P2267 – Water in Fuel Sensor Circuit High

System: Powertrain | Standard: ISO/SAE Controlled | Fault type: Circuit High

Definition source: SAE J2012/J2012DA (industry standard)

DTC P2267 indicates the powertrain control module has detected a “high” electrical condition in the water-in-fuel sensor circuit. In practice, “circuit high” typically points to an over-voltage signal, an open ground, excessive resistance, or a short to a voltage source in the sensor wiring—though exact thresholds and enabling conditions vary by vehicle. Because sensor design, reference voltage strategy, and diagnostic logic differ, always confirm the circuit description, pinout, and test specifications in the correct service information before testing or replacing parts.

What Does P2267 Mean?

P2267 – Water in Fuel Sensor Circuit High means the control module detected that the water-in-fuel sensor circuit signal was higher than the expected operating range under the conditions where the monitor runs. Per SAE J2012 conventions, the DTC format identifies the system as powertrain-related and uses standardized wording to describe the fault type; here, “Circuit High” specifically indicates an electrical high-voltage condition in the sensor circuit rather than a mechanical fuel-quality diagnosis.

Quick Reference

  • System: Powertrain
  • Official meaning: Water in Fuel Sensor Circuit High
  • Standard: ISO/SAE controlled
  • Fault type: Circuit High
  • Risk level: Moderate; the fault may trigger drivability changes and can mask real contamination warnings depending on strategy.

Symptoms

  • Warning light MIL/check engine light illuminated
  • Message Water-in-fuel or fuel system warning displayed (varies by vehicle)
  • Fail-safe Reduced power or protective strategy enabled (varies by vehicle)
  • Driveability Hesitation, rough running, or stumble during acceleration (varies by vehicle)
  • Starting Hard start or extended cranking (varies by vehicle)
  • Fuel economy Decreased fuel economy due to altered fueling strategy (varies by vehicle)
  • Intermittent Symptom appears after bumps, vibration, or moisture exposure consistent with wiring/connector issues

Common Causes

  • Short to voltage on the water-in-fuel sensor signal circuit (chafed harness contacting a power feed)
  • Open or high-resistance ground on the sensor circuit causing the signal to bias high (ground splice/terminal issue)
  • Sensor reference/return circuit fault that results in a consistently high signal (varies by vehicle design)
  • Corroded, water-intruded, or damaged connector at the sensor creating unintended voltage on the signal pin
  • Poor terminal fit (spread pins) at the sensor or control module connector leading to unstable or biased-high readings
  • Harness damage near brackets, heat sources, or moving components causing insulation breakdown and short-to-power
  • Aftermarket wiring modifications or incorrect repairs introducing a voltage source onto the signal circuit
  • Faulty water-in-fuel sensor producing an internally biased high output
  • Control module input circuit fault interpreting the signal as high (verify only after power/ground/signal checks)

Diagnosis Steps

Tools typically needed include a scan tool capable of viewing live data and freeze-frame, a digital multimeter, and back-probing tools. A wiring diagram and connector pinout are important because sensor supply/ground and signal strategy vary by vehicle. If available, use a lab scope for signal integrity checks and load-testing tools for verifying power and ground under load.

  1. Confirm the code and context: Scan for P2267 and record freeze-frame data (engine state, voltage, temperature). Check for additional related sensor or power supply codes and address shared-circuit codes first.
  2. Check data for “stuck high” behavior: View the water-in-fuel sensor PID(s) or circuit status (naming varies by vehicle). If the value/status remains high across key-on/engine-off and while running, treat it as an electrical high signal fault.
  3. Initial visual inspection: Inspect the sensor, harness routing, and connectors for damage, abrasion, melted insulation, fluid intrusion, bent pins, or loose locks. Pay attention to areas where the harness can rub or be pinched.
  4. Connector condition and terminal fit: Disconnect the sensor connector and inspect for corrosion or moisture. Check for backed-out terminals and poor pin tension. Repair terminal issues before deeper electrical testing.
  5. Verify reference/supply and ground: With key on, measure the sensor’s supply/reference voltage (if equipped) and confirm ground integrity. If ground is open/high resistance, the signal can bias high; perform a voltage-drop test on the ground path under load where possible.
  6. Check signal voltage at the sensor connector: With the sensor unplugged, measure the signal circuit voltage relative to ground. A high reading with the sensor disconnected often indicates a short to voltage or a biased input; compare to service specifications for the expected “unplugged” behavior.
  7. Wiggle test while monitoring: Gently manipulate the harness and connector while watching the PID and/or multimeter reading. If the signal jumps high during movement, isolate the fault to a specific section of the harness or a connector/terminal issue.
  8. Isolate short-to-power: If the signal is high with the sensor unplugged, disconnect intermediate connectors (if accessible) and recheck. The point where the voltage drops identifies the harness section likely shorted to a voltage source.
  9. Continuity and short checks (power off): With the battery disconnected (as applicable), test the signal wire for continuity end-to-end and check for short-to-voltage by measuring resistance between the signal circuit and known power feeds (per wiring diagram). Repair any damaged wiring found.
  10. Sensor evaluation: If wiring, ground, and supply check out and the signal is not biased high when unplugged, reconnect and test per service info. If the signal returns high only with the sensor connected, suspect the sensor is internally biased high.
  11. Control module input verification: If all external circuits test good, verify the signal at the control module connector matches the sensor connector reading. A mismatch can indicate harness/connector issues; a matching high signal with proven-good wiring may point to an input fault, which should be confirmed with service procedures before replacement.

