P0264 on 2011-2016 Chevrolet Camaro: Cylinder 2 Injector Circuit Low Causes and Fixes

What's Unique About the 2011-2016 Chevrolet CAMARO

For the 2016 Camaro specifically, equipped with the 3.6L LGX V6 engine, General Motors issued a Technical Service Bulletin (TSB #PIP5386A) to address this exact code. The bulletin points to a high probability of the #2 fuel injector wiring harness chafing against a water outlet bolt boss. This known issue makes a wiring fault a more likely cause than a failed injector on these specific models. While this TSB is for the 2016 model, similar wiring issues are common across many GM vehicles and should be the first place to look. This same issue is also documented for the 2016 Cadillac ATS and CTS, which share the LGX engine.

Diagnostic Flowchart

Tap your situation to follow the diagnostic path that matches what you're seeing on this vehicle.

Generation note: The 2011-2016 year range covers the end of the 5th generation (2011-2015) and the first year of the 6th generation (2016). A TSB specifically mentions the 2016 model with the 3.6L V6 (LGX) engine having a wiring issue. However, injector circuit faults can occur on all engines and years in this range due to similar causes like harness damage or injector failure.

Symptoms You May Notice

• Check Engine Light is on
• Rough or shaking idle
• Engine misfire, which may feel like a stumble or hesitation
• Reduced engine power and poor acceleration
• Increased fuel consumption
• Strong smell of fuel

Most Likely Causes

1. Chafed or Shorted Wiring at Injector #2 🔴 High Probability A specific TSB (#PIP5386A) for the 2016 Camaro 3.6L V6 identifies a known issue where the injector harness rubs against a bolt boss on the water outlet, causing a short. This is a very common failure pattern on many modern vehicles where tight engine packaging leads to wiring wear. The TSB provides a detailed repair procedure involving insulating the wires and protecting the harness.
   How to confirm: Remove the intake manifold to gain access to the fuel injectors. Visually inspect the wiring harness leading to the #2 fuel injector, paying close attention to where it might contact the metal water outlet bolt boss. Look for rubbed-through insulation or exposed copper wire.
   Typical fix: Repair the damaged section of the wire. The TSB outlines a specific procedure: remove the terminals from the connector, cover the chafed wires with heat shrink tubing, reinstall terminals, wrap the harness with abrasion-resistant tape, and apply high-temp tape to the metal boss to prevent recurrence. A connector pigtail may be needed if the damage is at the connector itself.
   Est. part cost: $10-$30
2. Failed Cylinder 2 Fuel Injector 🟡 Medium Probability Fuel injectors can fail over time due to internal coil windings shorting out or becoming clogged, although it's less common than the wiring issue on the 2016 V6.
   How to confirm: After confirming the wiring is good, test the injector. You can measure its internal resistance with a multimeter. For the 2011-2015 3.6L LFX V6, the spec is 1.2-1.8 Ohms. For the 2016 3.6L LGX V6, the spec is approximately 1.5-1.6 Ohms. A definitive test is to swap the #2 injector with one from another cylinder (e.g., cylinder #4). Clear the codes and run the engine. If the code changes to P0270 (Cylinder 4 Injector Circuit Low), the injector is faulty.
   Typical fix: Replace the failed fuel injector. It is highly recommended to replace all injector seals when one injector is replaced. Some owners choose to replace all injectors at once, especially on higher-mileage vehicles.
   Est. part cost: $70-$160
3. Loose or Corroded Connector ⚪ Low Probability Engine vibration and heat cycles can cause connectors to loosen. Moisture can lead to corrosion on the pins, creating high resistance.
   How to confirm: Disconnect the electrical connector at the #2 fuel injector and at the ECM. Inspect the pins and terminals for any signs of corrosion (green or white powder), moisture, or bent/loose pins. Ensure the connector 'clicks' securely into place.
   Typical fix: Clean the connector terminals with an electrical contact cleaner. If pins are loose, they may need to be carefully re-tensioned or the connector pigtail replaced. Apply dielectric grease before reconnecting to prevent future moisture intrusion.
   Est. part cost: $5-$25

Rare But Worth Checking

• Faulty Engine Control Module (ECM): This is the least likely cause. The internal driver circuit in the ECM that controls the injector can fail. This should only be considered after all wiring and the injector itself have been proven to be good. A professional diagnosis is recommended before condemning the ECM.

