P2150

Code

LAND ROVER P — Powertrain

supply voltage of group B of the injector - low circuit

Brand: LAND ROVER

Type: P — Powertrain

Views: UK: 21 EN: 37 RU: 44

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Page language: EN

Causes

Blown fuse or faulty relay supplying injector group B
Open, corroded or damaged wiring/connector in the injector power feed
Poor battery or engine ground connection causing voltage drop
High-resistance connection (corrosion, damaged pin) in harness or connector
Parasitic load or short to ground on the supply circuit
Faulty fuel injectors (internal short) drawing excessive current

Symptoms

Engine may crank but run rough or misfire on affected bank/group
Check Engine Light (MIL) illuminated and P2150 stored
Reduced engine performance, hesitation under load
Difficulty starting or stalling in some cases
Possible poor fuel economy
Intermittent faults that may clear when connectors are reseated or on restart

What to check

Retrieve freeze-frame and live-data (injector group voltage, battery voltage) with a scanner
Visual inspection: battery terminals, main ground straps, fuses and relays related to injector power
Inspect connector for injector group B and wiring harness for damage, corrosion, melted insulation or water ingress
Measure battery voltage (engine off and cranking) to ensure good supply
With key ON (engine OFF) measure voltage at the injector group power pin(s) relative to chassis ground
Perform continuity/resistance check from injector power fuse/relay output to injector group power pin(s)

Signal parameters

Injector group B supply expected (Key ON, engine OFF): approximately battery voltage ~11–14.5 V
Low threshold typically below ~9–10 V triggers code (manufacturer-specific)
Injector coil DC resistance: varies by application — typical port-fuel injectors ~1–16 Ω (compare to OEM spec)
Supply rail ripple/current: shorted injector(s) can pull current well above normal idle drive current; use lab scope or clamp meter to detect abnormal drain

Diagnostic algorithm

Safety first: ensure vehicle is secure, key OFF, and battery disconnected before making connector repairs. Refer to manufacturer wiring diagrams and procedures.
Read and record freeze-frame and related DTCs. Clear codes and attempt to reproduce to confirm current state.
Visually inspect fuse(s) and relay(s) for injector power; replace suspect items. Verify relay socket and fuse box for corrosion or melted plastic.
With a digital multimeter, measure battery voltage at battery posts. Then measure voltage at the injector group power pin with key ON (engine OFF). Note any significant voltage drop from battery to injector rail.
If voltage is low, trace supply from fuse/relay to injector harness: check continuity and for high resistance (voltage drop test under load). Wiggle harness/connectors to look for intermittent behavior.
Inspect and test ground connections for engine and chassis grounds; clean and tighten as needed. Measure voltage drop on ground while cranking if suspect.
Measure individual injector coil resistance against OEM specs to identify shorted or out-of-range injectors. Remove connectors to isolate injectors when testing.
Use a lab scope or powered clamp meter to observe injector supply rail waveform and current draw while cranking/running to identify spikes, excessive ripple or a short.
If wiring and external components test good, backprobe ECU/PCM connector pin for supply output. Check for bent/damaged pins, measure voltage and continuity to battery/fuse box. Do not attempt internal ECU repairs unless qualified.
If fault follows a particular injector, swap that injector with another cylinder on a different group (if possible) and see if code follows to determine if injector or wiring is at fault.
After repair, clear codes and road test to verify correction. If intermittent or unresolved, consult manufacturer technical service bulletins and wiring diagrams; consider ECU bench test or replacement as last resort.

Likely causes

blown/incorrect fuse or relay for injector supply
corroded/loose connector at injector bank power rail
open or short in supply wire between fuse/relay and injector harness
weak battery or poor chassis/engine ground causing voltage sag
internal shorting injector(s) pulling the rail down
intermittent ECU power output or damaged ECU pin

Fault status

⚠️ Status

Injector group B supply voltage low — intermittent or sustained low voltage on the injector power rail for group B detected by the PCM.

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1.0-3.0 hours

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P2150 — supply voltage of group B of the injector - low circuit