Fuel Delivery
P2152
Fuel Injector Group "C" Supply Voltage Circuit/Open
P2152 — Fuel Injector Group "C" Supply Voltage Circuit/Open — is a Fuel Injector Power Supply and Delivery DTC.\n\nThe controller monitors shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution. The exact failure…
Diagnostic Snapshot
Atlas Academy
Learn the System
Before diagnosing this code, it helps to understand the system behind it.
Read Understanding Fuel Delivery SystemsTechnical Summary
P2152 — Fuel Injector Group "C" Supply Voltage Circuit/Open — belongs to Fuel Injector Power Supply and Delivery. The ecm detects injector group c supply voltage open/unavailable.
The controller evaluates shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution. This is the key to diagnosis: identify whether the failed layer is electrical supply/signal, data correlation, learned position, airflow/fuel plausibility, or physical response.
First diagnostic move: identify the exact injectors in the named group, then load-test the shared supply while isolating branches for a shorted injector or harness.
Preserve freeze-frame and reproduce the enable condition. Use loaded testing and independent data instead of parts substitution.
Exact voltage, current, resistance, frequency, fuel-trim, position, and timer thresholds are application-specific; OEM service information takes priority.
Driveability: Multiple cylinders can lose injection, causing severe misfire, low power, stalling, or no-start. Avoid driving with a flashing MIL or heavy misfire because catalyst and engine damage can follow.
What You'll Learn
- Exact meaning of P2152
- Monitor and enabling logic
- Ranked causes
- Freeze-frame direction
- Live-data expectations
- Loaded electrical tests
- Mechanical verification
- Repair confirmation
Think Like a Technician
Treat P2152 as a monitor statement, not a parts request. The controller is judging shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution. Preserve evidence, reproduce the fault, then prove electrical capability, data plausibility, and mechanical response in that order. A second independent form of evidence should support any expensive component replacement.
What This Code Means
P2152 is defined as Fuel Injector Group "C" Supply Voltage Circuit/Open.
In practical terms, the ECM detects injector group C supply voltage open/unavailable.
The monitored relationship is shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution.
The DTC identifies a failed monitor, not an automatically failed component.
System Overview
Fuel Injector Power Supply and Delivery depends on the controller comparing commands and electrical inputs with redundant or independent data and the vehicle's physical response. Diagnosis must separate wiring/power faults from biased inputs, learned/adaptation problems, leaks/restrictions, mechanical targets, and genuine component failures.
Why This Code Sets
The P2152 monitor becomes eligible after manufacturer-defined voltage, key/engine state, temperature, speed/load, plausibility, and system prerequisites are satisfied. It evaluates shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution. The code stores when the ECM detects injector group C supply voltage open/unavailable for the calibrated sample count or duration. Use OEM information for exact thresholds.
Common Symptoms
- Check Engine Light
- Driveability change possible
- Reduced power or limp mode possible
- Emissions-test failure possible
- System-specific warning or performance change possible
Most Likely Causes
- 1. shared injector supply wiring/splice fault
- 2. fuse, relay, or power-feed fault where used
- 3. shorted injector or branch loading the group supply
- 4. connector/harness heat or chafe damage
- 5. low system voltage or poor grounds
- 6. ECM/power-stage fault after external proof
Common Vehicles
This standardized generic OBD-II DTC is used on applications that implement the relevant injector-supply, speed-sensor, throttle-learning, exhaust-pressure, airflow, or fuel-trim monitor. Not every vehicle supports every code; confirm by VIN.
Freeze Frame Clues
- Battery/system voltage
- Engine RPM
- Vehicle speed
- Calculated load
- Coolant temperature
- Gear/transmission state where relevant
- Commanded/actual throttle
- APP/TPS channels
- MAF/MAP airflow
- Fuel trims/O2-AF feedback
- Injector/misfire data
- Companion DTCs
Live Data Expectations
Graph shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution with RPM, load, voltage, temperature, and independent/redundant PIDs. Look for the first dropout, ratio error, supply collapse, learned-limit failure, airflow mismatch, or fuel-control correction that disagrees with actual operating conditions. Use OEM normal ranges.
Typical Verification Tests
- Confirm P2152 absent current/pending
- Repeat original freeze-frame condition
- Load-test repaired circuit
- Graph related signals for stable agreement
- Use bidirectional control where supported
- Verify physical system response
- Complete relearn/adaptation
- Road-test and verify readiness/driveability
Before You Condemn
- Confirm exact VIN-specific definition
- Save full scan/freeze-frame
- Verify battery/module voltage
- Load-test powers/grounds
- Inspect terminals/harness
- Check shared circuits
- Graph redundant/independent data
- Perform dynamic circuit testing
- Verify mechanical response
- Check calibration/bulletins before controller replacement
Before Replacing Parts
Confirm Fuel Injector Group "C" Supply Voltage Circuit/Open; save full scan/freeze-frame; identify the exact injectors in the named group, then load-test the shared supply while isolating branches for a shorted injector or harness. Prove loaded power/ground, shared circuits, connector terminal fit, independent data, and physical response first.