Diagnosis Steps

1. Scan the vehicle for all DTCs. Note any other codes that are present, especially P0302 or P0300.
2. Perform a thorough visual inspection of the wiring harness for the #2 fuel injector. On 3.6L V6 models, this will require removing the upper intake manifold.
3. Pay close attention to the area identified in TSB #PIP5386A, where the harness may rub on a water outlet bolt boss.
4. If wiring damage is found, repair it according to the TSB procedure, clear the codes, and re-test.
5. If wiring appears intact, disconnect the injector and check its resistance with a multimeter. Compare the reading to the manufacturer's specification (1.2-1.8 Ohms for LFX, ~1.5-1.6 Ohms for LGX). A reading far outside this range indicates a bad injector.
6. Use a noid light to test for a signal at the injector connector. The light should flash while the engine is cranking or running, confirming the ECM is sending a signal. If it's dim or doesn't flash, it points to a wiring or ECM issue.
7. If you have the tools, swap the #2 fuel injector with another cylinder's injector (e.g., cylinder #4). Clear the codes and run the engine to see if the fault code follows the injector to the new cylinder (now showing P0270). If it does, the injector is bad.
8. If the code remains on cylinder 2 after swapping the injector, perform a continuity test on the wiring between the ECM connector and the injector connector to rule out an open or short in the wire that wasn't visually apparent.
9. If all wiring and the injector test good, the fault may lie within the ECM, which is rare and should be confirmed by a professional.

Parts You'll Likely Need

• Fuel Injector (OEM #12669384 (for 3.6L LGX V6)) — If the injector itself has failed (internal short or open), it will need to be replaced. This is the second most common cause after wiring issues.
  Trusted brands: ACDelco (GM Genuine), Bosch, Standard Motor Products 🎬 Watch this walkthrough for replacing fuel injectors on the LFX engine.
  OEM price range: $90-$160
  Aftermarket price range: $60-$110
• Fuel Injector Connector Pigtail — If the wiring is damaged right at the connector, or if the connector itself is corroded or broken, a new pigtail is needed to make a solid repair.
  Trusted brands: ACDelco, Dorman
  OEM price range: $25-$40
  Aftermarket price range: $10-$25
• Abrasion Resistant Tape and Heat Shrink Tubing — Needed for repairing a chafed wiring harness as per the official TSB repair procedure.
  Trusted brands: Tesa, 3M
  Aftermarket price range: $5-$15

Related Codes That Often Appear With This One

• P0302 — This code means "Cylinder 2 Misfire Detected." It is a direct result of the P0264 fault, as the injector circuit problem prevents the cylinder from getting the correct amount of fuel, causing it to misfire.
• P0300 — This code means "Random/Multiple Cylinder Misfire Detected." It is often triggered along with P0264. The TSBs for the Camaro specifically mention P0264 appearing with P0300, as the ECM registers the misfire on cylinder 2.
• P0265 — This code is for "Cylinder 2 Injector Circuit High." It can appear alongside P0264 if the wiring fault is intermittent, causing both short-to-ground (Low) and open-circuit (High) conditions. The TSB for the 2016 Camaro mentions both codes together.

Technical Service Bulletins (TSBs) & Recalls

• PIP5386A: Supersedes PIP5386. Communicates diagnostic and repair steps for P0264/P0265 with P0300 on 2016 Camaro, Cadillac ATS/CTS and other 2017 models with the LGX V6. Details the wiring chafe on the water outlet bolt boss.
• PIP5386: The original bulletin noting that P0264 with P0300 may be due to a wiring concern at the #2 fuel injector.
• PIP4924D: A broader bulletin covering many GM vehicles and injector codes, advising inspection of the fuel injector harness for rub-through conditions against the intake, valve cover bolts, or cylinder head.

Platform-Specific Known Issues

• TSB #PIP5386A specifically calls out a problem on 2016 Camaros with the 3.6L V6 (LGX) engine where the #2 fuel injector wiring can chafe on a water outlet bolt boss, causing P0264, P0265, and P0300.
• TSB #PIP4924D lists P0264 among a large number of injector circuit codes that can be caused by wiring issues, reinforcing the need to inspect the harness thoroughly on all engine types.
• A user on Camaro6.com with a P0300 code found that removing the intake to check injectors and wiring was a necessary diagnostic step, highlighting the labor involved.

