P2930 – Fuel Pump Secondary Circuit High

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

Definition source: SAE J2012/J2012DA (industry standard)

P2930 indicates the powertrain control module has detected a Fuel Pump Secondary Circuit High condition. In practical terms, the module is seeing a higher-than-expected electrical signal on the fuel pump’s secondary control or feedback circuit during a commanded state where that signal should be within a calibrated range. This is an electrical fault type, not a confirmed fuel delivery or pump failure by itself. The exact circuit path labeled “secondary” (and whether it is a dedicated control line, driver feedback, relay/command sense, or module-to-module signal) varies by vehicle, so always verify circuit routing, connector views, and test points using the correct service information before testing or replacing parts.

What Does P2930 Mean?

P2930 means the vehicle has detected a Fuel Pump Secondary Circuit High condition. The “circuit high” fault type describes an electrical input or feedback being higher than expected, commonly due to a short-to-power, an open ground on the monitored line, high resistance that biases the signal upward, or a control/feedback line being driven high when it should not be. The code identifies an abnormal electrical state observed by the module while monitoring the fuel pump secondary circuit; it does not, by itself, prove the fuel pump is mechanically faulty or that fuel pressure is out of specification. Confirm the circuit design and monitor logic with service information before concluding root cause.

Quick Reference

• Subsystem: Fuel pump secondary electrical circuit (control/feedback/sense path; varies by vehicle)
• Common triggers: Signal stuck high, short-to-power, open/weak ground on the monitored line, or an incorrect high command/feedback state during self-check
• Likely root-cause buckets: Wiring/connector faults; power/ground integrity issues; fuel pump driver/relay control issues; module input/driver faults
• Severity: Moderate to high; may cause no-start, stalling, or intermittent drivability concerns depending on fail-safe strategy
• First checks: Confirm code is current; inspect harness/connectors; verify grounds and power feeds; check for corrosion/water intrusion; review freeze-frame and monitor status
• Common mistakes: Replacing the fuel pump first without proving a circuit-high condition or verifying the “secondary” circuit’s actual function on that vehicle

Theory of Operation

The fuel pump is typically commanded on/off (or speed-controlled) by an electronic driver, relay, or control module. A “secondary” circuit may be used for command sensing, driver feedback, or circuit monitoring so the main module can verify that the intended control state matches what the electrical circuit is actually doing. To support diagnostics, the module monitors voltage behavior on this line during key-on checks and while the pump is commanded on or off.

P2930 sets when the monitored secondary circuit reads higher than expected for the current operating condition. This can happen if the circuit is unintentionally pulled up to battery supply, if the ground/reference path is open so the signal floats high, or if a connector/wiring fault causes the module to see a constant high level even when the driver is not commanding it. The vehicle’s exact monitoring strategy and fail-safe response vary by platform.

Symptoms

• No-start: Engine may crank but not start if the control strategy disables pump operation
• Stalling: Engine may stall unexpectedly if the pump command is interrupted or fails over
• Intermittent: Symptoms may come and go with vibration, temperature changes, or harness movement
• Extended crank: Longer-than-normal cranking before start if fuel delivery is not consistent
• Reduced power: Hesitation or limited performance if fuel delivery is restricted by a fail-safe mode
• Warning indicator: Malfunction indicator lamp may illuminate; related fuel system codes may also appear
• Poor drivability: Bucking, surging, or uneven acceleration if pump control becomes unstable

Common Causes

• Short-to-power in the fuel pump secondary circuit wiring (chafed harness contacting a powered source)
• Open ground or high-resistance ground path in the secondary circuit causing the monitored signal to remain high
• Connector issues in the secondary circuit (corrosion, moisture intrusion, poor terminal tension, backed-out pins)
• Damaged wiring between the fuel pump control module/relay output and the monitored secondary circuit (rubbed-through insulation, pinched loom)
• Faulty fuel pump relay contacts or relay control circuitry (where used) that leaves the secondary circuit in a high state
• Fuel pump control module driver/monitor fault (internal circuitry reporting or holding a high condition)
• Power feed issues to the fuel pump control module/relay that backfeeds the monitored secondary circuit
• Incorrectly installed aftermarket wiring/repairs creating a backfeed path into the secondary circuit

Diagnosis Steps

Tools typically needed: a scan tool capable of reading freeze-frame data and live data, a digital multimeter, and a wiring diagram/service information for the exact vehicle. A test light may help for basic power/ground checks, and back-probing pins or breakout leads are useful to avoid damaging connectors. If available, a scope can help confirm command-versus-feedback behavior without guessing.

