C0713 is a chassis Diagnostic Trouble Code indicating a wheel-speed signal plausibility or correlation fault reported by the vehicle’s braking and stability systems. This is a system-level indication, not a definitive component failure; exact interpretation and the affected component can vary by make, model, and year. You should approach C0713 test-driven: verify wiring, connectors, power, ground, and network messages before assuming a sensor or module replacement. Many chassis codes map to plausibility checks performed in Anti-lock Braking System (ABS) or Electronic Stability Control (ESC) controllers, so basic electrical and CAN/LIN testing is essential.
What Does C0713 Mean?
This explanation follows the SAE J2012 formatting convention and uses terminology consistent with the SAE J2012-DA digital annex, which standardizes DTC structure and some descriptions. The code C0713 shown here is displayed without a hyphen Failure Type Byte (FTB); if an FTB were present (for example C0713-1A), it would act as a subtype indicating a specific failure mode or diagnostic sub-condition recorded by the controller.
There is no single universal component-level definition for many chassis codes, including C0713; interpretation varies by vehicle. C0713 typically identifies a plausibility or correlation fault between wheel-speed inputs or between a wheel-speed input and another vehicle speed source. That distinction—plausibility versus an open/short—is what makes this code different: it flags data that does not make sense to the controller rather than a simple wiring continuity error.
Quick Reference
- System: Chassis wheel-speed signal plausibility reported to ABS/ESC.
- Common symptoms: ABS/ESC warning light, altered stability control behavior.
- Primary checks: inspect connectors, measure sensor AC/DC signals, verify power and ground.
- Network checks: confirm CAN/LIN messages and compare wheel-speed data with scan tool live values.
- Approach: test-driven diagnosis—don’t replace parts without verifying faults with measurements and scope/CAN data.
Real-World Example / Field Notes
Workshop experience shows C0713 often appears as an intermittent ABS or ESC warning during road tests, especially when steering angle or speed changes rapidly. One possible cause commonly associated with this symptom is a noisy or marginal wheel-speed sensor signal caused by a damaged tone ring, loose sensor air gap, or corroded connector—but those are possibilities, not certainties, and must be confirmed with measurement.
When you hook up a scan tool and observe implausible wheel-speed values (for example one wheel reporting zero while others show normal speed), verify the suspect sensor’s waveform with an oscilloscope or a quality multimeter where applicable. Also check power and ground at the sensor connector and wiggle the wiring while watching live data; intermittent wiring faults or connector corrosion are common culprits in the field.
Another field note: network message correlation can reveal the fault before you touch the sensor. If the ABS/ESC module reports implausible data but the wheel module or other control units show consistent values, focus on inter-module wiring and CAN bus integrity. Always confirm that power, ground, and bus terminations are within specification before concluding an internal module processing issue.
The C0713 code is a chassis-level Diagnostic Trouble Code (DTC) indicating a wheel speed signal plausibility or circuit anomaly reported by an antilock/vehicle stability system. Under SAE J2012-DA formatting this is a chassis class code and manufacturers may map it to different sensors or modules depending on year, make, and model. Interpretation often varies by implementation; confirm whether the vehicle uses wheel speed sensors for Anti-lock Brake System (ABS), Electronic Stability Control (ESC), or Traction Control System (TCS) and plan basic electrical and network tests to verify sensor signals, wiring, and module inputs before assuming a failed component.
Symptoms of C0713
- Warning lamp Illuminated ABS, ESC, or TCS warning lamp or master warning on the dash indicating a chassis speed/sensor issue.
- ABS activity Unexpected ABS activation or lack of expected ABS engagement during braking.
- Traction control TCS or stability intervention unavailable, reduced performance, or unpredictable traction control behavior.
- Speed readout Inconsistent or absent vehicle speed indicated by ABS/ESC systems or on-scanner wheel speed readings.
- Pulsing brake Brake pedal pulsation not correlated to braking event or felt only during low-speed maneuvers.
- Intermittent fault Fault sets and clears intermittently with vibration, moisture, or connector movement.