Mechanic-Grade Diagnostic Values

• Fuel Injector Resistance (2011-2015 3.6L LFX V6) — expected: 1.2 - 1.8 Ohms. Failure: A reading outside this range, or showing an open (OL) or shorted (near 0) circuit.
• Fuel Injector Resistance (2016 3.6L LGX V6) — expected: Approximately 1.5 - 1.6 Ohms. Failure: A significant deviation from this range, indicating an internal injector fault.
• Injector Pulse Width (at idle) — expected: 2 - 4 milliseconds (ms). Failure: A value of 0 ms on cylinder 2 while others are pulsing indicates the ECM is not commanding the injector, pointing to a circuit or driver issue.
• Injector Circuit Voltage (Key On, Engine Off) — expected: Should be close to battery voltage (~12V) on the power feed wire.. Failure: Low or no voltage indicates a problem in the power supply circuit, fuse, or relay before the injector.

Scan Tool Commands That Help

• GDS2 (GM Factory Tool) or high-end bidirectional scanner: Injector Balance Test / Cylinder Power Balance — This function is used to confirm a suspected injector failure after wiring and resistance tests are inconclusive. The tool commands each injector to fire and measures the corresponding drop in fuel rail pressure or change in RPM. If disabling cylinder 2 results in a significantly different outcome compared to other cylinders, it confirms a flow issue with that injector.

Wiring & Ground Locations

• Cylinder #2 Physical Location (V6 Engines) — On GM V6 engines like the LFX and LGX, cylinder #2 is on the driver's side (left bank), and is the front-most cylinder (closest to the radiator).. Correctly identifying cylinder #2 is the first step to locating the correct injector, connector, and wiring harness section for inspection and testing.
• TSB Chafe Point (2016 LGX V6) — The wiring for the #2 fuel injector rubs against a water outlet bolt boss, located under the intake manifold.. This is the specific failure point identified by GM in TSB #PIP5386A and is the highest probability cause for P0264 on this specific engine.
• Engine Block Grounds — Key grounds are located on the back of the cylinder heads (both passenger and driver side) and on the engine block near the starter, underneath the passenger exhaust manifold.. A poor engine ground can cause a variety of electrical issues, including erratic sensor readings and low voltage faults. A loose ground bolt near the starter on the 6th gen Camaro is a known issue that can cause problems.

Real Owner Repair Stories

• PowerStrokeArmy forum user (Ford Powerstroke (demonstrates universal nature of the fault)) — Truck started idling very rough and shook badly after minor work was done in the engine bay, triggering a P0264 code.
  ❌ Tried (didn't work) Checked ICP connector, Wiggled harness section that was touched
  ✅ What actually fixed it The electrical plug on the #2 injector was loose. The user removed the retaining clip, re-seated the connector securely, and reinstalled the clip, which resolved the rough idle and the code.

OEM Part Supersession History

• 12634126 (For 3.6L LFX V6, 2012-2015) → This part number appears current for the LFX engine but was preceded by 12642128. — Standard part evolution and supplier changes.
• 12611545, 12632255, 12638530 → 12669384 (For 3.6L LGX V6, 2016) — These earlier part numbers were consolidated into the current part number for the LGX engine and other similar GM V6 applications.
  Heads up: Using an LFX injector in an LGX engine or vice-versa is not recommended as flow rates and electrical characteristics may differ.

Model Year Variations Within This Range

• 2011-2015 (5th Gen): These models primarily use the 3.6L LFX V6 engine. The fuel injector part number is typically 12634126. While the TSB for chafing on the water outlet boss is not specific to this engine, general harness rub-through as described in TSB PIP4924D is still a common cause. The injector resistance specification is 1.2-1.8 Ohms.
• 2016 (6th Gen): This model year introduced the 3.6L LGX V6 engine. It is specifically called out in TSB #PIP5386A for the injector #2 wiring chafing on the water outlet bolt boss. The fuel injector part number is 12669384. The injector resistance is approximately 1.5-1.6 Ohms.