P1293

Code

CITROEN P — Powertrain

Injector 2 control malfunction

Brand: CITROEN

Type: P — Powertrain

Views: UK: 2 EN: 7 RU: 6

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Page language: EN

Causes

Open or short in injector 2 wiring or connector
Corroded/loose connector or damaged terminal
Failed fuel injector (stuck, shorted coil or open coil)
Faulty injector driver inside the ECU/PCM
Missing or weak power/ground supply to injector circuit
Intermittent contact due to harness chafing or water ingress

Symptoms

Check Engine MIL illuminated (CEL)
Rough idle or vibration (misfire) attributable to cylinder 2
Reduced engine performance and acceleration
Poor fuel economy and increased exhaust emissions
Hard starting or extended cranking
Intermittent faults that may clear and return

What to check

Read and record freeze-frame and all related DTCs with a scan tool
Visual inspection of injector 2 connector and wiring for damage, corrosion, or pin push-out
Check battery voltage and engine grounds before electrical testing
Verify injector 2 supply fuse and main fuel/injector relay operation
Measure injector coil resistance and compare to manufacturer spec
Back-probe injector control signal with a scope or multimeter while cranking/running

Signal parameters

Injector coil resistance: typically in the range of ~1–16 Ω depending on injector type — check vehicle service data for exact spec
Reference voltage at injector supply terminal with key ON: battery voltage (~12 V)
Injector control waveform: pulse (switching) signal from ECU: 0–battery voltage (or low-side pulsed to ground) — square pulses
Typical injector pulse width while running: ~1–10 ms depending on load and RPM
No continuity to infinite (open) or near short to ground/12 V indicates wiring fault or coil failure

Diagnostic algorithm

Connect a full-function scan tool. Read and record fault code(s), freeze-frame data and live data for cylinder 2 (fuel trim, misfire counters, injector pulse).
Perform a visual inspection of the injector 2 connector, wiring harness and engine grounds. Repair any obvious damage or corrosion.
Check relevant fuses and the fuel/injector supply relay. Replace if faulty and re-test.
With ignition OFF disconnect injector connector and measure coil resistance at the injector terminals; compare to spec. An open or short indicates a bad injector.
With ignition ON (engine OFF), check for battery voltage at the injector supply pin and a good ground reference. If supply is missing, trace upstream (fuse/relay/ECM power supply).
Back-probe the injector control pin while cranking/running and observe with an oscilloscope or AC-capable meter. Look for pulsed waveform; absence, fixed voltage, or abnormal waveform suggests ECU driver or wiring short.
Perform a wiggle test on the harness while observing live data for intermittent changes. Inspect for chafing where harness passes near sharp edges or heat sources.
Swap injector 2 with another cylinder’s injector (if identical) and clear codes. If code follows the injector, replace the injector. If the code stays on cylinder 2, suspect wiring or ECU driver.
If wiring and injector test good but no proper control signal from ECU, verify ECU grounds and supply voltages. Consult manufacturer diagnostic flow for ECU/driver testing.
If ECU injector driver is confirmed faulty after excluding wiring and injector, replace ECU or driver module only as specified by manufacturer procedures.
After repairs, clear codes and road-test. Re-scan to confirm the fault does not return.

Likely causes

Damaged/loose connector or wiring to injector 2 (most common)
Injector coil resistance out of specification (open or shorted)
Faulty injector driver output from the ECU
Corrosion or water in connector causing intermittent contact
Blown/weak fuse or failed power/ground for injector bank

Fault status

⚠️ Status

Injector 2 control malfunction — check injector circuit, connector, wiring and ECU driver

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 0.5-2.5 hours

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