P2467 – DPF Temperature Sensor Circuit High (Bank 1 Sensor 4)

System: Powertrain | Standard: ISO/SAE Controlled | Fault type: Circuit High | Location: Bank 1, Sensor 4

Definition source: SAE J2012/J2012DA (industry standard)

DTC P2467 indicates the powertrain control module has detected an abnormally high electrical signal in the diesel particulate filter (DPF) temperature sensor circuit identified as Bank 1 Sensor 4. This is a “circuit high” fault, so the focus is on the electrical signal being higher than expected (for example due to an open in the signal/ground path or a short to a voltage source), not a confirmed exhaust temperature problem by itself. How the code sets, the sensor location, and the exact test conditions vary by vehicle, so verify pinouts, routing, and specifications in the correct service information.

What Does P2467 Mean?

P2467 – DPF Temperature Sensor Circuit High (Bank 1 Sensor 4) means the control module has identified a high-input condition on the circuit used to monitor the DPF temperature sensor referenced as Bank 1 Sensor 4. In SAE J2012 terms, this is an electrical fault classification focused on the circuit signal being too high compared to what the module expects. The code does not, by itself, prove the sensor is bad or that exhaust temperature is truly high; it indicates the measured electrical input is implausibly high due to a circuit-level issue that must be confirmed with testing.

Quick Reference

  • System: Powertrain
  • Official meaning: DPF Temperature Sensor Circuit High (Bank 1 Sensor 4)
  • Standard: ISO/SAE Controlled
  • Fault type: Circuit High
  • Severity: The MIL may illuminate and the vehicle may limit certain emissions/aftertreatment functions, potentially causing reduced performance or inhibited regeneration depending on strategy.

Symptoms

  • MIL/Check engine light: Warning lamp illuminated and code stored.
  • Aftertreatment status: Regeneration may be delayed, inhibited, or reported as unavailable depending on control strategy.
  • Reduced power: Possible torque limiting or derate on some applications to protect aftertreatment.
  • Fuel economy: Increased consumption if the system alters regeneration scheduling or fueling strategy.
  • Exhaust/DPF warnings: Messages related to DPF service, soot load, or aftertreatment faults may appear.
  • Drive cycle recurrence: Code may reset quickly after clearing if the electrical fault is hard (present continuously).
  • Live-data anomaly: DPF temperature sensor reading may appear fixed at an implausible high value or not respond to operating changes.

Common Causes

  • Harness short to power: Signal circuit contacting a B+ feed or another powered circuit, forcing the sensor signal high.
  • Open ground (sensor or circuit): Broken ground wire, poor splice, or missing ground reference causing the input to bias high.
  • High resistance in ground path: Corrosion, loose fasteners, or damaged conductors creating a weak ground that elevates the measured signal.
  • Connector issues: Bent pins, pushed-out terminals, moisture intrusion, or poor pin fit at the DPF temperature sensor or control module connector.
  • Reference/biased voltage fault: A reference or pull-up circuit problem in the wiring or module that holds the input high.
  • Sensor internal fault: DPF temperature sensor (Bank 1 Sensor 4) internal electrical failure resulting in a persistently high output.
  • Harness damage near heat sources: Melted insulation or chafing near the exhaust/DPF area leading to shorts or opens.
  • Incorrect part/installation issue: Wrong sensor type for the application or improper connector engagement after service (varies by vehicle).

Diagnosis Steps

Useful tools include a scan tool with live-data logging and freeze-frame access, a digital multimeter, and back-probing leads. A wiring diagram and connector pinout for your exact vehicle are essential to identify the signal, power/reference, and ground circuits. Basic hand tools help access the sensor and harness near the exhaust area, where routing and heat protection vary by vehicle.

