Code
P0289
Generic
P — Powertrain
Cylinder 10 Injector A Circuit High
Views:
UK: 22
EN: 37
RU: 26
AI status
Completed
Completed
100%
Causes
- Short to battery / constant 12V on the injector control circuit
- Corroded, damaged or loose injector connector
- Open or high-resistance wiring between injector and ECU
- Failed injector (internal short or stuck state)
- Faulty ECU/PCM injector driver
- Poor or missing ground at injector harness or ECU
Symptoms
- Malfunction Indicator Lamp (MIL/CHECK ENGINE) illuminated
- Rough idle or misfire localized to cylinder 10
- Reduced engine power or hesitation under load
- Hard starting or extended cranking
- Poor fuel economy or increased smoke (diesel engines)
- Possible stored multiple injector-related trouble codes
What to check
- Perform a visual inspection of injector 10 connector, wiring harness, and ECU connector for damage, corrosion, or oil/contamination
- Check related fuses and fuel/injector relays
- Back-probe the injector connector to measure supply voltage with key ON (should be battery voltage) and to observe driver signal while cranking/running
- Measure injector coil resistance with the injector unplugged and compare to spec
- Check continuity between injector terminal and ECU pin and measure for short to battery or ground
- Use a lab scope to view injector waveform (look for expected pulse shape and amplitude)
Signal parameters
- Battery/supply voltage at injector connector (key ON): ~12 V
- Injector coil resistance (typical ranges): 0.5–3.0 Ω for low‑ohm solenoid injectors (spec varies by engine). Compare to manufacturer spec.
- Driver output: pulsed ground or pulsed supply depending on design; pulse width varies with load/engine speed (typically 0.5–10 ms)
- Expected waveform: rapid initial current spike then a regulated hold/current; absence or abnormal high DC level suggests short or driver fault
- Open-circuit: infinite/very high resistance; short-to-battery: near 0 Ω to battery voltage on connector
Diagnostic algorithm
- Retrieve freeze frame and pending codes; note engine conditions when fault set.
- Visually inspect injector 10 connector and harness for damage, corrosion, pin push-out, or water intrusion. Repair as needed.
- With ignition OFF, unplug injector 10 and measure coil resistance across injector terminals. Compare to spec. Replace injector if out of range.
- With key ON (engine off) back-probe the supply terminal at injector 10. Confirm constant battery voltage at the supply pin. Repair supply if missing.
- With engine cranking or running, back-probe the driver terminal and observe for switching pulses (use scope preferred). If driver shows constant battery voltage or excessive voltage, suspect short to battery or driver fault.
- Check continuity between injector driver pin at ECU and injector harness pin. Confirm no short to battery or to ground. Repair wiring as required.
- Perform a swap test: install injector 10 into another cylinder or replace with a known-good unit. Clear codes and see if P0289 follows the injector or stays with cylinder position. If it follows injector, replace injector. If it stays, suspect wiring or ECU.
- If wiring checks good and injector is within spec but fault persists, inspect ECU connector for corrosion/damage and consider ECU driver failure. Consult manufacturer procedures before replacing ECU.
- After repairs, clear codes and road-test under similar conditions to confirm fault does not return.
Likely causes
- Wiring short to battery on cylinder 10 injector circuit
- Corroded connector at injector 10 producing high resistance
- Failed injector (internal electrical fault)
- Damaged or water-intruded ECU connector or failed injector driver
Fault status
Status
High voltage detected on Cylinder 10 Injector A circuit — possible short to battery, damaged connector/wiring, failed injector, or faulty ECU injector driver.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Repair manuals
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Code
P0289
GWM
P — Powertrain
- High Cylinder Injector 10 Circuit High
Views:
UK: 20
EN: 30
RU: 24
AI status
Completed
Completed
100%
Causes
- Short to battery / constant 12V on the injector control circuit
- Corroded, damaged or loose injector connector
- Open or high-resistance wiring between injector and ECU
- Failed injector (internal short or stuck state)
- Faulty ECU/PCM injector driver
- Poor or missing ground at injector harness or ECU
Symptoms
- Malfunction Indicator Lamp (MIL/CHECK ENGINE) illuminated
- Rough idle or misfire localized to cylinder 10
- Reduced engine power or hesitation under load
- Hard starting or extended cranking
- Poor fuel economy or increased smoke (diesel engines)
- Possible stored multiple injector-related trouble codes
What to check
- Perform a visual inspection of injector 10 connector, wiring harness, and ECU connector for damage, corrosion, or oil/contamination
- Check related fuses and fuel/injector relays
- Back-probe the injector connector to measure supply voltage with key ON (should be battery voltage) and to observe driver signal while cranking/running
- Measure injector coil resistance with the injector unplugged and compare to spec
- Check continuity between injector terminal and ECU pin and measure for short to battery or ground
- Use a lab scope to view injector waveform (look for expected pulse shape and amplitude)
Signal parameters
- Battery/supply voltage at injector connector (key ON): ~12 V
- Injector coil resistance (typical ranges): 0.5–3.0 Ω for low‑ohm solenoid injectors (spec varies by engine). Compare to manufacturer spec.
- Driver output: pulsed ground or pulsed supply depending on design; pulse width varies with load/engine speed (typically 0.5–10 ms)
- Expected waveform: rapid initial current spike then a regulated hold/current; absence or abnormal high DC level suggests short or driver fault
- Open-circuit: infinite/very high resistance; short-to-battery: near 0 Ω to battery voltage on connector
Diagnostic algorithm
- Retrieve freeze frame and pending codes; note engine conditions when fault set.
