When the throttle‑by‑wire system cannot confirm that Pedal Position Sensor B has fully closed, the power‑train control module flags P2113. Drivers typically notice the check‑engine illumination accompanied by an idle that wavers or a throttle that feels sluggish. The fault often appears during the first few minutes after start‑up and may linger until the engine is turned off. Because the PCM relies on accurate pedal feedback to command fuel and spark, any deviation can limit power output and trigger a limp‑mode condition. Early identification prevents prolonged limp‑mode operation and protects downstream components.
Sensor B provides the “minimum stop” signal that tells the PCM the throttle is fully closed. Internal wear, contamination, or electronic failure can prevent the sensor from reaching the calibrated zero‑position voltage (typically ~0.5 V). When the PCM reads a value above the minimum threshold, it stores P2113.
The sensor’s signal travels through a dedicated harness. Corrosion, frayed conductors, or a loose connector can introduce resistance that skews the voltage reading. Even a minor grounding issue can keep the PCM from seeing the true closed‑throttle voltage.
Modern PCM software contains a calibration table that defines the acceptable minimum‑stop voltage range. A corrupted flash memory segment or an outdated calibration file can cause the PCM to misinterpret a perfectly good sensor signal as a fault.
If the PCM’s internal analog‑to‑digital converter or its communication bus (CAN) is compromised, the sensor data may never reach the control logic. This scenario is less common but can arise from water intrusion, solder joint fatigue, or previous unsuccessful re‑programming attempts.
– Connect a scan tool capable of displaying Pedal Position Sensor A and B voltages.
– Verify that Sensor B voltage is at or below the manufacturer’s minimum‑stop specification (usually <0.6 V) when the pedal is released.
– Switch Sensor B input to the Sensor A channel (or vice‑versa) using the scan‑tool’s “sensor swap” function, if available.
– If the fault follows the sensor input, the sensor itself is suspect.
– Visually examine the pedal‑sensor harness for chafing, corrosion, or broken pins.
– Use a multimeter to check continuity from the sensor connector to the PCM pin; resistance should be <0.5 Ω.
– Clear the code and perform a throttle‑position relearn procedure as outlined in the vehicle’s service manual.
– If the code returns, proceed to the next step.
– Access the PCM self‑test results for the throttle‑by‑wire subsystem.
– Look for “sensor B circuit open/short” or “ADC failure” codes that point to internal PCM faults.
– Apply the latest PCM calibration file using a dealer‑grade scan tool.
– Verify that the updated software resolves the minimum‑stop threshold.
– If the PCM fails the internal diagnostics or re‑programming does not clear the fault, replace the PCM with a VIN‑matched unit.
– Ensure the replacement is pre‑programmed to the vehicle’s immobilizer and emission specifications before installation.
Internal PCM failures—such as cracked solder joints on the analog‑to‑digital converter, water‑induced corrosion, or irreversible flash‑memory damage—often manifest as recurring P2113 codes despite sensor and wiring repairs. While board‑level repair can temporarily restore operation, the underlying defect usually returns, leading to repeated limp‑mode events.
Flagship One specializes in VIN‑matched control modules, providing a plug‑and‑drive solution backed by a comprehensive warranty. Modern control modules are tightly integrated with security, immobilizer, and emission systems; a correctly programmed replacement eliminates guesswork and ensures full compatibility with your vehicle’s electronic architecture.
Service Recommendation: Most issues related to this fault are diagnosed and corrected through inspection, wiring repair, and calibration rather than module replacement. For modules not typically replaced through aftermarket suppliers, diagnosis and repair should be performed by a certified automotive technician with access to factory service information and tooling.
A flashing MIL indicates a severe condition. While the vehicle may continue to operate, reduced power and possible stall risk make it unsafe for extended driving. Perform a scan, verify sensor voltage, and address the fault before traveling long distances.
Replacement PCM units typically range from $800 to $1,200 for the hardware, plus $150‑$250 for programming. Prices vary with vehicle make, model year, and required software version.
Cleaning the sensor can resolve a fault caused by contamination, but the code also appears due to wiring or PCM issues. A full diagnostic that includes live data, continuity testing, and PCM self‑tests is required to confirm the root cause.
A throttle‑position relearn may clear a calibration‑related fault, but if the sensor or PCM is defective, the code will reappear. Use a professional scan tool to verify sensor output after the relearn.
Any shop equipped with a dealer‑level scan tool that can write the vehicle‑specific VIN and calibration data can program the PCM. Ensure the replacement unit is VIN‑matched to avoid immobilizer or emission‑related issues.