DTC P219A Bank 1 Air-Fuel Ratio Imbalance

DTC P219A Bank 1 Air-Fuel Ratio Imbalance
DTC P219B Bank 2 Air-Fuel Ratio Imbalance

for Preparation Click here

DESCRIPTION

Refer to DTC P0300 (Click here).
Refer to DTC P2195, P2197 (Click here).

DTC No.	DTC Detection Condition	Trouble Area
P219A P219B	The difference in air fuel ratios between the cylinders exceeds the threshold (2 trip detection logic).	Fuel injector assembly Intake system Gas leaks from exhaust system Ignition system Compression pressure Air fuel ratio sensor (for bank 1, 2 sensor 1) ECM

MONITOR DESCRIPTION

Fuel System Air Fuel Ratio Cylinder Imbalance Monitor
The ECM uses the air fuel ratio sensor and crankshaft position sensor to monitor the difference in air fuel ratios between the cylinders caused by differences in injection volumes between the cylinders, leakage in the intake or exhaust system, etc.
When the air fuel ratios of the cylinders are lean or rich with respect to each other, the ECM determines that a problem is present and stores a DTC.

Air Fuel Ratio Sensor Monitoring Method
When the system detects a difference in air fuel ratios between the cylinders due to fluctuation in the air fuel ratio sensor output over 1 engine cycle (2 crankshaft revolutions), the system determines that there is a problem.

Crankshaft Position Sensor Monitoring Method
The system monitors the engine speed variation and when the variation becomes large, the system determines that there is a difference in air fuel ratios between the cylinders, which it determines to be a problem.

MONITOR STRATEGY

Related DTCs	P219A: Air fuel ratio cylinder imbalance monitor (bank 1) P219B: Air fuel ratio cylinder imbalance monitor (bank 2)
Required Sensors/Components (Main)	Air fuel ratio sensor Crankshaft position sensor
Required Sensors/Components (Related)	Mass air flow meter sub-assembly Engine coolant temperature sensor Vehicle speed sensor
Frequency of Operation	Once per driving cycle
Duration	10 seconds: Air fuel ratio sensor monitoring method 30 seconds: Crankshaft position sensor monitoring method
MIL Operation	2 driving cycles
Sequence of Operation	None

TYPICAL ENABLING CONDITIONS

All
Monitor runs whenever the following DTCs are not stored	P0010, P0020 (Camshaft timing oil control valve bank 1, 2) P0011, P0021 (VVT system bank 1, 2 - advance) P0012, P0022 (VVT system bank 1, 2 - retard) P0013, P0023 (Exhaust camshaft timing oil control valve bank 1, 2) P0014, P0024 (Exhaust VVT system bank 1, 2 - advance) P0015, P0025 (Exhaust VVT system bank 1, 2 - retard) P0016, P0018 (VVT system bank 1, 2 - misalignment) P0017, P0019 (Exhaust VVT system bank 1, 2 - misalignment) P0031, P0032, P0051, P0052, P101D, P103D (Air fuel ratio sensor heater) P0102, P0103 (Mass air flow meter) P0115, P0117, P0118 (Engine coolant temperature sensor) P0120, P0121, P0122, P0123, P0220, P0222, P0223, P2135 (Throttle position sensor) P0125 (Insufficient coolant temperature for closed loop fuel control) P0327, P0328, P0332, P0333 (Knock control sensor) P0335 (Crankshaft position sensor) P0340, P0342, P0343, P0345, P0347, P0348 (VVT sensor) P0351, P0352, P0353, P0354, P0355, P0356 (Igniter) P0365, P0367, P0368, P0390, P0392, P0393 (Exhaust VVT sensor) P0500 (Vehicle speed sensor)

Air Fuel Ratio Sensor Monitoring Method
Air fuel ratio sensor status	Activated
Engine speed	1600 rpm or higher, and less than 2400 rpm
Engine coolant temperature	75°C (167°F) or higher
Atmospheric pressure	76 kPa(abs) [570 mmHg(abs)] or higher
Fuel system status	Closed loop
Mass air flow	34 gm/sec. or more, and less than 48 gm/sec. (bank 1) 42 gm/sec. or more, and less than 48 gm/sec. (bank 2)

Crankshaft Position Sensor Monitoring Method
Vehicle speed	Less than 3 km/h (1.875 mph)
Engine speed	400 rpm or higher, and less than 1100 rpm
Engine coolant temperature	75°C (167°F) or higher
Air fuel ratio sensor status	Activated
Fuel system status	Closed loop
Battery voltage	11 V or higher

TYPICAL MALFUNCTION THRESHOLDS

Air Fuel Ratio Sensor Monitoring Method
Air fuel ratio sensor monitoring method criteria (rich side imbalance)	0.133 or more (bank 1) 0.183 or more (bank 2)

Crankshaft Position Sensor Monitoring Method
Crankshaft position sensor monitoring method criteria (lean side imbalance)	1 or more

MONITOR RESULT

Refer to detailed information in Checking Monitor Status (Click here).

