U0411 indicates that a control module on the vehicle data network reported an invalid or implausible steering-angle message. At the system level this means the received steering-angle data or its message timing/format on the Controller Area Network (CAN) failed plausibility or integrity checks inside an electronic control unit (ECU). This is a network‑ and signal‑level fault, not proof of a bad sensor or module. Interpretations vary by make, model, and year; confirm with basic electrical and network testing before replacing components.
What Does U0411 Mean?
This article follows SAE J2012 formatting; SAE J2012 defines DTC structure and a set of standardized descriptions, and the SAE J2012-DA digital annex publishes the digital DTC text. U0411 is a U‑class network message fault that indicates invalid data was received for a steering-angle related message by one or more ECUs.
The code shown here is without a Failure Type Byte (FTB). If an FTB hyphen suffix were present (for example “-1A”), it would indicate a subtype such as specific failure mode, message source, or additional diagnostic detail defined by the OEM. Because OEM interpretations vary, U0411 does not universally identify a single failed component; it specifically flags invalid or implausible message content or timing on the vehicle network.
Quick Reference
- System: Steering-angle message integrity on CAN
- Failure mode: Invalid or implausible message received
- Primary checks: CAN traffic, message timing, signal plausibility
- Common suspects: wiring/connectors, sensor signal plausibility, power/ground
- Test-driven: confirm with scan tool, oscilloscope, and voltage checks
- Don’t replace modules until external inputs and bus integrity are verified
Real-World Example / Field Notes
Technicians commonly find U0411 after after-market battery disconnects, steering-angle sensor replacements, or collision repairs that disturbed column wiring. One possible cause is a loose connector at the steering column that intermittently corrupts the sensor message; another commonly associated cause is excessive CAN bus noise from a damaged shield or shared ground issue. In some shops you’ll see the fault stored when an ECU’s plausibility threshold is tightened by software, so the message looks “invalid” even though voltages read near nominal.
Field checks that quickly separate wiring issues from module-level problems include verifying steady 5 V or 3.3 V reference at the sensor (where applicable), scanning for missing or malformed CAN messages with a capable scan tool, and watching for correlated glitches during steering movement. When a steering angle sensor was replaced recently, confirm that calibration or learning procedures were completed per the vehicle manufacturer; an un‑learned sensor can appear implausible to other ECUs. Always record live data and capture a CAN trace if the fault is intermittent—this often reveals timing or checksum errors not visible in static voltage checks.
Symptoms of U0411
- Warning Lamp ABS/ESC or traction control warning lamp illuminated or flashing while driving.
- Stability Interventions Unexpected stability or traction control interventions during normal driving.
- Steering Feel Steering assist or vehicle tracking feels inconsistent or less predictable.
- Cluster Message Instrument cluster displays a communication or sensor fault message related to steering/angle data.
- Limited Features Driver-assist features that rely on steering angle data are reduced or disabled.
- Intermittent Behavior Faults or lamp may come and go, often after vibration, connector movement, or wet conditions.
- Diagnostic Data Scan tool shows invalid or implausible steering angle values or loss of message on the vehicle network.
Common Causes of U0411
Most Common Causes
- Wiring or connector corrosion or damage on the steering angle sensor circuit or its harness, commonly associated with movement at the column or chassis harness.
- Loss of power or poor ground to the sensor or to a gateway/module that relays steering data, causing invalid or missing messages.
- Network communication fault on the Controller Area Network (CAN) or Local Interconnect Network (LIN) segment carrying steering angle messages, often due to short/open or high bus load.
- Sensor output producing implausible values after mechanical impact or miscalibration; commonly associated with sensor alignment or plausibility checks failing.
Less Common Causes
- Intermittent internal sensor electronics fault that only appears after verifying good wiring, power, ground, and bus messages.
- Faulty intermediate control module or gateway that retransmits or translates steering angle data; interpretation varies by make/model.
- Software or calibration mismatch after service (steering angle sensor not initialized) when external inputs otherwise measure correct.
- Physical damage to steering components affecting the sensor reference without obvious external wiring damage.
