Code 746 Polaris Ranger - Your Complete DIY Diagnostic & Repair Guide

There’s nothing quite like the sinking feeling you get miles from the trailhead when your Polaris Ranger starts to sputter, lose power, and flash that dreaded check engine light. You’re out there to escape, not to become an impromptu field mechanic. If your diagnostic screen is showing code 746 polaris ranger, don’t panic. You’ve stumbled upon one of the most common—and thankfully, most fixable—issues these machines face.

We promise this guide will do more than just tell you what the code means. We’re going to give you the confidence and the step-by-step instructions to diagnose and fix this problem yourself, potentially saving you a costly trip to the dealer.

In this article, we’ll break down the exact causes, show you a nearly foolproof diagnostic trick that requires zero special tools, and walk you through the repairs. Let’s get your Ranger running on all cylinders again.

What Exactly is Fault Code 746 on a Polaris Ranger?

First things first, let’s translate that number into plain English. The official definition for Polaris fault code 746 is: Injector Circuit Open / Grounded – Cylinder 1.

This sounds complicated, but it’s not. Your Ranger’s engine has a computer (ECU) that controls how much fuel is sprayed into each cylinder. It does this by sending an electrical pulse to a part called a fuel injector. This code means the ECU has detected an electrical problem with the injector for Cylinder 1.

Cylinder 1 is the one on the PTO (Power Take-Off) side of the engine—that’s the side where the clutch is. This is a critical detail for finding the right part to inspect.

Understanding “Open” vs. “Grounded” Circuits

The code covers two types of electrical faults, which helps narrow down the search:

Open Circuit: Think of this like a light switch being turned off or a cut wire. The electrical signal from the ECU can’t complete its journey to the injector.
Grounded Circuit: This means the wire carrying power to the injector has rubbed through its insulation and is touching the metal frame or engine block. The electricity is taking a shortcut to the ground instead of powering the injector.

Either way, the result is the same: the injector for Cylinder 1 isn’t firing, and your engine is essentially running on only one cylinder. This leads to the very noticeable symptoms you’re likely experiencing.

Common Symptoms of Code 746

A very rough, shaky idle
Significant loss of power and poor acceleration
The engine sounds like it’s “missing” or sputtering
Difficulty starting the machine
The check engine light (CEL) is on or flashing

The Most Common Problems Causing Code 746 on a Polaris Ranger

Before you start ordering expensive parts, you need to know that this code is most often caused by a simple connection or wiring issue. Off-road machines vibrate, get covered in mud, and go through creek crossings—a perfect storm for electrical gremlins. This section covers the common problems with code 746 polaris ranger, from most to least likely.

The Infamous Injector Plug Connection

This is culprit number one, nine times out of ten. The small plastic electrical connector that plugs onto the top of the fuel injector is exposed to the elements.

Over time, water and dirt can work their way in, causing corrosion on the metal pins. The vibration can also cause the plug to become loose or the internal pins to lose their tension, leading to a poor connection.

The Vulnerable Wiring Harness

Your Ranger has a bundle of wires, called a wiring harness, that runs from the ECU to all the engine’s sensors and components. This harness is often routed along the frame or engine.

Constant vibration can cause the harness to rub against a sharp edge on the frame or a hot part of the engine. Eventually, it wears through the insulation of a wire for the Cylinder 1 injector, causing a short to ground. This is a very common failure point on hard-used UTVs.

A Failed Fuel Injector

While less common than a wiring issue, the fuel injector itself can fail. Inside the injector is a tiny coil of wire that acts as an electromagnet. This coil can break internally, creating an open circuit.

This is a mechanical part that can simply wear out over time, though it’s less frequent than the external wiring problems.

The Unlikely Culprit: The ECU

In very rare cases, the problem can be internal to the Engine Control Unit (ECU) itself. The specific circuit inside the ECU that sends the signal to the injector can fail. Do not assume this is the cause. This should be the absolute last thing you consider after thoroughly ruling out everything else.

Your Step-by-Step Code 746 Polaris Ranger Guide to Diagnosis

Alright, let’s get our hands dirty. This diagnostic process is designed to start with the easiest and most common fixes first. Before you begin, make sure the key is off and, for extra safety, disconnect the negative terminal of your battery.

Step 1: The Visual Inspection – Your First Line of Defense

Your eyes are your best tool here. Locate the fuel injector on the PTO (clutch) side of the engine. It will have a fuel rail going to it and an electrical plug on top.

Carefully inspect the area. Look for:

Obvious Damage: Are the wires leading to the plug frayed, melted, or pinched?
A Loose Plug: Wiggle the connector. Does it feel loose or sloppy? Unplug it and look inside.
Corrosion: Are the metal pins inside the connector and on the injector green, white, or rusty? Any sign of moisture is a red flag.

Follow the wires from the injector as far back as you can. Look for any spots where the harness is rubbing against the frame or engine. Pay close attention to any sharp bends or areas where it’s secured by a zip tie.

Step 2: The “Swap Test” – The Easiest Way to Isolate the Problem

This is the single most valuable test you can perform and a fantastic piece of code 746 polaris ranger tips. It will tell you definitively if your problem is the injector or the wiring harness, and you don’t need a multimeter.

