P2A03
DTC P2A03 A/F SENSOR CIRCUIT SLOW RESPONSE (BANK 2 SENSOR 1)HINT:
- DTC P2A00 means malfunction related to the bank 1 A/F sensor.
- DTC P2A03 means malfunction related to the bank 2 A/F sensor.
CIRCUIT DESCRIPTION
DTC Detecting Condition:
The A/F sensors is the planar type. Compared to the conventional type, the sensor and heater portions are narrower overall. Because the heat of the heater is conducted through the alumina to zirconia (of the sensor portion) it accelerates the activation of the sensor.
To obtain a high purification rate of the CO, HC and NOx components of the exhaust gas, a three-way catalytic converter is used. For the most efficient use of the three-way catalytic converter, the air-fuel ratio must be precisely controlled so that it is always close to the stoichiometric air-fuel ratio.
The A/F sensor has the characteristic that it provides output voltage* being approximately proportional to the existing air-fuel ratio.
The A/F sensor output voltage* is used to provide feedback for the ECM to control the air-fuel ratio.
By the A/F sensor output, the ECM can determine the deviation amount from the stoichiometric air-fuel ratio and control the proper injection time immediately. If the A/F sensor is out of order, ECM is unable to perform the accurate air-fuel ratio control.
The A/F sensor is equipped with a heater which heats the zirconia element. The heater is controlled by the ECM. When the intake air volume is low (the temperature of the exhaust gas is low), the current flows to the heater to heat the sensor for the accurate oxygen concentration detection.
*: The voltage value changes at the inside of the ECM only.
HINT:
- Bank 1 refers to the bank that includes cylinder No.1.
- Bank 2 refers to the bank that includes cylinder No.2.
- Sensor 1 refers to the sensor closest to the engine assembly.
MONITOR DESCRIPTION
Monitor Strategy:
Typical Enabling Conditions:
Typical Malfunction Thresholds:
The Air-Fuel Ratio (A/F) sensor varies its output voltage in proportion to the air-fuel ratio. Based on the output voltage, the ECM determines if the air-fuel ratio is RICH or LEAN and adjusts the stoichiometric air-fuel ratio. The ECM also checks the fuel injection volume compensation value to check if the A/F sensor is deteriorating or not. The output voltage variation, known as locus length, should be high when the air-fuel ratio fluctuates. When the A/F sensor response rate has deteriorated, the locus length should be short.
The ECM concludes that there is a malfunction in the ratio of the A/F sensor when the locus length is short and the response rate has deteriorated.
Wiring Diagram:
Step 1 - 2:
Step 2 Continued:
Step 3 - 4:
Step 5:
Step 6 - 11:
Step 12 - 17:
Step 18 - 19:
INSPECTION PROCEDURE
HINT:
Hand-held tester only:
Narrowing down the trouble area is possible by performing ACTIVE TEST of the following "A/F CONTROL" (A/F sensor, heated oxygen sensor or other trouble areas can be distinguished).
a. Perform ACTIVE TEST by the hand-held tester (A/F CONTROL).
HINT: "A/F CONTROL" is ACTIVE TEST which changes the injection volume to -12.5% or +25%.
1. Connect the hand-held tester to the DLC3 on the vehicle.
2. Turn the ignition switch ON.
3. Warm up the engine with the engine speed at 2,500 rpm for approx. 90 sec.
4. Select the item "DIAGNOSIS/ENHANCED OBD II/ACTIVE TEST/ A/F CONTROL".
5. Perform "A/F CONTROL" when idle condition (press the right or left button).
Result:
A/F sensor reacts in accordance with increase and decrease of injection volume:
+25% -> rich output: Less than 3.0 V
-12.5% -> lean output: More than 3.35 V
Heated oxygen sensor reacts in accordance with increase and decrease of injection volume:
+25% -> rich output: More than 0.55 V
-12.5% -> lean output: Less than 0.4 V
NOTE: There is a few second delay in the A/F sensor output and there is about 20 seconds delay in the heated oxygen sensor output.
The following procedure of A/F CONTROL enables the user to check its output (show its graph indication) of A/F sensor and heated oxygen sensor.
For displaying the graph indication, enter "ACTIVE TEST/ A/F CONTROL/USER DATA", then select "AFS B1S1 and O2S B1S2" or "AFS B2S1 and O2S B2S2" by pressing "YES" button and push "ENTER" button before pressing "F4" button.
HINT:
- DTC P2A00 or P2A03 may be also detected, when the air fuel ratio is stuck rich or lean.
- A low A/F sensor voltage could be caused by a rich air fuel mixture. Check for conditions that would cause the engine to run rich.
- A high A/F sensor voltage could be caused by a lean air fuel mixture. Check for conditions that would cause the engine to run lean.
- Read freeze frame data using the hand-held tester or the OBD II scan tool, as freeze frame data records the engine conditions when a malfunction is detected. When troubleshooting, it is useful for determining whether the vehicle was running or stopped, the engine was warmed up or not, the air-fuel ratio was lean or rich, etc. at the time of the malfunction.
CONFIRMATION DRIVING PATTERN
Confirmation Driving Pattern:
1. Connect the hand-held tester to the DLC3.(*1)
2. Switch the hand-held tester from the normal mode to the check mode.(*1)
3. Start the engine and warm it up with all the accessory switches OFF.(*2)
4. Drive the vehicle at 60 to 120 km/h (38 to 75 mph) and engine speed at 1,400 to 3,200 rpm for 3 to 5 min.(*3)
HINT: If a malfunction exists, the MIL will illuminate during step (*3)
NOTE: If the conditions in this test are not strictly followed, detection of the malfunction will not be possible. If you do not have a hand-held tester, turn the ignition switch OFF after performing steps (*2) and (*3), then perform steps (*2) and (*3) again.
CHECK FOR INTERMITTENT PROBLEMS
Hand held tester only:
By putting the vehicle's ECM in the check mode, the 1 trip detection logic is possible instead of the 2 trip detection logic, and the sensitivity to detect faults is increased. This makes it easier to detect intermittent problems.
1. Clear the DTCs.
2. Set the check mode.
3. Perform a simulation test.
4. Check the connector and terminal.
5. Wiggle the harness and the connector.