Common Causes of C0713
Most Common Causes
Wiring and connector issues between wheel speed sensors and the controlling module are common sources: corroded connector pins, chafed or broken conductors, intermittent shorts to chassis, or high resistance in the harness. Sensor signal plausibility can also be caused by missing or noisy sensor tone rings, damaged sensor air gap, or contaminated sensor heads. Faulty power or ground feeds to the sensor circuit or to the controlling Electronic Control Unit (ECU) input stage often creates implausible readings. Controller Area Network (CAN) data errors or low-voltage supply conditions that corrupt sensor data are frequent in modern systems.
Less Common Causes
Less frequently the issue may be due to an internal processing or input-stage issue in the ABS/ESC ECU after all external inputs test good. Rare mechanical causes include damaged bearings or tone rings that produce irregular signals only under load. Intermittent software glitches, poorly soldered module connectors, or cross-talk on shared wiring harnesses are also possible but should be considered after systematic wiring, power, and network verification.
Diagnosis: Step-by-Step Guide
Tools: OBD-II scan tool with live data, digital multimeter, oscilloscope (preferred), backprobe pins, wiring diagrams, fused jumper kit, contact cleaner, inspection light, and a chassis lift or drive-on ramps for safe wheel access. Also have a CAN bus tester or two-channel oscilloscope for differential CAN checks if available.
- Connect a scan tool and record freeze-frame and live data for wheel speed sensors while monitoring for C0713. Note whether a Failure Type Byte (FTB) is present; this indicates a subtype if the code includes a hyphen.
- Verify symptom plausibility: compare wheel speed readings at rest and while rotating the wheel by hand or during a low-speed drive. Look for zero, intermittent, or implausible values.
- Perform a visual inspection of sensor wiring and connectors at each wheel and along harness paths for corrosion, damage, or insecure chafe points.
- Backprobe the sensor connector and measure DC supply (if hall/active sensor) or AC signal while spinning the wheel. Check for stable reference voltage, proper ground, and the expected waveform amplitude on an oscilloscope.
- Check resistance and continuity of the sensor circuit with a multimeter; look for high resistance or short to ground/chassis. Compare to vehicle-specific service limits if available.
- Inspect the tone ring or reluctor for missing teeth, contamination, or mechanical looseness that would alter the signal waveform.
- Verify power and ground at the controlling ABS/ESC ECU. Confirm vehicle battery voltage is stable and that the ECU supply pins have proper voltages before isolating the module as a cause.
- Scan the Controller Area Network (CAN) for related network errors and monitor CAN messages for wheel speed values. Use differential probes to check CAN High/Low physical layer if messages are absent or corrupted.
- If wiring, sensors, power/ground, and network tests pass, perform an input-stage plausibility check at the ECU connector; if the ECU shows no valid input despite correct external signals, consider controlled module repair after verifying manufacturer procedures.
Professional tip: Always confirm a fault by comparing measured sensor waveforms to a known-good reference on the same vehicle model or by swapping interchangeable sensors only after recording baseline data. Replace or repair wiring and connectors before condemning the ECU; module-level issues should be considered only after exhaustive external verification and network integrity checks.
Possible Fixes & Repair Costs
Low-cost fixes usually address wiring, connectors, or sensor cleaning when tests show intermittent continuity, corrosion, or poor connector mating. Typical repairs replace a single wheel speed sensor or repair a damaged harness section after a failed resistance or voltage plausibility test. High-cost scenarios involve control module replacement or labor-intensive harness runs when network drops or internal module faults remain after all external inputs test good.
- Low: $40–$150 — justified by continuity/voltage testing that locates a corroded connector or damaged splice; repair or terminal cleaning resolves the fault.
- Typical: $200–$600 — justified when sensor output waveform testing (oscilloscope) or axle inspection shows a bad sensor or mounting issue; replacing the sensor and clearing the code is validated by re-test.
- High: $800–$1,800 — justified only after power, ground, wiring, and sensor tests pass and bench or live diagnostics point to a possible internal processing or input-stage issue in an ABS/ESC module; module exchange or programming may be required.
Cost drivers include labor rate, wheel removal or hub disassembly, whether a full harness is required, and module reprogramming cost. Always perform the stated electrical and plausibility tests first; the repair should directly follow the failed measurement or confirmed inspection finding.
