P2097 and p219a

[Starjammir]

Ugh another check engine light. Replaced the DPFE sensor already. Any suggestions on these codes before I take it to the dealer under extended warranty?
P2097 post cat fuel trim to rich p219a bank 1 a/f ratio imbalance

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[airline tech]

The P219A - Generally points to a vacuum leak, ensure all of the intake ducting is secure and also check (since the DPFE) was replaced the hoses that connect to it.
There are many possibilities for the code but it points in the direction of a vacuum leak as being the most likely and a bad Upstream o2 sensor also is a possibility.

Check out my Fuel Trim (Ref Data) for guidance on what are normal readings here.

(1) Engine PID Data- Fuel Trims and Related | 2019+ Ford Ranger and Raptor Forum (5th Generation) - Ranger5G.com

Fuel Trim - T-Shoot Notes:

Idle vs 1500-2500 RPMs

a. High Trims @ Idle but lower @ 1500/2500 RPMs = Vacuum Leak

b. Normal Idle Trims but climb higher @ 1500/2500 RPMs = Fuel Delivery Issue

c. Misfires: will cause fuel trims to go higher

 

[RangerBill]

Ugh another check engine light. Replaced the DPFE sensor already. Any suggestions on these codes before I take it to the dealer under extended warranty?
P2097 post cat fuel trim to rich p219a bank 1 a/f ratio imbalance

Both of those codes have a damaged universal heated oxygen sensor bank 1, sensor 1 (HO2S11) upstream sensor or sensor wiring as a common issue.

P2097 - Post Catalyst Fuel Trim System Too Rich (Bank 1)

Description:	The PCM monitors the correction value from the heated oxygen sensor bank 1, sensor 2 (HO2S12) as part of the fore-aft oxygen sensor control routine. This DTC sets when the correction value is greater than a calibrated limit.
Possible Causes:	Corrosion Incorrect connections Exhaust leaks Contaminated universal HO2S11
Diagnostic Aids:	Inspect the connectors for signs of damage, water intrusion or corrosion.
Application		Key On Engine Off	Key On Engine Running	Continuous Memory
All		GO to Pinpoint Test DZ .

P219A - Bank 1 Air-Fuel Ratio Imbalance

Description:	The air to fuel imbalance monitor is designed to detect large differences in the air to fuel ratio between cylinders per engine bank. This DTC sets when the air to fuel ratio difference per cylinder is greater than a calculated amount.
Possible Causes:	Leaking or contaminated fuel injectors Low fuel pressure or running out of fuel Leaking EVAP purge valve Exhaust or intake air system leaks Exhaust gas recirculation (EGR) system Positive crankcase ventilation (PCV) system is leaking Ignition system Incorrectly seated engine oil level indicator, tube or oil fill cap Base engine concerns Damaged universal heated oxygen sensor bank 1, sensor 1 (HO2S11)
Diagnostic Aids:	The EGR port is restricted.
Application		Key On Engine Off	Key On Engine Running	Continuous Memory
All		GO to Pinpoint Test H .

​

 

[Starjammir]

So not the downstream sensor? The upstream has been replaced 4x with new OEM one for other codes.

 

[Starjammir]

Also is there a common place where the wiring goes bad for the o2 sensor?

 

[airline tech]

I now realize that you have had various (engine performance) issues with this truck.
I would not shotgun any more parts at it.

Start with a Fuel Trim monitor as use my posted (ref) as a guide for normal parameters.
I think (current) codes are:
P219A - Air/Fuel Imbalance , is a generic code and it does not pinpoint is it (Lean or Rich)
Lean = More Air Than Fuel / Rich = More Fuel Than Air

So we don't know which one it is and the related code P2097 is being driven by the above code.
Ex: if the PCM reacts to Lean, more air than fuel its going to add fuel (+) fuel trims (pulsing the injectors for a longer period now you have excess fuel reaching the rear o2 and getting the (Rich) code.
or
Ex: If it reacts to Rich, more fuel than air the PCM will (-) fuel trims by shortening the injector pulse, thus pulling fuel - if its not pulling enough then the rear o2 will read rich

Note: with the Ranger the Rear o2 does have some control on fuel trims and can make minor adjustments (generally 1% to 4%) and can provide more if the upstream o2 sensor fails.

With the issues you have had and the previous sensors replaced, I highly suspect something is being overlooked and is causing these issues and or a wiring issue on the VREF circuit.
If its proven to be a faulty Upstream o2 sensor, I suspect something in the wiring circuit feeding it is taking it out.

I would start with a Fuel Trim Monitor and all associated PIDs to get an better view of what is happening as there are too many variables to just shotgun parts at it.