CONFIRMATION DRIVING PATTERN

Connect the Techstream to the DLC3.
Turn the ignition switch to ON and turn the Techstream on.
Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher [A].
HINT:
The A/C switch and all accessory switches should be off and the shift lever should be in P or N.
Clear the DTCs (even if no DTCs are stored, perform the clear DTC procedure).
Drive the vehicle at 60 km/h (37 mph) or higher for 2 minutes or more [B].
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
HINT:
It is acceptable to turn electrical loads on while driving.
Idle the engine for 2 minutes or more [C].
HINT:
The A/C switch and all accessory switches should be off and the shift lever should be in P or N.
Enter the following menus: Powertrain / Engine and ECT / Trouble Codes [D].
Read the pending DTCs.
HINT:
1. If a pending DTC is output, the system is malfunctioning.
2. If a pending DTC is not output, perform the following procedure.
Drive the vehicle at less than 30 km/h (19 mph) for 5 seconds or more [E].
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
Accelerate the vehicle from 30 to 60 km/h (19 to 37 mph) over a period of approximately 10 to 20 seconds.
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
HINT:
Refer to the values of mass air flow and engine speed in Typical Enabling Conditions before accelerating the vehicle from 30 to 60 km/h (19 to 37 mph).
Drive the vehicle at 60 km/h (37 mph) or more for 5 seconds or more [F].
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
Drive the vehicle at less than 30 km/h (19 mph) for 5 seconds or more [G].
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
Accelerate the vehicle from 30 to 60 km/h (19 to 37 mph) over a period of approximately 10 to 20 seconds.
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
HINT:
Refer to the values of mass air flow and engine speed in Typical Enabling Conditions before accelerating the vehicle from 30 to 60 km/h (19 to 37 mph).
Drive the vehicle at 60 km/h (37 mph) or more for 5 seconds or more [H].
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
Repeat steps [G] and [H] above at least 2 times [I].
Idle the engine for 1 minute or more [J].
HINT:
The A/C switch and all accessory switches should be off and the shift lever should be in P or N.
Enter the following menus: Powertrain / Engine and ECT / Trouble Codes [K].
Read the pending DTCs.
HINT:
1. If a pending DTC is output, the system is malfunctioning.
2. If a pending DTC is not output, perform the following procedure.
Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness.
Input the DTC: P219A or P219B.

Check the DTC judgment result.

Techstream Display	Description
NORMAL	DTC judgment completed System normal
ABNORMAL	DTC judgment completed System abnormal
INCOMPLETE	DTC judgment not completed Perform driving pattern after confirming DTC enabling conditions
N/A	Unable to perform DTC judgment Number of DTCs which do not fulfill DTC preconditions has reached ECU memory limit

HINT:

If the judgment result shows NORMAL, the system is normal.
If the judgment result shows ABNORMAL, the system has a malfunction.
If the judgment result shows INCOMPLETE or N/A, perform the following procedure.

If no pending DTC is output, perform a universal trip and check for permanent DTCs (Click here).
HINT:
1. If a permanent DTC is output, the system is malfunctioning.
2. If no permanent DTC is output, the system is normal.

WIRING DIAGRAM

Refer to Fuel Injector Circuit (Click here).

INSPECTION PROCEDURE

HINT:

Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air fuel ratio was lean or rich, and other data from the time the malfunction occurred.
Refer to A/F Sensor Determination (worst value) #1, A/F Sensor Determination (worst value) #2, Engine Speed Fluctuation Avg (worst value) #1 to #6, Cylinder #1 to #6 Misfire Count, Short FT #1, Short FT #2, Long FT #1 and long FT #2 in the Data List / Active Test (Click here).
Bank 1 refers to the bank that includes the No. 1 cylinder*.
*: The No. 1 cylinder is the cylinder which is farthest from the transaxle.
Bank 2 refers to the bank that does not include the No. 1 cylinder.
Sensor 1 refers to the sensor closest to the engine assembly.
Sensor 2 refers to the sensor farthest away from the engine assembly.

1.CHECK ANY OTHER DTCS OUTPUT (IN ADDITION TO DTC P219A AND/OR P219B)

Connect the Techstream to the DLC3.

Turn the ignition switch to ON and turn the Techstream on.

Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

Read the DTCs.

Result
Result
Proceed to
DTC P219A and/or P219B is output
A
DTC P219A and/or P219B and other DTCs are output
B
HINT:
If any DTCs other than P219A and/or P219B are output, troubleshoot those DTCs first.

