P0250 – Turbo/Super Charger Wastegate Solenoid “B” High

P0250 is an OBD-II trouble code you’ll usually see on diesel vehicles with an electronic fuel system. When this code sets, your engine computer has detected a problem with the fuel metering control circuit for Injection Pump “B” – specifically on the high side. In plain language, the ECU doesn’t like the voltage or feedback it’s seeing from part of the injection pump control. You might notice hard starting, reduced power, or a rough idle. Ignoring it can lead to poor performance, higher fuel consumption, and potential damage to expensive fuel system components.

What Does P0250 Mean?

P0250 stands for “Injection Pump Fuel Metering Control ‘B’ (Cam/Rotor/Injector) High (Cam/Rotor/Injector).” It’s a generic powertrain code, but it mainly shows up on diesel engines that use an electronically controlled injection pump or high-pressure fuel system. The “B” circuit refers to a specific section of the pump control, not a second pump.

Your ECU monitors the fuel metering control circuit and expects the voltage or signal to stay within a certain range. When it sees a voltage that’s too high (often due to wiring, connector, or internal component problems), it sets P0250 and usually turns on the check engine light or a separate “service engine” or “glow plug” warning.

Quick Reference

• Code: P0250
• Definition: Injection Pump Fuel Metering Control “B” High
• System: Diesel fuel injection / injection pump control
• Severity: Moderate to high – can cause drivability issues
• Common Fixes: Wiring repairs, connector cleaning, injection pump or fuel metering solenoid replacement

Real-World Example / Field Notes

In the shop, I see P0250 most often on higher-mileage diesel trucks used for towing or work. A typical scenario: you’re pulling a trailer, you feel a sudden loss of power, maybe some surging, and the check engine light pops on. Scan the ECU and P0250 is stored, sometimes with other fuel pressure or timing codes.

On one Ford Power Stroke, the owner had already replaced filters and cleaned the tank with no luck. A closer look showed a partially broken wire at the injection pump connector that only lost contact when the engine torqued under load. Repairing the wiring and securing the harness permanently solved the code. The lesson: don’t throw parts at a P0250 before thoroughly checking wiring and connectors.

Symptoms of P0250

• Check engine light on – or a diesel-specific warning like “service engine soon” or glow plug light flashing.
• Hard starting – extended cranking, especially when the engine is hot or after sitting overnight.
• Loss of power – sluggish acceleration, poor towing performance, or inability to reach highway speeds.
• Rough idle – unstable idle speed, shaking, or engine “hunting” at a stop.
• Engine stalling – intermittent stall at idle or under load, sometimes restarting only after cooling down.
• Surging or hesitation – uneven power delivery, especially under moderate to heavy throttle.
• Poor fuel economy – increased fuel consumption due to incorrect fuel metering.
• Other fuel system codes – P0251–P0255 or rail pressure codes may appear alongside P0250.

Common Causes of P0250

Most Common Causes

• Damaged wiring to the injection pump: Chafed, corroded, or broken wires in the fuel metering control “B” circuit are a leading cause. Vibration, heat, or previous repairs can weaken the harness.
• Poor electrical connectors: Loose, corroded, or oil-soaked connectors at the injection pump, fuel metering solenoid, or ECU can cause high resistance and abnormal voltage readings.
• Faulty fuel metering solenoid (on pump): The solenoid or actuator that controls fuel delivery inside the pump can fail electrically, causing the ECU to see a high signal.
• Internal injection pump failure: Wear or internal electrical issues in the pump, especially on high-mileage diesels, can trigger P0250.
• ECU driver fault: Less common, but the ECU’s internal driver circuit for the “B” control can fail and output incorrect voltage.

Less Common Causes

• Low system voltage or charging issues: Weak alternator, bad battery, or poor grounds can create unstable voltages that confuse the ECU.
• Aftermarket tuning or modules: Performance chips, tuners, or rail pressure “foolers” can distort the signal and cause the ECU to log P0250.
• Previous collision or engine swap damage: Harnesses stretched, pinched, or poorly rerouted during body or engine work may fail later.
• Water intrusion: Moisture in connectors or the ECU from leaks or off-road use can cause intermittent high circuit readings.
• Incorrect or contaminated fuel: While not a direct electrical cause, severe contamination can stress the pump and lead to internal failures that trigger P0250.

Diagnosis: Step-by-Step Guide

To diagnose P0250 properly, you’ll want a good scan tool (preferably one that can read live data and Mode $06), a digital multimeter, basic hand tools, and access to a wiring diagram for your specific vehicle. A noid light or lab scope is helpful but not mandatory for most DIYers.

