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htm

DRIVEABILITY

MAINTENANCE INDICATOR LIGHT RESETTING

This section describes reset procedures for maintenance lights. Maintenance lights are used to indicate to the
operator that some type of routine maintenance should be performed. Unlike a Check Engine light that will be
displayed when there is a fault with the engine management system, the maintenance light will be displayed
when an engine or transmission oil change is recommended according to driving conditions. Also, the light will
be displayed to indicate when the emission control system is in need of servicing.

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OBD II DIAGNOSTIC TROUBLE CODES

Introduction

To comply with OBD II Regulations, the Control Module is equipped with software designed to allow it to
monitor vehicle emission control systems and components. Once the ignition is turned on or the engine is
started, and certain test conditions are met, the PCM runs a series of monitors to test the emission control
systems and components. Test conditions include different inputs such as time since startup, run-time, engine
speed and temperature, transaxle gear position and the engine open or closed loop status. Once the monitor is
started, the control module attempts to run it to completion. If a particular monitor fails a test, a code is set and
operating conditions at that time are recorded in memory. If the same component or system fails twice in
succession, the Malfunction Indicator Lamp (MIL) is activated.

Monitors are divided into 2 types: Main Monitors and Comprehensive Component Monitors.

Catalyst Monitor
EGR Monitor
EVAP Monitor
Fuel System Monitor
Misfire Monitor
Oxygen Sensor Monitor
Oxygen Sensor Heater Monitor

Certain monitors, in particular the fuel system and misfire monitors, have limitations that are different from any
of the other monitors. The first time either of these monitors fail, the MIL is activated, and engine conditions at
the time of the fault are recorded. In order for the control module to turn off an MIL related to these 2 monitors,
it must determine that no faults are present with engine operating conditions similar to when it detected the
fault. To qualify, the engine must be operated within a specified speed range, engine load range and
temperature range.

A warm-up cycle is considered to be vehicle operation after the engine has been turned off for a period of
time, with the ECT input rising a specified amount and reaching normal operating temperature. When the MIL is
turned off because a fault is no longer present, most OBD II codes will be erased after a minimum of 40
warm-up cycles. Misfire and fuel system codes require a minimum of 80 warm-up cycles before they clear.

OBD II Systems use a standardized test connector, called the Data Link Connector (DLC). It is located under
the left side of the instrument panel. The DLC is located out of the line of sight of vehicle passengers but is
easily viewable from a kneeling position outside the vehicle. The connector is rectangular in design and
contains up to l6 terminals. It has keying features to allow for easy connection. Both the DLC and Scan Tool
connectors have latching features that ensure the scan tool will remain properly connected.

Some common uses of the Scan Tool are to identify and clear Diagnostic Trouble Codes (DTCs) and to read
control module freeze frame.

The Malfunction Indicator Lamp (MIL) looks similar to the "Check Engine" lamp. However, on OBD II Systems,
it is controlled under a strict set of guidelines that dictate when the MIL is illuminated. If any of the control
module monitors detects a fault that could impact vehicle emissions, a fault code is set. A One-Trip Monitor
requires that a test fail once, a Two-Trip Monitor requires a test fail twice in succession and a Three-Trip
Monitor requires that a test fail 3 times in succession to activate the MIL.

The MIL is mounted in the instrument panel and has 2 functions: To act as a bulb check at key On and to
inform the driver that an emissions fault has occurred.

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Once the engine is started, if no faults are detected, the control module should extinguish the MIL after a few
seconds. If the MIL remains on or flashes with the engine running a driveability symptom is present.

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OBD II Trouble Codes

Federal law required all vehicle manufacturers to meet On Board Diagnostics, Second Generation or OBD II
standards by 1996. In order to meet this standard, the automobile's on-board computer must monitor and
perform diagnostic tests on vehicle emissions to ensure that the vehicle is operating at an acceptable (legal)
emission level. The maximum allowable emission level is set by the Federal Test Procedure (FTP).

All vehicles are OBD II compliant. All OBD II vehicles have the same 16-pin diagnostic connector or DLC. This
eliminates the need to have a manufacturer specific connector to plug a scan tool into your vehicle.

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TROUBLE CODE DESCRIPTION

In the past, trouble code numbers varied between manufacturers, years, makes and models. OBD II requires
that all vehicle manufacturers use a common Diagnostic Trouble Code (DTC) numbering system. Since the
generic listing was not specific enough, most manufacturers came up with their own DTC listings which are
called manufacturer specific codes. Both generic and manufacturer specific codes are 5-digits. The numbers
can be decoded as follows:

The first digit is a letter which identifies the function of the device or circuit which has the fault. This digit can be
either:

P — Powertrain
B — Body
C — Chassis
U — Network or data link code

The second digit is either a 0 or 1 and indicates whether the code is generic or manufacturer specific.

0 — Generic
1 — Manufacturer Specific

The third digit represents the specific vehicle circuit or system that has the fault. Listed below are the number
identifiers for the powertrain system.

1 — Fuel and Air Metering

2 — Fuel and Air Metering (Injector Circuit Malfunctions Only)
3 — Ignition System or Misfire
4 — Auxiliary Emission Control
5 — Vehicle Speed Control and Idle Control System
6 — Computer and Auxiliary Outputs
7 — Transmission
8 — Transmission

The last 2 digits indicate the specific trouble code.

On OBD II vehicles, there are 2 types of DTC's: Stored and Pending. For a DTC to become Stored, certain
malfunction conditions must occur. The condition(s) required to Store codes are different for every DTC and
vary by vehicle manufacturer.

In order for some DTC's to become Stored, a malfunction condition has to happen more than once. If the
malfunction conditions are required to occur more than once, the potential malfunction is called a Pending
DTC. The DTC remains pending until the malfunction condition occurs the required number of times to make
the code stored. If the malfunction condition does not occur again after a set time the pending DTC will be
cleared.

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Toyota

READING CODES

Reading the control module memory is one of the first steps in OBD II system diagnostics. This step should be
initially performed to determine the general nature of the fault. Subsequent readings will determine if the fault
has been cleared.

Reading codes can be performed by any of the methods below:

Read the control module memory with the Generic Scan Tool (GST)
Read the control module memory with the vehicle manufacturer's specific tester

To read the fault codes, connect the scan tool or tester according to the manufacturer's instructions. Follow the
manufacturer's specified procedure for reading the codes.

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CLEARING CODES

Control module reset procedures are a very important part of OBD II System diagnostics. This step should be
done at the end of any fault code repair and at the end of any driveability repair.

Clearing codes can be performed by any of the methods below:

Clear the control module memory with the Generic Scan Tool (GST)
Clear the control module memory with the vehicle manufacturer's specific tester
Turn the ignition OFF and remove the negative battery cable for at least 1 minute.

Removing the negative battery cable may cause other systems in the vehicle to loose their memory. Prior to
removing the cable, ensure you have the proper reset codes for radios and alarms.

NOTE: The MIL will may also be de-activated for some codes if the vehicle completes 3 consecutive
trips without a fault detected with vehicle conditions similar to those present during the fault.

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OBD II TROUBLE CODES

P0100 Mass or Volume Air Flow Circuit Malfunction

P0101 Mass or Volume Air Flow Circuit Range/Performance Problem

P0102 Mass or Volume Air Flow Circuit Low Input

P0103 Mass or Volume Air Flow Circuit High Input

P0104 Mass or Volume Air Flow Circuit Intermittent

P0105 Manifold Absolute Pressure/Barometric Pressure Circuit Malfunction

P0106 Manifold Absolute Pressure/Barometric Pressure Circuit Range/Performance Problem

P0107 Manifold Absolute Pressure/Barometric Pressure Circuit Low Input

P0108 Manifold Absolute Pressure/Barometric Pressure Circuit High Input

P0109 Manifold Absolute Pressure/Barometric Pressure Circuit Intermittent

P0110 Intake Air Temperature Circuit Malfunction

P0111 Intake Air Temperature Circuit Range/Performance Problem

P0112 Intake Air Temperature Circuit Low Input

P0113 Intake Air Temperature Circuit High Input

P0114 Intake Air Temperature Circuit Intermittent

P0115 Engine Coolant Temperature Circuit Malfunction

P0116 Engine Coolant Temperature Circuit Range/Performance Problem

P0117 Engine Coolant Temperature Circuit Low Input

P0118 Engine Coolant Temperature Circuit High Input

P0119 Engine Coolant Temperature Circuit Intermittent

P0120 Throttle/Pedal Position Sensor/Switch "A" Circuit Malfunction

P0121 Throttle/Pedal Position Sensor/Switch "A" Circuit Range/Performance Problem

P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low Input

P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High Input

P0124 Throttle/Pedal Position Sensor/Switch "A" Circuit Intermittent

P0125 Insufficient Coolant Temperature For Closed Loop Fuel Control

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P0126 Insufficient Coolant Temperature For Stable Operation

P0130 O2Circuit Malfunction (Bank #1 Sensor #1)

P0131 O2Sensor Circuit Low Voltage (Bank #1 Sensor #1)

P0132 O2Sensor Circuit High Voltage (Bank #1 Sensor #1)

P0133 O2Sensor Circuit Slow Response (Bank #1 Sensor #1)

P0134 O2Sensor Circuit No Activity Detected (Bank #1 Sensor #1)

P0135 O2Sensor Heater Circuit Malfunction (Bank #1 Sensor #1)

P0136 O2Sensor Circuit Malfunction (Bank #1 Sensor #2)

P0137 O2Sensor Circuit Low Voltage (Bank #1 Sensor #2)

P0138 O2Sensor Circuit High Voltage (Bank #1 Sensor #2)

P0139 O2Sensor Circuit Slow Response (Bank #1 Sensor #2)

P0140 O2Sensor Circuit No Activity Detected (Bank #1 Sensor #2)

P0141 O2Sensor Heater Circuit Malfunction (Bank #1 Sensor #2)

P0142 O2Sensor Circuit Malfunction (Bank #1 Sensor #3)

P0143 O2Sensor Circuit Low Voltage (Bank #1 Sensor #3)

P0144 O2Sensor Circuit High Voltage (Bank #1 Sensor #3)

P0145 O2Sensor Circuit Slow Response (Bank #1 Sensor #3)

P0146 O2Sensor Circuit No Activity Detected (Bank #1 Sensor #3)

P0147 O2Sensor Heater Circuit Malfunction (Bank #1 Sensor #3)

P0150 O2Sensor Circuit Malfunction (Bank #2 Sensor #1)

P0151 O2Sensor Circuit Low Voltage (Bank #2 Sensor #1)

P0152 O2Sensor Circuit High Voltage (Bank #2 Sensor #1)

P0153 O2Sensor Circuit Slow Response (Bank #2 Sensor #1)

P0154 O2Sensor Circuit No Activity Detected (Bank #2 Sensor #1)

P0155 O2Sensor Heater Circuit Malfunction (Bank #2 Sensor #1)

P0156 O2Sensor Circuit Malfunction (Bank #2 Sensor #2)

P0157 O2Sensor Circuit Low Voltage (Bank #2 Sensor #2)

P0158 O2Sensor Circuit High Voltage (Bank #2 Sensor #2)

P0159 O2Sensor Circuit Slow Response (Bank #2 Sensor #2)

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P0160 O2Sensor Circuit No Activity Detected (Bank #2 Sensor #2)

P0161 O2Sensor Heater Circuit Malfunction (Bank #2 Sensor #2)

P0162 O2Sensor Circuit Malfunction (Bank #2 Sensor #3)

P0163 O2Sensor Circuit Low Voltage (Bank #2 Sensor #3)

P0164 O2Sensor Circuit High Voltage (Bank #2 Sensor #3)

P0165 O2Sensor Circuit Slow Response (Bank #2 Sensor #3)

P0166 O2Sensor Circuit No Activity Detected (Bank #2 Sensor #3)

P0167 O2Sensor Heater Circuit Malfunction (Bank #2 Sensor #3)

P0170 Fuel Trim Malfunction (Bank #1)

P0171 System Too Lean (Bank #1)

P0172 System Too Rich (Bank #1)

P0173 Fuel Trim Malfunction (Bank #2)

P0174 System Too Lean (Bank #2)

P0175 System Too Rich (Bank #2)

P0176 Fuel Composition Sensor Circuit Malfunction

P0177 Fuel Composition Sensor Circuit Range/Performance

P0178 Fuel Composition Sensor Circuit Low Input

P0179 Fuel Composition Sensor Circuit High Input

P0180 Fuel Temperature Sensor "A" Circuit Malfunction

P0181 Fuel Temperature Sensor "A" Circuit Range/Performance

P0182 Fuel Temperature Sensor "A" Circuit Low Input

P0183 Fuel Temperature Sensor "A" Circuit High Input

P0184 Fuel Temperature Sensor "A" Circuit Intermittent

P0185 Fuel Temperature Sensor "B" Circuit Malfunction

P0186 Fuel Temperature Sensor "B" Circuit Range/Performance

P0187 Fuel Temperature Sensor "B" Circuit Low Input

P0188 Fuel Temperature Sensor "B" Circuit High Input

P0189 Fuel Temperature Sensor "B" Circuit Intermittent

P0190 Fuel Rail Pressure Sensor Circuit Malfunction

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P0191 Fuel Rail Pressure Sensor Circuit Range/Performance

P0192 Fuel Rail Pressure Sensor Circuit Low Input

P0193 Fuel Rail Pressure Sensor Circuit High Input

P0194 Fuel Rail Pressure Sensor Circuit Intermittent

P0195 Engine Oil Temperature Sensor Malfunction

P0196 Engine Oil Temperature Sensor Range/Performance

P0197 Engine Oil Temperature Sensor Low

P0198 Engine Oil Temperature Sensor High

P0199 Engine Oil Temperature Sensor Intermittent

P0200 Injector Circuit Malfunction

P0201 Injector Circuit Malfunction — Cylinder #1

P0202 Injector Circuit Malfunction — Cylinder #2

P0203 Injector Circuit Malfunction — Cylinder #3

P0204 Injector Circuit Malfunction — Cylinder #4

P0205 Injector Circuit Malfunction — Cylinder #5

P0206 Injector Circuit Malfunction — Cylinder #6

P0207 Injector Circuit Malfunction — Cylinder #7

P0208 Injector Circuit Malfunction — Cylinder #8

P0209 Injector Circuit Malfunction — Cylinder #9

P0210 Injector Circuit Malfunction — Cylinder #10

P0211 Injector Circuit Malfunction — Cylinder #11

P0212 Injector Circuit Malfunction — Cylinder #12

P0213 Cold Start Injector #1 Malfunction

P0214 Cold Start Injector #2 Malfunction

P0215 Engine Shutoff Solenoid Malfunction

P0216 Injection Timing Control Circuit Malfunction

P0217 Engine Over Temperature Condition

P0218 Transmission Over Temperature Condition

P0219 Engine Over Speed Condition

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P0220 Throttle/Pedal Position Sensor/Switch "B" Circuit Malfunction

