Alerts

TAS has detected a condition affecting the adaptive suspension damping system, or TAS is not communicating as expected with the Drive Interface (DI).

Drive unit torque and top vehicle speed are reduced.

The Drive Unit may not operate as expected. The motor and power electronics may not cool as expected.

The CMP node resumes communication with CAN.

The DI ECU detects that the vehicle is in Drive before the HV system is up.

The vehicle cannot enter Drive.

The DI ECU detects that HV is not ready for at least 5 seconds in Drive, or there is an unconfirmed UI alert such as front trunk (frunk) opened, Falcon door opened (Model X only), or unknown proximity state for 10 seconds in Drive.

Shift out of Park is blocked.

Any brake temperature detected above the set threshold for a sustained period of time.

High brake temperatures can reduce braking performance.

Any brake temperature detected above the set threshold for a sustained period of time.

Braking performance may be reduced.

The DI detects that stability control is not available.

Stability control is not available, requiring greater manual input from the driver.

The drive inverter is not receiving lateral acceleration and/or roll rate from the Restraint Control Module (RCM) properly, or their values are considered implausible. Alert log signal data for latAccel and pitchRate should provide more information on the specific cause (frozen signal, signal rate limit exceeded, or CAN issue). Frozen signals or rate limits require further investigation. CAN issues should also be diagnosed and can be caused by RCM not being on the PARTY CAN bus, or by general CAN bus error frames or shorts.

Traction control and stability control may be unavailable due to this error. The vehicle should be driven with extreme caution if these features are unavailable.

The drive inverter is not receiving longitudinal acceleration and/or roll rate from the Restraint Control Module (RCM) properly, or their values are considered implausible. Alert log signal data for longAccel and rollRate should provide more information on the specific cause (frozen signal, signal rate limit exceeded, or CAN issue). Frozen signals or rate limits require further investigation. CAN issues should also be diagnosed and can be caused by RCM not being on the PARTY CAN bus, or by general CAN bus error frames or shorts.

Traction control and stability control may be unavailable due to this error. The vehicle should be driven with extreme caution if these features are unavailable.

Stability control (also known as vehicle dynamics control or VDC) will fault if it does not receive all of its inputs or if the values of those inputs are implausible. This alert does not indicate cause, it was mostly likely set immediately after another DI alert that points to the specific cause of the fault.

Stability control is not available, requiring greater manual input from the driver.

Brake master cylinder pressure from ESP and/or steering angle from EPAS are either not received by the DI or considered implausible. Alert log signal data should provide more information on specific condition(s) involved.

Traction control and stability control may be degraded due to this error. The vehicle should be driven with increased caution if these systems are degraded.

The DI ECU detects a condition affecting ADD, which reduces the functionality and performance of TC. Check for other DI alerts that point to the specific cause of the condition.

TC performance may be degraded.

The drive interface (DI) or drive inverter (DIx) electronic control unit (ECU) detects a condition that prevents the drive unit(s) from generating excess heat. Alert log signal data provides information on the specific condition(s) detected.

The drive unit(s) cannot produce excess heat when requested.

The drive inverter detects implausible values from one or more inputs. Alert log signal data provides information on the specific signal(s) identified as implausible. Causes may include improper wheel alignment causing large steering angle offsets, incorrectly mounted restraint control module (RCM) causing RCM signals to be implausible, or intermittent wheel speed connections causing irrational signal values.

Traction control and stability control may not be available, requiring greater manual input from the driver.

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The DI ECU detects that the odometer is not learned by the drive unit.

The odometer displays the last known odometer value.

There is a shift request that requires the brake pedal to be pressed, and is it not pressed before the end of the timeout period.

The DI ECU denies the shift request.

The Drive Inverter (DI) system has detected tire tread depth in the rear tires has exceeded a threshold of 1.5mm relative to the front tires.

Failure to rotate tires decreases the life of tires, posing road safety concerns and requiring premature tire replacement.

There is a shift request while the accelerator pedal is pressed.

The DI ECU denies the shift request.