Wide Band o2 upstream sensor notes - (0) equals perfect AF Ratio of 14.7:1
+mA/Volts = Lean (Ex: 3.5 to 3.6)
-mA/Volts = Rich (Ex: 0.9)

So to pinpoint down the P219A code deeper, you could look at this PID along with the fuel trim tables for a better direction of what is happening.
One could also induce a vacuum leak and note if the o2 sensor reacts to it or induce propane into the intake and see if it reacts as a way to truly see how it reacts and its function.

 

[RangerBill]

So not the downstream sensor? The upstream has been replaced 4x with new OEM one for other codes.

What were the other codes that you had?

 

[airline tech]

What were the other codes that you had?

Back up to read his previous messages and you will note that he has had various issues:
Misfires / O2 / EVAP / Fuel Pressure etc
I noted that he said x4 replacements of the o2 sensor and then remembered his previous issues.

My theory is that - something else is generating the issue and throwing off the Air / Fuel ratio or its another failed sensor - (if it has failed for #5) replacement since April, then something in the wiring circuit is shorting it out or with each replacement the harness and connector is disturbed and it begins working normally, until vibration sets it back to shorting the circuit again.
This will not be a simple fix and walk away - this needs a deep T-Shoot due to all the previous history.
This is where my previous post of checking the fuel trim tables will be needed to get an actual view of all the related PIDs and note the one that is off, but not coding a fault.

 

[Starjammir]

What were the other codes that you had?

I've had the slight evap leak code, upstream O2 sensor code numerous times. Also another evap code which was fixed with the wiring at the back of the truck being faulty. Truck had the normal buckng...etc which was fixed with a new sensor.

Currently, these are my only two codes.
The truck has the premium extended warranty on it and I have an appt on October 1st at another dealership to try to figure this out.
Unfortunately I don't have a scan tool to try out all these awesome ideas.

 

[RangerBill]

I've had the slight evap leak code, upstream O2 sensor code numerous times. Also another evap code which was fixed with the wiring at the back of the truck being faulty. Truck had the normal buckng...etc which was fixed with a new sensor.

Currently, these are my only two codes.
The truck has the premium extended warranty on it and I have an appt on October 1st at another dealership to try to figure this out.
Unfortunately I don't have a scan tool to try out all these awesome ideas.

I didn't know of your previous posts with other codes on your truck. I see that you have a tune, I would remove the tune that you have and see if anything changes. As has been stated, you will need a scan tool to do some further troubleshooting.

 

[airline tech]

Ok, if you have a meter and are comfortable with doing some wiring checks, I have put together a full test for the Upstream O2 sensor.
I have a hunch the issue is in the wiring and with the current codes, may be relating to the O2 Heater circuit.
It is possible that a issue on that circuit can cause the O2 sensors to read incorrectly and it is likely that the fuel system is staying in (Open - Loop) thus providing a constant rich mixture.
Note: The system operates in (Open-Loop) until the O2 Heater circuit warms the sensors then it switches to (Closed-Loop) control
The (Loop) status can be viewed on a scan tool.

All Circuits listed here would need a deep wiring check with a good set of test leads so you can insert the leads into the connectors and (Shake / Bend / Twist) the associated harness to note any meter reading fluctuations, this cannot be a simple check (its good) and move on test.

With the numerous issues you are having and nothing stands out for associated Fuel Trim issues.
I highly suspect that the issue is on the O2 sensor wiring circuits, more importance to the heater circuit.

Note: (N & M), these are the Power Feeds to the O2 Heaters
Note: (D) this is the Signal Return for the Downstream O2 Signal

Note: This is the circuit Power Feed for the listed sensors including (M & N) which is the power feed for the O2 heater circuit via S158 (Splice)
This circuit was also (Repaired) with one of your EVAP Codes, it may be possible that there is still an issue on this circuit and you are getting a voltage drop @ S158 causing the heater circuit not to operate correctly.
The previous damage (short?) whatever was found, may have caused the circuit to overheat and damage another point in the circuit such as one of the splices

This is showing the Rear O2 signal Return (D) now knowing that the Rear O2 has some operational control over fuel trims, it also needs to have a wiring check.
As all sensors on this signal return can affect fuel trims

 

[Starjammir]

It's so weird how now I have the sensor 2 coming on and the lean rich code. These are new since they dropped my tank and repaired wiring above that. The EVAP code I had is gone now and so is the sensor 1 for the o2 sensors.

 

[RangerBill]

It's so weird how now I have the sensor 2 coming on and the lean rich code. These are new since they dropped my tank and repaired wiring above that. The EVAP code I had is gone now and so is the sensor 1 for the o2 sensors.

Was the wiring damage caused by animals chewing on them?

 

[airline tech]

So what are the current codes?

 

[Starjammir]

Was the wiring damage caused by animals chewing on them?

They didn't say but I wouldn't put it past the mice.

Current codes are the p2097 and the p219a. I talked to livernois about this and they sent me the update Ford "c" code for my car that Ford out out. Didn't make a difference. Codes came back on in a few driving cycles.

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