OBD-II code family
Throttle and Pedal Position Correlation Faults (6 codes)
6 related fault descriptions. Use each full code and the exact vehicle service information to identify its circuit, monitored condition, and required tests.
Codes in this family
This is the complete published member list for this guide. Each code retains its own page; shared diagnostic context does not mean that every member has the same test or repair.
- P2135Throttle/Pedal Position Sensor 'A'/'B' Voltage Correlation
- P2136Throttle/Pedal Position Sensor 'A'/'C' Voltage Correlation
- P2137Throttle/Pedal Position Sensor 'B'/'C' Voltage Correlation
- P2138Throttle/Pedal Position Sensor 'D'/'E' Voltage Correlation
- P2139Throttle/Pedal Position Sensor 'D'/'F' Voltage Correlation
- P2140Throttle/Pedal Position Sensor 'E'/'F' Voltage Correlation
What these codes mean
These six entries preserve the position-signal pairs being compared: P2135 A/B, P2136 A/C, P2137 B/C, P2138 D/E, P2139 D/F and P2140 E/F. Every full code and title remains listed. This published set compares named relationships; it is not proof that one vehicle contains six physical sensors or that every input is packaged at one pedal or throttle body.
A voltage-correlation report does not certify that both individual inputs passed every electrical check. Bias, a connection or another relevant circuit condition may affect a comparison. Absence of a low/high code does not prove a healthy signal; absence of another pair code does not establish that its monitor ran or clear the paths it would assess.
Pair combinations can organize the scan but do not provide a universal parts truth table. Two failed pairs sharing a letter do not conclusively condemn that input. Three pair codes do not automatically prove a common supply or return fault. Identify the installed circuit, sensing technology, expected relationship and actual monitor prerequisites before interpreting the combination.
The covered Ford summaries illustrate different throttle and pedal arrangements and separate their correlation and individual-circuit checks. The dated 2010 discussion distinguishes Gen2 F-related pedal reports from later control generations, while the covered 2024–2025 throttle section has its own A/B monitor. Do not transfer one analog ratio, terminal test or primary/checker hierarchy to every pair.
Repairable parts can differ. GM bulletin 11-06-04-007B specifies a throttle-position sensor-cover correction for its listed 2008–2011 model/engine applications with P2135, with a year-specific programming distinction. That case does not require a whole throttle body on other vehicles or make cleaning the default correlation repair. Match the application and demonstrated condition before using the bulletin.
P2138 also has bounded connection examples. GM bulletin 07-06-04-019E addresses water or connection concerns on specified applications; Ford SSM 46829 concerns particular 2015–2017 F-150 APP harness routing at the brake-booster/bracket area. Their locations and repairs are application-specific. These cases explain why a D/E label does not automatically identify a failed pedal.
Preserve all codes, event information and recent repair/programming history. Have the prescribed protected component, connection and circuit checks establish the cause. A fixed graph offset does not automatically call for calibration, and recent work is not proof of a setup error. Do not flex live wiring, disconnect inputs or reset the vehicle to create a road-test window.
Perform learning or software work only when required for the confirmed diagnosis or repair, and verify it under the applicable procedure. Get assistance for unreliable acceleration, unexpected response or stalling. A code pair cannot promise a particular fallback or safe travel distance. Quote diagnosis first and then the demonstrated repair; the pair does not supply a reliable pedal or throttle-body price.
Identify the circuit on your vehicle
Match the full DTC, reporting module, and any failure-type suffix to the service information for your exact year, make, model, engine, and equipment. An identifier alone does not establish installed hardware count, location, connector pinout, or a universal measurement.
Where the manufacturer publishes its own meaning for this code, that is the one to work from — it describes the actual component on your vehicle, which the generic definition cannot. Keep the generic description for what it is good for: it tells you which subject area the standard assigned the code to, which is useful context when the two appear to disagree. If they do disagree, follow the manufacturer.