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Home / DTC / P2150 — Fuel Injector Group B Supply Voltage Circuit Low

P2150 — Fuel Injector Group B Supply Voltage Circuit Low

Detailed page for trouble code P2150.

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Code

P2150

Generic P — Powertrain

Fuel Injector Group B Supply Voltage Circuit Low

Brand: Generic
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Blown or corroded fuse supplying injector rail or PCM
  • Faulty fuel injector relay or control relay
  • Damaged wiring harness, chafed insulation, connector corrosion or loose connector at Group B injectors
  • Short to ground on the injector supply circuit
  • One or more failed injectors creating an abnormal load
  • Poor battery or charging system voltage (weak battery, bad alternator)

Symptoms

  • Check Engine MIL illuminated (P2150 stored)
  • Engine running rough, misfire or cylinder group roughness associated with Group B injectors
  • Reduced engine power or limp-home mode in some vehicles
  • Hard starting or no-start if supply is severely low
  • Poor fuel economy and increased exhaust emissions

What to check

  • Read freeze frame and live data with a scan tool; note conditions when the code set (key on, cranking, idle, load)
  • Verify battery voltage at rest and while cranking (should be ~12.4 V resting, ~10 V minimum while cranking)
  • Inspect fuses and relays related to injector power and PCM power; replace if blown or suspect
  • Visually inspect injector Group B harness and connectors for damage, corrosion, bent pins or poor pin retention
  • Backprobe the Group B injector supply connector(s) and measure voltage with key ON, CRANK and ENGINE RUN
  • Measure injector coil resistance for each injector in Group B and compare to spec

Signal parameters

  • Injector supply voltage (key ON): approximately battery voltage (≈12 V)
  • Injector supply voltage (engine running): ~12–14.5 V (depending on charging system)
  • Acceptable drop from fuse/relay to injector connector: typically
  • Injector coil resistance (typical ranges): low-impedance injectors ≈2–16 Ω; high-impedance injectors ≈40–80+ Ω — consult vehicle-specific spec
  • Injector driver output: pulse duty cycles and pulse widths vary with RPM/load; PCM switches the injector ground/power depending on system design

Diagnostic algorithm

  1. Verify DTC and related codes; record freeze frame and related PIDs. Check for multiple injector or supply codes.
  2. Confirm battery and charging system health: measure static and cranking voltage; ensure >12 V static and adequate cranking voltage.
  3. Inspect and test fuses and relays for the injector supply and PCM power. Replace suspect items.
  4. Visually inspect Group B injector harness and connectors for damage, corrosion, or poor seating. Repair as required.
  5. Backprobe the Group B injector power feed at the connector. With key ON then while cranking/idle, confirm supply voltage is at or near battery voltage. Note any drops or intermittency.
  6. Measure injector coil resistance for each injector in Group B and compare to manufacturer spec. Remove/disable suspect injector and re-check supply voltage to see if load-related.
  7. Perform continuity and short-to-ground tests from the supply fuse/relay to each Group B injector connector. Repair any opens/shorts.
  8. Wiggle test wiring and connectors while monitoring live data/voltage to find intermittent faults.
  9. Verify PCM grounds and power inputs. If wiring and connectors are good and injectors test out of spec, replace defective injector(s).
  10. If wiring, fuses, relays and injectors are OK, suspect PCM/injector driver fault; perform PCM bench or replacement testing per OEM procedures.
  11. Clear codes after repairs and perform test drive and re-scan to confirm the fault does not return.

Likely causes

  • Blown fuse or failed injector/PCM supply relay
  • Corroded/loose connector or damaged wiring in the injector Group B harness
  • Short to ground on the supply circuit near Group B injectors
  • Faulty injector(s) causing a heavy load on the supply circuit

Fault status

⚠️ Status
PCM detected low voltage on Fuel Injector Group B supply circuit. Injector Group B may be disabled or functioning improperly until the supply problem is corrected.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
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Code

P2150

LAND ROVER P — Powertrain

supply voltage of group B of the injector - low circuit

Brand: LAND ROVER
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Blown or corroded fuse supplying injector rail or PCM
  • Faulty fuel injector relay or control relay
  • Damaged wiring harness, chafed insulation, connector corrosion or loose connector at Group B injectors
  • Short to ground on the injector supply circuit
  • One or more failed injectors creating an abnormal load
  • Poor battery or charging system voltage (weak battery, bad alternator)

Symptoms

  • Check Engine MIL illuminated (P2150 stored)
  • Engine running rough, misfire or cylinder group roughness associated with Group B injectors
  • Reduced engine power or limp-home mode in some vehicles
  • Hard starting or no-start if supply is severely low
  • Poor fuel economy and increased exhaust emissions

What to check

  • Read freeze frame and live data with a scan tool; note conditions when the code set (key on, cranking, idle, load)
  • Verify battery voltage at rest and while cranking (should be ~12.4 V resting, ~10 V minimum while cranking)
  • Inspect fuses and relays related to injector power and PCM power; replace if blown or suspect
  • Visually inspect injector Group B harness and connectors for damage, corrosion, bent pins or poor pin retention
  • Backprobe the Group B injector supply connector(s) and measure voltage with key ON, CRANK and ENGINE RUN
  • Measure injector coil resistance for each injector in Group B and compare to spec

Signal parameters

  • Injector supply voltage (key ON): approximately battery voltage (≈12 V)
  • Injector supply voltage (engine running): ~12–14.5 V (depending on charging system)
  • Acceptable drop from fuse/relay to injector connector: typically
  • Injector coil resistance (typical ranges): low-impedance injectors ≈2–16 Ω; high-impedance injectors ≈40–80+ Ω — consult vehicle-specific spec
  • Injector driver output: pulse duty cycles and pulse widths vary with RPM/load; PCM switches the injector ground/power depending on system design

Diagnostic algorithm

  1. Verify DTC and related codes; record freeze frame and related PIDs. Check for multiple injector or supply codes.
  2. Confirm battery and charging system health: measure static and cranking voltage; ensure >12 V static and adequate cranking voltage.
  3. Inspect and test fuses and relays for the injector supply and PCM power. Replace suspect items.
  4. Visually inspect Group B injector harness and connectors for damage, corrosion, or poor seating. Repair as required.
  5. Backprobe the Group B injector power feed at the connector. With key ON then while cranking/idle, confirm supply voltage is at or near battery voltage. Note any drops or intermittency.
  6. Measure injector coil resistance for each injector in Group B and compare to manufacturer spec. Remove/disable suspect injector and re-check supply voltage to see if load-related.
  7. Perform continuity and short-to-ground tests from the supply fuse/relay to each Group B injector connector. Repair any opens/shorts.
  8. Wiggle test wiring and connectors while monitoring live data/voltage to find intermittent faults.
  9. Verify PCM grounds and power inputs. If wiring and connectors are good and injectors test out of spec, replace defective injector(s).
  10. If wiring, fuses, relays and injectors are OK, suspect PCM/injector driver fault; perform PCM bench or replacement testing per OEM procedures.
  11. Clear codes after repairs and perform test drive and re-scan to confirm the fault does not return.

Likely causes

  • Blown fuse or failed injector/PCM supply relay
  • Corroded/loose connector or damaged wiring in the injector Group B harness
  • Short to ground on the supply circuit near Group B injectors
  • Faulty injector(s) causing a heavy load on the supply circuit

Fault status

⚠️ Status
PCM detected low voltage on Fuel Injector Group B supply circuit. Injector Group B may be disabled or functioning improperly until the supply problem is corrected.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
320

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LAND ROVER

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