Diagnostic Workflow
- Confirm P2152; save current, pending, history, freeze-frame, readiness status, and the complete module scan before clearing anything.
- Verify the exact definition — Fuel Injector Group "C" Supply Voltage Circuit/Open — and identify the named sensor, channel, injector group, bank, actuator, or speed input using VIN-specific service information.
- Review wiring, connector views, component/group assignment, enabling criteria, fail-safe strategy, bulletins, calibration notes, and OEM tests for Fuel Injector Power Supply and Delivery.
- Verify battery condition, charging voltage, module powers, ignition feeds, engine/module grounds, and shared fuse/relay circuits under load.
- Perform the first targeted check: identify the exact injectors in the named group, then load-test the shared supply while isolating branches for a shorted injector or harness.
- Inspect connectors/harnesses for terminal spread, corrosion, water, heat damage, chafing, pin push-out, aftermarket splices, and recent repair disturbance.
- Graph the monitored relationship: shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution.
- Reproduce freeze-frame safely and note whether the failure is key-on, idle, acceleration, gear/load, heat, vibration, maximum travel, or off-idle fuel-control dependent.
- Perform loaded voltage-drop testing on relevant power and ground paths; do not rely on static continuity for circuits that carry actuator or injector current.
- Test signal/control circuits dynamically with a meter, oscilloscope, current clamp, frequency measurement, or approved test load as appropriate.
- Compare the suspect input with independent data: redundant position channels, wheel/output speed, airflow/pressure, fuel trims, cylinder contribution, or physical actuator response.
- Use bidirectional controls where supported and safe; compare command with electrical feedback and actual mechanical/system response.
- Check shared circuits and prerequisite systems because one failed branch, biased sensor, leak, restriction, or low-voltage event can create multiple DTCs.
- Prove mechanical integrity: tone/reluctor condition, throttle/pedal travel, intake sealing, exhaust regulator movement, fuel pressure/flow, or injector/cylinder operation as applicable.
- Before condemning the controller, prove stable powers/grounds, terminal tension, external loads, circuit load capability, network data where relevant, and current software/calibration.
- Repair only the proven fault, perform required relearns/service procedures, repeat the original enable condition, and verify P2152 remains absent current and pending.
Labor & Inspection Checklist
- Full scan/freeze-frame saved
- VIN-specific diagram reviewed
- Battery/module voltage verified
- Connectors/terminals inspected
- Harness/shared circuits checked
- Live-data graph captured
- Loaded electrical test completed
- Mechanical/independent test completed
- Relearn completed if required
- Pending-code/road-test verification completed
Common Repairs
- Repair proven wiring/connector fault
- Repair shared power/reference/ground fault
- Replace proven failed sensor/actuator/injector only after testing
- Correct proven mechanical leak/restriction/target fault
- Perform required relearn/adaptation
- Replace or reprogram controller only after external proof
Common Parts
- Connector/terminal repair materials
- System-specific sensor/actuator where proven
- Hoses/gaskets/lines/seals where proven
- Valve/pump/heater where proven
- Mechanical/emissions parts only after diagnosis
Shop Notes
P2152 diagnostic boundary: Fuel Injector Group "C" Supply Voltage Circuit/Open. The code tells you what relationship failed; it does not prove the named component failed.
Monitor focus: shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution. Use freeze-frame to recreate the exact speed, load, temperature, throttle, gear, fuel-control, or command state.
Best first move: identify the exact injectors in the named group, then load-test the shared supply while isolating branches for a shorted injector or harness. Capture live evidence before disconnecting components whenever possible.
Electrical strategy: match the test to the circuit. Low-current sensor inputs need reference/ground/signal integrity and waveform checks; injector/solenoid/actuator feeds need loaded voltage-drop/current testing.
Correlation strategy: compare suspect data with an independent measurement or redundant input. A plausible-looking PID can still be wrong if it disagrees with physical speed, airflow, throttle movement, fuel response, or another sensor.
Mechanical strategy: after electrical capability is proven, inspect the physical target—reluctor, throttle travel, intake sealing, exhaust regulator, injector/fuel delivery—before blaming the controller.
Controller strategy: ECM/TCM replacement is last. Prove powers, grounds, terminal tension, external loads, shared circuits, network integrity, and calibration first.
Verification strategy: repeat the original enable condition after repair and confirm P2152 does not return pending. Verify the monitored data agrees with actual vehicle behavior and all required relearns are complete.
Safety/driveability: Multiple cylinders can lose injection, causing severe misfire, low power, stalling, or no-start. Avoid driving with a flashing MIL or heavy misfire because catalyst and engine damage can follow.
Emissions/catalyst note: lean operation, severe misfire, incorrect EGR/exhaust pressure, or throttle/airflow faults can prevent readiness or emissions-test completion. A flashing MIL or sustained misfire requires immediate attention.