1. Confirm DTC P2930 is present and note whether it is current or history. Record freeze-frame data and any related fuel, power supply, or module communication codes; diagnose power/ground or network codes first if they are present.
2. Check for symptoms that suggest fuel pump control issues (extended crank, intermittent no-start, stalling). If the engine will not start, prioritize safety and avoid repeated cranking that may overheat wiring or components.
3. Using service information, identify what the vehicle calls the “fuel pump secondary circuit” and where it is measured (varies by vehicle). Locate the fuel pump relay (if used), fuel pump control module (if used), pump connector, grounds, and any inline connectors/splices for the secondary circuit.
4. Perform a thorough visual inspection of the secondary circuit harness routing. Look for chafing near brackets, exhaust/heat sources, underbody damage, and areas recently serviced. Pay close attention to any spots where the harness could contact a constant battery feed or ignition feed (a common path to a “circuit high”).
5. Inspect connectors at the pump module, relay/module, and any intermediate connectors. Check for corrosion, moisture, heat discoloration, loose locks, pushed-out pins, and poor terminal fit. Repair connector or terminal issues before deeper testing.
6. With the key in the appropriate state per service information, back-probe the monitored secondary circuit and verify whether it is stuck high when it should be inactive. Compare the secondary circuit state to the commanded fuel pump state (command on/off or duty request) in live data, if available. A mismatch supports an electrical “high input” issue rather than a mechanical fuel delivery concern.
7. Isolate the circuit to find a short-to-power or backfeed: disconnect components one at a time (pump connector first, then relay/module connectors as applicable) while observing the secondary circuit signal. If the signal remains high with the load disconnected, suspect harness short-to-power or backfeed from another circuit; if it drops only when a module/relay is unplugged, suspect that unit or its related wiring.
8. Check power and ground integrity at the fuel pump relay/module and at the pump (as applicable). Perform voltage-drop testing on the ground path and on the power feed under load when the pump is commanded on. Poor grounds can cause unexpected monitored states and should be corrected before condemning modules.
9. Perform continuity and resistance checks (with power removed) on the secondary circuit between the monitoring point and the intended endpoint(s). Look for opens, high resistance, or unintended continuity to power feeds. Use the wiring diagram to identify potential splice points that can create backfeeds.
10. Conduct a wiggle test while monitoring live data and/or the multimeter reading of the secondary circuit. Move the harness at known rub points, connectors, and splices. If the reading changes or the fault toggles, focus on that section for terminal tension repairs, connector service, or harness repair.
11. If equipped with a relay, test relay operation per service information. Swap with an identical known-good relay only as a temporary diagnostic step if allowed, and confirm whether the secondary circuit high condition changes. Do not assume the relay is faulty without verifying the circuit behavior.
12. After repairs, clear codes and perform a verification drive or functional test procedure per service information. Recheck for pending codes and confirm the monitor completes without P2930 returning. If the wiring and power/grounds test good yet the signal remains high, suspect a control module/driver/monitor fault and follow manufacturer pinpoint tests before replacement.

Professional tip: A “circuit high” DTC is often caused by an unintended backfeed or short-to-power, not a weak pump. Prove whether the secondary circuit is high with the load unplugged and the command off; that single observation quickly separates harness/backfeed faults from component faults and helps prevent unnecessary fuel system part replacement.

Possible Fixes & Repair Costs

Repair costs for P2930 vary widely because the root cause can range from a simple connector issue to harness repair or control-module circuit faults. Parts selection, access to the fuel pump circuit, and diagnostic time all influence the final outcome.

• Clean, secure, and re-seat fuel pump secondary circuit connectors; repair poor pin fit or corrosion found during inspection
• Repair wiring damage in the fuel pump secondary circuit, including chafed insulation, short-to-power conditions, or rubbed-through sections contacting a power feed
• Restore proper ground integrity for the fuel pump circuit by repairing loose ground fasteners, damaged ground leads, or high-resistance ground paths
• Repair or replace the fuel pump relay, fuse/relay carrier, or related high-current switching element if testing confirms a stuck/shorted condition causing a high signal
• Repair or replace the fuel pump control module (if equipped) only after confirming the secondary circuit input remains high with known-good wiring and loads
• Repair connector terminals at the powertrain control module or fuel pump control module if terminal spread or intermittent contact is confirmed by testing
• Replace the fuel pump assembly only if electrical testing verifies the pump or in-tank wiring is creating an abnormal high condition in the monitored secondary circuit

Can I Still Drive With P2930?