Can I Still Drive With C0713?
You can often drive short distances with C0713, but drive with caution. This code indicates a wheel speed circuit plausibility issue that may disable ABS, Electronic Stability Control (ESC), or Traction Control (TCS) functions depending on vehicle design. If the vehicle shows warning lights for those systems, avoid hard braking or slippery conditions and get a proper diagnosis. Short trips to a repair shop are typically acceptable, but avoid high-speed or low-traction conditions until resolved.
What Happens If You Ignore C0713?
Ignoring C0713 risks losing ABS/ESC/TCS intervention when you need it most; intermittent or worsening wiring faults can become complete failures. You may face longer-term damage to sensors or connectors and potentially higher repair costs if corrosion or wiring chafes through.
Related Codes
- C0767 – Brake Control Signal Plausibility (Chassis)
- C0766 – Tire Pressure Monitor System – High Tire Pressure
- C0765 – Wheel Speed Sensor Signal Plausibility - Chassis
- C0764 – Tire Pressure Monitor System – Low Tire Pressure (Right Rear)
- C0763 – Steering Sensor Signal Plausibility
- C0762 – Brake Pressure Signal Plausibility
- C0761 – Brake Pressure Signal Plausibility
- C0759 – Steering Assist Communication Fault
- C0758 – Tire Pressure Monitor Sensor Circuit Range/Performance
- C0757 – Steering Angle Signal Circuit Fault
Key Takeaways
- SAE J2012-style C0713 indicates a chassis wheel speed circuit plausibility condition, not a guaranteed failed part.
- Interpretation varies by make/model/year; confirm with electrical and network tests before replacing components.
- Focus tests on power, ground, wiring/connector continuity, sensor waveform plausibility, and CAN/LIN message integrity.
- Module replacement is a last resort, only after all external inputs and network behavior are proven good.
Vehicles Commonly Affected by C0713
C0713 is commonly seen across several manufacturers with complex ABS/ESC networks, often reported on Ford, General Motors, Toyota, and Volkswagen platforms. These vendors frequently use wheel speed sensors with integrated electronics and distributed networked modules; architecture and wiring complexity can make sensor-circuit plausibility faults more likely to be logged when connectors corrode or harnesses are damaged. Always confirm model-specific interpretation with service data.
FAQ
Can I clear C0713 myself with a scanner?
Yes, you can clear the code with an OBD-II scanner, but that only removes the stored fault temporarily. If the underlying cause (wiring, connector, sensor, or network issue) remains, the code will likely return. Clearing is useful after you make repairs to verify the fix. Always perform continuity, power/ground, and sensor waveform checks before and after clearing to confirm the fault is resolved.
Is C0713 the same on every vehicle?
No. SAE J2012 defines the DTC structure and provides standardized descriptions, but many chassis codes do not map to a single universal component across all makes and models. C0713 indicates a wheel speed circuit plausibility issue at the system level; exact diagnostics and affected parts vary by vehicle. Confirm interpretation with basic electrical tests and by checking vehicle-specific service information.
Can a weak battery or poor ground trigger C0713?
Yes, poor battery voltage or a bad ground can create erratic sensor voltages or corrupted CAN messages that show up as plausibility faults. Use a digital multimeter to confirm stable battery voltage under load and verify module and sensor grounds for low resistance. If power/ground tests fail, repair those first; many plausibility faults disappear once proper voltage and grounding are restored.
How will a shop confirm the cause of C0713?
A shop will run structured tests: check for stored freeze frame and mode $06 data, verify power and ground at the ABS/ESC module and sensor connector, measure sensor resistance and AC waveform while spinning the wheel, and scan the CAN/LIN network for related node messages. Each failed measurement points to a targeted repair rather than guesswork. Documentation of tests is the justification for the chosen fix.
What if wiring and sensors test good but the code returns?
If wiring, connectors, power, ground, and sensor waveforms all measure within expected ranges and CAN messages are valid, the fault may be due to a possible internal processing or input-stage issue in the ABS/ESC module. At that point, consider module bench testing or replacement only after confirming all external inputs. Module work often requires dealer-level tools and validation to avoid unnecessary replacement.