Part 1
2GR-FE ENGINE CONTROL: SFI SYSTEM: P0136-P0139,P0156-P0159: Oxygen Sensor Circuit Malfunction (Bank 1 Sensor 2)
P0159 - Oxygen Sensor Circuit Slow Response (Bank 2 Sensor 2)
CAUTION / NOTICE / HINT
DESCRIPTION
HINT
Sensor 2 refers to the sensor mounted behind the three-way catalytic converter and located far from the engine assembly.
A three-way catalytic converter is used in order to convert the carbon monoxide (CO), hydrocarbon (HC), and nitrogen oxide (HOx) into less harmful substances. To allow the three-way catalytic converter to function effectively, it is necessary to keep the air fuel ratio of the engine near the stoichiometric air fuel ratio. For helping the ECM to deliver accurate air fuel ratio control, a heated oxygen sensor is used.
The heated oxygen sensor is located behind the three-way catalytic converter, and detects the oxygen concentration in the exhaust gas. Since the sensor is integrated with the heater that heats the sensing portion, it is possible to detect the oxygen concentration even when the intake air volume is low (the exhaust gas temperature is low).
When the air fuel ratio becomes lean, the oxygen concentration in the exhaust gas becomes rich. The heated oxygen sensor informs the ECM that the post-three-way catalytic converter air fuel ratio is lean (low voltage, i.e. less than 0.45 V).
Conversely, when the air fuel ratio is richer than the stoichiometric air fuel level, the oxygen concentration in the exhaust gas becomes lean. The heated oxygen sensor informs the ECM that the post-three-way catalytic converter air fuel ratio is rich (high voltage, i.e. more than 0.45 V). The heated oxygen sensor has the property of changing its output voltage drastically when the air fuel ratio is close to the stoichiometric level.
The ECM uses the supplementary information from the heated oxygen sensor to determine whether the air fuel ratio after the three-way catalytic converter is rich or lean, and adjusts the fuel injection time accordingly. Thus, if the heated oxygen sensor is working improperly due to internal malfunctions, the ECM is unable to compensate for deviations in the primary air fuel ratio control.
MONITOR DESCRIPTION
1. Active Air Fuel Ratio Control
The ECM usually performs air fuel ratio feedback control so that the air fuel ratio sensor output indicates a near stoichiometric air fuel level. This vehicle includes active air fuel ratio control in addition to regular air fuel ratio control. The ECM performs active air fuel ratio control to detect any deterioration in the three-way catalytic converter and heated oxygen sensor malfunctions (refer to the diagram below).
Active air fuel ratio control is performed for approximately 15 to 20 seconds while driving with a warm engine. During active air fuel ratio control, the air fuel ratio is forcibly regulated to become lean or rich by the ECM. If the ECM detects a malfunction, a DTC is set.
2. Abnormal Voltage Output of Heated Oxygen Sensor (DTC P0136 and P0156)
While the ECM is performing active air fuel ratio control, the air fuel ratio is forcibly regulated to become rich or lean. If the sensor is not functioning properly, the voltage output variation is small. For example, when the heated oxygen sensor voltage does not decrease to less than 0.21 V or does not increase to more than 0.59 V during active air fuel ratio control, the ECM determines that the sensor voltage output is abnormal and sets DTC P0136 or P0156.
3. Open or Short in Heated Oxygen Sensor Circuit (DTCs P0137 and P0157 or P0138 and P0158)
During active air fuel ratio control, the ECM calculates the oxygen storage capacity* of the three-way catalytic converter by forcibly regulating the air fuel ratio to become rich or lean.
If the heated oxygen sensor has an open or short, or the voltage output of the sensor noticeably decreases, the oxygen storage capacity indicates an extraordinarily high value. Even if the ECM attempts to continue regulating the air fuel ratio to become rich or lean, the heated oxygen sensor output does not change.
While performing active air fuel ratio control, when the target air fuel ratio is rich and the heated oxygen sensor voltage output is 0.21 V or less (lean), the ECM interprets this as an abnormally low sensor output voltage and sets DTC P0137 or P0157. When the target air fuel ratio is lean and the voltage output is 0.59 V or more (rich) during active air fuel ratio control, the ECM determines that the sensor voltage output is abnormally high, and sets DTC P0138 or P0158.
