B1698 – Collision Decision (HI Volt Cut)

If your Mitsubishi PHEV has stored DTC B1698, the high-voltage system has executed an emergency shutdown triggered by a collision detection event. This is not a routine fault — it is a deliberate safety response built into the vehicle’s architecture to prevent electrocution, fire, or high-voltage arc hazards in the aftermath of an impact. Understanding what B1698 means, why it sets, and how to safely restore the vehicle to operation is essential before any diagnostic or repair work begins.

What Does B1698 Mean?

DTC B1698 is a manufacturer-controlled body code (B1xxx range) specific to Mitsubishi PHEV platforms. It indicates that the HV System ECU — sometimes referred to as the PHEV-ECU or Battery Management ECU — has detected a signal from the airbag/SRS control module or a dedicated collision sensor confirming that an impact of sufficient severity has occurred. In response, the ECU commands the main battery contactor (service plug relay and main relays) to open, isolating the high-voltage battery pack from the drive system, inverters, and charging circuits. This intentional cut is a protective action, not a component failure in the traditional sense.The code logs in the HV or PHEV ECU memory and will not clear automatically. Mitsubishi has designed this as a latching fault: the system stays in the HV-cut state until a technician with the correct equipment physically inspects the vehicle, confirms safe conditions, and performs an authorised reset procedure. Attempting to clear B1698 without completing that inspection is unsafe and, on most Mitsubishi PHEV platforms, impossible without factory-level scan tool access.

Symptoms

• Vehicle will not start or enter READY mode — EV and hybrid drive both inoperative
• PHEV warning light illuminated on the instrument cluster
• High voltage system warning lamp (often a battery symbol with exclamation mark) active
• Airbag / SRS warning light may be illuminated simultaneously
• Charge port unresponsive — AC and DC charging disabled
• Climate control (heat pump / EV A/C) inoperative
• 12V auxiliary battery may drain unusually quickly if HV-derived DC-DC converter is offline
• All PHEV system readouts show dashes or zeroes on the energy monitor
• MFD (Multi-Function Display) may show a specific collision cut or HV isolation message

Common Causes

• Actual collision or impact: Any crash that deploys airbags or exceeds the impact threshold wired to the collision detection circuit will trigger the HV cut
• Airbag deployment without significant body damage: Even a minor front or side impact that fires pretensioners can send the collision signal to the PHEV-ECU
• False collision signal from faulty SRS module: A defective airbag ECU broadcasting an incorrect deployment signal can inadvertently trigger B1698
• Collision sensor wiring fault: Damaged, corroded, or shorted wiring between the SRS module and the PHEV-ECU can simulate a collision event
• Severe pothole or kerb strike: In rare cases, an extreme mechanical shock may activate the collision detection logic
• Previous uncleared collision event: B1698 stored from a prior incident that was never properly reset will keep the HV system latched off

Common Misdiagnoses

• Main HV battery failure: Technicians unfamiliar with PHEV safety systems may assume the battery pack has failed when the contactor is simply open due to B1698
• Failed service plug / manual service disconnect: The HV cut caused by B1698 mimics a removed service plug — always check for active DTCs before assuming a hardware disconnect
• PHEV-ECU internal fault: The ECU is functioning correctly — it is executing its programmed collision response, not failing
• Inverter or motor generator fault: Secondary faults may appear due to lost HV supply, but these are consequences, not root causes
• 12V battery failure: Auxiliary battery drain following a collision cut is a symptom, not the cause of the no-start condition

Affected Vehicles

Make	Model	Years	Notes
Mitsubishi	Outlander PHEV (GG2W / GG3W / GN0W)	2013–present	All PHEV variants; primary affected platform
Mitsubishi	Eclipse Cross PHEV (GL3W)	2020–present	Shares PHEV architecture with Outlander
Mitsubishi	Outlander PHEV (North America, CY)	2022–present	Third-generation platform; same collision cut logic