P0221 Throttle/Pedal Position Sensor/Switch "B" Circuit Range/Performance Problem

P0222 Throttle/Pedal Position Sensor/Switch "B" Circuit Low Input

P0223 Throttle/Pedal Position Sensor/Switch "B" Circuit High Input

P0224 Throttle/Pedal Position Sensor/Switch "B" Circuit Intermittent

P0225 Throttle/Pedal Position Sensor/Switch "C" Circuit Malfunction

P0226 Throttle/Pedal Position Sensor/Switch "C" Circuit Range/Performance Problem

P0227 Throttle/Pedal Position Sensor/Switch "C" Circuit Low Input

P0228 Throttle/Pedal Position Sensor/Switch "C" Circuit High Input

P0229 Throttle/Pedal Position Sensor/Switch "C" Circuit Intermittent

P0230 Fuel Pump Primary Circuit Malfunction

P0231 Fuel Pump Secondary Circuit Low

P0232 Fuel Pump Secondary Circuit High

P0233 Fuel Pump Secondary Circuit Intermittent

P0234 Engine Over Boost Condition

P0261 Cylinder #1 Injector Circuit Low

P0262 Cylinder #1 Injector Circuit High

P0263 Cylinder #1 Contribution/Balance Fault

P0264 Cylinder #2 Injector Circuit Low

P0265 Cylinder #2 Injector Circuit High

P0266 Cylinder #2 Contribution/Balance Fault

P0267 Cylinder #3 Injector Circuit Low

P0268 Cylinder #3 Injector Circuit High

P0269 Cylinder #3 Contribution/Balance Fault

P0270 Cylinder #4 Injector Circuit Low

P0271 Cylinder #4 Injector Circuit High

P0272 Cylinder #4 Contribution/Balance Fault

P0273 Cylinder #5 Injector Circuit Low

P0274 Cylinder #5 Injector Circuit High

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P0275 Cylinder #5 Contribution/Balance Fault

P0276 Cylinder #6 Injector Circuit Low

P0277 Cylinder #6 Injector Circuit High

P0278 Cylinder #6 Contribution/Balance Fault

P0279 Cylinder #7 Injector Circuit Low

P0280 Cylinder #7 Injector Circuit High

P0281 Cylinder #7 Contribution/Balance Fault

P0282 Cylinder #8 Injector Circuit Low

P0283 Cylinder #8 Injector Circuit High

P0284 Cylinder #8 Contribution/Balance Fault

P0285 Cylinder #9 Injector Circuit Low

P0286 Cylinder #9 Injector Circuit High

P0287 Cylinder #9 Contribution/Balance Fault

P0288 Cylinder #10 Injector Circuit Low

P0289 Cylinder #10 Injector Circuit High

P0290 Cylinder #10 Contribution/Balance Fault

P0291 Cylinder #11 Injector Circuit Low

P0292 Cylinder #11 Injector Circuit High

P0293 Cylinder #11 Contribution/Balance Fault

P0294 Cylinder #12 Injector Circuit Low

P0295 Cylinder #12 Injector Circuit High

P0296 Cylinder #12 Contribution/Balance Fault

P0300 Random/Multiple Cylinder Misfire Detected

P0301 Cylinder #1 — Misfire Detected

P0302 Cylinder #2 — Misfire Detected

P0303 Cylinder #3 — Misfire Detected

P0304 Cylinder #4 — Misfire Detected

P0305 Cylinder #5 — Misfire Detected

P0306 Cylinder #6 — Misfire Detected

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P0307 Cylinder #7 — Misfire Detected

P0308 Cylinder #8 — Misfire Detected

P0320 Ignition/Distributor Engine Speed Input Circuit Malfunction

P0321 Ignition/Distributor Engine Speed Input Circuit Range/Performance

P0322 Ignition/Distributor Engine Speed Input Circuit No Signal

P0323 Ignition/Distributor Engine Speed Input Circuit Intermittent

P0325 Knock Sensor #1 — Circuit Malfunction (Bank #1 or Single Sensor)

P0326 Knock Sensor #1 — Circuit Range/Performance (Bank #1 or Single Sensor)

P0327 Knock Sensor #1 — Circuit Low Input (Bank #1 or Single Sensor)

P0328 Knock Sensor #1 — Circuit High Input (Bank #1 or Single Sensor)

P0329 Knock Sensor #1 — Circuit Input Intermittent (Bank #1 or Single Sensor)

P0330 Knock Sensor #2 — Circuit Malfunction (Bank #2)

P0331 Knock Sensor #2 — Circuit Range/Performance (Bank #2)

P0332 Knock Sensor #2 — Circuit Low Input (Bank #2)

P0333 Knock Sensor #2 — Circuit High Input (Bank #2)

P0334 Knock Sensor #2 — Circuit Input Intermittent (Bank #2)

P0335 Crankshaft Position Sensor "A" Circuit Malfunction

P0336 Crankshaft Position Sensor "A" Circuit Range/Performance

P0337 Crankshaft Position Sensor "A" Circuit Low Input

P0338 Crankshaft Position Sensor "A" Circuit High Input

P0339 Crankshaft Position Sensor "A" Circuit Intermittent

P0340 Camshaft Position Sensor Circuit Malfunction

P0341 Camshaft Position Sensor Circuit Range/Performance

P0342 Camshaft Position Sensor Circuit Low Input

P0343 Camshaft Position Sensor Circuit High Input

P0344 Camshaft Position Sensor Circuit Intermittent

P0350 Ignition Coil Primary/Secondary Circuit Malfunction

P0351 Ignition Coil "A" Primary/Secondary Circuit Malfunction

P0352 Ignition Coil "B" Primary/Secondary Circuit Malfunction

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P0353 Ignition Coil "C" Primary/Secondary Circuit Malfunction

P0354 Ignition Coil "D" Primary/Secondary Circuit Malfunction

P0355 Ignition Coil "E" Primary/Secondary Circuit Malfunction

P0356 Ignition Coil "F" Primary/Secondary Circuit Malfunction

P0357 Ignition Coil "G" Primary/Secondary Circuit Malfunction

P0358 Ignition Coil "H" Primary/Secondary Circuit Malfunction

P0359 Ignition Coil "I" Primary/Secondary Circuit Malfunction

P0360 Ignition Coil "J" Primary/Secondary Circuit Malfunction

P0361 Ignition Coil "K" Primary/Secondary Circuit Malfunction

P0362 Ignition Coil "L" Primary/Secondary Circuit Malfunction

P0370 Timing Reference High Resolution Signal "A" Malfunction

P0371 Timing Reference High Resolution Signal "A" Too Many Pulses

P0372 Timing Reference High Resolution Signal "A" Too Few Pulses

P0373 Timing Reference High Resolution Signal "A" Intermittent/Erratic Pulses

P0374 Timing Reference High Resolution Signal "A" No Pulses

P0375 Timing Reference High Resolution Signal "B" Malfunction

P0376 Timing Reference High Resolution Signal "B" Too Many Pulses

P0377 Timing Reference High Resolution Signal "B" Too Few Pulses

P0378 Timing Reference High Resolution Signal "B" Intermittent/Erratic Pulses

P0379 Timing Reference High Resolution Signal "B" No Pulses

P0380 Glow Plug/Heater Circuit "A" Malfunction

P0381 Glow Plug/Heater Indicator Circuit Malfunction

P0382 Glow Plug/Heater Circuit "B" Malfunction

P0385 Crankshaft Position Sensor "B" Circuit Malfunction

P0386 Crankshaft Position Sensor "B" Circuit Range/Performance

P0387 Crankshaft Position Sensor "B" Circuit Low Input

P0388 Crankshaft Position Sensor "B" Circuit High Input

P0389 Crankshaft Position Sensor "B" Circuit Intermittent

P0400 Exhaust Gas Recirculation Flow Malfunction

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P0401 Exhaust Gas Recirculation Flow Insufficient Detected

P0402 Exhaust Gas Recirculation Flow Excessive Detected

P0403 Exhaust Gas Recirculation Circuit Malfunction

P0404 Exhaust Gas Recirculation Circuit Range/Performance

P0405 Exhaust Gas Recirculation Sensor "A" Circuit Low

P0406 Exhaust Gas Recirculation Sensor "A" Circuit High

P0407 Exhaust Gas Recirculation Sensor "B" Circuit Low

P0408 Exhaust Gas Recirculation Sensor "B" Circuit High

P0410 Secondary Air Injection System Malfunction

P0411 Secondary Air Injection System Incorrect Flow Detected

P0412 Secondary Air Injection System Switching Valve "A" Circuit Malfunction

P0413 Secondary Air Injection System Switching Valve "A" Circuit Open

P0414 Secondary Air Injection System Switching Valve "A" Circuit Shorted

P0415 Secondary Air Injection System Switching Valve "B" Circuit Malfunction

P0416 Secondary Air Injection System Switching Valve "B" Circuit Open

P0417 Secondary Air Injection System Switching Valve "B" Circuit Shorted

P0418 Secondary Air Injection System Relay "A" Circuit Malfunction

P0419 Secondary Air Injection System Relay "B" Circuit Malfunction

P0420 Catalyst System Efficiency Below Threshold (Bank #1)

P0421 Warm Up Catalyst Efficiency Below Threshold (Bank #1)

P0422 Main Catalyst Efficiency Below Threshold (Bank #1)

P0423 Heated Catalyst Efficiency Below Threshold (Bank #1)

P0424 Heated Catalyst Temperature Below Threshold (Bank #1)

P0430 Catalyst System Efficiency Below Threshold (Bank #2)

P0431 Warm Up Catalyst Efficiency Below Threshold (Bank #2)

P0432 Main Catalyst Efficiency Below Threshold (Bank #2)

P0433 Heated Catalyst Efficiency Below Threshold (Bank #2)

P0434 Heated Catalyst Temperature Below Threshold (Bank #2)

P0440 Evaporative Emission Control System Malfunction

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P0441 Evaporative Emission Control System Incorrect Purge Flow

P0442 Evaporative Emission Control System Leak Detected (Small Leak)

P0443 Evaporative Emission Control System Purge Control Valve Circuit Malfunction

P0444 Evaporative Emission Control System Purge Control Valve Circuit Open

P0445 Evaporative Emission Control System Purge Control Valve Circuit Shorted

P0446 Evaporative Emission Control System Vent Control Circuit Malfunction

P0447 Evaporative Emission Control System Vent Control Circuit Open

P0448 Evaporative Emission Control System Vent Control Circuit Shorted

P0449 Evaporative Emission Control System Vent Valve/Solenoid Circuit Malfunction

P0450 Evaporative Emission Control System Pressure Sensor Malfunction

P0451 Evaporative Emission Control System Pressure Sensor Range/Performance

P0452 Evaporative Emission Control System Pressure Sensor Low Input

P0453 Evaporative Emission Control System Pressure Sensor High Input

P0454 Evaporative Emission Control System Pressure Sensor Intermittent

P0455 Evaporative Emission Control System Leak Detected (Gross Leak)

P0460 Fuel Level Sensor Circuit Malfunction

P0461 Fuel Level Sensor Circuit Range/Performance

P0462 Fuel Level Sensor Circuit Low Input

P0463 Fuel Level Sensor Circuit High Input

P0464 Fuel Level Sensor Circuit Intermittent

P0465 Purge Flow Sensor Circuit Malfunction

P0466 Purge Flow Sensor Circuit Range/Performance

P0467 Purge Flow Sensor Circuit Low Input

P0468 Purge Flow Sensor Circuit High Input

P0469 Purge Flow Sensor Circuit Intermittent

P0470 Exhaust Pressure Sensor Malfunction

P0471 Exhaust Pressure Sensor Range/Performance

P0472 Exhaust Pressure Sensor Low

P0473 Exhaust Pressure Sensor High

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P0474 Exhaust Pressure Sensor Intermittent

P0475 Exhaust Pressure Control Valve Malfunction

P0476 Exhaust Pressure Control Valve Range/Performance

P0477 Exhaust Pressure Control Valve Low

P0478 Exhaust Pressure Control Valve High

P0479 Exhaust Pressure Control Valve Intermittent

P0480 Cooling Fan #1 Control Circuit Malfunction

P0481 Cooling Fan #2 Control Circuit Malfunction

P0482 Cooling Fan #3 Control Circuit Malfunction

P0483 Cooling Fan Rationality Check Malfunction

P0484 Cooling Fan Circuit Over Current

P0485 Cooling Fan Power/Ground Circuit Malfunction

P0500 Vehicle Speed Sensor Malfunction

P0501 Vehicle Speed Sensor Range/Performance

P0502 Vehicle Speed Sensor Circuit Low Input

P0503 Vehicle Speed Sensor Intermittent/Erratic/High

P0505 Idle Control System Malfunction

P0506 Idle Control System RPM Lower Than Expected

P0507 Idle Control System RPM Higher Than Expected

P0510 Closed Throttle Position Switch Malfunction

P0520 Engine Oil Pressure Sensor/Switch Circuit Malfunction

P0521 Engine Oil Pressure Sensor/Switch Range/Performance

P0522 Engine Oil Pressure Sensor/Switch Low Voltage

P0523 Engine Oil Pressure Sensor/Switch High Voltage

P0530 A/C Refrigerant Pressure Sensor Circuit Malfunction

P0531 A/C Refrigerant Pressure Sensor Circuit Range/Performance

P0532 A/C Refrigerant Pressure Sensor Circuit Low Input

P0533 A/C Refrigerant Pressure Sensor Circuit High Input

P0534 A/C Refrigerant Charge Loss

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P0550 Power Steering Pressure Sensor Circuit Malfunction

P0551 Power Steering Pressure Sensor Circuit Range/Performance

P0552 Power Steering Pressure Sensor Circuit Low Input

P0553 Power Steering Pressure Sensor Circuit High Input

P0554 Power Steering Pressure Sensor Circuit Intermittent

P0560 System Voltage Malfunction

P0561 System Voltage Unstable

P0562 System Voltage Low

P0563 System Voltage High

P0565 Cruise Control On Signal Malfunction

P0566 Cruise Control Off Signal Malfunction

P0567 Cruise Control Resume Signal Malfunction

P0568 Cruise Control Set Signal Malfunction

P0569 Cruise Control Coast Signal Malfunction

P0570 Cruise Control Accel Signal Malfunction

P0571 Cruise Control/Brake Switch "A" Circuit Malfunction

P0572 Cruise Control/Brake Switch "A" Circuit Low

P0573 Cruise Control/Brake Switch "A" Circuit High

P0574 Through P0580Reserved for Cruise Codes

P0600 Serial Communication Link Malfunction

P0601 Internal Control Module Memory Check Sum Error

P0602 Control Module Programming Error

P0603 Internal Control Module Keep Alive Memory (KAM) Error

P0604 Internal Control Module Random Access Memory (RAM) Error

P0605 Internal Control Module Read Only Memory (ROM) Error

P0606 PCM Processor Fault

P0608 Control Module VSS Output "A" Malfunction

P0609 Control Module VSS Output "B" Malfunction

P0620 Generator Control Circuit Malfunction

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P0621 Generator Lamp "L" Control Circuit Malfunction