Result
Result	Proceed to
DTC P219A and/or P219B is output	A
DTC P219A and/or P219B and other DTCs are output	B

GO TO DTC CHART (Click here)

A

2.READ VALUE USING TECHSTREAM (FREEZE FRAME DATA)

Connect the Techstream to the DLC3.

Turn the ignition switch to ON and turn the Techstream on.

Using the Techstream, confirm the vehicle conditions recorded in the freeze frame data which were present when the DTC was stored (Click here).

Freeze Frame Data Items for DTC P219A or P219B

Vehicle Speed
Engine Speed
Calculate Load
Accelerator Idle Position
Short FT #1 or #2
Long FT #1 or #2
Cylinder #1 Misfire Count to Cylinder #6 Misfire Count
A/F Sensor Determination (worst value) #1 or #2
Engine Speed Fluctuation Avg (worst value) #1 to #6

HINT:

When the sum of Short FT and Long FT is positive, the engine is running lean, and when the sum is negative, the engine is running rich.

DTC stored during idling	It is possible to conclude that the problem was detected due to a "lean imbalance" (detected using crankshaft speed variation).
DTC stored while vehicle being driven	It is possible to conclude that the problem was detected due to a "rich imbalance" (detected using the air fuel ratio sensor).

NEXT

3.READ VALUE USING TECHSTREAM (MONITOR RESULT)

Connect the Techstream to the DLC3.

Turn the ignition switch to ON and turn the Techstream on.

Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern.
HINT:
1. If any misfire count ("Cylinder #1 Misfire Count" to "Cylinder #6 Misfire Count) increases while idling or driving the vehicle, proceed to step 6.
2. Perform inspections while focusing on the cylinder whose misfire count has increased.

Enter the following menus: Powertrain / Engine / Monitor / Current Monitor / Fuel System / Details / A/F SENSOR DETERMINATION B1, A/F SENSOR DETERMINATION B2, ENGINE SPEED FLUCTUATION AVERAGE B1 and ENGINE SPEED FLUCTUATION AVERAGE B2.

Check the Test Result (A/F SENSOR DETERMINATION B1, A/F SENSOR DETERMINATION B2, ENGINE SPEED FLUCTUATION AVERAGE B1 and ENGINE SPEED FLUCTUATION AVERAGE B2).

Result
Result
Proceed to
A/F SENSOR DETERMINATION is Fail
A
A/F SENSOR DETERMINATION and ENGINE SPEED FLUCTUATION AVERAGE are Fail
B
ENGINE SPEED FLUCTUATION AVERAGE is Fail
B*
HINT:
1. When the results of A/F SENSOR DETERMINATION and ENGINE SPEED FLUCTUATION AVERAGE are both Pass, drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern again.
  If both results are still Pass, proceed to step 4.
2. *: Perform inspections while focusing on the cylinder whose engine speed fluctuation value ("Engine Speed Fluctuation Avg (worst value) #1" to "Engine Speed Fluctuation Avg (worst value) #6") was the largest.

Result
Result	Proceed to
A/F SENSOR DETERMINATION is Fail	A
A/F SENSOR DETERMINATION and ENGINE SPEED FLUCTUATION AVERAGE are Fail	B
ENGINE SPEED FLUCTUATION AVERAGE is Fail	B*

Go to step 6

A

4.PERFORM ACTIVE TEST USING TECHSTREAM (CONTROL THE INJECTION VOLUME)

Connect the Techstream to the DLC3.

Start the engine.

Turn the Techstream on.

Warm up the engine.
HINT:
The A/C switch and all accessory switches should be off and the shift lever should be in P or N.

Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume / Gas Misfire / Cylinder #1 to #6 Misfire Count.
HINT:
When the "Control the Injection Volume" Active Test is selected (injection volume is 0%), if a misfire count increases, proceed to step 6 (Check Intake System).

Perform the Control the Injection Volume operation with the engine idling.

Check the misfire counts ("Cylinder #1 Misfire Count" to "Cylinder #6 Misfire Count") while decreasing the injection volume in 5% increments.
NOTICE:
Do not decrease the injection volume by higher than 20%.
Result:
The cylinder whose misfire count has not increased can be assumed to be running rich. Therefore, perform inspections while focusing on that cylinder.

NEXT

5.CHECK FOR EXHAUST GAS LEAK

Check for exhaust gas leaks.
OK:
No gas leaks.
HINT:
Perform "Inspection After Repair" after repairing or replacing the exhaust system (Click here).

REPAIR OR REPLACE EXHAUST SYSTEM

OK

6.CHECK INTAKE SYSTEM

Check the intake system for vacuum leaks (Click here).
OK:
No leaks in the intake system.
HINT:
Perform "Inspection After Repair" after repairing or replacing the intake system (Click here).