P2152 advanced check 1: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 2: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 3: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 4: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 5: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 6: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 7: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 8: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 9: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 10: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 11: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
P2152 advanced check 12: Re-evaluate shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution under the captured operating condition. Use VIN-specific specifications and circuit topology; do not substitute universal voltage, current, resistance, frequency, fuel-trim, or position thresholds. Confirm the failed layer with a second form of evidence before replacing a sensor, actuator, injector, transmission component, throttle body, or controller.
Technician Notes
Exact definition: Fuel Injector Group "C" Supply Voltage Circuit/Open.\n\nExact fault: the ECM detects injector group C supply voltage open/unavailable.\n\nMonitor: shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution.\n\nFirst move: identify the exact injectors in the named group, then load-test the shared supply while isolating branches for a shorted injector or harness.\n\nUse VIN-specific thresholds and circuit design; avoid universal specifications.
Mechanic's Tip
For P2152, follow prerequisites → input/command → loaded circuit → independent/redundant feedback → physical response. The first link that fails determines the next test.
Common Mistakes
- Replacing the named part from the code alone
- Ignoring freeze-frame and companion DTCs
- Using universal specifications
- Relying on continuity instead of loaded testing
- Ignoring shared circuits or mechanical targets
- Skipping relearn/adaptation
- Condemning controller before external proof
Tools Used During Diagnosis
- Manufacturer-enhanced graphing scan tool
- Digital multimeter
- Oscilloscope
- Current clamp where appropriate
- Backprobe/terminal tools
- Battery/charging tester
- VIN-specific service information
- Bidirectional controls
- Mechanical pressure/smoke/inspection tools as applicable
Manufacturer Notes
These are standardized generic OBD-II definitions, but component/group assignments, sensor construction, speed-source architecture, throttle learning, exhaust-pressure systems, fuel-trim strategy, enabling criteria, and thresholds vary by manufacturer. Confirm VIN-specific service information.
Customer Explanation
Your vehicle stored P2152: Fuel Injector Group "C" Supply Voltage Circuit/Open. This means the computer found a specific electrical, correlation, airflow, speed, fuel, or learned-position problem. It does not automatically mean the named part must be replaced; testing is needed to prove the actual cause.
Frequently Asked Questions
What does P2152 mean?
P2152 is Fuel Injector Group "C" Supply Voltage Circuit/Open. It means the ECM detects injector group C supply voltage open/unavailable.
Does P2152 automatically mean the named component is bad?
No. The code identifies a failed monitored relationship. Wiring, shared feeds/references, mechanical targets, leaks/restrictions, companion sensors, system voltage, adaptation, and controller faults can produce the same DTC.
Can I drive with P2152?
Multiple cylinders can lose injection, causing severe misfire, low power, stalling, or no-start. Avoid driving with a flashing MIL or heavy misfire because catalyst and engine damage can follow.
What should I check first?
Identify the exact injectors in the named group, then load-test the shared supply while isolating branches for a shorted injector or harness.
What freeze-frame data matters most?
System voltage, RPM, speed, load, temperature, commanded state, related sensor values, fuel trims where relevant, gear/throttle state, and companion DTCs. Recreate the captured condition rather than testing only at idle.
What live data should I graph?
Graph shared injector-group feed voltage, fuse/relay or power-stage state, loaded voltage at each branch, injector command/current, and cylinder contribution together with battery voltage, RPM/load, and relevant redundant or independent data. The first value that stops agreeing with the physical operating state points to the correct branch.
Can low battery or charging voltage contribute?
Yes. Low or unstable voltage can collapse injector feeds, distort sensor/module operation, reduce actuator authority, and create correlation faults. Verify voltage and loaded grounds early.
Why can continuity testing miss the problem?
A wire can show continuity with almost no current yet fail under injector, solenoid, or actuator load. Use voltage drop, an approved test load, current measurement, or waveform testing appropriate to the circuit.
When is professional equipment justified?
A manufacturer-enhanced graphing scan tool is strongly recommended. Bidirectional controls, transmission/ETC enhanced PIDs, fuel-trim graphing, oscilloscope capture, and current measurement can prevent misdiagnosis.
How do I verify the repair?
Repeat the original enable condition, confirm the monitored relationship is stable, complete required relearns, and verify P2152 stays absent from current and pending memory with normal driveability/readiness.
Related Atlas Resources
Use VIN-specific OEM definitions, specifications, tests, and relearns.
Diagnostic Confidence
High when the exact monitor failure is reproduced and confirmed by independent electrical/data/mechanical evidence; Medium when intermittent and not reproducible
Related Codes
Project Atlas Feedback
Was this article helpful?
Needs Improvement
Working on this repair?
Create a professional estimate in minutes.
Why Trust This Guide?
Built by mechanics. Improved by mechanics.
This guide is maintained for working mechanics, mobile technicians, fleet maintenance professionals, and independent repair shops.