P0622 Generator Field "F" Control Circuit Malfunction

P0650 Malfunction Indicator Lamp (MIL) Control Circuit Malfunction

P0654 Engine RPM Output Circuit Malfunction

P0655 Engine Hot Lamp Output Control Circuit Malfunction

P0656 Fuel Level Output Circuit Malfunction

P0700 Transmission Control System Malfunction

P0701 Transmission Control System Range/Performance

P0702 Transmission Control System Electrical

P0703 Torque Converter/Brake Switch "B" Circuit Malfunction

P0704 Clutch Switch Input Circuit Malfunction

P0705 Transmission Range Sensor Circuit Malfunction (PRNDL Input)

P0706 Transmission Range Sensor Circuit Range/Performance

P0707 Transmission Range Sensor Circuit Low Input

P0708 Transmission Range Sensor Circuit High Input

P0709 Transmission Range Sensor Circuit Intermittent

P0710 Transmission Fluid Temperature Sensor Circuit Malfunction

P0711 Transmission Fluid Temperature Sensor Circuit Range/Performance

P0712 Transmission Fluid Temperature Sensor Circuit Low Input

P0713 Transmission Fluid Temperature Sensor Circuit High Input

P0714 Transmission Fluid Temperature Sensor Circuit Intermittent

P0715 Input/Turbine Speed Sensor Circuit Malfunction

P0716 Input/Turbine Speed Sensor Circuit Range/Performance

P0717 Input/Turbine Speed Sensor Circuit No Signal

P0718 Input/Turbine Speed Sensor Circuit Intermittent

P0719 Torque Converter/Brake Switch "B" Circuit Low

P0720 Output Speed Sensor Circuit Malfunction

P0721 Output Speed Sensor Circuit Range/Performance

P0722 Output Speed Sensor Circuit No Signal

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P0723 Output Speed Sensor Circuit Intermittent

P0724 Torque Converter/Brake Switch "B" Circuit High

P0725 Engine Speed Input Circuit Malfunction

P0726 Engine Speed Input Circuit Range/Performance

P0727 Engine Speed Input Circuit No Signal

P0728 Engine Speed Input Circuit Intermittent

P0730 Incorrect Gear Ratio

P0731 Gear #1 Incorrect Ratio

P0732 Gear #2 Incorrect Ratio

P0733 Gear #3 Incorrect Ratio

P0734 Gear #4 Incorrect Ratio

P0735 Gear #5 Incorrect Ratio

P0736 Reverse Incorrect Ratio

P0740 Torque Converter Clutch Circuit Malfunction

P0741 Torque Converter Clutch Circuit Performance or Stuck Off

P0742 Torque Converter Clutch Circuit Stuck On

P0743 Torque Converter Clutch Circuit Electrical

P0744 Torque Converter Clutch Circuit Intermittent

P0745 Pressure Control Solenoid Malfunction

P0746 Pressure Control Solenoid Performance or Stuck Off

P0747 Pressure Control Solenoid Stuck On

P0748 Pressure Control Solenoid Electrical

P0749 Pressure Control Solenoid Intermittent

P0750 Shift Solenoid "A" Malfunction

P0751 Shift Solenoid "A" Performance or Stuck Off

P0752 Shift Solenoid "A" Stuck On

P0753 Shift Solenoid "A" Electrical

P0754 Shift Solenoid "A" Intermittent

P0755 Shift Solenoid "B" Malfunction

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P0756 Shift Solenoid "B" Performance or Stuck Off

P0757 Shift Solenoid "B" Stuck On

P0758 Shift Solenoid "B" Electrical

P0759 Shift Solenoid "B" Intermittent

P0760 Shift Solenoid "C" Malfunction

P0761 Shift Solenoid "C" Performance Or Stuck Off

P0762 Shift Solenoid "C" Stuck On

P0763 Shift Solenoid "C" Electrical

P0764 Shift Solenoid "C" Intermittent

P0765 Shift Solenoid "D" Malfunction

P0766 Shift Solenoid "D" Performance Or Stuck Off

P0767 Shift Solenoid "D" Stuck On

P0768 Shift Solenoid "D" Electrical

P0769 Shift Solenoid "D" Intermittent

P0770 Shift Solenoid "E" Malfunction

P0771 Shift Solenoid "E" Performance Or Stuck Off

P0772 Shift Solenoid "E" Stuck On

P0773 Shift Solenoid "E" Electrical

P0774 Shift Solenoid "E" Intermittent

P0780 Shift Malfunction

P0781 1–2 Shift Malfunction

P0782 2–3 Shift Malfunction

P0783 3–4 Shift Malfunction

P0784 4–5 Shift Malfunction

P0785 Shift/Timing Solenoid Malfunction

P0786 Shift/Timing Solenoid Range/Performance

P0787 Shift/Timing Solenoid Low

P0788 Shift/Timing Solenoid High

P0789 Shift/Timing Solenoid Intermittent

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P0790 Normal/Performance Switch Circuit Malfunction

P0801 Reverse Inhibit Control Circuit Malfunction

P0803 1–4 Upshift (Skip Shift) Solenoid Control Circuit Malfunction

P0804 1–4 Upshift (Skip Shift) Lamp Control Circuit Malfunction

P1100 Barometric Pressure Sensor Circuit Fault

P1200 Fuel Pump Relay Circuit Fault

P1300 Igniter Circuit Fault (Bank #1)

P1305 Igniter Circuit Fault (Bank #2)

P1310 Igniter Circuit Fault (Bank #2)

P1335 Crankshaft Position Sensor Circuit Fault

P1400 Sub-Throttle Position Sensor Circuit Fault

P1401 Sub-Throttle Position Sensor Performance

P1410 Exhaust Gas Recirculation Valve Position Sensor Circuit Malfunction

P1411 Exhaust Gas Recirculation Valve Position Sensor Circuit Range/Performance Problem

P1500 Starter Signal Circuit Fault

P1510 Air Volume Too Low With Supercharger On

P1520 Stop Light Switch Signal Malfunction

P1600 PCM Battery Back-up Circuit Fault

P1605 Knock Control CPU Fault

P1700 Vehicle Speed Sensor Circuit Fault

P1705 Direct Clutch Speed Sensor Circuit Fault

P1765 Linear Shift Solenoid Circuit Fault

P1780 Park Neutral Position Switch Fault

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OXYGEN (O2S) SENSORS

General Information

An oxygen (O2S) sensor is an input device used by the engine control computer to monitor the amount of
oxygen in the exhaust gas stream. The information is used by the computer, along with other inputs, to
fine-tune the air/fuel mixture so that the engine can run with the greatest efficiency in all conditions. The O2S
sensor sends this information to the computer in the form of a 100–900 millivolt (mV) reference signal. The
signal is actually created by the O2S sensor itself through chemical interactions between the sensor tip material
(zirconium dioxide in almost all cases) and the oxygen levels in the exhaust gas stream and ambient
atmosphere gas. At operating temperatures, approximately 1100°F (600°C), the element becomes a
semiconductor. Essentially, through the differing levels of oxygen in the exhaust gas stream and in the
surrounding atmosphere, the sensor creates a voltage signal that is directly and consistently related to the
concentration of oxygen in the exhaust stream. Typically, a higher than normal amount of oxygen in the exhaust
stream indicates that not all of the available oxygen was used in the combustion process, because there was
not enough fuel (lean condition) present. Inversely, a lower than normal concentration of oxygen in the exhaust
stream indicates that a large amount was used in the combustion process, because a larger than necessary
amount of fuel was present (rich condition). Thus, the engine control computer can correct the amount of fuel
introduced into the combustion chambers.

Since the control computer uses the O2S sensor output voltage as an indication of the oxygen concentration,
and the oxygen concentration directly affects O2S sensor output, the signal voltage from the sensor to the
computer fluctuates constantly. This fluctuation is caused by the nature of the interaction between the computer
and the O2S sensor, which follows a general pattern: detect, compare, compensate, detect, compare,
compensate, etc. This means that when the computer detects a lean signal from the O2S sensor, it compares
the reading with known parameters stored within its memory. It calculates that there is too much oxygen
present in the exhaust gases, so it compensates by adding more fuel to the air/fuel mixture. This, in turn,
causes the O2S sensor to send a rich signal to the computer, which, then compares this new signal, and
adjusts the air/fuel mixture again. This pattern constantly repeats itself: detect rich, compare, compensate lean,
detect lean, compare, compensate rich, etc. Since the O2S sensor fluctuates between rich and lean, and
because the lean limit for sensor output is 100 mV and the rich limit is 900 mV, the proper voltage signal from a
normally functioning O2S sensor consistently fluctuates between 100–300 and 700–900 mV.

NOTE: The sensor voltage may never quite reach 100 or 900 mV, but it should fluctuate from at least
below 300 mV to above 700 mV, and the mid-point of the fluctuations should be centered around 500
mV.

To improve O2S sensor efficiency, newer O2S sensors were designed with a built-in heating element, and
were called Heated O2S (HO2S) sensors. This heating element was incorporated into the sensor so that the
sensor would reach optimal operating temperature quicker, meaning that the O2S sensor output signal could be
used by the engine control computer sooner. Because the sensor reaches optimal temperature quicker,
modern vehicles enjoy improved driveability and fuel economy even before the engine reaches normal
operating temperature.

On-Board Diagnostics second generation (OBD-II), an updated system based on the former OBD-I, calls for
additional O2S sensors to be used after the catalytic converter, so that catalytic converter efficiency can be
measured by the vehicle's engine control computer. The O2S sensors mounted in the exhaust system after the
catalytic converters are not used to affect air/fuel mixture; they are used solely to monitor catalytic converter
efficiency.

A cut away view of a Heated Oxygen (HO2S) sensor

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O2S sensor output voltage vs. mixture ratio

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Oxygen (O2S) Sensor Service

PRECAUTIONS

When testing or servicing an Oxygen (O2S) sensor you will need to start and warm the engine to operating
temperature in order to either perform the necessary testing procedures or to easily remove the sensor from
its fitting. This will create a situation in which you will be working around a HOT exhaust system. The following
is a list of precautions to consider during this service:

Do not pierce any wires when testing an O2S sensor, as this can lead to wiring harness damage.
Backprobe the connector, when necessary.
While testing the sensor, be sure to keep out of the way of moving engine components, such as the
cooling fan. Refrain from wearing loose clothing that may become tangled in moving engine
components.
Safety glasses must be worn at all times when working on or near the exhaust system. Older exhaust
systems may be covered with loose rust particles that can shower you when disturbed. These particles
are more than a nuisance and can injure your eye.
Be cautious when working on and around the hot exhaust system. Painful burns will result if skin is
exposed to the exhaust system pipes or manifolds.
The O2S sensor may be difficult to remove when the engine temperature is below 120°F (48°C).
Excessive force may damage the threads in the exhaust manifold or pipe, therefore always start the
engine and allow it to reach normal operating temperature prior to removal.
Since O2S sensors are usually designed with a permanently attached wiring pigtail (this allows the wiring
harness and sensor connectors to be positioned away from the hot exhaust system), it may be
necessary to use a socket or wrench that is designed specifically for this purpose. Before purchasing
such a socket, be sure that you can't save some money by using a box end wrench for sensor removal.

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TESTING

The best, and most accurate method to test the operation of an Oxygen (O2S) sensor is with the use of either
an oscilloscope or a Diagnostic Scan Tool (DST), following their specific instructions for testing. It is possible,
however, to test whether the O2S sensor is functioning properly within general parameters using a Digital
Volt-Ohmmeter (DVOM), also referred to as a Digital Multi-Meter (DMM). Newer DMM's are often designed to
perform many advanced diagnostic functions. Some are constructed to be used as an oscilloscope. Two
in-vehicle testing procedures, and 1 bench test procedure, will be provided for the common zirconium dioxide
O2S sensor. The first in-vehicle test makes use of a standard DVOM with a 10 megohms impedance, whereas
the second in-vehicle test presented necessitates the usage of an advanced DMM with MIN/MAX/Average
functions. Both of these in-vehicle test procedures are likely to set Diagnostic Trouble Codes (DTC's) in the
engine control computer. Therefore, after testing, be sure to clear all DTC's before retesting the sensor, if
necessary.

These are some of the common DTC's which may be set during testing:

Open in the O2S sensor circuit

Constant low voltage in the O2S sensor circuit
Constant high voltage in the O2S sensor circuit
Other fuel system problems could set a O2S sensor code

NOTE: Because an improperly functioning fuel delivery and/or control system can adversely affect the
O2S sensor voltage output signal, testing only the O2S sensor is an inaccurate method for diagnosing
an engine driveability problem.

If after testing the sensor, the sensor is thought to be defective because of high or low readings, be sure to
check that the fuel delivery and engine management system is working properly before condemning the O2S
sensor. Otherwise, the new O2S sensor may continue to register the same high or low readings.

Often, by testing the O2S sensor, another problem in the engine control management system can be
diagnosed. If the sensor appears to be defective while installed in the vehicle, perform the bench test. If the
sensor functions properly during the bench test, chances are that there may be a larger problem in the vehicle's
fuel delivery and/or control system.

Many things can cause an O2S sensor to fail, including old age, antifreeze contamination, physical damage,
prolonged exposure to overly-rich exhaust gases, and exposure to silicone sealant fumes. Be sure to remedy
any such condition prior to installing a new sensor, otherwise the new sensor may be damaged as well.

NOTE: Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel
mixture, brown deposits may indicate an oil consumption problem, and white gritty deposits may
indicate an internal coolant leak. All of these conditions can destroy a new sensor if not corrected before
installation.

Oxygen (O2S) Sensor Terminal Identification

The easiest method for determining sensor terminal identification is to use a wiring diagram for the vehicle and
engine in question. However, if a wiring diagram is not available there is a method for determining terminal
identification. Throughout the testing procedures, the following terms will be used for clarity:

Vehicle harness connector — this refers to the connector on the wires which are attached to the vehicle,
NOT the connector at the end of the sensor pigtail

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Sensor pigtail connector — this refers to the connector attached to the sensor itself
Oxygen (O2S) sensor circuit — this refers to the circuit in a Heated Oxygen (HO2S) sensor which
corresponds to the oxygen-sensing function of the sensor; NOT the heating element circuit
Heating circuit — this refers to the circuit in a HO2S sensor which is designed to warm the HO2S sensor
quickly to improve driveability
Sensor Output ( SOUT) terminal — this is the terminal which corresponds to the O2S circuit output. This
is the terminal that will register the millivolt signals created by the sensor based upon the amount of
oxygen in the exhaust gas stream.
Sensor Ground ( SGND) terminal — when a sensor is so equipped, this refers to the O2S circuit ground
terminal. Many O2S sensors are not equipped with a ground wire, rather they utilize the exhaust system
for the ground circuit.
Heating Power ( HPWR) terminal — this terminal corresponds to the circuit which provides the O2S
sensor heating circuit with power when the ignition key is turned to the ON or RUN positions
Heating Ground ( HGND) terminal — this is the terminal connected to the heating circuit ground wire

Wiring schematic of typical 1-, 2-, 3- and 4-wire oxygen

sensor circuits

1-WIRE SENSOR

1-wire sensors are by far the easiest to determine sensor terminal identification, but this is self-evident. On
1-wire O2S sensors, the single wire terminal is the SOUT and the exhaust system is used to provide the
sensor ground pathway. Proceed to the test procedures.