Driving with P2930 is not recommended if you have hard starting, stalling, no-start, sudden loss of power, or any safety-related warnings. Because this DTC indicates a fuel pump secondary circuit high electrical condition, the fuel delivery system may behave unpredictably. If the engine runs normally and the code is stored without symptoms, you may be able to drive short distances, but avoid heavy loads and plan diagnosis promptly to reduce the risk of an unexpected stall.

What Happens If You Ignore P2930?

Ignoring P2930 can lead to intermittent or worsening fuel delivery issues, including stalls, extended crank, or a no-start condition if the circuit fault progresses. A continuing circuit-high condition can also contribute to repeated fuse/relay stress, overheating at poor connections, and persistent check-engine illumination that may mask new faults.

Related Codes

• P2929 – Fuel Pump Secondary Circuit Low
• P2928 – Fuel Pump Secondary Circuit/Open
• P2927 – Fuel Cutoff Valve “B” Performance
• P2926 – Fuel Cutoff Valve “B” Control Circuit High
• P2925 – Fuel Cutoff Valve “B” Control Circuit Low
• P2924 – Fuel Cutoff Valve “B” Control Circuit/Open
• P2923 – Fuel Cutoff Valve “A” Performance
• P2922 – Fuel Cutoff Valve “A” Control Circuit High
• P2921 – Fuel Cutoff Valve “A” Control Circuit Low
• P2920 – Fuel Cutoff Valve “A” Control Circuit/Open

Key Takeaways

• P2930 indicates a detected Fuel Pump Secondary Circuit High electrical condition, not a confirmed fuel pump mechanical failure.
• Common electrical causes include short-to-power wiring faults, connector issues, and compromised grounds.
• Diagnosis should be test-driven: confirm the high condition, then isolate wiring, relay/control, and module inputs methodically.
• Address symptoms like stalling, no-start, or power loss immediately for safety.
• Replace components only after verifying the faulted part of the circuit with targeted checks.

Vehicles Commonly Affected by P2930

• Vehicles with electronically controlled fuel pump speed or duty-cycle control (architecture varies by vehicle)
• Vehicles using a separate fuel pump control module in addition to the engine control module (if equipped)
• Vehicles with high-current fuel pump relay circuits and monitored feedback/secondary circuits
• Vehicles with long rear-body harness routing to the fuel tank area, increasing exposure to chafing or connector issues
• Vehicles operated in harsh environments that promote connector corrosion or moisture intrusion (varies by vehicle)
• Vehicles with recent electrical repairs near the underbody, fuel tank, or rear harness that may disturb routing or grounds
• Vehicles with aftermarket electrical accessories tied into rear power/ground distribution (wiring integration varies by vehicle)
• Vehicles with prior collision or underbody damage affecting harness clips, shielding, or ground points

FAQ

Does P2930 mean the fuel pump is bad?

No. P2930 means the control system detected a Fuel Pump Secondary Circuit High electrical condition. The cause could be wiring short-to-power, a connector/terminal problem, a relay/control element fault, a ground issue, or (less commonly) the pump or module itself. Testing is required to confirm the failed part.

What does “circuit high” indicate in practical terms?

“Circuit high” indicates the monitored circuit voltage or signal is higher than expected for the commanded state. In practice, this is often caused by a short to a power feed, an open or weak ground path that prevents the circuit from pulling low, a stuck switching device, or wiring/terminal issues that keep the signal elevated.

Can a blown fuse cause P2930?

A blown fuse is more commonly associated with loss of power to a circuit rather than a circuit-high signal, but it can still be relevant to diagnosis. For example, a fuse may blow due to a short that also creates abnormal feedback or secondary-circuit readings. Always verify fuses and relays as part of a complete electrical check, then find and repair the underlying cause.

Will clearing the code fix P2930?

Clearing the code does not fix the fault. If the circuit-high condition is still present, P2930 will typically return when the monitor runs again. Clearing can be useful after repairs to confirm the issue is resolved, ideally along with a road test and recheck for pending or stored faults.

What should I check first before replacing parts?

Start with basic electrical integrity checks: inspect the fuel pump secondary circuit connectors and harness routing for damage, verify grounds are clean and tight, and confirm relay/control operation. If available, compare commanded fuel pump operation to the secondary circuit feedback using scan data, then isolate the fault with targeted wiring tests before replacing any components.

For best results, confirm the circuit-high condition with repeatable testing and repair the verified electrical root cause before considering component replacement.