  1. Confirm the DTC and context: Verify P2467 is present and record freeze-frame data and all related codes. If other sensor circuit or power supply codes are stored, address them first because they can influence the same reference/ground paths.
  2. Check for repeatability: Clear the code and run the engine/drive cycle conditions that typically set the fault (varies by vehicle). If it resets immediately, prioritize circuit short/open checks; if it takes time, focus on heat-related harness issues and intermittent connections.
  3. Identify the exact component: Using service information, locate “DPF Temperature Sensor (Bank 1 Sensor 4)” and its connector. Confirm you are testing the correct sensor and connector pair, as multiple exhaust temperature sensors may be present.
  4. Visual inspection (hot-zone focus): With the ignition off, inspect the sensor pigtail, connector locks, terminal condition, and harness routing near the exhaust/DPF. Look for melted loom, chafing, contact with brackets, or recent repair areas. Correct obvious damage before deeper testing.
  5. Connector and terminal checks: Disconnect the sensor and inspect for moisture intrusion, corrosion, bent pins, spread terminals, or pushed-out terminals. Perform a gentle terminal tension check (no forcing) and ensure seals and secondary locks are intact.
  6. Scan tool signal plausibility (circuit-high behavior): With the sensor connected, observe the DPF temperature sensor PID for Bank 1 Sensor 4 on KOEO (key on, engine off) and while running. A “stuck high” or non-changing reading suggests a signal held high or a ground/reference problem. Log data while lightly moving the harness.
  7. Wiggle test with live-data logging: While monitoring the PID, wiggle the harness at the sensor connector, along the routing, and near any splice points or clips. If the reading spikes high or the fault toggles, isolate the section that reacts and inspect/repair that portion.
  8. Circuit isolation test: With ignition off, unplug the sensor and recheck the PID (or circuit status) on the scan tool with KOEO (if supported). If the reading remains high with the sensor disconnected, the issue is likely in the wiring/module (signal short to power, biased input, or ground/reference fault) rather than the sensor element.
  9. Check for short-to-power on the signal circuit: Using the wiring diagram, identify the signal pin. With the sensor unplugged and the module side accessible (varies by vehicle), test the signal circuit for unintended voltage presence and for continuity to known power feeds. If voltage is present on the signal when it should not be, trace for rubbed-through insulation or cross-connection.
  10. Verify ground integrity with voltage-drop testing: If the sensor uses a dedicated ground or a shared sensor ground, perform a voltage-drop test on the ground path under operating conditions (as applicable and safe). Excessive drop indicates high resistance in the ground circuit, which can bias the input high; locate the resistance at connectors, splices, or ground points.
  11. Verify reference/supply integrity (if applicable): Some sensor circuits include a reference or pull-up provided by the control module (varies by vehicle). Check the presence and stability of the supply/reference at the connector per service info. If it is out of specification, inspect shared reference circuits and connector pin fit at the module.
  12. Component decision and confirmation: If wiring, grounds, and reference/supply test good and the circuit does not read high when isolated, replace the sensor only after confirming the fault follows the sensor (where feasible). After repair, clear codes and complete a verification run while logging live data to confirm the input no longer pegs high and the DTC does not return.

Professional tip: Because “circuit high” faults are often caused by opens on the ground side or shorts to power in heat-damaged harness sections, prioritize testing with the sensor unplugged to see whether the input stays high. That quick isolation step helps prevent unnecessary sensor replacement and directs you toward wiring/module bias issues when the reading remains high.

Need wiring diagrams and factory-style repair steps?

Powertrain faults often require exact wiring diagrams, connector pinouts, and guided test steps. A repair manual can help you confirm the cause before replacing parts.

Factory repair manual access for P2467

Check repair manual access

Possible Fixes & Repair Costs

Repair costs for P2467 vary widely because the fault is an electrical “circuit high” condition and the root cause may be as simple as a connector issue or as involved as harness repair. Parts availability, access time, and required diagnostics/labor all affect the final total.

  • Repair wiring faults: Locate and repair chafed insulation, pinched sections, or melted loom that could allow the signal circuit to short to a power feed.
  • Restore ground integrity: Clean/repair ground points, terminals, or splices that create an open/weak ground path and can drive the circuit high.
  • Connector service: Reseat connectors, correct poor pin fit, remove corrosion/contamination, and repair damaged locks or seals at the sensor and harness junctions.
  • DPF temperature sensor replacement: Replace Bank 1 Sensor 4 only after confirming the sensor output or internal circuit is the cause (not the wiring).
  • Repair reference/supply issues: If the sensor uses a reference feed (varies by vehicle), correct a reference line that is being back-fed or pulled high due to wiring faults.
  • PCM/ECM circuit repair or replacement: Consider only after all external circuits test good and the high-input condition is confirmed at the controller pin per service information.

Can I Still Drive With P2467?

You may be able to drive short distances if the vehicle feels normal, but treat P2467 as a powertrain electrical fault that can affect emissions control operation and may trigger reduced power depending on strategy (varies by vehicle). If you notice severe drivability changes, reduced power that makes merging unsafe, warning messages related to powertrain protection, or any stalling/no-start behavior, do not continue driving—have the vehicle inspected and the circuit tested.

