P1238

Code

FORD P — Powertrain

Fuel Pump Secondary Circuit Fault

Brand: FORD

Type: P — Powertrain

Views: UK: 22 EN: 33 RU: 27

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

P1238 — Fuel Pump Secondary Circuit Fault (Ford). The PCM detected an abnormal condition in the fuel pump secondary circuit (open, short, overcurrent, or driver fault). Investigation of fuses, relay, wiring, pump module and driver is required; do not assume final diagnosis without testing.

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

JAGUAR P — Powertrain

VSV 3 Circuit

Brand: JAGUAR

Type: P — Powertrain

Views: UK: 18 EN: 31 RU: 22

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

LAND ROVER P — Powertrain

Vacuum switching valve 3 circuit malfunction

Brand: LAND ROVER

Type: P — Powertrain

Views: UK: 2 EN: 14 RU: 12

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

LINCOLN P — Powertrain

Fuel Pump Secondary Circuit Fault

Brand: LINCOLN

Type: P — Powertrain

Views: UK: 18 EN: 30 RU: 24

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

MERCURY P — Powertrain

Fuel Pump Secondary Circuit Fault

Brand: MERCURY

Type: P — Powertrain

Views: UK: 15 EN: 31 RU: 22

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

MINI P — Powertrain

Manifold absolute pressure (MAP) sensor 2 - high input

Brand: MINI

Type: P — Powertrain

Views: UK: 1 EN: 1 RU: 5

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

MITSUBISHI P — Powertrain

AFS plausibility(torque monitor)

Brand: MITSUBISHI

Type: P — Powertrain

Views: UK: 2 EN: 15 RU: 13

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

Other P — Powertrain

Fuel Pump Secondary Circuit Malfunction

Brand: Other

Type: P — Powertrain

Views: UK: 17 EN: 30 RU: 24

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

PORSCHE P — Powertrain

Fuel injector, cylinder 2

Brand: PORSCHE

Type: P — Powertrain

Views: UK: 0 EN: 3 RU: 4

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

SAAB P — Powertrain

Injector Circuit Cyl. 2 Open Or Short To Ground

Brand: SAAB

Type: P — Powertrain

Views: UK: 0 EN: 2 RU: 5

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email

Code

P1238

VOLKSWAGEN P — Powertrain

Cylinder 2 Injector Circuit Open Circuit

Brand: VOLKSWAGEN

Type: P — Powertrain

Views: UK: 15 EN: 31 RU: 25

AI status

Completed

ready

Completed 100%

Page language: EN

Causes

Blown fuse or faulty fuel pump relay
Open or shorted wiring in the fuel pump secondary feed or ground
Corroded or loose connector at the fuel pump module or in-line connector
Failed fuel pump motor (internal short or open)
Faulty fuel pump driver/module or PCM power transistor
Water intrusion or contamination at the pump electrical connector

Symptoms

Malfunction Indicator Lamp (MIL) illuminated
No-start or extended crank (engine cranks but won’t run)
Intermittent stalling or loss of power
Fuel pump does not prime when key is cycled
Unusual battery drain or blown fuses on pump circuit
Possible abnormal fuel pressure (low or dropping pressure)

What to check

Read and record all stored and pending codes, freeze frame and live data with a capable scan tool
Visually inspect fuses, relays, and in-line connectors for damage or corrosion
Listen for fuel pump prime when key is turned to ON (audible hum at tank)
Check fuel pressure with a gauge (compare to spec / expected pressure during key on and cranking)
Measure voltage at fuel pump connector with key ON (test both supply and ground)
Perform continuity/resistance checks on wiring between relay/fuse/PCM and pump

Signal parameters

Battery feed to pump: approximately 11–14 V with key ON/engine running
Pump ground/control: typically switched ground or PWM from pump driver — may show ground switching or a PWM waveform (frequency depends on module)
Pump current draw: commonly in the 5–15 A range under load (varies by vehicle and pump)
Voltage drop under load: should not fall below ~9–10 V at the pump during cranking/running (excessive drop indicates wiring/resistance issue)
Relay coil feed: battery voltage on one terminal when key ON, control side pulled to ground by PCM or relay driver as designed

Diagnostic algorithm

Retrieve codes and freeze frame, note conditions when P1238 set. Clear codes and attempt to re-create.
Visually inspect fuses, fuel pump relay, connectors (pump module, in-line splice), and wiring for obvious damage or corrosion.
With a DVOM measure battery voltage at the pump positive terminal with key ON and while cranking. Confirm consistent battery voltage feed.
Check pump ground continuity back to chassis ground and PCM ground; measure voltage drop between pump negative and battery negative while pump runs.
Backprobe relay output or pump connector to confirm relay/driver is commanding power. If control is PWM, capture waveform with scope or oscilliscope-capable scan tool.
Measure pump current draw with a clamp meter while running. Compare to expected range; high current suggests pump internal fault or short, low/no current suggests open circuit or relay/fuse failure.
If wiring and connectors test good, bench-test or temporarily apply fused battery power to the pump to verify operation (observe current and pressure).
Inspect tank access (service cover) and connector pins for corrosion; repair or replace as needed. Repair any damaged wiring using OEM repair methods (splice blocks, solderless connectors per service manual).
If wiring, relay, fuse, and pump bench test OK, suspect pump driver/module or PCM. Confirm using manufacturer-specific diagnostics and substitute known-good module if available before replacing PCM.
After repairs, clear codes and perform road test to verify fault does not return and fuel pressure remains within specification.

Likely causes

Blown fuse or poor/loose relay contacts
Corroded connector or poor ground at the fuel pump module
Damaged wiring or harness in tank-to-chassis run
Worn or failed fuel pump motor drawing excessive current
Faulty fuel pump driver/module (mounted near pump or in underbody fuse/relay pack)

Fault status

⚠️ Status

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

Similar codes

Your experience will help others

+100 karma for a short comment :)

Was this AI description helpful?

Your feedback helps improve AI descriptions.

👍 Like 0 👎 Dislike 0

Send to email