Diagnosis: Step-by-Step Guide
Tools: diagnostic scan tool with live-data and graphing, digital multimeter, oscilloscope (or CAN/LIN bus analyzer), backprobe pins, wiring diagram or data map, basic hand tools, contact cleaner, insulated terminal pick, and a notebook to record live-data traces.
- Use a quality scan tool to capture the freeze frame and live data for steering angle and related network messages; note whether the code includes an FTB subtype or shows without an FTB.
- Verify whether the steering angle data is present on the CAN/LIN bus using the scan tool or bus analyzer; check for message frequency and plausibility compared with vehicle at rest and during small wheel turns.
- Inspect connectors and wiring at the steering column, sensor, and gateway modules for corrosion, pin push-back, or damage; wiggle harness while watching live data for changes.
- Measure sensor supply voltage and ground at the connector with the key on; confirm proper voltage within the expected range and low resistance to chassis ground.
- Use an oscilloscope or bus analyzer to check signal shape and bus voltage levels on the CAN/LIN lines for noise, dominant/recessive levels, and termination integrity.
- Perform a plausibility check: compare steering angle sensor readings to vehicle direction or wheel angle data if available; note any large offsets or sudden jumps that indicate bad sensor output.
- Repair any wiring or connector faults found, then clear codes and retest; if fault returns, capture live-data during occurrence to reproduce the fault conditions (temperature, vibration, steering movement).
- If wiring, power, ground, and bus signals test good, consider module-level issues only after documenting tests; request OEM data for calibration or initialization procedures before replacing modules.
- When applicable, perform steering angle sensor calibration or zero point relearn per OEM procedure after repairs and verify that live-data reports stable, plausible values during a road test.
Professional tip: Always confirm a suspect sensor or module by comparing measured voltages, signal waveforms, and bus messages before replacement; intermittent harness faults are more common than internal module failures, so reproduce the fault with live-data while manipulating connectors or driving if needed.
SAE J2012 defines the Diagnostic Trouble Code structure and provides standardized DTC wording; many body and chassis codes do not map to a single universal component and U0411 interpretation can vary by make, model, and year. This section focuses on serviceable fixes tied to test results. Follow test-driven steps: verify wiring/connectors, power and ground, sensor plausibility, and network message presence before assuming internal module repair. If a hyphen suffix appeared it would be a Failure Type Byte (FTB) indicating a subtype; this text treats the base U0411 without an FTB and focuses on electrical and network verification.
Possible Fixes & Repair Costs
Low cost fixes (wiring/connector cleaning, reseating): $25–$150. These are justified when visual inspection and wiggle tests show corroded pins, loose connectors, or intermittent continuity and a subsequent scan shows the message returns to normal. Typical repairs (sensor replacement, targeted harness repair): $150–$600. Justified when bench or in-vehicle tests show an individual sensor output out of range or an open/short in a specific harness segment. High cost repairs (control module repair/replacement, extensive wiring loom replacement, network gateway work): $600–$2,000+. Only consider module-level work after all external power, ground, wiring, and message-layer tests pass and manufacturer procedures point to internal processing or input-stage issue. Costs vary by labor rate, access time, programming needs, and part sourcing. If CAN or LIN faults persist after physical fixes, expect diagnostic time and possible gateway/module reconfiguration which increases cost. Always document the test that justified the parts—e.g., failed IV test on a sensor, short to battery found on harness, or absence of expected CAN frames on a network sniffer—before ordering expensive parts or module repair.
Can I Still Drive With U0411?
You can often drive with U0411 present, but safety impact depends on the systems using the invalid wheel/vehicle speed message. Traction control, stability control, and adaptive braking systems may degrade or be disabled when they lose valid speed messaging. Test-driven checks include confirming whether ABS, traction, or stability warnings are lit and whether speed-derived functions respond plausibly at low speed. If warnings indicate reduced stability or braking capability, stop driving and tow. If only a stored message exists with no active warnings and vehicle driveability is normal, short, cautious trips to a shop may be acceptable while you arrange diagnosis.
What Happens If You Ignore U0411?