- Visually inspect injector 10 connector and harness for damage, corrosion, pin push-out, or water intrusion. Repair as needed.
- With ignition OFF, unplug injector 10 and measure coil resistance across injector terminals. Compare to spec. Replace injector if out of range.
- With key ON (engine off) back-probe the supply terminal at injector 10. Confirm constant battery voltage at the supply pin. Repair supply if missing.
- With engine cranking or running, back-probe the driver terminal and observe for switching pulses (use scope preferred). If driver shows constant battery voltage or excessive voltage, suspect short to battery or driver fault.
- Check continuity between injector driver pin at ECU and injector harness pin. Confirm no short to battery or to ground. Repair wiring as required.
- Perform a swap test: install injector 10 into another cylinder or replace with a known-good unit. Clear codes and see if P0289 follows the injector or stays with cylinder position. If it follows injector, replace injector. If it stays, suspect wiring or ECU.
- If wiring checks good and injector is within spec but fault persists, inspect ECU connector for corrosion/damage and consider ECU driver failure. Consult manufacturer procedures before replacing ECU.
- After repairs, clear codes and road-test under similar conditions to confirm fault does not return.
Likely causes
- Wiring short to battery on cylinder 10 injector circuit
- Corroded connector at injector 10 producing high resistance
- Failed injector (internal electrical fault)
- Damaged or water-intruded ECU connector or failed injector driver
Fault status
Status
High voltage detected on Cylinder 10 Injector A circuit — possible short to battery, damaged connector/wiring, failed injector, or faulty ECU injector driver.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
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Was this AI description helpful?
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Code
P0289
HUMMER
P — Powertrain
Cylinder 10 Injector Circuit High
Views:
UK: 17
EN: 32
RU: 21
AI status
Completed
Completed
100%
Causes
- Short to battery / constant 12V on the injector control circuit
- Corroded, damaged or loose injector connector
- Open or high-resistance wiring between injector and ECU
- Failed injector (internal short or stuck state)
- Faulty ECU/PCM injector driver
- Poor or missing ground at injector harness or ECU
Symptoms
- Malfunction Indicator Lamp (MIL/CHECK ENGINE) illuminated
- Rough idle or misfire localized to cylinder 10
- Reduced engine power or hesitation under load
- Hard starting or extended cranking
- Poor fuel economy or increased smoke (diesel engines)
- Possible stored multiple injector-related trouble codes
What to check
- Perform a visual inspection of injector 10 connector, wiring harness, and ECU connector for damage, corrosion, or oil/contamination
- Check related fuses and fuel/injector relays
- Back-probe the injector connector to measure supply voltage with key ON (should be battery voltage) and to observe driver signal while cranking/running
- Measure injector coil resistance with the injector unplugged and compare to spec
- Check continuity between injector terminal and ECU pin and measure for short to battery or ground
- Use a lab scope to view injector waveform (look for expected pulse shape and amplitude)
Signal parameters
- Battery/supply voltage at injector connector (key ON): ~12 V
- Injector coil resistance (typical ranges): 0.5–3.0 Ω for low‑ohm solenoid injectors (spec varies by engine). Compare to manufacturer spec.
- Driver output: pulsed ground or pulsed supply depending on design; pulse width varies with load/engine speed (typically 0.5–10 ms)
- Expected waveform: rapid initial current spike then a regulated hold/current; absence or abnormal high DC level suggests short or driver fault
- Open-circuit: infinite/very high resistance; short-to-battery: near 0 Ω to battery voltage on connector
Diagnostic algorithm
- Retrieve freeze frame and pending codes; note engine conditions when fault set.
- Visually inspect injector 10 connector and harness for damage, corrosion, pin push-out, or water intrusion. Repair as needed.
- With ignition OFF, unplug injector 10 and measure coil resistance across injector terminals. Compare to spec. Replace injector if out of range.
- With key ON (engine off) back-probe the supply terminal at injector 10. Confirm constant battery voltage at the supply pin. Repair supply if missing.
- With engine cranking or running, back-probe the driver terminal and observe for switching pulses (use scope preferred). If driver shows constant battery voltage or excessive voltage, suspect short to battery or driver fault.
- Check continuity between injector driver pin at ECU and injector harness pin. Confirm no short to battery or to ground. Repair wiring as required.
- Perform a swap test: install injector 10 into another cylinder or replace with a known-good unit. Clear codes and see if P0289 follows the injector or stays with cylinder position. If it follows injector, replace injector. If it stays, suspect wiring or ECU.
- If wiring checks good and injector is within spec but fault persists, inspect ECU connector for corrosion/damage and consider ECU driver failure. Consult manufacturer procedures before replacing ECU.
- After repairs, clear codes and road-test under similar conditions to confirm fault does not return.
Likely causes
- Wiring short to battery on cylinder 10 injector circuit
- Corroded connector at injector 10 producing high resistance
- Failed injector (internal electrical fault)
- Damaged or water-intruded ECU connector or failed injector driver
Fault status
Status
High voltage detected on Cylinder 10 Injector A circuit — possible short to battery, damaged connector/wiring, failed injector, or faulty ECU injector driver.
Repair difficulty: Medium
Diagnostic time: 1-3 hours
Repair manuals
Manual library for HUMMER
69
Browse 69 HUMMER manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
HUMMER
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