P2625

Code

Generic P — Powertrain

Injector Control Pressure Regulator Circuit High

Brand: Generic

Type: P — Powertrain

Views: UK: 25 EN: 33 RU: 24

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Page language: EN

Causes

Open or short in the ICP regulator control wiring (short to battery voltage)
Poor or corroded connector or terminal at regulator or ECM
Failed ICP regulator/solenoid (internal short or open)
Faulty ECM or driver circuit
Incorrect or intermittent battery voltage to the circuit (power-supply fault)
Aftermarket or repair wiring incorrectly connected

Symptoms

Engine runs rough, reduced power, poor throttle response
Hard starting or extended cranking
Illuminated Check Engine Light / MIL
Reduced fuel rail/injector control pressure (possible loss of power)
Stored DTC P2625 in memory

What to check

Read freeze frame and pending codes; review live data for injector control pressure, commanded duty and actual pressure
Perform a visual inspection of wiring and connector at the ICP regulator and ECM for damage, corrosion, or loose pins
Check battery voltage and ground integrity with engine off and during cranking
Backprobe the regulator connector and observe control signal with DVOM or oscilloscope
Measure regulator coil resistance (spec from vehicle manual) to check for open/short
Wiggle test wiring while monitoring signal and DTC status for intermittent faults

Signal parameters

Typical coil resistance (varies by application): roughly 10–40 ohms (consult vehicle spec)
Control signal type: ECM typically uses a low-side switching/PWM driver; expected switching between ~0 V (ground) and near battery voltage
Expected idle/control duty: 0–100% PWM depending on commanded pressure (refer to live data)
High-circuit symptom: steady near-battery voltage at control pin or no switching when ECM commands change
Low-circuit symptom: near 0 V or short to ground when not commanded

Diagnostic algorithm

Retrieve all DTCs and freeze-frame data. Note conditions when the code set (RPM, temp, battery voltage).
Perform a careful visual inspection of the ICP regulator harness and connector. Repair any damaged insulation or terminals.
With key ON engine OFF, measure voltage at the power supply pin of the regulator connector; it should be near battery voltage. Verify good ground at the ground pin.
Backprobe the control (ECM) pin while commanding ICP changes (or crank/idle). Observe with DVOM and preferably an oscilloscope for PWM. Look for switching between ~0 V and battery voltage. If signal is stuck high, note voltage.
Measure resistance of the regulator/solenoid (engine cold, connector disconnected). Compare to spec. Replace regulator if out of range.
Check continuity between regulator connector and ECM pin. Inspect for short to battery (high) or open circuit.
If wiring and regulator check good, consult OEM wiring diagram and test ECM driver: check for correct pull-down switching or use a known-good solenoid to verify ECM control.
If ECM driver is suspected, confirm with manufacturer diagnostics before replacement. Clear codes and test drive to verify repair.

Likely causes

Damaged wiring insulation contacting battery voltage or accessory feed
Corroded connector causing intermittent high reading
Failed ICP regulator (stuck or internally shorted)
Fused or relay fault allowing full battery to control pin
ECM output transistor failure (less common)

Fault status

⚠️ Status

Injector Control Pressure Regulator Circuit High — control circuit voltage higher than expected (possible short to battery or open/incorrect circuit).

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 0.5-2.0 hours