REPAIR OR REPLACE INTAKE SYSTEM

OK

7.INSPECT SPARK PLUG

Inspect the spark plug of the cylinder causing the imbalance (Click here).
HINT:
Perform "Inspection After Repair" after replacing the spark plug (Click here).

REPLACE SPARK PLUG (Click here)

OK

8.CHECK FOR SPARK (SPARK TEST)

Perform a spark test (Click here).
HINT:
1. If the result of the spark test is normal, proceed to the next step.
2. Perform "Inspection After Repair" after replacing the spark plug or ignition coil assembly (Click here).

NEXT

9.CHECK CYLINDER COMPRESSION PRESSURE

Measure the cylinder compression pressure of the misfiring cylinder (Click here).
HINT:
Perform "Inspection After Repair" after repairing or replacing the engine assembly (Click here).

CHECK ENGINE TO DETERMINE CAUSE OF LOW COMPRESSION

OK

10.CHECK TERMINAL VOLTAGE (POWER SOURCE OF FUEL INJECTOR ASSEMBLY)

Disconnect the fuel injector assembly connector.

Turn the ignition switch to ON.

Measure the voltage according to the value(s) in the table below.

Standard Voltage:

Cylinder	Tester Connection	Switch Condition	Specified Condition
No. 1	D11-1 - Body ground	Ignition switch ON	11 to 14 V
No. 2	D26-1 - Body ground	Ignition switch ON	11 to 14 V
No. 3	D13-1 - Body ground	Ignition switch ON	11 to 14 V
No. 4	D24-1 - Body ground	Ignition switch ON	11 to 14 V
No. 5	D15-1 - Body ground	Ignition switch ON	11 to 14 V
No. 6	D22-1 - Body ground	Ignition switch ON	11 to 14 V

Text in Illustration
*a	Front view of wire harness connector (to Fuel Injector Assembly)

Turn the ignition switch off.

GO TO FUEL INJECTOR CIRCUIT (Click here)

OK

11.CHECK HARNESS AND CONNECTOR (FUEL INJECTOR ASSEMBLY - ECM)

Disconnect the fuel injector assembly connector.

Disconnect the ECM connector.

Measure the resistance according to the value(s) in the table below.

Standard Resistance:

Cylinder	Tester Connection	Condition	Specified Condition
No. 1	D11-2 - Body ground	Always	10 kΩ or higher
No. 1	D11-2 - D74-86 (#10)	Always	Below 1 Ω
No. 2	D26-2 - Body ground	Always	10 kΩ or higher
No. 2	D26-2 - D74-109 (#20)	Always	Below 1 Ω
No. 3	D13-2 - Body ground	Always	10 kΩ or higher
No. 3	D13-2 - D74-85 (#30)	Always	Below 1 Ω
No. 4	D24-2 - Body ground	Always	10 kΩ or higher
No. 4	D24-2 - D74-108 (#40)	Always	Below 1 Ω
No. 5	D15-2 - Body ground	Always	10 kΩ or higher
No. 5	D15-2 - D74-84 (#50)	Always	Below 1 Ω
No. 6	D22-2 - Body ground	Always	10 kΩ or higher
No. 6	D22-2 - D74-107 (#60)	Always	Below 1 Ω

REPAIR OR REPLACE HARNESS OR CONNECTOR

OK

12.CHECK FUEL INJECTOR ASSEMBLY OF CYLINDER CAUSING IMBALANCE

Check the fuel injector assembly injection [whether fuel volume is high or low, and whether injection pattern is poor] (Click here).
HINT:
Perform "Inspection After Repair" after replacing the fuel injector assembly (Click here).

REPLACE FUEL INJECTOR ASSEMBLY (Click here)

OK

13.CHECK FOR CAUSE OF FAILURE

If the cause of the problem has not been found even after performing the troubleshooting procedure, perform the inspection below.

Check the intake valve for deposits.
HINT:
As the DTC may have been stored due to deposits on the intake valve, remove the cylinder head and check the intake valve.

NEXT

14.CONFIRM WHETHER MALFUNCTION HAS BEEN SUCCESSFULLY REPAIRED

Connect the Techstream to the DLC3.

Turn the ignition switch to ON and turn the Techstream on.

Clear the DTCs (Click here).

Turn the ignition switch off and wait for at least 30 seconds.

Turn the ignition switch to ON.

Turn the Techstream on.

Drive the vehicle in accordance with the driving pattern described in Confirmation Driving Pattern.

Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

Check for DTCs.
Result:
P219A and/or P219B is not output.

END

DTC P219B Bank 2 Air-Fuel Ratio Imbalance