Code
P1292
CITROEN
P — Powertrain
Injector 2 control malfunction
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
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Code
P1292
DODGE
P — Powertrain
CNG Pressure Sensor Voltage Too High
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
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Code
P1292
DS
P — Powertrain
Injector 2 control malfunction
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
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Code
P1292
FORD
P — Powertrain
Injector High Side Short To GND Or VBATT Bank 2
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
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Code
P1292
JEEP
P — Powertrain
CNG Pressure Sensor Voltage Too High
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
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Code
P1292
LINCOLN
P — Powertrain
Injector High Side Short To GND Or VBATT Bank 2
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
Similar codes
Repair manuals
Manual library for LINCOLN
166
Browse 166 LINCOLN manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.
LINCOLN
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LINCOLN: 2024
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- Reserve, 2.7L Eng VIN P, FWD
- Reserve, 3.0L Eng VIN C · 3.0L Eng VIN C2020: Continental Reserve
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Code
P1292
MERCURY
P — Powertrain
Injector High Side Short To GND Or VBATT Bank 2
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
Similar codes
Repair manuals
Manual library for MERCURY
296
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Code
P1292
Other
P — Powertrain
Injector High Side Short To GND Or VBATT - Bank 2
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
Similar codes
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Code
P1292
PEUGEOT
P — Powertrain
Injector 2 control malfunction
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
Similar codes
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Code
P1292
PLYMOUTH
P — Powertrain
CNG Pressure Sensor Voltage Too High
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
Similar codes
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Code
P1292
PONTIAC
P — Powertrain
CNG Pressure Sensor Voltage Too High
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 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
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👎 Dislike
0
Send to email
Code
P1292
RAM
P — Powertrain
CNG Pressure sensor voltage too high
AI status
Completed
Completed
100%
Causes
- Open or short in injector 2 wiring or connector
- Poor connector contact or corrosion at injector
- Failed fuel injector (stuck, clogged or shorted)
- Faulty injector driver in the engine control module (ECM)
- Blown fuse or faulty power relay supplying injectors
- Low or inconsistent fuel rail pressure
Symptoms
- Malfunction Indicator Lamp (MIL) illuminated
- Rough idle or engine misfire on cylinder 2
- Reduced engine power, poor acceleration
- Increased fuel consumption or black smoke (diesel/lean-rich symptoms vary)
- Hard starting or stumbling on acceleration
- Diagnostic trouble codes stored or freeze frame data
What to check
- Read stored and pending codes and capture freeze-frame / live data
- Visual inspection of injector 2 connector, wiring harness and engine grounds
- Check fuses and injector power supply relay
- Measure injector 2 resistance with connector disconnected
- Back-probe injector connector while cranking/idle to confirm driver pulses and supply voltage
- Inspect fuel rail pressure and fuel delivery if mechanical injector fault suspected
Signal parameters
- Injector DC resistance: varies by vehicle and injector type (typical range 2–16 ohms). Compare to manufacturer spec
- Supply voltage (constant): ~battery voltage (approx 11–14 V) at injector supply pin with ignition on
- Driver signal: pulsed switching waveform from ECM; back-probed voltage typically switches between ~0 V (ground) and battery voltage
- Pulse width: varies with engine load and RPM (typically 1–10 ms depending on conditions)
- Current draw during activation: depends on injector; abnormal high or zero current indicates short/open or internal fault
Diagnostic algorithm
- Read and record all DTCs and freeze-frame data. Note if P1292 is stored as active, pending or historic.
- Visually inspect injector 2 connector, wiring harness and engine/chassis grounds for damage, corrosion, pin push-out or water ingress.
- Check related fuses and the injector power relay for proper operation.
- With ignition OFF, disconnect injector connector and measure injector DC resistance. Compare to manufacturer spec. Replace if open/short or out of range.
- With connector connected, back-probe the injector connector while cranking/idle: verify constant supply voltage at the power pin and pulsed drive at the control pin. Use a scope if available to inspect waveform quality.
- If no pulse at control pin but supply present, check continuity between ECM and connector for open/short and inspect grounds. Wiggle test harness to detect intermittent faults.
- Swap injector 2 with an identical injector from another cylinder (if practical). Clear codes and run engine. If code moves to the other cylinder, suspect the injector; if it remains on cylinder 2, suspect wiring/ECM.
- If wiring and injector appear OK but driver waveform abnormal, consult manufacturer service info and test ECM output driver or consider ECM replacement only after confirming external wiring/injector faults are ruled out.
- After repairs, clear codes and perform a road/test session to verify the fault does not return and confirm correct engine operation.
Likely causes
- Poor connector or damaged wiring to injector 2 (pin corrosion, chafing, open/short)
- Faulty injector 2 (electrical failure or mechanical sticking)
- Faulty ground or supply to injector circuit
- Failed injector driver transistor in ECM
- Intermittent contact from harness movement or heat
Fault status
Status
Injector 2 control malfunction — ECM detected abnormal electrical or operational behaviour on injector circuit for cylinder 2. Inspect injector, wiring, supply and ECM driver.
Repair difficulty: Medium
Diagnostic time: 0.5-3 hours
Similar codes
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
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👍 Like
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0
Send to email