
• Check continuity and resistance of sensor leads to the ECM; check for shorts to ground or battery
• Verify heater supply voltage and ground (if sensor has heater circuit); check associated fuse/relay

Signal parameters

• Sensor type: thermocouple or thermistor style (vehicle-specific). Output should rise as exhaust temperature increases.
• Thermocouple output: typically millivolt range that increases with temperature (consult vehicle spec for exact mV-to-°C conversion).
• ECM-logged EGT PID: normally increases smoothly with load/regen — abrupt jumps, stuck low/high, or out-of-range values indicate a problem.
• Heater circuit (if equipped): commanded ON should show battery voltage at supply pin and low resistance to ground when powered. Heater resistance is typically low (refer to service data).
• Open-circuit: infinite or very high resistance; short-to-ground: near 0 ohms; short-to-voltage: sensor voltage near battery voltage (vehicle-specific).

Similar codes

Causes

• Failed or out-of-spec EGT sensor (Bank 1, Sensor 1)
• Open, shorted or damaged wiring between EGT sensor and ECM
• Corroded, loose or contaminated connector/pins at the sensor or ECM
• Exhaust leak or physical damage to sensor causing incorrect readings
• Sensor contamination (soot, oil, or metallic deposits)
• Blown fuse or faulty heater supply (if sensor has a heater)

Symptoms

• Malfunction Indicator Lamp (MIL) illuminated
• Reduced engine performance or limp mode depending on strategy
• Reduced or inhibited diesel particulate filter (DPF) regeneration or turbo control issues
• Poor fuel economy or increased emissions
• Stored or pending EGT-related faults and possibly related diagnostic codes

What to check

• Read freeze frame and full live data with a scan tool; note EGT value, heater status, and related PIDs
• Verify the DTC is current and attempt a key-cycle/clear to see if it returns
• Visually inspect sensor, wiring harness and connector for damage, corrosion, soot or exhaust leaks
• Back-probe the sensor connector and monitor signal while engine warms or during commanded regen (if safe)
• Check continuity and resistance of sensor leads to the ECM; check for shorts to ground or battery
• Verify heater supply voltage and ground (if sensor has heater circuit); check associated fuse/relay

Signal parameters

• Sensor type: thermocouple or thermistor style (vehicle-specific). Output should rise as exhaust temperature increases.
• Thermocouple output: typically millivolt range that increases with temperature (consult vehicle spec for exact mV-to-°C conversion).
• ECM-logged EGT PID: normally increases smoothly with load/regen — abrupt jumps, stuck low/high, or out-of-range values indicate a problem.
• Heater circuit (if equipped): commanded ON should show battery voltage at supply pin and low resistance to ground when powered. Heater resistance is typically low (refer to service data).
• Open-circuit: infinite or very high resistance; short-to-ground: near 0 ohms; short-to-voltage: sensor voltage near battery voltage (vehicle-specific).

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