Locate the electrical connectors for both the PTO-side injector (Cylinder 1) and the MAG-side injector (Cylinder 2).
Carefully unplug both connectors. They have a small release tab you’ll need to press.
Now, plug the connector that was on Cylinder 1 onto the injector for Cylinder 2.
Plug the connector that was on Cylinder 2 onto the injector for Cylinder 1. You’ve just swapped the electrical signals.
Reconnect your battery if you disconnected it. Start the engine and let it run for about 30 seconds, then check the fault codes.

Interpreting the Results:

If the code has changed to 747 (Injector Circuit Open – Cylinder 2), congratulations! The problem followed the injector. This means your original Cylinder 1 injector is bad.
If the code remains 746, the problem did not move. This tells you the injector is fine, and the issue is in the wiring harness or the connection leading to Cylinder 1.

Step 3: Getting Technical with a Multimeter (For the Confident DIYer)

If the swap test pointed to a wiring issue, or if you just want to confirm a bad injector, a simple multimeter can be your best friend. Set it to measure resistance (Ohms, Ω).

To test the injector, unplug it and touch the multimeter probes to the two metal pins on the injector itself. A healthy Polaris Ranger injector should read somewhere between 12 and 15 Ohms. If you get a reading of “OL” (Open Loop) or 0, the injector’s internal coil is bad.

Testing the harness is more involved, but you’re checking for continuity (a complete wire) from the ECU plug to the injector plug and ensuring neither wire is shorted to ground.

How to Fix Code 746 and Get Back on the Trail

Now that you know the cause, it’s time for the fix. Following these code 746 polaris ranger best practices will ensure a lasting repair.

Fixing a Bad Connection

If you found corrosion or a loose plug, this is an easy fix.

Use a small brush or pick and some electrical contact cleaner to thoroughly clean the pins on both the injector and inside the plug.
Once it’s clean and dry, apply a small amount of dielectric grease to the inside of the connector. This waterproofs the connection and prevents future corrosion.
Plug the connector back in firmly. You should hear and feel a solid “click.” Clear the codes and see if the problem is resolved.

Repairing a Damaged Wiring Harness

If you found a broken or chafed wire, don’t just twist it together with electrical tape. That won’t last an hour on the trail.

Cut out the damaged section of wire.
Strip about a half-inch of insulation from the ends.
Use a quality butt connector or, even better, solder the wires together for the strongest possible connection.
Slide a piece of heat-shrink tubing over the repair. Use a heat gun to shrink it down, creating a durable, waterproof seal.
Secure the repaired harness away from any sharp edges or heat sources using zip ties to prevent it from happening again.

Replacing a Faulty Fuel Injector

If your swap test confirmed a bad injector, replacement is straightforward.

Carefully relieve the fuel pressure first. Consult your owner’s manual for the proper procedure.
Place a rag under the injector to catch any spilled fuel.
Disconnect the electrical plug and the fuel line.
Unbolt the fuel rail holding the injector in place.
Gently pull and twist the old injector out.
Lubricate the new injector’s O-rings with a little clean engine oil and press it firmly into place.
Reassemble everything in reverse order.

Preventative Maintenance: A Solid Code 746 Polaris Ranger Care Guide

An ounce of prevention is worth a pound of cure. To avoid seeing this code again, make harness inspection a part of your regular maintenance.

Whenever you’re washing your Ranger or doing an oil change, take a minute to inspect the injector plugs and surrounding wiring. A quick shot of contact cleaner and a dab of dielectric grease once a year can work wonders. This is a key part of a sustainable code 746 polaris ranger strategy—making your machine more reliable for the long haul.

Look for potential chafe points and add protective wire loom or reroute the harness slightly to keep it safe. These small actions provide huge benefits in reliability.

Frequently Asked Questions About Code 746

Can I still drive my Ranger with code 746?

It’s highly discouraged. Running on one cylinder puts a huge strain on the engine. You’ll be washing the cylinder wall with unburnt fuel, which can dilute the oil and cause premature engine wear. It’s a limp-home-only situation.

How much does it cost to fix code 746?

This varies wildly. If it’s a corroded connection, the fix might cost you less than $10 for a can of contact cleaner and some grease. A new OEM fuel injector can cost between $100 and $200. A dealer repair for a wiring issue could run several hundred dollars in labor, highlighting the benefits of this DIY guide.

Is the PTO side injector always cylinder 1?

Yes. On Polaris parallel-twin engines, Cylinder 1 is always the PTO (clutch) side, and Cylinder 2 is the MAG (stator/flywheel) side. This is a consistent rule you can rely on.

What’s the difference between code 746 and 747?

They are the exact same fault, just for different cylinders. Code 746 points to Cylinder 1 (PTO), while code 747 points to an identical issue with the injector circuit for Cylinder 2 (MAG).

Tackling a check engine light can feel intimidating, but code 746 is a battle you can absolutely win. By following a logical process—Inspect, Swap, Test, and Repair—you can pinpoint the exact cause and perform a reliable, long-lasting fix. You’ll save money, learn more about your machine, and gain the satisfaction of solving the problem yourself.

Now you have the knowledge and a clear plan. Grab your tools, tackle that code, and we’ll see you back out on the trail where you belong. Ride safe!

Author
Recent Posts

Thomas Corle

Founder & Automobile expert at FatBoysOffroad

Automobile expert and off-road enthusiast, sharing in-depth knowledge of vehicles, gear, and adventures. Helping readers make smart decisions and enjoy the thrill of off-roading safely and confidently.