What Happens If You Ignore P2467?

Ignoring P2467 can lead to ongoing warning lights and an inability to properly monitor or manage DPF temperature-related functions, which may cause the system to limit performance or disable certain operating modes (varies by vehicle). Prolonged operation with an unresolved circuit-high condition can also complicate future diagnostics by masking intermittent wiring faults and potentially contributing to additional emissions-related DTCs.

Compare nearby dpf temperature trouble codes with similar definitions, fault patterns, and diagnostic paths.

  • P2475 – DPF Temperature Sensor Circuit High (Bank 2 Sensor 4)
  • P2471 – DPF Temperature Sensor Circuit High (Bank 2 Sensor 3)
  • P2476 – DPF Temperature Sensor Circuit Intermittent (Bank 2 Sensor 4)
  • P2474 – DPF Temperature Sensor Circuit Low (Bank 2 Sensor 4)
  • P2473 – DPF Temperature Sensor Circuit Range/Performance (Bank 2 Sensor 4)
  • P2472 – DPF Temperature Sensor Circuit (Bank 2 Sensor 4)

Key Takeaways

  • Meaning: P2467 indicates a detected “DPF Temperature Sensor Circuit High (Bank 1 Sensor 4)” electrical signal condition.
  • Electrical focus: “Circuit High” points to short-to-power, open/weak ground, or wiring/connector faults more often than a confirmed mechanical problem.
  • Test before parts: Verify the high-input condition with circuit checks at the sensor and controller ends before replacing components.
  • Driveability varies: Some vehicles may drive normally; others may enter a protective reduced-power mode depending on calibration.
  • Best outcome: Fixing pin fit, corrosion, or harness damage early can prevent repeat faults and secondary DTCs.

Vehicles Commonly Affected by P2467

  • Vehicles equipped with a DPF: Applications that use a diesel particulate filter and dedicated temperature sensing.
  • Vehicles with multiple exhaust temperature sensors: Systems that label sensors by bank and position (e.g., “Sensor 4”).
  • High-heat exhaust layouts: Configurations where wiring is routed near hot exhaust components and heat shielding is critical.
  • Vehicles used for heavy-duty operation: Frequent high load/extended run time can stress harness routing and connector seals.
  • Vehicles operated in corrosive environments: Road salt, moisture, and debris can accelerate terminal corrosion and seal damage.
  • Vehicles with prior exhaust or aftertreatment service: Connector not fully seated or harness misrouted after repairs can contribute to circuit faults.
  • Vehicles with underbody impact exposure: Debris strikes can damage sensor leads, connectors, or loom retention points.
  • Vehicles with aging wiring: Brittle insulation, weakened clips, and intermittent opens/shorts become more likely over time.

FAQ

Does P2467 mean the DPF is clogged or overheating?

No. P2467 specifically indicates a “circuit high” condition for the DPF temperature sensor circuit (Bank 1 Sensor 4). While temperature data can be used for aftertreatment control, this DTC by itself is an electrical signal fault and does not confirm a physical DPF condition without further testing.

What electrical problems most commonly create a “circuit high” reading?

The most common causes are a short-to-power on the signal wire, an open/weak ground that allows the circuit to float high, or connector issues such as corrosion or poor terminal tension. Less commonly, the sensor itself or a controller input circuit fault can produce the same symptom.

Can a disconnected sensor set P2467?

It can, depending on vehicle design and how the input is biased when the circuit is open. Some platforms interpret an open circuit as a high input; others set a different code type. Confirm behavior with service information and by testing the circuit at the connector.

If I replace the sensor, do I need to clear the code or perform a relearn?

Clearing the DTC after repair is typically required so you can confirm the fault does not return. Relearn or validation procedures vary by vehicle; consult service information for any required verification steps, such as a drive cycle or function test that confirms the circuit remains stable.

Why does the code specify “Bank 1 Sensor 4”?

“Bank 1 Sensor 4” identifies the specific exhaust temperature sensor circuit the controller flagged, which helps isolate the correct connector and harness branch. The exact physical location and naming convention vary by vehicle, so use service information or component location diagrams to avoid testing the wrong sensor.

After repairs, recheck for pending/confirmed codes and review live data during a short road test to ensure the Bank 1 Sensor 4 DPF temperature signal remains stable and does not spike high under vibration, heat soak, or load changes.