What is the difference between P0261 and P0262?

They are the low and high versions of the same cylinder 1 injector circuit fault. P0261 means the circuit read low, which typically points at a short to ground or a shorted injector coil. P0262 means the circuit stayed high, which typically points at an open circuit — a broken wire or an open injector winding — or a short to battery voltage.

Will replacing the injector always fix P0262?

Not always, and it is worth testing before buying parts. Measure the injector's coil resistance first — an open reading condemns it, but a normal reading means the fault is in the harness or connector. Broken wires, backed-out pins, and corroded terminals cause this code often enough that skipping the wiring check risks paying for an injector you did not need.

Can I drive with P0262?

You should not drive it any further than necessary. A dead cylinder sends raw air and unburned fuel into the exhaust, which can overheat and destroy the catalytic converter — a much more expensive repair. Drive gently and directly to a shop, and pull over and stop if the check engine light is flashing.

Where is cylinder 1 on my engine?

On most inline engines, cylinder 1 is at the front, nearest the accessory belt and timing cover. On a V engine, cylinder 1 is on Bank 1 by definition, but which physical cylinder that is differs between manufacturers. Look up the cylinder-numbering diagram for your specific engine so you test and replace the correct injector.

OBD-II trouble code

P0262: Cylinder 1 Injector Circuit High

The engine computer saw the cylinder 1 fuel injector control circuit stay high — usually an open circuit or a wire shorted to battery voltage. Cylinder 1 typically stops firing, so address it before the catalytic converter is damaged.

Medium severityPowertrainFuel InjectorsDo not drive

Quick facts

System: Powertrain
Category: Fuel Injectors
Severity: Medium severity
Drivable: No — stop driving until repaired
Repair cost range: $50 – $1,500
DIY difficulty: Intermediate DIY

What does P0262 mean?

The engine control module (ECM) fires each injector by pulling its control wire to ground for a measured number of milliseconds. During the pulse, the ECM expects to see that wire drop to near zero volts. P0262 sets when the ECM commands the cylinder 1 injector on and the circuit voltage stays high instead of dropping — or, on some manufacturers, when the sensed current is out of range high.

A circuit that will not pull down usually means one of two things. Either the circuit is open somewhere — a broken wire, a disconnected or backed-out connector pin, or an injector coil that has burned open, so there is no path for the ECM to sink current through — or the control wire is shorted to battery voltage, which holds it high no matter what the driver does. Both leave the injector unable to be controlled properly.

Cylinder 1 is at the front of most inline engines, closest to the accessory belt and timing cover; on a V engine it is on Bank 1 by definition but the physical position varies by manufacturer, so confirm the layout for your specific engine before pulling anything apart. With cylinder 1 unfueled, expect a rough idle, shaking, reduced power, and usually a companion P0301 misfire code. Sustained misfire pushes raw air and unburned mixture into the exhaust and can overheat the catalytic converter, so this is not a code to postpone.

Common causes

Open or broken control wire between the ECM and the cylinder 1 injector
Disconnected, backed-out, or corroded pin in the cylinder 1 injector connector
Open coil winding inside the cylinder 1 injector
Control wire chafed and shorted to a battery-voltage wire
Blown fuse or open power feed on the injector supply side
Rarely, a failed cylinder 1 injector driver inside the ECM/PCM

Symptoms

Check engine light on, sometimes flashing when cylinder 1 is dead
Rough idle and pronounced engine shake
Cylinder 1 misfire, commonly with a companion P0301
Noticeable loss of power and hesitation
Raw fuel smell or unburned fuel odor from the exhaust
Hard starting or extended crank in some cases

Diagnostic steps

1.Confirm P0262 and note companion codes, especially P0301 for a cylinder 1 misfire or P0261 for the paired low-circuit fault.
2.Identify cylinder 1 for your specific engine, then inspect its injector connector and pigtail for backed-out pins, corrosion, and broken wires.
3.Unplug the cylinder 1 injector and measure its coil resistance. An infinite or very high reading indicates an open winding and condemns the injector.
4.Check for battery voltage at the injector's power feed terminal with the key on — no voltage points at a blown fuse or an open supply wire rather than the injector.
5.Check continuity of the control wire from the injector connector back to the ECM pin with both ends disconnected; an open confirms a broken harness.
6.Check the control wire for a short to battery voltage by measuring it against ground with the injector and ECM unplugged and the key on.
7.Use a noid light or a scan tool injector test to confirm the ECM is producing a drive pulse. No pulse with good wiring and a good injector points at the ECM driver.

Repair cost

$50 – $1,500

Repairing a broken wire or a corroded connector is often $75-$250. A single fuel injector runs $60-$400 in parts plus 0.5-3 hours of labor depending on accessibility — a port injector on top of the intake is quick, while direct-injection or lower-intake injectors take longer. A failed ECM injector driver is uncommon and runs $500-$1,500 with programming. Diagnosis alone is typically $75-$150.

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DIY vs shop

This is an intermediate DIY job. It usually involves diagnostic steps, specialty parts, and some careful work in tight spaces. If you have the tools and a service manual or trustworthy video for your specific vehicle, it is achievable in a weekend. Otherwise, a competent independent shop will be faster.