Tools & Equipment

Tool	Purpose	Required?
Mitsubishi MUT-III or MUT-III Neo	Factory-level PHEV ECU access, B1698 reset procedure	Essential for full reset
PHEV-capable aftermarket scanner (e.g. Autel MS909, Launch X431 with Mitsubishi PHEV licence)	Reading and clearing B1698, live HV data	Required minimum
HV insulated gloves (Class 0 minimum, 1000V rated)	Personal protection during any HV-adjacent work	Mandatory
HV insulated tools	Any work near orange HV cabling	Mandatory
Multimeter with HV-rated probes	Confirming HV bus voltage before and after reset	Recommended
Mitsubishi PHEV workshop manual	Collision cut reset procedure, SRS inspection checklist	Strongly recommended

Step-by-Step Diagnosis

• 1
  Physical Inspection FirstBefore connecting any scan tool, walk around the vehicle. Look for collision damage, deployed airbags, deployed seatbelt pretensioners, cracked bumper reinforcement, or signs of underbody impact. Document all damage with photographs. If structural HV battery tray damage is visible, stop and seek dealer support — this is not a DIY reset scenario.
• 2
  Connect Scan Tool and Read All DTCsConnect your PHEV-capable scan tool to the OBD2 port. Perform a full system scan — read faults from the PHEV ECU, SRS/Airbag module, EV battery ECU, and body control module. Record every code present. B1698 should appear in the PHEV or HV ECU. Note any accompanying SRS codes (e.g. airbag deployment confirmations) or HV isolation fault codes.
• 3
  Check HV Bus Voltage (Live Data)Using the scan tool live data stream, check the reported HV battery voltage. With B1698 active and contactors open, the inverter-side bus voltage should read near zero while the battery-internal voltage may still show a value. This confirms the contactor cut has occurred correctly.
• 4
  Inspect SRS Module and Collision Sensor WiringCheck the SRS module for deployment records and freeze frame data. If airbags or pretensioners fired, the root cause is confirmed as a genuine collision event. If no airbag deployment is recorded, inspect the wiring harness between the SRS ECU and the PHEV-ECU for damage, chafing, or corrosion that could have generated a false signal.
• 5
  Inspect HV Battery Casing and Service PlugWearing insulated gloves, visually inspect the HV battery housing beneath the vehicle for cracks, deformation, or coolant/electrolyte leakage. Confirm the orange service plug (manual service disconnect) is fully seated and undamaged. Do not remove it unless following a full HV shutdown procedure.
• 6
  Attempt B1698 Reset via Scan ToolOnce all physical inspections are complete and the vehicle is confirmed safe, use MUT-III or your PHEV-capable aftermarket tool to initiate the B1698 reset/clear function. On MUT-III this is found under PHEV ECU → Special Functions → Collision Cut Reset. Some aftermarket tools with full Mitsubishi PHEV licences also support this. If the code will not clear, a prerequisite condition (such as an uncorrected SRS fault) is preventing the reset.
• 7
  Verify HV System Returns to Normal OperationAfter a successful reset, turn the ignition to READY mode. Confirm the PHEV system warning lamp extinguishes, HV battery voltage rises normally on the bus side as contactors close, and the vehicle enters ready-to-drive state. Perform a short test drive and re-scan for any returning faults.

Scanner Readout Explained

ECU: PHEV ECU / HV Battery ECU DTC: B1698 Status: Confirmed / Stored (Latched — will not self-clear) Description: Collision Decision (HI Volt Cut) Freeze Frame: HV Battery Voltage (Internal): 355.2 V HV Bus Voltage (Inverter Side): 0.0 V ← Contactors open HV Contactor Status: OPEN Collision Signal Input: ACTIVE Airbag ECU Signal Received: YES SOC at Time of Event: 72% Vehicle Speed at Event: 38 km/h Odometer at Event: 47,821 km Readiness: NOT READY — HV cut active Reset Condition: Manual reset required via MUT-III / PHEV scan tool after physical inspection

Step-by-Step Repair Guide

B1698 repair is split into two paths depending on whether the collision was genuine or the code was triggered by a wiring/sensor fault. Identify your path before proceeding.

