BMW fault 2E3F - HPFI control unit (line 10) activation
P0289 · P0288 · P0210
Description
2E3F is logged by the DME2 when the activation circuit for high-pressure fuel injector line 10 reports a fault. The HPFI control unit is the injector driver stage within the DME that controls current delivery to the direct fuel injector on this line. Monitoring runs continuously above 40 rpm with battery voltage in the 9.5 V to 17.9 V range.
This code has 3 variants with different causes and fixes. Pick the one your scanner reported.
2E3F / P0289 Overcurrent
The DME2 detected current exceeding 3.8 A on the injector line 10 activation pin (pin 3-11) while the engine was running above 40 rpm. The activation circuit is drawing more current than the driver expects, consistent with a low-resistance fault path on the circuit.
Symptoms (4)
- MIL illuminated after two drive cycles.
- Rough running and audible misfire on the affected bank.
- Possible reduced-power message.
- Misfire on two cylinders per the DME's protection strategy.
Common Causes (3)
- Shorted injector winding producing excessive current through the driver.
- Activation wire shorted to B+ between the DME2 and the injector.
- Failed DME2 injector driver on the line 10 output stage.
Diagnosis Steps (5)
- Read fault memory, noting active vs. stored status and checking for companion faults.
- Disconnect the line 10 injector, clear the fault, and start the engine. Overcurrent replaced by open-circuit: injector is at fault. Overcurrent persists: harness or DME2 driver.
- Measure injector resistance across its terminals and compare against the other injectors. A noticeably low reading confirms a shorted winding.
- Inspect the line 10 harness branch for chafing against B+ sources or sharp metal edges.
- If both harness and injector test clean, the DME2 driver has failed internally.
Resolution
Replace the faulty injector and code the new flow-correction value into the DME2. For a harness short, repair the wire and re-route to prevent future contact. A failed DME2 driver requires module replacement with programming to the vehicle. Clear codes and rescan after a drive cycle to confirm.
2E3F / P0288 Open circuit
The DME2 measured voltage between 4.4 V and 5.6 V at pin 3-11 while the engine was running. The pin is floating at mid-rail, meaning the circuit has no continuity between the DME2 and the injector on line 10.
Symptoms (4)
- MIL illuminated after two drive cycles.
- Dead misfire on the affected cylinder with no fuel delivery.
- Noticeable power loss and rough idle.
- Misfire on two cylinders per the DME's protection strategy.
Common Causes (4)
- Partially seated injector connector, especially after engine bay work.
- Broken or corroded activation wire between DME2 and the injector.
- Open injector winding from thermal cycling or internal corrosion.
- Damaged terminal at the DME2 connector.
Diagnosis Steps (5)
- Read fault memory, noting active vs. stored status and any companion faults.
- Inspect and reseat the line 10 injector connector. Clean corrosion with contact cleaner and re-engage until latched.
- Test continuity from the injector connector to DME2 pin 3-11. Near 0 ohms is good.
- Measure the injector winding resistance directly. Open windings read OL.
- Check the DME2 connector for backed-out or bent terminals at pin 3-11.
Resolution
Reseat a loose connector and confirm the latch engages. A broken wire needs a proper splice with heat-shrink protection, routed away from stress points. An open injector requires replacement with flow-value coding into the DME2. Clear the code and verify with a drive cycle after repair.
2E3F / P0210 Short to ground
The DME2 measured voltage below 2.1 V at pin 3-11 when battery voltage should be present. An external ground path is holding the activation line low. The OBD-II description for P0210 reads "Cylinder 10 Injector Circuit/Open," but the BMW set condition (sustained low voltage) indicates a hard short to ground.
Symptoms (4)
- MIL illuminated after two drive cycles.
- Severe misfire on the affected cylinder.
- Possible protection mode or engine cut-out.
- Possible blown injector supply fuse.
Common Causes (4)
- Activation wire chafed against exhaust components, valve cover fasteners, or engine brackets.
- Moisture or coolant intrusion at the injector or DME2 connector from a leaking gasket or housing.
- Internal injector short to body through the cylinder head.
- DME2 internal fault (rare).
Diagnosis Steps (5)
- Read fault memory, looking for co-occurring injector faults on the same bank, blown fuses, or DME2 internal codes.
- Disconnect the line 10 injector, clear the code, and retest. Code clears: the injector is shorted internally. Code returns: the harness or DME2 is at fault.
- With both wire ends disconnected, measure insulation resistance to chassis ground. OL is good. Near 0 ohms is a direct short.
- Inspect both connectors for moisture or corrosion deposits.
- Trace the harness end-to-end, checking every contact point with metal.
Resolution
Repair the damaged wire, protect with abrasion-resistant loom, and re-route away from the original contact point. For moisture-related faults, trace and fix the upstream leak before replacing contaminated wiring. A shorted injector needs replacement with flow-value coding. Verify the repair by clearing the code and rescanning after a drive cycle.