Ignoring U0411 can allow related safety systems to operate with degraded inputs or be disabled, increasing the risk during low-traction or emergency maneuvers. Additionally, intermittent faults can become permanent if wiring corrodes further; network errors may cascade and create additional faults. Long-term ignoring can raise repair complexity and cost.
Related Codes
- U0419 – Invalid Data Received From Steering Effort Control Module
- U0418 – Invalid Data Received From Brake System Control Module
- U0417 – Invalid Data Received From Park Brake Control Module
- U0416 – Invalid Data Received From Vehicle Dynamics Control Module
- U0414 – Invalid Data Received From Four-Wheel Drive Clutch Control Module
- U0413 – Invalid Data Received From Battery Energy Control Module B
- U0412 – Invalid Data Received From Battery Energy Control Module A
- U0409 – Invalid Data Received From Alternative Fuel Control Module
- U0408 – Invalid Data Received From Throttle Actuator Control Module
- U0407 – Invalid Data Received From Glow Plug Control Module
Key Takeaways
- System-level fault: U0411 indicates an invalid or implausible wheel/vehicle speed message, not a single guaranteed failed part.
- Test first: Verify power, ground, wiring, connectors, and message presence on the CAN/LIN bus before replacing parts.
- Module caution: Suspect control module internal issues only after external inputs and network tests pass.
- Safety: Stability/traction systems may be affected—avoid aggressive driving until verified safe.
- Document: Keep test records (scan data, oscilloscope traces, continuity readings) to justify repairs.
Vehicles Commonly Affected by U0411
U0411 is commonly seen on modern vehicles from manufacturers with integrated ABS, ESC (Electronic Stability Control), and complex CAN gateway architectures—often reported on mainstream cars and SUVs from Ford, General Motors, and certain European makes. These platforms frequently rely on distributed sensors and multiple networked modules, so a single invalid speed message can originate from a sensor, wiring, or a bus-layer issue. Variation by year and model means you must confirm with basic electrical and network testing per vehicle-specific procedures.
FAQ
Can a bad wheel speed sensor cause U0411?
Yes, a faulty wheel speed sensor is one possible cause, but U0411 is a message-level invalid data fault and can also result from wiring, connector corrosion, or network errors. Use a test-driven approach: measure sensor AC or frequency output at wheel with vehicle lifted, check reference power/ground, and confirm the sensor signal at the receiving module connector. If sensor output is normal and messages still invalid, proceed to wiring and CAN/LIN checks before replacing the sensor.
Is module reprogramming required for U0411 repairs?
Module reprogramming is not routinely required for U0411 and should not be the first action. Only consider programming or replacement after exhaustive external checks: solid power and ground, good connector continuity, valid sensor signals, and confirmed absence of expected CAN frames at the network. If all external inputs are verified and diagnostics point to internal processing or input-stage failure, follow manufacturer procedures which may include reprogramming or module replacement as a last step.
How do I know if the CAN bus is causing U0411?
Check for CAN bus issues by monitoring live network traffic with a capable scan tool or oscilloscope. Look for the expected wheel/vehicle speed frames and compare message timing and payload plausibility to a known-good vehicle or factory data. Measure differential CAN voltages and inspect for short to battery/ground. If frames are absent or corrupted and wiring checks point to a common segment, focus on bus wiring, terminators, and gateway modules before blaming sensors or control modules.
Can intermittent faults set U0411 and then go away?
Yes. Intermittent wiring issues, corroded connectors, or marginal sensor signals can cause U0411 to set intermittently and sometimes clear after cooling or vibration changes. Reproduce the fault with wiggle and stress tests while monitoring the scan tool and oscilloscope. Document conditions that cause the message to appear. Intermittent behavior calls for focused connector cleaning, securing harnesses, and possibly targeted wire repair once you can reproduce and capture the failure.
How much will it cost to diagnose U0411?
Diagnostic time typically ranges from one to three hours depending on fault complexity and access; expect $80–$300 for initial diagnosis at typical shop labor rates. Complex network or intermittent issues requiring oscilloscope traces, module bench testing, or extended road tests increase time and cost. The diagnostic fee is justified when it yields actionable test data—such as confirmed open/short locations, failed sensor output, or validated absence of expected CAN messages—that leads to a targeted repair.