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• DTC C1387 in a Peugeot Partner (B9 or earlier) is a chassis-class ABS/ESP code that almost always flags “Rear-Right Wheel Speed Sensor – signal absent/implausible.”
• The Partner’s rear wheel speed sensor is moulded into the hub/bearing assembly; therefore, in >90 % of cases the cure is to replace the complete right-rear hub/bearing together with any damaged wiring or connector.
• Until the fault is cleared the ABS and ESP remain de-activated; normal hydraulic braking is retained but without anti-lock or stability control.
System background
• Wheel speed signals (4 × Hall or magneto-resistive sensors) feed the Bosch 8.x ABS/ESP ECU.
• The ECU continuously cross-checks speeds; a missing or erratic pulse train on any wheel for >250 ms at >7 km/h stores C1387 and switches ABS/ESP to safe mode.
Typical root causes (probability descending)
a) Integrated sensor or magnetic encoder ring inside the RR bearing damaged, demagnetised or contaminated with metal filings.
b) Harness/connector fault (2-wire twisted pair) – open, high resistance, water ingress, pin corrosion.
c) Mechanical damage to tone ring during brake or bearing work.
d) Rare: ABS ECU internal fault or “cold” solder joint on board.
Symptom matrix
• ABS + ESP lamps ON, sometimes hand-brake lamp, speedometer drop-out (because BCM uses rear-right as primary VSS).
• Code often re-sets every ignition cycle and re-appears after a few metres.
• No DTCs in power-train ECU unless CAN frames from ABS are missing (U1205 companion code).
Logical diagnostic path
Step 1 – Scan tool capable of PSA extended codes (DiagBox, Launch X-431, Autel MX808).
• Read freeze-frame (wheel speed at set) and live data. Rear-right usually reads 0 km/h or noisy compared with other 3 wheels.
Step 2 – Visual/physical check
• Jack vehicle, remove wheel, inspect harness route, grommets, clips.
• Disconnect RR sensor, look for verdigris, water. Apply dielectric grease after repair.
Step 3 – Electrical tests (multimeter)
• Resistance across sensor ~1 kΩ (Hall) or open-collector depending on variant; compare with left side.
• Continuity ECU ↔ connector <1 Ω; insulation to chassis >1 MΩ.
Step 4 – Mechanical inspection
• Remove disc/drum, examine encoder ring (dark rubber magnet strip). Metallic debris or “dead” magnetic sectors → replace bearing. A simple ferrous pin held around circumference should “ratchet” uniformly.
Step 5 – Substitution/repair
• If wiring OK, fit quality hub/bearing (OEM, SKF, FAG, NTN, SNR). Torque stub-axle nut to spec (usually 180 N·m + 30°).
• Clear codes, road-test while watching live data.
• Since 2022 many aftermarket bearings ship with low-grade encoder rings causing false C1387 right out of the box. Check dot-coded side faces the sensor.
• PSA service bulletin (B9-ABS-12/20) recommends software 8.1.D update for noise filtering but only after confirming hardware fault.
• Diagnostic over-the-air (OTA) via Stellantis “SPOTICAR” is being piloted; remote ABS log retrieval can pre-identify sensor dropout events.
• Why the whole bearing? – The magnetic encoder is vulcanised to the seal; removal destroys bearing pre-load.
• Analogy – Think of the encoder as a bar-code; a scratch or swarf acts like an unreadable stripe, the scanner (sensor) reports nonsense and the cash register (ECU) refuses the sale.
• Electromagnetic theory – Hall element produces sinusoidal voltage proportional to wheel speed; loss of one pole pair reduces amplitude below ECU’s 150 mV threshold → “no signal.”
• European Regulation (EU) 2019/2144 mandates functional ABS; knowingly operating a vehicle with ABS disabled may constitute an MOT/ITV failure and liability in the event of an accident.
• Repairs must follow OEM torque and bearing-press procedures to prevent wheel detachment. Avoid counterfeit parts that lack E-mark certification.
• Always disconnect battery negative before unplugging ABS ECU (pin corrosion sparks).
• Use heat-shrink butt splices or Raychem SolderSleeves for harness repair – never twist-and-tape.
• After bearing replacement do a steering-angle sensor re-zero with the scanner; ESP relies on it.
• When test-driving, include both straight line and lock-to-lock manoeuvres; ABS cameras drift can hide until yaw input occurs.
• If the vehicle is a first-generation Partner (M49/M59) with drum rear brakes, sensor is separate from bearing; procedure is identical except only sensor may need replacement.
• Free play in trailing-arm bearings on the torsion-bar axle can also mimic encoder gap issues.
• Moisture inside ECU from under-bonnet washing reported on 4×4 Dangel conversions – rare but real.
• Investigate magneto-resistive (MR) encoder ageing under road-salt exposure – potential design improvement.
• Explore swap-test rigs that allow bench simulation of wheel speed signals for quicker ABS ECU triage.
• Review ISO 26262 implications of single-wheel signal loss and the enhancement offered by sensor fusion with yaw/GPS data.
DTC C1387 on a Peugeot Partner indicates the ABS controller is not seeing a valid signal from the right-rear wheel speed sensor, which is integrated into the hub/bearing. The most efficient fix is usually hub/bearing replacement and any necessary harness repair, followed by clearing codes and validation with live-data road testing. Prompt attention is essential because ABS/ESP safety functions remain disabled while the fault is present.