1. Confirm the code and check for companions. Connect a scan tool, read all stored and pending codes, and note any related fuel pressure or timing codes. Clear the codes and see if P0250 returns immediately or only under certain conditions (load, temperature).
2. Perform a visual inspection. Open the hood and inspect the wiring harness to the injection pump and fuel metering solenoid. Look for rubbing, melted insulation, oil saturation, or stretched wires. Check for loose or broken connectors.
3. Inspect connectors closely. Disconnect the pump and harness connectors. Look for bent pins, corrosion (green or white deposits), moisture, or burnt terminals. Clean with electrical contact cleaner and apply dielectric grease if appropriate.
4. Check power and ground at the pump. With the key on (engine off), use a multimeter to verify that the fuel metering control “B” circuit has proper reference voltage and ground according to the wiring diagram. A missing or low supply can cause abnormal high readings.
5. Measure resistance of the metering solenoid. With the connector unplugged and the battery disconnected, measure the resistance of the fuel metering solenoid on the pump. Compare your reading to factory specs. An open or shorted solenoid usually means pump or solenoid replacement.
6. Wiggle test the harness. While monitoring live data or the circuit with a multimeter, gently move the harness around the pump, along the valve cover, and near brackets. If the signal spikes or the engine stumbles, you’ve likely found a broken wire or poor connection.
7. Check ECU-related wiring. If the pump side checks out, move upstream. Inspect and test continuity from the pump connector back to the ECU connector. Any high resistance, open circuit, or short to power/ground can trigger P0250.
8. Evaluate live data and Mode $06. On capable scan tools, look at fuel metering command vs. actual, injection timing, and rail pressure. Mode $06 may show failed or marginal fuel system tests even if no other codes are present.
9. Test with known-good components (if available). In a shop environment, swapping in a known-good pump control module or metering solenoid can quickly isolate the fault. For DIYers, this step is usually replaced by careful electrical testing.
10. Consider ECU testing or reprogramming. If all wiring and pump components are confirmed good and the problem persists, the ECU itself may have a failed driver or corrupt software. Professional testing or replacement may be required.

Pro tip: On many diesel trucks, the harness over the engine rubs on brackets or the valve cover. Always peel back loom and tape in suspect areas instead of just looking at the outside of the harness. Hidden copper breaks are very common with P0250.

Possible Fixes & Repair Costs

Fixing P0250 ranges from a simple wiring repair to a full injection pump replacement. The actual cost depends on the root cause, labor rates in your area, and how easy it is to access the pump and wiring on your specific engine. Expect wiring or connector repairs to run about $100–$300, a replacement fuel metering solenoid or similar pump-mounted actuator around $250–$600 installed, and a complete injection pump replacement anywhere from $800 to over $2,000 including parts and labor. ECU repair or replacement can add another $400–$1,200 depending on programming and coding requirements.

• Repair or replace damaged wiring: Splice in new wire, repair broken conductors, and secure the harness away from sharp edges and heat sources.
• Clean or replace connectors: Remove corrosion, tighten loose terminals, or replace damaged plugs and pins.
• Replace fuel metering solenoid / actuator: On some pumps this can be serviced separately; on others it comes as part of the pump assembly.
• Replace or rebuild injection pump: Required if internal electrical or mechanical failure is confirmed. Many diesel shops offer quality rebuilds.
• ECU repair or replacement: Only after all other causes are ruled out. Programming or coding will be needed.
• Update or remove aftermarket tuners: Reverting to stock programming can resolve some P0250 issues caused by aggressive tuning.

Can I Still Drive With P0250?

You can often still drive with P0250, but it’s not a good idea to ignore it. Some vehicles will go into a reduced power or “limp” mode, limiting speed and torque. Others may run seemingly fine until the problem worsens, then suddenly stall or lose power under load. Because this code involves fuel delivery and injection timing, continued driving can lead to poor performance, unsafe driving conditions, and potential damage to the pump or injectors. If the truck is stumbling, stalling, or losing power, treat it as a “drive only to the shop” situation.

What Happens If You Ignore P0250?

Ignoring P0250 can turn a relatively minor wiring or connector issue into a major fuel system failure. Over time, improper fuel metering can overwork the injection pump, stress injectors, and contaminate the oil with excess fuel. You may end up with a no-start condition, expensive pump replacement, or even internal engine damage if the problem leads to severe misfueling. Addressing the code early usually saves money and keeps your diesel running reliably.

Last updated: February 13, 2026

Vehicles Commonly Affected by P0250

P0250 is most often seen on light- and medium-duty diesel vehicles that use electronically controlled injection pumps. That includes many Ford Power Stroke trucks (especially older 7.3L and early 6.0L platforms), GM Duramax models with certain pump designs, and Dodge/Ram Cummins engines that still use a separate injection pump controller. You may also see this code on Volkswagen and Audi TDI models, as well as some Mercedes-Benz and BMW diesels. Work vans, cab-and-chassis trucks, and agricultural or industrial diesel applications using automotive-style ECUs can also set P0250.