2-WIRE SENSOR

On 2-wire sensors, one of the connector terminals is the SOUT and the other is the SGND. To determine
which one is which, perform the following:

1. Locate the Oxygen (O2S) sensor and its pigtail connector. It may be necessary to raise and safely
support the vehicle to gain access to the connector.
2. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.

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3. Using a Digital Volt Ohm Meter (DVOM) set to read 100–900 mV (millivolts) DC, backprobe the positive
DVOM lead to one of the unidentified terminals and attach the negative lead to a good engine ground.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

4. Have an assistant restart the engine and allow it to idle.

5. Check the DVOM for voltage.
6. If no voltage is evident, check your DVOM leads to ensure that they are properly connected to the
terminal and engine ground. If still no voltage is evident at the first terminal, move the positive meter lead
to backprobe the second terminal.
7. If voltage is now present, the positive meter lead is attached to the SOUT terminal. The remaining
terminal is the SGND terminal. If still no voltage is evident, either the O2S sensor is defective or the
meter leads are not making adequate contact with the engine ground and terminal contacts; clean the
contacts and retest. If still no voltage is evident, the sensor is defective.
8. Have your assistant turn the engine OFF.
9. Label the sensor pigtail SOUT and SGND terminals.
10. Proceed to the test procedures.

3-WIRE SENSOR

NOTE: 3-wire sensors are HO2S sensors.

On 3-wire sensors, one of the connector terminals is the SOUT, one of the terminals is the HPWR and the
other is the HGND. The SGND is achieved through the exhaust system, as with the 1-wire O2S sensor. To
identify the 3 terminals, perform the following:

1. Locate the O2S sensor and its pigtail connector. It may be necessary to raise and safely support the
vehicle to gain access to the connector.
2. Disengage the sensor pigtail connector from the vehicle harness connector.
3. Using a Digital Volt Ohm Meter (DVOM) set to read 12 volts, attach the DVOM ground lead to a good
engine ground.
4. Have an assistant turn the ignition switch ON without actually starting the engine.
5. Probe all 3 terminals in the vehicle harness connector. One of the terminals should exhibit 12 volts of
power with the ignition key ON; this is the HPWR terminal.
A. If the HPWR terminal was identified, note which of the sensor harness connector terminals is the
HPWR, then match the vehicle harness connector to the sensor pigtail connector. Label the
corresponding sensor pigtail connector terminal with HPWR.
B. If none of the terminals showed 12 volts of power, locate and test the heater relay or fuse. Then,
perform Steps 3–6 again.
6. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.
7. Have your assistant turn the ignition OFF.
8. Using the DVOM set to measure resistance (ohms), attach one of the leads to the HPWR terminal of the
sensor pigtail connector. Use the other lead to probe the 2 remaining terminals of the sensor pigtail
connector, one at a time. The DVOM should show continuity with only one of the remaining unidentified
terminals; this is the HGND terminal. The remaining terminal is the SOUT.
A. If continuity was found with only one of the 2 unidentified terminals, label the HGND and SOUT
terminals on the sensor pigtail connector.
B. If no continuity was evident, or if continuity was evident from both unidentified terminals, the O2S
sensor is defective.
9. All 3-wire terminals should now be labeled on the sensor pigtail connector. Proceed with the test

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procedures.

4-WIRE SENSOR

NOTE: 4-wire sensors are HO2S sensors.

On 4-wire sensors, one of the connector terminals is the SOUT, one of the terminals is the SGND, one of the
terminals is the HPWR and the other is the HGND. To identify the 4 terminals, perform the following:

1. Locate the O2S sensor and its pigtail connector. It may be necessary to raise and safely support the
vehicle to gain access to the connector.
2. Disengage the sensor pigtail connector from the vehicle harness connector.
3. Using a Digital Volt Ohm Meter (DVOM) set to read 12 volts, attach the DVOM ground lead to a good
engine ground.
4. Have an assistant turn the ignition switch ON without actually starting the engine.
5. Probe all 4 terminals in the vehicle harness connector. One of the terminals should exhibit 12 volts of
power with the ignition key ON; this is the HPWR terminal.
A. If the HPWR terminal was identified, note which of the sensor harness connector terminals is the
HPWR, then match the vehicle harness connector to the sensor pigtail connector. Label the
corresponding sensor pigtail connector terminal with HPWR.
B. If none of the terminals showed 12 volts of power, locate and test the heater relay or fuse. Then,
perform Steps 2–6 again.
6. Have your assistant turn the ignition OFF.
7. Using the DVOM set to measure resistance (ohms), attach one of the leads to the HPWR terminal of the
sensor pigtail connector. Use the other lead to probe the 3 remaining terminals of the sensor pigtail
connector, one at a time. The DVOM should show continuity with only one of the remaining unidentified
terminals; this is the HGND terminal.
A. If continuity was found with only 1 of the 2 unidentified terminals, label the HGND terminal on the
sensor pigtail connector.
B. If no continuity was evident, or if continuity was evident from all unidentified terminals, the O2S
sensor is defective.
C. If continuity was found at 2 of the other terminals, the sensor is probably defective. However, the
sensor may not necessarily be defective, because it may have been designed with the 2 ground
wires joined inside the sensor in case one of the ground wires is damaged; the other circuit could
still function properly. Though, this is highly unlikely. A wiring diagram is necessary in this particular
case to know whether the sensor was so designed.
8. Reattach the sensor pigtail connector to the vehicle harness connector.
9. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.
10. Using a DVOM set to read 100–900 mV (millivolts) DC, backprobe the negative DVOM lead to one of
the unidentified terminals and the positive lead to the other unidentified terminal.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

11. Have an assistant restart the engine and allow it to idle.

12. Check the DVOM for voltage.
A. If no voltage is evident, check your DVOM leads to ensure that they are properly connected to the
terminals. If still no voltage is evident at either of the terminals, either the terminals were
accidentally marked incorrectly or the sensor is defective.
B. If voltage is present, but the polarity is reversed (the DVOM will show a negative voltage amount),
turn the engine OFF and swap the 2 DVOM leads on the terminals. Start the engine and ensure

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that the voltage now shows the proper polarity.

C. If voltage is evident and is the proper polarity, the positive DVOM lead is attached to the SOUT
and the negative lead to the SGND terminals.
13. Have your assistant turn the engine OFF.
14. Label the sensor pigtail SOUT and SGND terminals.

In-Vehicle Tests

WARNING
Never apply voltage to the O2S circuit of the sensor, otherwise it may be damaged. Also, never connect an
ohmmeter (or a DVOM set on the ohm function) to both of the O2S circuit terminals (SOUT and SGND) of the
sensor pigtail connector; it may damage the sensor.

Test 1 makes use of a standard DVOM with a 10 megohms impedance, whereas Test 2 necessitates the
usage of an advanced Digital Multi-Meter (DMM) with MIN/MAX/Average functions or a sliding bar graph
function. Both of these in-vehicle test procedures are likely to set Diagnostic Trouble Codes (DTC's) in the
engine control computer. Therefore, after testing, be sure to clear all DTC's before retesting the sensor, if
necessary. The third in-vehicle test is designed for the use of a scan tool or oscilloscope. The 4th test (Heating
Circuit Test) is designed to check the function of the heating circuit in a HO2S sensor.

NOTE: If the O2S sensor being tested is designed to use the exhaust system for the SGND, excessive
corrosion between the exhaust and the O2S sensor may affect sensor functioning.

The in-vehicle tests may be performed for O2S sensors located in the exhaust system after the catalytic
converter. However, the O2S sensors located behind the catalytic converter will not fluctuate like the sensors
mounted before the converter, because the converter, when functioning properly, emits a steady amount of
oxygen. If the O2S sensor mounted after the catalytic converter exhibits a fluctuating signal (like other O2S
sensors), the catalytic converter is most likely defective.

To test the O2S sensor, locate it and its connector

(inset), which should be positioned away from the
exhaust system to prevent heat damage.

TEST 1 — DIGITAL VOLT-OHMMETER

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This test will not only verify proper sensor functioning, but is also designed to ensure the engine control
computer and associated wiring is functioning properly as well.

1. Start the engine and allow it to warm up to normal operating temperature.

NOTE: If you are using the opening of the thermostat to gauge normal operating temperature, be
forewarned: a defective thermostat can open too early and prevent the engine from reaching
normal operating temperature. This can cause a slightly rich condition in the exhaust, which can
throw the O2S sensor readings off slightly.

2. Turn the ignition switch OFF, then locate the O2S sensor pigtail connector.
3. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
4. Disengage the sensor pigtail connector from the vehicle harness connector.
5. On sensors equipped with a SGND terminal (sensors which do not use the exhaust system for the
sensor ground pathway), connect a jumper wire to the SGND terminal and to a good, clean engine
ground (preferably the negative terminal of the battery).
6. Using a Digital Volt Ohm Meter (DVOM) set to read DC voltage, attach the positive lead to the SOUT
terminal of the sensor pigtail connector, and the DVOM negative lead to a good engine ground.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

7. Have an assistant start the engine and hold it at approximately 2000 rpm. Wait at least 1 minute before
commencing with the test to allow the O2S sensor to sufficiently warm up.
8. Using a jumper wire, connect the SOUT terminal of the vehicle harness connector to a good engine
ground. This will fool the engine control computer into thinking it is receiving a lean signal from the O2S
sensor,, therefore, the computer will richen the air/fuel ratio. With the SOUT terminal so grounded, the
DVOM should register at least 800 mV, as the control computer adds additional fuel to the air/fuel ratio.
9. While observing the DVOM, disconnect the vehicle harness connector SOUT jumper wire from the
engine ground. Use the jumper wire to apply slightly less than 1 volt to the SOUT terminal of the vehicle
harness connector. One method to do this is by grasping and squeezing the end of the jumper between
your forefinger and thumb of one hand while touching the positive terminal of the battery post with your
other hand. This allows your body to act as a resistor for the battery positive voltage, and fools the
engine control computer into thinking it is receiving a rich signal. Or, use a mostly-drained AA battery by
connecting the positive terminal of the AA battery to the jumper wire and the negative terminal of the
battery to a good engine ground. (Another jumper wire may be necessary to do this.) The computer
should lean the air/fuel mixture out. This lean mixture should register as 150 mV or less on the DVOM.
10. If the DVOM did not register millivoltages as indicated, the problem may be either the sensor, the engine
control computer or the associated wiring. Perform the following to determine which is the defective
component:
A. Remove the vehicle harness connector SOUT jumper wire.
B. While observing the DVOM, artificially enrich the air/fuel charge using propane. The DVOM
reading should register higher than normal millivoltages. (Normal voltage for an ideal air/fuel
mixture is approximately 450–550 mV DC). Then, lean the air/fuel intake charger by either
disconnecting one of the fuel injector wiring harness connectors (to prevent the injector from
delivering fuel) or by detaching 1 or 2 vacuum lines (to add additional non-metered air into the
engine). The DVOM should now register lower than normal millivoltages. If the DVOM functioned
as indicated, the problem lies elsewhere in the fuel delivery and control system. If the DVOM
readings were still unresponsive, the O2S sensor is defective; replace the sensor and retest.

NOTE: Poor wire connections and/or ground circuits may shift a normal O2S sensor's
millivoltage readings up into the rich range or down into the lean range. It is a good idea to
check the wire condition and continuity before replacing a component that will not fix the

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problem. A voltage drop test between the sensor case and ground which reveals 14–16 mV
or more, indicates a probable bad ground.

11. Turn the engine OFF, remove the DVOM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector. If applicable, reattach the fuel injector wiring connector and/or
the vacuum line(s).
12. Clear any DTC's present in the engine control computer memory, as necessary.

TEST 2 — DIGITAL MULTI-METER

This test method is a more straight-forward O2S sensor test, and does not test the engine control computer's
response to the O2S sensor signal. The use of a DMM with the MIN/MAX/Average function or sliding bar
graph/wave function is necessary for this test. Don't forget that the O2S sensor mounted after the catalytic
converter (if equipped) will not fluctuate like the other O2S sensor(s) will.

1. Start the engine and allow it to warm up to normal operating temperature.

NOTE: If you are using the opening of the thermostat to gauge normal operating temperature, be
forewarned: a defective thermostat can open too early and prevent the engine from reaching
normal operating temperature. This can cause a slightly rich condition in the exhaust, which can
throw the O2S sensor readings off slightly.

2. Turn the ignition switch OFF, then locate the O2S sensor pigtail connector.
3. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
4. Backprobe the O2S sensor connector terminals. Attach the DMM positive test lead to the SOUT
terminal of the sensor pigtail connector. Attach the negative lead to either the SGND terminal of the
sensor pigtail connector (if equipped, refer to the terminal identification procedures earlier in this section
for clarification) or to a good, clean engine ground.
5. Activate the MIN/MAX/Average or sliding bar graph/wave function on the DMM.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

6. Have an assistant start the engine and wait a few minutes before commencing with the test to allow the
O2S sensor to sufficiently warm up.
7. Read the minimum, maximum and average readings exhibited by the O2S sensor or observe the bar
graph/wave form. The average reading for a properly functioning O2S sensor is be approximately
450–550 mV DC. The minimum and maximum readings should vary more than 300–600 mV. A typical
O2S sensor can fluctuate from as low as 100 mV to as high as 900 mV; if the sensor range of
fluctuation is not large enough, the sensor is defective. Also, if the fluctuation range is biased up or down
in the scale. For example, if the fluctuation range is 400 mV to 900 mV the sensor is defective, because
the readings are pushed up into the rich range (as long as the fuel delivery system is functioning
properly). The same goes for a fluctuation range pushed down into the lean range. The mid-point of the
fluctuation range should be around 400–500 mV. Finally, if the O2S sensor voltage fluctuates too slowly
(usually the voltage wave should oscillate past the mid-way point of 500 mV several times per second)
the sensor is defective. (When an O2S sensor fluctuates too slowly, it is referred to as being "lazy.")

NOTE: Poor wire connections and/or ground circuits may shift a normal O2S sensor's millivoltage
readings up into the rich range or down into the lean range. It is a good idea to check the wire
condition and continuity before replacing a component that will not fix the problem. A voltage drop
test between the sensor case and ground which reveals 14–16 mV or more, indicates a probable

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bad ground.