Path A: Genuine Collision – Post-Impact Restoration

• 1
  Complete All Bodywork and SRS RepairsAll collision damage must be repaired before the HV system is restored. This includes replacement of deployed airbags, seatbelt pretensioners, and any SRS components that recorded a deployment event. The SRS module will typically need replacement after airbag deployment — clear its codes or replace as required per Mitsubishi procedure.
• 2
  Inspect HV Battery Pack for Impact DamageWith insulated gloves, inspect the traction battery enclosure. Check for dents, cracking of the aluminium housing, coolant leaks at the battery cooling circuit connections, and any signs of internal cell damage such as swelling or unusual odour. If any damage is confirmed, the battery pack must be replaced or professionally assessed — do not attempt to restore HV power to a damaged pack.
• 3
  Inspect All HV Cabling and ConnectorsFollow the orange HV harness from the battery to the inverter, front and rear motor generators, and OBC (on-board charger). Look for chafing, cuts, pulled connectors, or melted insulation caused by the impact. Repair or replace any damaged HV cabling using insulated tools and proper HV-rated connectors only.
• 4
  Clear SRS Codes, Then Reset B1698Clear all SRS fault codes after confirmed repairs. Then, using MUT-III or a PHEV-capable scan tool, navigate to the PHEV ECU collision cut reset function and execute the reset. The tool will typically prompt for a confirmation that the vehicle has been inspected. Confirm and proceed.
• 5
  Full System VerificationAfter reset, perform a full system scan to confirm zero active faults. Verify HV bus voltage returns to normal, both motor generators respond correctly in live data, the charge port accepts a charge session, and the vehicle completes a successful READY mode cycle. Road test and re-scan.

Path B: False Trigger – Wiring or SRS Sensor Fault

• 1
  Identify the False Trigger SourceIf no airbag deployment is confirmed and no physical damage is present, the B1698 was triggered by a signal fault. Use the SRS module freeze frame to determine which collision input line went active. Common culprits are the front impact sensor wiring harness (routed through the front bumper reinforcement area) and the SRS ECU collision signal output wire to the PHEV-ECU.
• 2
  Inspect and Repair Signal WiringTrace the collision signal wire from the SRS module connector to the PHEV-ECU. Look for insulation damage, corrosion at connectors, or shorts to ground or voltage. Repair any wiring faults using OEM-spec wire gauge and insulation. Confirm continuity and correct resistance after repair.
• 3
  Replace SRS Module If FaultyIf the SRS ECU itself is determined to be broadcasting a false collision signal (confirmed by scope testing the output line with a known-good reference), replace the SRS module. Note that SRS module replacement on Mitsubishi PHEV models requires Mitsubishi dealer programming to marry the new module to the VIN.
• 4
  Reset B1698 and Verify No RecurrenceOnce the false trigger source is corrected, perform the B1698 collision cut reset via scan tool. Clear all related SRS codes. Verify READY mode is achievable. Monitor the vehicle over several ignition cycles to confirm B1698 does not return, indicating the root cause is resolved.

Repair Cost Estimates

Repair Item	DIY Cost (Parts)	Workshop Cost (Parts + Labour)	Notes
B1698 scan tool reset only (no parts)	€0 (if tool owned)	€80–€150	Dealer or specialist with MUT-III
SRS / collision signal wiring repair	€20–€80	€150–€350	Depends on harness access and damage extent
SRS module replacement + programming	Not DIY-feasible	€600–€1,200	Requires dealer programming; new or remanufactured unit
Airbag module + inflator replacement (post-crash)	€200–€600 parts	€800–€2,500+	Varies by number of airbags deployed
HV traction battery pack replacement	Not DIY-feasible	€4,000–€12,000+	Only if pack is confirmed damaged; rare without major collision
HV cabling repair / replacement	€50–€300 parts	€300–€900	Insulated HV-rated cable and connectors required

Prevention & Maintenance Tips

• After any kerb strike, pothole impact, or minor collision — even with no visible damage — connect a scan tool and check for B1698 and any associated SRS or HV codes before driving further
• Have the SRS system inspected as part of any scheduled service if warning lamps have been noted and then self-cleared — stored deployment codes are a common missed finding
• Keep the front bumper, lower underbody, and wheel arches free of significant impacts; the front impact sensors and SRS harness routes are vulnerable in this area
• Ensure the HV battery cooling system is serviced per Mitsubishi’s schedule — overheating events can sometimes trigger ancillary safety system responses
• If the vehicle has been involved in any accident, obtain a full multi-system scan report from a PHEV-capable technician before accepting the vehicle back — post-repair B1698 resets must be confirmed on the report
• Avoid aftermarket wiring modifications to the SRS harness or PHEV-ECU connector area — incorrect splices can generate the signal that triggers B1698

Frequently Asked Questions

Can I clear B1698 with a standard OBD2 reader?

