P0206

P0206 flags the cylinder 6 injector circuit, appearing on inline-6, V6 (rear bank end cylinder on most transverse layouts), V8, V10, and V12 engines. On most domestic V8s cylinder 6 sits mid-passenger-bank, and on inline-6 BMW N54/N55 it is the rearmost cylinder closest to the firewall and HPFP. Cheapest-first ladder: noid light at the cylinder 6 connector to confirm a PCM pulse is arriving, resistance check at injector terminals (11-17 ohms port, 1-3 ohms direct-injection GDI, all six within 0.5 ohm of each other at the same temperature), and scope the pulse-width which should sit 2.5 to 3.2 ms warm-idle with a clean ground-side pull-down within 0.5V of ground. On V6 transverse engines, access to cylinder 6 often requires intake manifold removal, so confirm the circuit fault before tearing down. Swap with another cylinder's injector and clear codes to confirm whether the fault follows the injector. The expensive misdiagnosis is the labor charge to access cylinder 6 on a transverse V6 (2 to 4 hours intake-off) only to discover the actual fault was a corroded connector on top of the injector rail.

Vehicle-specific patterns: 2007-2013 BMW N54/N55 335i and 535i throws P0206 on the rearmost cylinder where the HPFP is bolted directly behind it, and HPFP collapse routinely trips P0206 first (BMW SIB 13 02 09 HPFP recall covers this); 2005-2010 Honda Odyssey and Acura MDX J35 V6 fouls or fails cylinder 6 port injector after 120k+ miles of ethanol exposure; 2011-2017 Ford 3.5L EcoBoost F-150 and Explorer carbons up cylinder 6 GDI tips and triggers P0206 alongside misfire P0306; 2009-2013 GM 3.6L LLT V6 (CTS, SRX, Traverse) is known for direct-injector failure on the rear bank with TSB PIP5028 documenting the pattern. Estimated repair: $120 to $1,800.