8. Using the propane method, richen the air/fuel mixture and observe the DMM readings. The average O2S
sensor output signal voltage should rise into the rich range.
9. Lean the air/fuel mixture by either disconnecting a fuel injector wiring harness connector or by
disconnecting a vacuum line. The O2S sensor average output signal voltage should drop into the lean
range.
10. If the O2S sensor did not react as indicated, the sensor is defective and should be replaced.
11. Turn the engine OFF, remove the DMM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector. If applicable, reattach the fuel injector wiring connector and/or
the vacuum line(s).
12. Clear any DTC's present in the engine control computer memory, as necessary.

TEST 3 — OSCILLOSCOPE

This test is designed for the use of an oscilloscope to test the functioning of an O2S sensor.

NOTE: This test is only applicable for O2S sensors mounted in the exhaust system before the catalytic
converter.

1. Start the engine and allow it to reach normal operating temperature.

2. Turn the engine OFF, and locate the O2S sensor connector. Backprobe the scope lead to the O2S
sensor connector SOUT terminal. Refer to the manufacturer's instructions for more information on
attaching the scope to the vehicle.
3. Turn the scope ON.
4. Set the oscilloscope amplitude to 200 mV per division, and the time to 1 second per division. Use the
1:1 setting of the probe, and be sure to connect the scope's ground lead to a good, clean engine ground.
Set the signal function to automatic or internal triggering.
5. Start the engine and run it at 2000 rpm.
6. The oscilloscope should display a wave form, representative of the O2S sensor switching between lean
(100–300 mV) and rich (700–900 mV). The sensor should switch between rich and lean, or lean and rich
(crossing the mid-point of 500 mV) several times per second. Also, the range of each wave should reach
at least above 700 mV and below 300 mV. However, an occasional low peak is acceptable.
7. Force the air/fuel mixture rich by introducing propane into the engine, then observe the oscilloscope
readings. The fluctuating range of the O2S sensor should climb into the rich range.
8. Lean the air/fuel mixture out by either detaching a vacuum line or by disengaging one of the fuel injector's
wiring connectors. Watch the scope readings; the O2S sensor wave form should drop toward the lean
range.
9. If the O2S sensor's wave form does not fluctuate adequately, is not centered around 500 mV during
normal engine operation, does not climb toward the rich range when propane is added to the engine, or
does not drop toward the lean range when a vacuum hose or fuel injector connector is detached, the
sensor is defective.
10. Reattach the fuel injector connector or vacuum hose.
11. Disconnect the oscilloscope from the vehicle.

An oscilloscope wave form of a typical good O2S

sensor as it fluctuates from rich to lean

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HEATING CIRCUIT TEST

The heating circuit in an O2S sensor is designed only to heat the sensor quicker than a non-heated sensor.
This provides an advantage of increased engine driveability and fuel economy while the engine temperature is
still below normal operating temperature, because the fuel management system can enter closed loop
operation (more efficient than open loop operation) sooner.

Therefore, if the heating element goes bad, the O2S sensor may still function properly once the sensor warms
up to its normal temperature. This will take longer than normal and may cause mild driveability-related problems
while the engine has not reached normal operating temperature.

If the heating element is found to be defective, replace the O2S sensor without wasting your time testing the
O2S circuit. If necessary, you can perform the O2S circuit test with the new O2S sensor and save yourself
some time.

1. Locate the O2S sensor pigtail connector.

The heating circuit of the O2S sensor can be tested

with a DMM set to measure resistance

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2. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
3. Disengage the sensor pigtail connector from the vehicle harness connector.
4. Using a DVOM set to read resistance (ohms), attach 1 DVOM test lead to the HPWR terminal, and the
other lead to the HGND terminal, of the sensor pigtail connector, then observe the resistance readings.
A. If there is no continuity between the HPWR and HGND terminals, the sensor is defective. Replace
it with a new one and retest.
B. If there is continuity between the 2 terminals, but the resistance is greater than approximately 20
ohms, the sensor is defective. Replace it with a new one and retest.

NOTE: For the following step, the HO2S sensor should be approximately 75°F (23°C) for the
proper resistance values.

C. If there is continuity between the 2 terminals and it is less than 20 ohms, the sensor is probably not
defective. Because of the large diversity of engine control systems used in vehicles today, O2S
sensor heating circuit resistance specifications change often. Generally, the amount of resistance
an O2S sensor heating circuit should exhibit is between 2–9 ohms. However, some manufacturer's
O2S sensors may show resistance as high as 15–20 ohms. As a rule of thumb, 20 ohms of
resistance is the upper limit allowable.
5. Turn the engine OFF, remove the DVOM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector.
6. Clear any DTC's present in the engine control computer memory, as necessary.

Bench Test

NOTE: Utilize one of the in-vehicle tests before performing this test.

This test is designed to test an O2S sensor which does not seem to fluctuate fully beyond 400–700 mV. The
sensor is to be secured in a table-mounted vise.

CAUTION
This test can be very dangerous. Take the necessary precautions when working with a propane torch. Ensure
that all combustible substances are removed from the work area and have a fire extinguisher ready at all times.
Be sure to wear the appropriate protective clothing as well.

1. Remove the O2S sensor.

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NOTE: Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel
mixture, brown deposits may indicate an oil consumption problem, and white gritty deposits may
indicate an internal coolant leak. All of these conditions can destroy a new sensor if not corrected
before installation.

2. Position the sensor in a vise so that the vise holds the sensor by the hex portion of its case.
3. Attach 1 lead of a DVOM set to read DC millivoltages to the sensor case and the other lead to the
SOUT terminal of the sensor pigtail connector.
4. Carefully use a propane torch to heat the tip (and ONLY the tip) of the sensor. Once the sensor reaches
close to normal operating temperature range, alternately heat the sensor up and allow it to cool down;
the sensor output voltage signal should change with the temperature change.

NOTE: This may also clean a sensor covered with a heavy coat of carbon.

5. If the sensor voltage does not change with the fluctuation in temperature, replace the sensor with a new
one. Install the new sensor and perform one of the in-vehicle tests to rule out additional fuel management
system faults.

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TESTING

The best, and most accurate method to test the operation of an Oxygen (O2S) sensor is with the use of either
an oscilloscope or a Diagnostic Scan Tool (DST), following their specific instructions for testing. It is possible,
however, to test whether the O2S sensor is functioning properly within general parameters using a Digital
Volt-Ohmmeter (DVOM), also referred to as a Digital Multi-Meter (DMM). Newer DMM's are often designed to
perform many advanced diagnostic functions. Some are constructed to be used as an oscilloscope. Two
in-vehicle testing procedures, and 1 bench test procedure, will be provided for the common zirconium dioxide
O2S sensor. The first in-vehicle test makes use of a standard DVOM with a 10 megohms impedance, whereas
the second in-vehicle test presented necessitates the usage of an advanced DMM with MIN/MAX/Average
functions. Both of these in-vehicle test procedures are likely to set Diagnostic Trouble Codes (DTC's) in the
engine control computer. Therefore, after testing, be sure to clear all DTC's before retesting the sensor, if
necessary.

These are some of the common DTC's which may be set during testing:

Open in the O2S sensor circuit

Constant low voltage in the O2S sensor circuit
Constant high voltage in the O2S sensor circuit
Other fuel system problems could set a O2S sensor code

NOTE: Because an improperly functioning fuel delivery and/or control system can adversely affect the
O2S sensor voltage output signal, testing only the O2S sensor is an inaccurate method for diagnosing
an engine driveability problem.

If after testing the sensor, the sensor is thought to be defective because of high or low readings, be sure to
check that the fuel delivery and engine management system is working properly before condemning the O2S
sensor. Otherwise, the new O2S sensor may continue to register the same high or low readings.

Often, by testing the O2S sensor, another problem in the engine control management system can be
diagnosed. If the sensor appears to be defective while installed in the vehicle, perform the bench test. If the
sensor functions properly during the bench test, chances are that there may be a larger problem in the vehicle's
fuel delivery and/or control system.

Many things can cause an O2S sensor to fail, including old age, antifreeze contamination, physical damage,
prolonged exposure to overly-rich exhaust gases, and exposure to silicone sealant fumes. Be sure to remedy
any such condition prior to installing a new sensor, otherwise the new sensor may be damaged as well.

NOTE: Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel
mixture, brown deposits may indicate an oil consumption problem, and white gritty deposits may
indicate an internal coolant leak. All of these conditions can destroy a new sensor if not corrected before
installation.

Oxygen (O2S) Sensor Terminal Identification

The easiest method for determining sensor terminal identification is to use a wiring diagram for the vehicle and
engine in question. However, if a wiring diagram is not available there is a method for determining terminal
identification. Throughout the testing procedures, the following terms will be used for clarity:

Vehicle harness connector — this refers to the connector on the wires which are attached to the vehicle,
NOT the connector at the end of the sensor pigtail

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Sensor pigtail connector — this refers to the connector attached to the sensor itself
Oxygen (O2S) sensor circuit — this refers to the circuit in a Heated Oxygen (HO2S) sensor which
corresponds to the oxygen-sensing function of the sensor; NOT the heating element circuit
Heating circuit — this refers to the circuit in a HO2S sensor which is designed to warm the HO2S sensor
quickly to improve driveability
Sensor Output ( SOUT) terminal — this is the terminal which corresponds to the O2S circuit output. This
is the terminal that will register the millivolt signals created by the sensor based upon the amount of
oxygen in the exhaust gas stream.
Sensor Ground ( SGND) terminal — when a sensor is so equipped, this refers to the O2S circuit ground
terminal. Many O2S sensors are not equipped with a ground wire, rather they utilize the exhaust system
for the ground circuit.
Heating Power ( HPWR) terminal — this terminal corresponds to the circuit which provides the O2S
sensor heating circuit with power when the ignition key is turned to the ON or RUN positions
Heating Ground ( HGND) terminal — this is the terminal connected to the heating circuit ground wire

Wiring schematic of typical 1-, 2-, 3- and 4-wire oxygen

sensor circuits

1-WIRE SENSOR

1-wire sensors are by far the easiest to determine sensor terminal identification, but this is self-evident. On
1-wire O2S sensors, the single wire terminal is the SOUT and the exhaust system is used to provide the
sensor ground pathway. Proceed to the test procedures.

2-WIRE SENSOR

On 2-wire sensors, one of the connector terminals is the SOUT and the other is the SGND. To determine
which one is which, perform the following:

1. Locate the Oxygen (O2S) sensor and its pigtail connector. It may be necessary to raise and safely
support the vehicle to gain access to the connector.
2. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.

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3. Using a Digital Volt Ohm Meter (DVOM) set to read 100–900 mV (millivolts) DC, backprobe the positive
DVOM lead to one of the unidentified terminals and attach the negative lead to a good engine ground.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

4. Have an assistant restart the engine and allow it to idle.

5. Check the DVOM for voltage.
6. If no voltage is evident, check your DVOM leads to ensure that they are properly connected to the
terminal and engine ground. If still no voltage is evident at the first terminal, move the positive meter lead
to backprobe the second terminal.
7. If voltage is now present, the positive meter lead is attached to the SOUT terminal. The remaining
terminal is the SGND terminal. If still no voltage is evident, either the O2S sensor is defective or the
meter leads are not making adequate contact with the engine ground and terminal contacts; clean the
contacts and retest. If still no voltage is evident, the sensor is defective.
8. Have your assistant turn the engine OFF.
9. Label the sensor pigtail SOUT and SGND terminals.
10. Proceed to the test procedures.

3-WIRE SENSOR

NOTE: 3-wire sensors are HO2S sensors.

On 3-wire sensors, one of the connector terminals is the SOUT, one of the terminals is the HPWR and the
other is the HGND. The SGND is achieved through the exhaust system, as with the 1-wire O2S sensor. To
identify the 3 terminals, perform the following:

1. Locate the O2S sensor and its pigtail connector. It may be necessary to raise and safely support the
vehicle to gain access to the connector.
2. Disengage the sensor pigtail connector from the vehicle harness connector.
3. Using a Digital Volt Ohm Meter (DVOM) set to read 12 volts, attach the DVOM ground lead to a good
engine ground.
4. Have an assistant turn the ignition switch ON without actually starting the engine.
5. Probe all 3 terminals in the vehicle harness connector. One of the terminals should exhibit 12 volts of
power with the ignition key ON; this is the HPWR terminal.
A. If the HPWR terminal was identified, note which of the sensor harness connector terminals is the
HPWR, then match the vehicle harness connector to the sensor pigtail connector. Label the
corresponding sensor pigtail connector terminal with HPWR.
B. If none of the terminals showed 12 volts of power, locate and test the heater relay or fuse. Then,
perform Steps 3–6 again.
6. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.
7. Have your assistant turn the ignition OFF.
8. Using the DVOM set to measure resistance (ohms), attach one of the leads to the HPWR terminal of the
sensor pigtail connector. Use the other lead to probe the 2 remaining terminals of the sensor pigtail
connector, one at a time. The DVOM should show continuity with only one of the remaining unidentified
terminals; this is the HGND terminal. The remaining terminal is the SOUT.
A. If continuity was found with only one of the 2 unidentified terminals, label the HGND and SOUT
terminals on the sensor pigtail connector.
B. If no continuity was evident, or if continuity was evident from both unidentified terminals, the O2S
sensor is defective.
9. All 3-wire terminals should now be labeled on the sensor pigtail connector. Proceed with the test

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procedures.

4-WIRE SENSOR

NOTE: 4-wire sensors are HO2S sensors.

On 4-wire sensors, one of the connector terminals is the SOUT, one of the terminals is the SGND, one of the
terminals is the HPWR and the other is the HGND. To identify the 4 terminals, perform the following:

1. Locate the O2S sensor and its pigtail connector. It may be necessary to raise and safely support the
vehicle to gain access to the connector.
2. Disengage the sensor pigtail connector from the vehicle harness connector.
3. Using a Digital Volt Ohm Meter (DVOM) set to read 12 volts, attach the DVOM ground lead to a good
engine ground.
4. Have an assistant turn the ignition switch ON without actually starting the engine.
5. Probe all 4 terminals in the vehicle harness connector. One of the terminals should exhibit 12 volts of
power with the ignition key ON; this is the HPWR terminal.
A. If the HPWR terminal was identified, note which of the sensor harness connector terminals is the
HPWR, then match the vehicle harness connector to the sensor pigtail connector. Label the
corresponding sensor pigtail connector terminal with HPWR.
B. If none of the terminals showed 12 volts of power, locate and test the heater relay or fuse. Then,
perform Steps 2–6 again.
6. Have your assistant turn the ignition OFF.
7. Using the DVOM set to measure resistance (ohms), attach one of the leads to the HPWR terminal of the
sensor pigtail connector. Use the other lead to probe the 3 remaining terminals of the sensor pigtail
connector, one at a time. The DVOM should show continuity with only one of the remaining unidentified
terminals; this is the HGND terminal.
A. If continuity was found with only 1 of the 2 unidentified terminals, label the HGND terminal on the
sensor pigtail connector.
B. If no continuity was evident, or if continuity was evident from all unidentified terminals, the O2S
sensor is defective.
C. If continuity was found at 2 of the other terminals, the sensor is probably defective. However, the
sensor may not necessarily be defective, because it may have been designed with the 2 ground
wires joined inside the sensor in case one of the ground wires is damaged; the other circuit could
still function properly. Though, this is highly unlikely. A wiring diagram is necessary in this particular
case to know whether the sensor was so designed.
8. Reattach the sensor pigtail connector to the vehicle harness connector.
9. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.
10. Using a DVOM set to read 100–900 mV (millivolts) DC, backprobe the negative DVOM lead to one of
the unidentified terminals and the positive lead to the other unidentified terminal.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

11. Have an assistant restart the engine and allow it to idle.

12. Check the DVOM for voltage.
A. If no voltage is evident, check your DVOM leads to ensure that they are properly connected to the
terminals. If still no voltage is evident at either of the terminals, either the terminals were
accidentally marked incorrectly or the sensor is defective.
B. If voltage is present, but the polarity is reversed (the DVOM will show a negative voltage amount),
turn the engine OFF and swap the 2 DVOM leads on the terminals. Start the engine and ensure

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that the voltage now shows the proper polarity.