No. B1698 is a latching fault held in the PHEV ECU and requires a scan tool with Mitsubishi PHEV ECU access and a specific collision cut reset function. Generic OBD2 readers access only the engine ECU and cannot communicate with the PHEV or HV battery module where this code resides. Tools such as Autel MS909, Launch X431 Pro with Mitsubishi PHEV data, or the factory MUT-III are required as a minimum.

Is it safe to drive the vehicle with B1698 stored?

No. With B1698 active, the HV contactors are open and the vehicle cannot enter READY mode or operate as a PHEV. Even if the 12V system allows limited accessory function, attempting to force the vehicle into operation is unsafe — particularly if the underlying cause was a genuine collision that may have damaged HV components. The vehicle should be trailered, not driven, until B1698 is investigated and cleared.

Will B1698 clear itself over time?

No. Mitsubishi has intentionally designed this as a non-self-clearing, latched safety code. It will remain stored regardless of how many ignition cycles occur. This is a deliberate safety design — the system demands human inspection before restoring high-voltage power. The only way to clear it is via an authorised reset procedure through a capable scan tool after satisfying the prerequisite inspection conditions.

My vehicle was only involved in a minor bump — why did B1698 set?

The collision detection threshold that triggers B1698 is calibrated to catch impacts energetic enough to potentially compromise HV integrity — this can include impacts that do not deploy airbags but do activate pretensioners, or impacts that exceed a g-force threshold logged by a satellite sensor. A low-speed rear-end collision, for example, can be sufficient. The system errs heavily on the side of safety: it is far better to have a false positive requiring a scan tool reset than to leave HV power connected after a damaging impact.

Do I need to replace the SRS module after B1698?

Not necessarily. If the SRS module recorded a genuine airbag deployment, it will typically require replacement as it stores a permanent crash record that prevents normal function. However, if B1698 was triggered by a wiring fault or a borderline impact that did not deploy airbags, the SRS module may be reusable after its faults are cleared. Always read SRS freeze frame data to determine whether a deployment event was confirmed before deciding on SRS module replacement.

Can an aftermarket scan tool reset B1698, or do I need a Mitsubishi dealer?

Some aftermarket tools with full Mitsubishi PHEV coverage — including certain Autel and Launch X431 configurations — do support the B1698 collision cut reset function. However, coverage varies significantly by tool firmware version and Mitsubishi PHEV licence level. If your aftermarket tool cannot access the PHEV ECU special functions menu, a Mitsubishi dealer with MUT-III remains the reliable fallback. Always verify your tool’s Mitsubishi PHEV capability before assuming it can perform this reset.

What happens to the 12V battery when B1698 is active?

With the HV contactors open, the DC-DC converter that normally charges the 12V auxiliary battery from the HV pack is also offline. The 12V battery will not receive its normal top-up charge from the HV system. On vehicles left sitting for extended periods after a collision, the 12V battery can discharge to the point where even the scan tool cannot connect. If this occurs, connect an external 12V charger or jump pack to restore sufficient voltage for scan tool communication before attempting diagnosis.

Conclusion

DTC B1698 — Collision Decision (HI Volt Cut) — is one of the most safety-critical codes in the Mitsubishi PHEV system. It exists for a straightforward reason: to protect occupants, first responders, and technicians from the very real dangers of high-voltage exposure following a collision. When this code is present, the vehicle will not operate as a PHEV, and it must not be forced to do so. The correct response is a thorough physical inspection of the collision damage and HV components, followed by any required repairs to airbag, SRS, or HV systems, and then an authorised scan tool reset. Shortcuts in this process are not a matter of inconvenience — they are a genuine safety risk. With the right tools, a systematic approach, and proper respect for the high-voltage system, B1698 can be resolved safely and the vehicle returned to full PHEV operation.