Professional tip: A “circuit high” fault is often caused by an open or high-resistance ground that allows the signal to float high, not only a direct short to power. Prioritize ground voltage-drop testing and terminal tension checks before replacing the sensor, and always confirm the PID changes appropriately after repairs by clearing codes and performing a complete drive cycle or monitor run per service information.

Possible Fixes

  • Repair wiring damage in the water-in-fuel sensor signal circuit found during inspection (chafing, pinched sections, melted insulation).
  • Clean, dry, and reseat the water-in-fuel sensor connector; repair or replace terminals showing corrosion, spread pins, or poor retention.
  • Restore correct sensor power supply if the reference/feed voltage is out of specification due to a short-to-power or misrouted harness.
  • Repair the sensor ground circuit if voltage-drop testing shows excessive resistance or an open ground causing a falsely high signal.
  • Replace the water-in-fuel sensor only after verifying correct power/ground and confirming the signal remains high with the harness proven good.
  • Service the fuel filter/water separator as required by the vehicle design if contamination has caused connector intrusion or sensor housing damage.

Can I Still Drive With P2267?

You may be able to drive short distances if the vehicle runs normally, but treat P2267 as a moderate risk because a circuit-high fault can lead to incorrect water-in-fuel detection and drivability changes depending on vehicle strategy. If you experience reduced power, warning indicators related to fuel quality, hard starting, stalling, or any fuel system-related abnormal behavior, avoid driving and have the circuit tested promptly. If the vehicle enters a protective mode or performance is unpredictable, arrange inspection before continued use.

What Happens If You Ignore P2267?

Ignoring P2267 can leave the engine control system receiving an incorrect high electrical signal from the water-in-fuel sensor circuit, which may cause persistent warning lights, failed emissions/inspection readiness, and potential drivability limitations that vary by vehicle. Over time, unresolved wiring or connector issues can worsen from heat, vibration, and corrosion, increasing the likelihood of intermittent faults, no-start conditions, or additional fuel-system-related diagnostic trouble codes.

Related Codes

  • P2266 – Water in Fuel Sensor Circuit Low
  • P2265 – Water in Fuel Sensor Circuit Range/Performance
  • P2264 – Water in Fuel Sensor Circuit
  • P2230 – Barometric Pressure Circuit Intermittent
  • P2229 – Barometric Pressure Circuit High
  • P2228 – Barometric Pressure Circuit Low
  • P2227 – Barometric Pressure Circuit Range/Performance
  • P2226 – Barometric Pressure Circuit
  • P2299 – Brake Pedal Position / Accelerator Pedal Position Incompatible
  • P2296 – Fuel Pressure Regulator 2 Control Circuit High

Key Takeaways

  • P2267 indicates a Water in Fuel Sensor Circuit High electrical condition, not a confirmed fuel contamination measurement.
  • Most fixes start with connectors, wiring, power, and ground checks before replacing any components.
  • Verify the fault with scan-tool data and multimeter tests; circuit-high issues commonly involve short-to-power or poor ground reference.
  • Driving impact varies by vehicle; address promptly if reduced power, stalling, or hard starting occurs.
  • Correcting the root cause early helps prevent intermittent faults and additional codes.

FAQ

Does P2267 mean there is definitely water in the fuel?

No. P2267 specifically indicates the water-in-fuel sensor circuit signal is reading high from an electrical standpoint. A circuit-high fault can be caused by wiring/connector problems, power/ground issues, or a faulty sensor, so confirm with electrical testing and follow service information for the specific vehicle.

What electrical problems most commonly cause a “circuit high” on this sensor?

The most common circuit-high causes are a short-to-power on the signal wire, an incorrect or elevated feed/reference voltage, or a ground circuit problem that prevents the sensor from referencing correctly and drives the signal higher than expected. Connector corrosion or terminal damage can also distort the signal.

Should I replace the water-in-fuel sensor first?

Replace the sensor only after verifying the power and ground are correct and the harness/connector integrity is confirmed. A circuit-high code is frequently caused by wiring or terminal faults, and replacing parts without testing can leave the root cause unresolved.