C. If voltage is evident and is the proper polarity, the positive DVOM lead is attached to the SOUT
and the negative lead to the SGND terminals.
13. Have your assistant turn the engine OFF.
14. Label the sensor pigtail SOUT and SGND terminals.

In-Vehicle Tests

WARNING
Never apply voltage to the O2S circuit of the sensor, otherwise it may be damaged. Also, never connect an
ohmmeter (or a DVOM set on the ohm function) to both of the O2S circuit terminals (SOUT and SGND) of the
sensor pigtail connector; it may damage the sensor.

Test 1 makes use of a standard DVOM with a 10 megohms impedance, whereas Test 2 necessitates the
usage of an advanced Digital Multi-Meter (DMM) with MIN/MAX/Average functions or a sliding bar graph
function. Both of these in-vehicle test procedures are likely to set Diagnostic Trouble Codes (DTC's) in the
engine control computer. Therefore, after testing, be sure to clear all DTC's before retesting the sensor, if
necessary. The third in-vehicle test is designed for the use of a scan tool or oscilloscope. The 4th test (Heating
Circuit Test) is designed to check the function of the heating circuit in a HO2S sensor.

NOTE: If the O2S sensor being tested is designed to use the exhaust system for the SGND, excessive
corrosion between the exhaust and the O2S sensor may affect sensor functioning.

The in-vehicle tests may be performed for O2S sensors located in the exhaust system after the catalytic
converter. However, the O2S sensors located behind the catalytic converter will not fluctuate like the sensors
mounted before the converter, because the converter, when functioning properly, emits a steady amount of
oxygen. If the O2S sensor mounted after the catalytic converter exhibits a fluctuating signal (like other O2S
sensors), the catalytic converter is most likely defective.

To test the O2S sensor, locate it and its connector

(inset), which should be positioned away from the
exhaust system to prevent heat damage.

TEST 1 — DIGITAL VOLT-OHMMETER

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This test will not only verify proper sensor functioning, but is also designed to ensure the engine control
computer and associated wiring is functioning properly as well.

1. Start the engine and allow it to warm up to normal operating temperature.

NOTE: If you are using the opening of the thermostat to gauge normal operating temperature, be
forewarned: a defective thermostat can open too early and prevent the engine from reaching
normal operating temperature. This can cause a slightly rich condition in the exhaust, which can
throw the O2S sensor readings off slightly.

2. Turn the ignition switch OFF, then locate the O2S sensor pigtail connector.
3. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
4. Disengage the sensor pigtail connector from the vehicle harness connector.
5. On sensors equipped with a SGND terminal (sensors which do not use the exhaust system for the
sensor ground pathway), connect a jumper wire to the SGND terminal and to a good, clean engine
ground (preferably the negative terminal of the battery).
6. Using a Digital Volt Ohm Meter (DVOM) set to read DC voltage, attach the positive lead to the SOUT
terminal of the sensor pigtail connector, and the DVOM negative lead to a good engine ground.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

7. Have an assistant start the engine and hold it at approximately 2000 rpm. Wait at least 1 minute before
commencing with the test to allow the O2S sensor to sufficiently warm up.
8. Using a jumper wire, connect the SOUT terminal of the vehicle harness connector to a good engine
ground. This will fool the engine control computer into thinking it is receiving a lean signal from the O2S
sensor,, therefore, the computer will richen the air/fuel ratio. With the SOUT terminal so grounded, the
DVOM should register at least 800 mV, as the control computer adds additional fuel to the air/fuel ratio.
9. While observing the DVOM, disconnect the vehicle harness connector SOUT jumper wire from the
engine ground. Use the jumper wire to apply slightly less than 1 volt to the SOUT terminal of the vehicle
harness connector. One method to do this is by grasping and squeezing the end of the jumper between
your forefinger and thumb of one hand while touching the positive terminal of the battery post with your
other hand. This allows your body to act as a resistor for the battery positive voltage, and fools the
engine control computer into thinking it is receiving a rich signal. Or, use a mostly-drained AA battery by
connecting the positive terminal of the AA battery to the jumper wire and the negative terminal of the
battery to a good engine ground. (Another jumper wire may be necessary to do this.) The computer
should lean the air/fuel mixture out. This lean mixture should register as 150 mV or less on the DVOM.
10. If the DVOM did not register millivoltages as indicated, the problem may be either the sensor, the engine
control computer or the associated wiring. Perform the following to determine which is the defective
component:
A. Remove the vehicle harness connector SOUT jumper wire.
B. While observing the DVOM, artificially enrich the air/fuel charge using propane. The DVOM
reading should register higher than normal millivoltages. (Normal voltage for an ideal air/fuel
mixture is approximately 450–550 mV DC). Then, lean the air/fuel intake charger by either
disconnecting one of the fuel injector wiring harness connectors (to prevent the injector from
delivering fuel) or by detaching 1 or 2 vacuum lines (to add additional non-metered air into the
engine). The DVOM should now register lower than normal millivoltages. If the DVOM functioned
as indicated, the problem lies elsewhere in the fuel delivery and control system. If the DVOM
readings were still unresponsive, the O2S sensor is defective; replace the sensor and retest.

NOTE: Poor wire connections and/or ground circuits may shift a normal O2S sensor's
millivoltage readings up into the rich range or down into the lean range. It is a good idea to
check the wire condition and continuity before replacing a component that will not fix the

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problem. A voltage drop test between the sensor case and ground which reveals 14–16 mV
or more, indicates a probable bad ground.

11. Turn the engine OFF, remove the DVOM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector. If applicable, reattach the fuel injector wiring connector and/or
the vacuum line(s).
12. Clear any DTC's present in the engine control computer memory, as necessary.

TEST 2 — DIGITAL MULTI-METER

This test method is a more straight-forward O2S sensor test, and does not test the engine control computer's
response to the O2S sensor signal. The use of a DMM with the MIN/MAX/Average function or sliding bar
graph/wave function is necessary for this test. Don't forget that the O2S sensor mounted after the catalytic
converter (if equipped) will not fluctuate like the other O2S sensor(s) will.

1. Start the engine and allow it to warm up to normal operating temperature.

NOTE: If you are using the opening of the thermostat to gauge normal operating temperature, be
forewarned: a defective thermostat can open too early and prevent the engine from reaching
normal operating temperature. This can cause a slightly rich condition in the exhaust, which can
throw the O2S sensor readings off slightly.

2. Turn the ignition switch OFF, then locate the O2S sensor pigtail connector.
3. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
4. Backprobe the O2S sensor connector terminals. Attach the DMM positive test lead to the SOUT
terminal of the sensor pigtail connector. Attach the negative lead to either the SGND terminal of the
sensor pigtail connector (if equipped, refer to the terminal identification procedures earlier in this section
for clarification) or to a good, clean engine ground.
5. Activate the MIN/MAX/Average or sliding bar graph/wave function on the DMM.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

6. Have an assistant start the engine and wait a few minutes before commencing with the test to allow the
O2S sensor to sufficiently warm up.
7. Read the minimum, maximum and average readings exhibited by the O2S sensor or observe the bar
graph/wave form. The average reading for a properly functioning O2S sensor is be approximately
450–550 mV DC. The minimum and maximum readings should vary more than 300–600 mV. A typical
O2S sensor can fluctuate from as low as 100 mV to as high as 900 mV; if the sensor range of
fluctuation is not large enough, the sensor is defective. Also, if the fluctuation range is biased up or down
in the scale. For example, if the fluctuation range is 400 mV to 900 mV the sensor is defective, because
the readings are pushed up into the rich range (as long as the fuel delivery system is functioning
properly). The same goes for a fluctuation range pushed down into the lean range. The mid-point of the
fluctuation range should be around 400–500 mV. Finally, if the O2S sensor voltage fluctuates too slowly
(usually the voltage wave should oscillate past the mid-way point of 500 mV several times per second)
the sensor is defective. (When an O2S sensor fluctuates too slowly, it is referred to as being "lazy.")

NOTE: Poor wire connections and/or ground circuits may shift a normal O2S sensor's millivoltage
readings up into the rich range or down into the lean range. It is a good idea to check the wire
condition and continuity before replacing a component that will not fix the problem. A voltage drop
test between the sensor case and ground which reveals 14–16 mV or more, indicates a probable

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bad ground.

8. Using the propane method, richen the air/fuel mixture and observe the DMM readings. The average O2S
sensor output signal voltage should rise into the rich range.
9. Lean the air/fuel mixture by either disconnecting a fuel injector wiring harness connector or by
disconnecting a vacuum line. The O2S sensor average output signal voltage should drop into the lean
range.
10. If the O2S sensor did not react as indicated, the sensor is defective and should be replaced.
11. Turn the engine OFF, remove the DMM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector. If applicable, reattach the fuel injector wiring connector and/or
the vacuum line(s).
12. Clear any DTC's present in the engine control computer memory, as necessary.

TEST 3 — OSCILLOSCOPE

This test is designed for the use of an oscilloscope to test the functioning of an O2S sensor.

NOTE: This test is only applicable for O2S sensors mounted in the exhaust system before the catalytic
converter.

1. Start the engine and allow it to reach normal operating temperature.

2. Turn the engine OFF, and locate the O2S sensor connector. Backprobe the scope lead to the O2S
sensor connector SOUT terminal. Refer to the manufacturer's instructions for more information on
attaching the scope to the vehicle.
3. Turn the scope ON.
4. Set the oscilloscope amplitude to 200 mV per division, and the time to 1 second per division. Use the
1:1 setting of the probe, and be sure to connect the scope's ground lead to a good, clean engine ground.
Set the signal function to automatic or internal triggering.
5. Start the engine and run it at 2000 rpm.
6. The oscilloscope should display a wave form, representative of the O2S sensor switching between lean
(100–300 mV) and rich (700–900 mV). The sensor should switch between rich and lean, or lean and rich
(crossing the mid-point of 500 mV) several times per second. Also, the range of each wave should reach
at least above 700 mV and below 300 mV. However, an occasional low peak is acceptable.
7. Force the air/fuel mixture rich by introducing propane into the engine, then observe the oscilloscope
readings. The fluctuating range of the O2S sensor should climb into the rich range.
8. Lean the air/fuel mixture out by either detaching a vacuum line or by disengaging one of the fuel injector's
wiring connectors. Watch the scope readings; the O2S sensor wave form should drop toward the lean
range.
9. If the O2S sensor's wave form does not fluctuate adequately, is not centered around 500 mV during
normal engine operation, does not climb toward the rich range when propane is added to the engine, or
does not drop toward the lean range when a vacuum hose or fuel injector connector is detached, the
sensor is defective.
10. Reattach the fuel injector connector or vacuum hose.
11. Disconnect the oscilloscope from the vehicle.

An oscilloscope wave form of a typical good O2S

sensor as it fluctuates from rich to lean

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HEATING CIRCUIT TEST

The heating circuit in an O2S sensor is designed only to heat the sensor quicker than a non-heated sensor.
This provides an advantage of increased engine driveability and fuel economy while the engine temperature is
still below normal operating temperature, because the fuel management system can enter closed loop
operation (more efficient than open loop operation) sooner.

Therefore, if the heating element goes bad, the O2S sensor may still function properly once the sensor warms
up to its normal temperature. This will take longer than normal and may cause mild driveability-related problems
while the engine has not reached normal operating temperature.

If the heating element is found to be defective, replace the O2S sensor without wasting your time testing the
O2S circuit. If necessary, you can perform the O2S circuit test with the new O2S sensor and save yourself
some time.

1. Locate the O2S sensor pigtail connector.

The heating circuit of the O2S sensor can be tested

with a DMM set to measure resistance

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2. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
3. Disengage the sensor pigtail connector from the vehicle harness connector.
4. Using a DVOM set to read resistance (ohms), attach 1 DVOM test lead to the HPWR terminal, and the
other lead to the HGND terminal, of the sensor pigtail connector, then observe the resistance readings.
A. If there is no continuity between the HPWR and HGND terminals, the sensor is defective. Replace
it with a new one and retest.
B. If there is continuity between the 2 terminals, but the resistance is greater than approximately 20
ohms, the sensor is defective. Replace it with a new one and retest.

NOTE: For the following step, the HO2S sensor should be approximately 75°F (23°C) for the
proper resistance values.

C. If there is continuity between the 2 terminals and it is less than 20 ohms, the sensor is probably not
defective. Because of the large diversity of engine control systems used in vehicles today, O2S
sensor heating circuit resistance specifications change often. Generally, the amount of resistance
an O2S sensor heating circuit should exhibit is between 2–9 ohms. However, some manufacturer's
O2S sensors may show resistance as high as 15–20 ohms. As a rule of thumb, 20 ohms of
resistance is the upper limit allowable.
5. Turn the engine OFF, remove the DVOM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector.
6. Clear any DTC's present in the engine control computer memory, as necessary.

Bench Test

NOTE: Utilize one of the in-vehicle tests before performing this test.

This test is designed to test an O2S sensor which does not seem to fluctuate fully beyond 400–700 mV. The
sensor is to be secured in a table-mounted vise.

CAUTION
This test can be very dangerous. Take the necessary precautions when working with a propane torch. Ensure
that all combustible substances are removed from the work area and have a fire extinguisher ready at all times.
Be sure to wear the appropriate protective clothing as well.

1. Remove the O2S sensor.

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NOTE: Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel
mixture, brown deposits may indicate an oil consumption problem, and white gritty deposits may
indicate an internal coolant leak. All of these conditions can destroy a new sensor if not corrected
before installation.

2. Position the sensor in a vise so that the vise holds the sensor by the hex portion of its case.
3. Attach 1 lead of a DVOM set to read DC millivoltages to the sensor case and the other lead to the
SOUT terminal of the sensor pigtail connector.
4. Carefully use a propane torch to heat the tip (and ONLY the tip) of the sensor. Once the sensor reaches
close to normal operating temperature range, alternately heat the sensor up and allow it to cool down;
the sensor output voltage signal should change with the temperature change.

NOTE: This may also clean a sensor covered with a heavy coat of carbon.

5. If the sensor voltage does not change with the fluctuation in temperature, replace the sensor with a new
one. Install the new sensor and perform one of the in-vehicle tests to rule out additional fuel management
system faults.

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TESTING

The best, and most accurate method to test the operation of an Oxygen (O2S) sensor is with the use of either
an oscilloscope or a Diagnostic Scan Tool (DST), following their specific instructions for testing. It is possible,
however, to test whether the O2S sensor is functioning properly within general parameters using a Digital
Volt-Ohmmeter (DVOM), also referred to as a Digital Multi-Meter (DMM). Newer DMM's are often designed to
perform many advanced diagnostic functions. Some are constructed to be used as an oscilloscope. Two
in-vehicle testing procedures, and 1 bench test procedure, will be provided for the common zirconium dioxide
O2S sensor. The first in-vehicle test makes use of a standard DVOM with a 10 megohms impedance, whereas
the second in-vehicle test presented necessitates the usage of an advanced DMM with MIN/MAX/Average
functions. Both of these in-vehicle test procedures are likely to set Diagnostic Trouble Codes (DTC's) in the
engine control computer. Therefore, after testing, be sure to clear all DTC's before retesting the sensor, if
necessary.

These are some of the common DTC's which may be set during testing:

Open in the O2S sensor circuit

Constant low voltage in the O2S sensor circuit
Constant high voltage in the O2S sensor circuit
Other fuel system problems could set a O2S sensor code

NOTE: Because an improperly functioning fuel delivery and/or control system can adversely affect the
O2S sensor voltage output signal, testing only the O2S sensor is an inaccurate method for diagnosing
an engine driveability problem.

If after testing the sensor, the sensor is thought to be defective because of high or low readings, be sure to
check that the fuel delivery and engine management system is working properly before condemning the O2S
sensor. Otherwise, the new O2S sensor may continue to register the same high or low readings.

Often, by testing the O2S sensor, another problem in the engine control management system can be
diagnosed. If the sensor appears to be defective while installed in the vehicle, perform the bench test. If the
sensor functions properly during the bench test, chances are that there may be a larger problem in the vehicle's
fuel delivery and/or control system.

Many things can cause an O2S sensor to fail, including old age, antifreeze contamination, physical damage,
prolonged exposure to overly-rich exhaust gases, and exposure to silicone sealant fumes. Be sure to remedy
any such condition prior to installing a new sensor, otherwise the new sensor may be damaged as well.

NOTE: Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel
mixture, brown deposits may indicate an oil consumption problem, and white gritty deposits may
indicate an internal coolant leak. All of these conditions can destroy a new sensor if not corrected before
installation.

Oxygen (O2S) Sensor Terminal Identification

The easiest method for determining sensor terminal identification is to use a wiring diagram for the vehicle and
engine in question. However, if a wiring diagram is not available there is a method for determining terminal
identification. Throughout the testing procedures, the following terms will be used for clarity:

Vehicle harness connector — this refers to the connector on the wires which are attached to the vehicle,
NOT the connector at the end of the sensor pigtail

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Sensor pigtail connector — this refers to the connector attached to the sensor itself
Oxygen (O2S) sensor circuit — this refers to the circuit in a Heated Oxygen (HO2S) sensor which
corresponds to the oxygen-sensing function of the sensor; NOT the heating element circuit
Heating circuit — this refers to the circuit in a HO2S sensor which is designed to warm the HO2S sensor
quickly to improve driveability
Sensor Output ( SOUT) terminal — this is the terminal which corresponds to the O2S circuit output. This
is the terminal that will register the millivolt signals created by the sensor based upon the amount of
oxygen in the exhaust gas stream.
Sensor Ground ( SGND) terminal — when a sensor is so equipped, this refers to the O2S circuit ground
terminal. Many O2S sensors are not equipped with a ground wire, rather they utilize the exhaust system
for the ground circuit.
Heating Power ( HPWR) terminal — this terminal corresponds to the circuit which provides the O2S
sensor heating circuit with power when the ignition key is turned to the ON or RUN positions
Heating Ground ( HGND) terminal — this is the terminal connected to the heating circuit ground wire

Wiring schematic of typical 1-, 2-, 3- and 4-wire oxygen

sensor circuits

1-WIRE SENSOR

1-wire sensors are by far the easiest to determine sensor terminal identification, but this is self-evident. On
1-wire O2S sensors, the single wire terminal is the SOUT and the exhaust system is used to provide the
sensor ground pathway. Proceed to the test procedures.

2-WIRE SENSOR

On 2-wire sensors, one of the connector terminals is the SOUT and the other is the SGND. To determine
which one is which, perform the following:

1. Locate the Oxygen (O2S) sensor and its pigtail connector. It may be necessary to raise and safely
support the vehicle to gain access to the connector.
2. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.

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3. Using a Digital Volt Ohm Meter (DVOM) set to read 100–900 mV (millivolts) DC, backprobe the positive
DVOM lead to one of the unidentified terminals and attach the negative lead to a good engine ground.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

4. Have an assistant restart the engine and allow it to idle.

5. Check the DVOM for voltage.
6. If no voltage is evident, check your DVOM leads to ensure that they are properly connected to the
terminal and engine ground. If still no voltage is evident at the first terminal, move the positive meter lead
to backprobe the second terminal.
7. If voltage is now present, the positive meter lead is attached to the SOUT terminal. The remaining
terminal is the SGND terminal. If still no voltage is evident, either the O2S sensor is defective or the
meter leads are not making adequate contact with the engine ground and terminal contacts; clean the
contacts and retest. If still no voltage is evident, the sensor is defective.
8. Have your assistant turn the engine OFF.
9. Label the sensor pigtail SOUT and SGND terminals.
10. Proceed to the test procedures.

3-WIRE SENSOR

NOTE: 3-wire sensors are HO2S sensors.

On 3-wire sensors, one of the connector terminals is the SOUT, one of the terminals is the HPWR and the
other is the HGND. The SGND is achieved through the exhaust system, as with the 1-wire O2S sensor. To
identify the 3 terminals, perform the following:

1. Locate the O2S sensor and its pigtail connector. It may be necessary to raise and safely support the
vehicle to gain access to the connector.
2. Disengage the sensor pigtail connector from the vehicle harness connector.
3. Using a Digital Volt Ohm Meter (DVOM) set to read 12 volts, attach the DVOM ground lead to a good
engine ground.
4. Have an assistant turn the ignition switch ON without actually starting the engine.
5. Probe all 3 terminals in the vehicle harness connector. One of the terminals should exhibit 12 volts of
power with the ignition key ON; this is the HPWR terminal.
A. If the HPWR terminal was identified, note which of the sensor harness connector terminals is the
HPWR, then match the vehicle harness connector to the sensor pigtail connector. Label the
corresponding sensor pigtail connector terminal with HPWR.
B. If none of the terminals showed 12 volts of power, locate and test the heater relay or fuse. Then,
perform Steps 3–6 again.
6. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.
7. Have your assistant turn the ignition OFF.
8. Using the DVOM set to measure resistance (ohms), attach one of the leads to the HPWR terminal of the
sensor pigtail connector. Use the other lead to probe the 2 remaining terminals of the sensor pigtail
connector, one at a time. The DVOM should show continuity with only one of the remaining unidentified
terminals; this is the HGND terminal. The remaining terminal is the SOUT.
A. If continuity was found with only one of the 2 unidentified terminals, label the HGND and SOUT
terminals on the sensor pigtail connector.
B. If no continuity was evident, or if continuity was evident from both unidentified terminals, the O2S
sensor is defective.
9. All 3-wire terminals should now be labeled on the sensor pigtail connector. Proceed with the test

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procedures.

4-WIRE SENSOR

NOTE: 4-wire sensors are HO2S sensors.

On 4-wire sensors, one of the connector terminals is the SOUT, one of the terminals is the SGND, one of the
terminals is the HPWR and the other is the HGND. To identify the 4 terminals, perform the following:

1. Locate the O2S sensor and its pigtail connector. It may be necessary to raise and safely support the
vehicle to gain access to the connector.
2. Disengage the sensor pigtail connector from the vehicle harness connector.
3. Using a Digital Volt Ohm Meter (DVOM) set to read 12 volts, attach the DVOM ground lead to a good
engine ground.
4. Have an assistant turn the ignition switch ON without actually starting the engine.
5. Probe all 4 terminals in the vehicle harness connector. One of the terminals should exhibit 12 volts of
power with the ignition key ON; this is the HPWR terminal.
A. If the HPWR terminal was identified, note which of the sensor harness connector terminals is the
HPWR, then match the vehicle harness connector to the sensor pigtail connector. Label the
corresponding sensor pigtail connector terminal with HPWR.
B. If none of the terminals showed 12 volts of power, locate and test the heater relay or fuse. Then,
perform Steps 2–6 again.
6. Have your assistant turn the ignition OFF.
7. Using the DVOM set to measure resistance (ohms), attach one of the leads to the HPWR terminal of the
sensor pigtail connector. Use the other lead to probe the 3 remaining terminals of the sensor pigtail
connector, one at a time. The DVOM should show continuity with only one of the remaining unidentified
terminals; this is the HGND terminal.
A. If continuity was found with only 1 of the 2 unidentified terminals, label the HGND terminal on the
sensor pigtail connector.
B. If no continuity was evident, or if continuity was evident from all unidentified terminals, the O2S
sensor is defective.
C. If continuity was found at 2 of the other terminals, the sensor is probably defective. However, the
sensor may not necessarily be defective, because it may have been designed with the 2 ground
wires joined inside the sensor in case one of the ground wires is damaged; the other circuit could
still function properly. Though, this is highly unlikely. A wiring diagram is necessary in this particular
case to know whether the sensor was so designed.
8. Reattach the sensor pigtail connector to the vehicle harness connector.
9. Start the engine and allow it to warm up to normal operating temperature, then turn the engine OFF.
10. Using a DVOM set to read 100–900 mV (millivolts) DC, backprobe the negative DVOM lead to one of
the unidentified terminals and the positive lead to the other unidentified terminal.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

11. Have an assistant restart the engine and allow it to idle.

12. Check the DVOM for voltage.
A. If no voltage is evident, check your DVOM leads to ensure that they are properly connected to the
terminals. If still no voltage is evident at either of the terminals, either the terminals were
accidentally marked incorrectly or the sensor is defective.
B. If voltage is present, but the polarity is reversed (the DVOM will show a negative voltage amount),
turn the engine OFF and swap the 2 DVOM leads on the terminals. Start the engine and ensure

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that the voltage now shows the proper polarity.

C. If voltage is evident and is the proper polarity, the positive DVOM lead is attached to the SOUT
and the negative lead to the SGND terminals.
13. Have your assistant turn the engine OFF.
14. Label the sensor pigtail SOUT and SGND terminals.

In-Vehicle Tests

WARNING
Never apply voltage to the O2S circuit of the sensor, otherwise it may be damaged. Also, never connect an
ohmmeter (or a DVOM set on the ohm function) to both of the O2S circuit terminals (SOUT and SGND) of the
sensor pigtail connector; it may damage the sensor.

Test 1 makes use of a standard DVOM with a 10 megohms impedance, whereas Test 2 necessitates the
usage of an advanced Digital Multi-Meter (DMM) with MIN/MAX/Average functions or a sliding bar graph
function. Both of these in-vehicle test procedures are likely to set Diagnostic Trouble Codes (DTC's) in the
engine control computer. Therefore, after testing, be sure to clear all DTC's before retesting the sensor, if
necessary. The third in-vehicle test is designed for the use of a scan tool or oscilloscope. The 4th test (Heating
Circuit Test) is designed to check the function of the heating circuit in a HO2S sensor.

NOTE: If the O2S sensor being tested is designed to use the exhaust system for the SGND, excessive
corrosion between the exhaust and the O2S sensor may affect sensor functioning.

The in-vehicle tests may be performed for O2S sensors located in the exhaust system after the catalytic
converter. However, the O2S sensors located behind the catalytic converter will not fluctuate like the sensors
mounted before the converter, because the converter, when functioning properly, emits a steady amount of
oxygen. If the O2S sensor mounted after the catalytic converter exhibits a fluctuating signal (like other O2S
sensors), the catalytic converter is most likely defective.

To test the O2S sensor, locate it and its connector

(inset), which should be positioned away from the
exhaust system to prevent heat damage.

TEST 1 — DIGITAL VOLT-OHMMETER

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This test will not only verify proper sensor functioning, but is also designed to ensure the engine control
computer and associated wiring is functioning properly as well.

1. Start the engine and allow it to warm up to normal operating temperature.

NOTE: If you are using the opening of the thermostat to gauge normal operating temperature, be
forewarned: a defective thermostat can open too early and prevent the engine from reaching
normal operating temperature. This can cause a slightly rich condition in the exhaust, which can
throw the O2S sensor readings off slightly.

2. Turn the ignition switch OFF, then locate the O2S sensor pigtail connector.
3. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
4. Disengage the sensor pigtail connector from the vehicle harness connector.
5. On sensors equipped with a SGND terminal (sensors which do not use the exhaust system for the
sensor ground pathway), connect a jumper wire to the SGND terminal and to a good, clean engine
ground (preferably the negative terminal of the battery).
6. Using a Digital Volt Ohm Meter (DVOM) set to read DC voltage, attach the positive lead to the SOUT
terminal of the sensor pigtail connector, and the DVOM negative lead to a good engine ground.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

7. Have an assistant start the engine and hold it at approximately 2000 rpm. Wait at least 1 minute before
commencing with the test to allow the O2S sensor to sufficiently warm up.
8. Using a jumper wire, connect the SOUT terminal of the vehicle harness connector to a good engine
ground. This will fool the engine control computer into thinking it is receiving a lean signal from the O2S
sensor,, therefore, the computer will richen the air/fuel ratio. With the SOUT terminal so grounded, the
DVOM should register at least 800 mV, as the control computer adds additional fuel to the air/fuel ratio.
9. While observing the DVOM, disconnect the vehicle harness connector SOUT jumper wire from the
engine ground. Use the jumper wire to apply slightly less than 1 volt to the SOUT terminal of the vehicle
harness connector. One method to do this is by grasping and squeezing the end of the jumper between
your forefinger and thumb of one hand while touching the positive terminal of the battery post with your
other hand. This allows your body to act as a resistor for the battery positive voltage, and fools the
engine control computer into thinking it is receiving a rich signal. Or, use a mostly-drained AA battery by
connecting the positive terminal of the AA battery to the jumper wire and the negative terminal of the
battery to a good engine ground. (Another jumper wire may be necessary to do this.) The computer
should lean the air/fuel mixture out. This lean mixture should register as 150 mV or less on the DVOM.
10. If the DVOM did not register millivoltages as indicated, the problem may be either the sensor, the engine
control computer or the associated wiring. Perform the following to determine which is the defective
component:
A. Remove the vehicle harness connector SOUT jumper wire.
B. While observing the DVOM, artificially enrich the air/fuel charge using propane. The DVOM
reading should register higher than normal millivoltages. (Normal voltage for an ideal air/fuel
mixture is approximately 450–550 mV DC). Then, lean the air/fuel intake charger by either
disconnecting one of the fuel injector wiring harness connectors (to prevent the injector from
delivering fuel) or by detaching 1 or 2 vacuum lines (to add additional non-metered air into the
engine). The DVOM should now register lower than normal millivoltages. If the DVOM functioned
as indicated, the problem lies elsewhere in the fuel delivery and control system. If the DVOM
readings were still unresponsive, the O2S sensor is defective; replace the sensor and retest.

NOTE: Poor wire connections and/or ground circuits may shift a normal O2S sensor's
millivoltage readings up into the rich range or down into the lean range. It is a good idea to
check the wire condition and continuity before replacing a component that will not fix the

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problem. A voltage drop test between the sensor case and ground which reveals 14–16 mV
or more, indicates a probable bad ground.

11. Turn the engine OFF, remove the DVOM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector. If applicable, reattach the fuel injector wiring connector and/or
the vacuum line(s).
12. Clear any DTC's present in the engine control computer memory, as necessary.

TEST 2 — DIGITAL MULTI-METER

This test method is a more straight-forward O2S sensor test, and does not test the engine control computer's
response to the O2S sensor signal. The use of a DMM with the MIN/MAX/Average function or sliding bar
graph/wave function is necessary for this test. Don't forget that the O2S sensor mounted after the catalytic
converter (if equipped) will not fluctuate like the other O2S sensor(s) will.

1. Start the engine and allow it to warm up to normal operating temperature.

NOTE: If you are using the opening of the thermostat to gauge normal operating temperature, be
forewarned: a defective thermostat can open too early and prevent the engine from reaching
normal operating temperature. This can cause a slightly rich condition in the exhaust, which can
throw the O2S sensor readings off slightly.

2. Turn the ignition switch OFF, then locate the O2S sensor pigtail connector.
3. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
4. Backprobe the O2S sensor connector terminals. Attach the DMM positive test lead to the SOUT
terminal of the sensor pigtail connector. Attach the negative lead to either the SGND terminal of the
sensor pigtail connector (if equipped, refer to the terminal identification procedures earlier in this section
for clarification) or to a good, clean engine ground.
5. Activate the MIN/MAX/Average or sliding bar graph/wave function on the DMM.

CAUTION
While the engine is running, keep clear of all moving and hot components. Do not wear loose clothing.
Otherwise severe personal injury or death may occur.

6. Have an assistant start the engine and wait a few minutes before commencing with the test to allow the
O2S sensor to sufficiently warm up.
7. Read the minimum, maximum and average readings exhibited by the O2S sensor or observe the bar
graph/wave form. The average reading for a properly functioning O2S sensor is be approximately
450–550 mV DC. The minimum and maximum readings should vary more than 300–600 mV. A typical
O2S sensor can fluctuate from as low as 100 mV to as high as 900 mV; if the sensor range of
fluctuation is not large enough, the sensor is defective. Also, if the fluctuation range is biased up or down
in the scale. For example, if the fluctuation range is 400 mV to 900 mV the sensor is defective, because
the readings are pushed up into the rich range (as long as the fuel delivery system is functioning
properly). The same goes for a fluctuation range pushed down into the lean range. The mid-point of the
fluctuation range should be around 400–500 mV. Finally, if the O2S sensor voltage fluctuates too slowly
(usually the voltage wave should oscillate past the mid-way point of 500 mV several times per second)
the sensor is defective. (When an O2S sensor fluctuates too slowly, it is referred to as being "lazy.")

NOTE: Poor wire connections and/or ground circuits may shift a normal O2S sensor's millivoltage
readings up into the rich range or down into the lean range. It is a good idea to check the wire
condition and continuity before replacing a component that will not fix the problem. A voltage drop
test between the sensor case and ground which reveals 14–16 mV or more, indicates a probable

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bad ground.

8. Using the propane method, richen the air/fuel mixture and observe the DMM readings. The average O2S
sensor output signal voltage should rise into the rich range.
9. Lean the air/fuel mixture by either disconnecting a fuel injector wiring harness connector or by
disconnecting a vacuum line. The O2S sensor average output signal voltage should drop into the lean
range.
10. If the O2S sensor did not react as indicated, the sensor is defective and should be replaced.
11. Turn the engine OFF, remove the DMM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector. If applicable, reattach the fuel injector wiring connector and/or
the vacuum line(s).
12. Clear any DTC's present in the engine control computer memory, as necessary.

TEST 3 — OSCILLOSCOPE

This test is designed for the use of an oscilloscope to test the functioning of an O2S sensor.

NOTE: This test is only applicable for O2S sensors mounted in the exhaust system before the catalytic
converter.

1. Start the engine and allow it to reach normal operating temperature.

2. Turn the engine OFF, and locate the O2S sensor connector. Backprobe the scope lead to the O2S
sensor connector SOUT terminal. Refer to the manufacturer's instructions for more information on
attaching the scope to the vehicle.
3. Turn the scope ON.
4. Set the oscilloscope amplitude to 200 mV per division, and the time to 1 second per division. Use the
1:1 setting of the probe, and be sure to connect the scope's ground lead to a good, clean engine ground.
Set the signal function to automatic or internal triggering.
5. Start the engine and run it at 2000 rpm.
6. The oscilloscope should display a wave form, representative of the O2S sensor switching between lean
(100–300 mV) and rich (700–900 mV). The sensor should switch between rich and lean, or lean and rich
(crossing the mid-point of 500 mV) several times per second. Also, the range of each wave should reach
at least above 700 mV and below 300 mV. However, an occasional low peak is acceptable.
7. Force the air/fuel mixture rich by introducing propane into the engine, then observe the oscilloscope
readings. The fluctuating range of the O2S sensor should climb into the rich range.
8. Lean the air/fuel mixture out by either detaching a vacuum line or by disengaging one of the fuel injector's
wiring connectors. Watch the scope readings; the O2S sensor wave form should drop toward the lean
range.
9. If the O2S sensor's wave form does not fluctuate adequately, is not centered around 500 mV during
normal engine operation, does not climb toward the rich range when propane is added to the engine, or
does not drop toward the lean range when a vacuum hose or fuel injector connector is detached, the
sensor is defective.
10. Reattach the fuel injector connector or vacuum hose.
11. Disconnect the oscilloscope from the vehicle.

An oscilloscope wave form of a typical good O2S

sensor as it fluctuates from rich to lean

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HEATING CIRCUIT TEST

The heating circuit in an O2S sensor is designed only to heat the sensor quicker than a non-heated sensor.
This provides an advantage of increased engine driveability and fuel economy while the engine temperature is
still below normal operating temperature, because the fuel management system can enter closed loop
operation (more efficient than open loop operation) sooner.

Therefore, if the heating element goes bad, the O2S sensor may still function properly once the sensor warms
up to its normal temperature. This will take longer than normal and may cause mild driveability-related problems
while the engine has not reached normal operating temperature.

If the heating element is found to be defective, replace the O2S sensor without wasting your time testing the
O2S circuit. If necessary, you can perform the O2S circuit test with the new O2S sensor and save yourself
some time.

1. Locate the O2S sensor pigtail connector.

The heating circuit of the O2S sensor can be tested

with a DMM set to measure resistance

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2. Perform a visual inspection of the connector to ensure it is properly engaged and all terminals are
straight, tight and free from corrosion or damage.
3. Disengage the sensor pigtail connector from the vehicle harness connector.
4. Using a DVOM set to read resistance (ohms), attach 1 DVOM test lead to the HPWR terminal, and the
other lead to the HGND terminal, of the sensor pigtail connector, then observe the resistance readings.
A. If there is no continuity between the HPWR and HGND terminals, the sensor is defective. Replace
it with a new one and retest.
B. If there is continuity between the 2 terminals, but the resistance is greater than approximately 20
ohms, the sensor is defective. Replace it with a new one and retest.

NOTE: For the following step, the HO2S sensor should be approximately 75°F (23°C) for the
proper resistance values.

C. If there is continuity between the 2 terminals and it is less than 20 ohms, the sensor is probably not
defective. Because of the large diversity of engine control systems used in vehicles today, O2S
sensor heating circuit resistance specifications change often. Generally, the amount of resistance
an O2S sensor heating circuit should exhibit is between 2–9 ohms. However, some manufacturer's
O2S sensors may show resistance as high as 15–20 ohms. As a rule of thumb, 20 ohms of
resistance is the upper limit allowable.
5. Turn the engine OFF, remove the DVOM and all associated jumper wires. Reattach the vehicle harness
connector to the sensor pigtail connector.
6. Clear any DTC's present in the engine control computer memory, as necessary.

Bench Test

NOTE: Utilize one of the in-vehicle tests before performing this test.

This test is designed to test an O2S sensor which does not seem to fluctuate fully beyond 400–700 mV. The
sensor is to be secured in a table-mounted vise.

CAUTION
This test can be very dangerous. Take the necessary precautions when working with a propane torch. Ensure
that all combustible substances are removed from the work area and have a fire extinguisher ready at all times.
Be sure to wear the appropriate protective clothing as well.

1. Remove the O2S sensor.

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NOTE: Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel
mixture, brown deposits may indicate an oil consumption problem, and white gritty deposits may
indicate an internal coolant leak. All of these conditions can destroy a new sensor if not corrected
before installation.

2. Position the sensor in a vise so that the vise holds the sensor by the hex portion of its case.
3. Attach 1 lead of a DVOM set to read DC millivoltages to the sensor case and the other lead to the
SOUT terminal of the sensor pigtail connector.
4. Carefully use a propane torch to heat the tip (and ONLY the tip) of the sensor. Once the sensor reaches
close to normal operating temperature range, alternately heat the sensor up and allow it to cool down;
the sensor output voltage signal should change with the temperature change.

NOTE: This may also clean a sensor covered with a heavy coat of carbon.

5. If the sensor voltage does not change with the fluctuation in temperature, replace the sensor with a new
one. Install the new sensor and perform one of the in-vehicle tests to rule out additional fuel management
system faults.

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REMOVAL & INSTALLATION

1. Start the engine and allow it to reach normal operating temperature, then turn the ignition switch OFF.
2. Disconnect the negative battery cable.
3. Open the hood and locate the Oxygen (O2S) sensor connector. It may be necessary to raise and safely
support the vehicle for access to the sensor and its connector.

NOTE: On a few models, it may be necessary to remove the passenger seat and lift the carpeting
in order to access the connector for a downstream O2S sensor.

Since sensor locations vary between vehicles, the first

step in removal is to locate the O2S sensors (arrows)...

... and the sensor connector (2), which is usually near

the O2S sensor (1), but removed enough from the heat
of the exhaust system

Disengage the sensor pigtail connector half from the

vehicle harness connector half

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For flange type sensors, loosen the hold-down

fasteners...

... which happen to be nuts in this particular case —

some models may use bolts rather than nuts

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Then, pull the sensor out of the exhaust component

For screw-in type sensors (arrow)...

... either use a box end wrench to loosen the sensor or

a socket designed expressly for this purpose...

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..., then remove the sensor from the exhaust

component

4. Disengage the O2S sensor pigtail connector from the vehicle harness connector.

NOTE: There are generally 2 methods used to mount an O2S sensor in the exhaust system: either
the O2S sensor is threaded directly into the exhaust component (screw-in type) or the O2S sensor
is retained by a flange and 2 nuts or bolts (flange type).

WARNING
To prevent damaging a screw-in type O2S sensor, if excessive force is needed to remove the sensor
lubricate it with penetrating oil prior to removal. Also, be sure to protect the tip of the sensor. O2S
sensor tips are very sensitive and may be easily damaged if allowed to strike or come in contact with
other objects.

5. Remove the sensor, as follows:

Screw-in type sensors — O2S sensors are usually designed with a permanently attached wiring
pigtail. This allows the wiring harness and sensor connectors to be positioned away from the hot
exhaust system. It may be necessary to use a socket or wrench that is designed specifically for
this purpose. Before purchasing such a socket, be sure that you can't save some money by using
a box end wrench for sensor removal.
Flange type sensors — Loosen the hold-down nuts or bolts and pull the sensor out of the exhaust
component. Be sure to remove and discard the old sensor gasket, if equipped. You will need a
new gasket for installation.
6. Perform a visual inspection of the sensor. Black sooty deposits may indicate a rich air/fuel mixture,
brown deposits may indicate an oil consumption problem, and white gritty deposits may indicate an
internal coolant leak. All of these conditions can destroy a new sensor if not corrected before installation.

To install:

7. Install the sensor, as follows:

NOTE: A special anti-seize compound is used on most screw-in type O2S sensor threads, and is
designed to ease O2S sensor removal. New sensors usually have the compound already applied
to the threads. However, if installing the old O2S sensor or the new sensor did not come with
compound, apply a thin coating of electrically-conductive anti-seize compound to the sensor
threads.

WARNING
Be sure to prevent any of the anti-seize compound from coming in contact with the O2S sensor tip. Also,

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take precautions to protect the sensor tip from physical damage during installation.

Screw-in type sensors — Install the sensor in the mounting boss, then tighten it securely.
Flange type sensors — Position a new sensor gasket on the exhaust component and insert the
sensor. Tighten the hold-down fasteners securely and evenly.
8. Reattach the sensor pigtail connector to the vehicle harness connector.
9. Lower the vehicle.
10. Connect the negative battery cable.
11. Start the engine and ensure no Diagnostic Trouble Codes (DTC's) are set.

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LOCATIONS

There are different locations in the exhaust system where O2S sensors are positioned. The locations have
been given numbers and will be used in the accompanying charts to identify the positions of O2S sensors in
most vehicles.

Due to mid-year production changes or factory inconsistencies, all models may not be covered. If a vehicle
being serviced is not covered in the charts, inspect the exhaust system (while cold!) in the general locations to
find the applicable O2S sensors.

NOTE: If equipped with dual exhaust systems, there may be up to 4 or 5 O2S sensors in the exhaust
system. Be sure to locate all of them before commencing with any testing or service.

Location No. 1 — down pipe or exhaust manifold

Location No. 1 — typical O2S sensor located in the

exhaust manifold

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Location No. 2 — left and right banks of a V-type

engine

Location No. 3 — exhaust collector (where more than

one pipe joins together)

Location No. 4 — outlet of the catalytic converter

Location No. 5 — inlet and outlet of the catalytic

converter

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Fig. 1: Location No. 6 — front, rear, left and right banks

of a V-type engine

Fig. 2: Location No. 7 — front, rear, inlet and outlet of

the catalytic converter

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