HINT
DTC P0138 or P0158 is also set if the heated oxygen sensor voltage output is more than 1.2 V for 10 seconds or more.
*: The three-way catalytic converter has the capability to store oxygen. The oxygen storage capacity and the emission purification capacity of the three-way catalytic converter are mutually related. The ECM determines whether the catalyst has deteriorated, based on the calculated oxygen storage capacity value P0420.
4. High or Low Impedance of Heated Oxygen Sensor (DTCs P0136 and P0156 or P0137 and P0157)
During normal air fuel ratio feedback control, there are small variations in the exhaust gas oxygen concentration. In order to continuously monitor the slight variation of the heated oxygen sensor signal while the engine is running, the impedance* of the sensor is measured by the ECM. The ECM determines that there is a malfunction in the sensor when the measured impedance deviates from the standard range.
*: The effective resistance in an alternating current electrical circuit.
HINT
- The impedance cannot be measured using an ohmmeter.
- DTC P0136 or P0156 indicates the deterioration of the heated oxygen sensor. The ECM sets the DTCs by calculating the impedance of the sensor when the typical enabling conditions are satisfied (2 driving cycles).
- DTC P0137 or P0157 indicates an open or short circuit in the heated oxygen sensor (2 driving cycles). The ECM sets the DTCs when the impedance of the sensor exceeds the threshold 15 kOhms.
5. Heated Oxygen Sensor Voltage Fuel Cut (DTC P0139 and P0159)
The sensor output voltage drops to below 0.2 V (extremely lean status) immediately when the vehicle decelerates and fuel cut is operating. If the voltage does not drop to below 0.2 V for 7 seconds or more, or voltage does not drop from 0.35 V to 0.2 V for 1 second, the ECM determines that the sensor's response has deteriorated, illuminates the MIL and sets a DTC.
MONITOR STRATEGY
TYPICAL ENABLING CONDITIONS
All
All:
Heated Oxygen Sensor Output Voltage (Output Voltage, High Voltage and Low Voltage)
Heated Oxygen Sensor Output Voltage (Output Voltage, High Voltage and Low Voltage):
Heated Oxygen Sensor Impedance (Low)
Heated Oxygen Sensor Impedance (Low):
Heated Oxygen Sensor Impedance (High)
Heated Oxygen Sensor Impedance (High):
Heated Oxygen Sensor Output Voltage (Extremely High)
Heated Oxygen Sensor Output Voltage (Extremely High):
Heated Oxygen Sensor Voltage During Fuel Cut
Heated Oxygen Sensor Voltage During Fuel Cut:
TYPICAL MALFUNCTION THRESHOLDS
Heated Oxygen Sensor Output Voltage (Output Voltage)
Heated Oxygen Sensor Output Voltage (Output Voltage):
Heated Oxygen Sensor Output Voltage (Low Output Voltage)
Heated Oxygen Sensor Output Voltage (Low Output Voltage):
Heated Oxygen Sensor Output Voltage (High Output Voltage)
Heated Oxygen Sensor Output Voltage (High Output Voltage):
Heated Oxygen Sensor Impedance (Low)
Heated Oxygen Sensor Impedance (Low):
Heated Oxygen Sensor Impedance (High)
Heated Oxygen Sensor Impedance (High):
Heated Oxygen Sensor Output Voltage (Extremely High)
Heated Oxygen Sensor Output Voltage (Extremely High):
Heated Oxygen Sensor Voltage During Fuel Cut
Heated Oxygen Sensor Voltage During Fuel Cut:
COMPONENT OPERATING RANGE
CONFIRMATION DRIVING PATTERN
P0136, P0137, P0138, P0156, P0157 and P0158
1. Connect the Techstream to the DLC3.
2. Turn the ignition switch to ON and turn the Techstream on.
3. Clear the DTCs (even if no DTCs are stored, perform the Clear DTC procedure) DTC Check / Clear.
4. Turn the ignition switch off and wait for at least 30 seconds.
5. Turn the ignition switch to ON and turn the Techstream on [A].
6. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or higher [B].
7. With the transmission in 4th gear or more, drive the vehicle at 38 to 75 mph (60 to 120 km/h) for 10 minutes or more [C].
8. Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
9. Read the pending DTC [D].
10. If a pending DTC is output, the system is malfunctioning.
HINT
If a pending DTC is not output, perform the following procedure.
11. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
12. Input the DTC: P0136, P0137, P0138, P0156, P0157, or P0158.
13. Check the DTC judgment result.
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
HINT
- If the judgment result shows ABNORMAL, the system has a malfunction.
- If the judgment result shows NORMAL, the system is normal.
- If the judgment result shows INCOMPLETE or UNKNOWN, perform step [C] again.
14. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
15. Check the judgment result.
HINT
- If the judgment result shows ABNORMAL, the system has a malfunction.
- If the judgment result shows NORMAL, the system is normal.
16. If the test result is INCOMPLETE or UNKNOWN and no pending DTC is output, perform a universal trip and check for permanent DTCs DTC Check / Clear.
HINT
- If a permanent DTC is output, the system is malfunctioning.
- If no permanent DTC is output, the system is normal.
P0139 and P0159
1. Clear the DTCs (even if no DTCs are stored, perform the Clear DTC procedure) DTC Check / Clear.
2. Turn the ignition switch off and wait for at least 30 seconds.
3. Turn the ignition switch to ON and turn the Techstream on [A].
4. Start the engine and warm it up until the engine coolant temperature reaches 75°C (167°F) or more [B].
5. Drive the vehicle at 40 mph (60 km/h), and then decelerate the vehicle by releasing the accelerator pedal for 7 seconds or more to perform the fuel cut [C].
6. Enter the following menus: Powertrain / Engine / Trouble Codes / Pending.
7. Read the pending DTC [D].
8. If a pending DTC is output, the system is malfunctioning.
HINT
If a pending DTC is not output, perform the following procedure.
9. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
10. Input the DTC: P0139, or P0159.
11. Check the DTC judgment result.
CAUTION:
When performing the confirmation driving pattern, obey all speed limits and traffic laws.
HINT
- If the judgment result shows ABNORMAL, the system has a malfunction.
- If the judgment result shows NORMAL, the system is normal.
- If the judgment result shows INCOMPLETE or UNKNOWN, move the shift lever to 2nd and then perform step [C] again.
12. Enter the following menus: Powertrain / Engine / Utility / All Readiness.
13. Check the judgment result.
HINT
- If the judgment result shows ABNORMAL, the system has a malfunction.
- If the judgment result shows NORMAL, the system is normal.
14. If the test result is INCOMPLETE or UNKNOWN and no pending DTC is output, perform a universal trip and check for permanent DTCs DTC Check / Clear.
HINT
- If a permanent DTC is output, the system is malfunctioning.
- If no permanent DTC is output, the system is normal.
MONITOR RESULT
Refer to Checking Monitor Status Mode 6 Data.
WIRING DIAGRAM
INSPECTION PROCEDURE
HINT
Malfunctioning areas can be identified by performing the Control the Injection Volume for A/F Sensor function provided in the Active Test. The Control the Injection Volume for A/F Sensor function can help to determine whether the air fuel ratio sensor, heated oxygen sensor and other potential trouble areas are malfunctioning.
The following instructions describe how to conduct the Control the Injection Volume for A/F Sensor operation using the Techstream.
1. Connect the Techstream to the DLC3.
2. Start the engine.
3. Turn the Techstream on.
4. Warm up the engine at an engine speed of 2500 rpm for approximately 90 seconds.
5. Enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor.
6. Perform the Active Test operation with the engine in an idling condition (press the RIGHT or LEFT button to change the fuel injection volume).
7. Monitor the voltage outputs of the air fuel ratio and heated oxygen sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.
HINT
- The Control the Injection Volume for A/F Sensor operation lowers the fuel injection volume by -12.5% or increases the injection volume by 25%.
- Each sensor reacts in accordance with increases and decreases in the fuel injection volume.
NOTICE:
The air fuel ratio sensor has an output delay of a few seconds and the heated oxygen sensor has a maximum output delay of approximately 20 seconds.
* Following the Control the Injection Volume for A/F Sensor procedure enables technicians to check and graph the voltage outputs of both the air fuel ratio and heated oxygen sensors.
* To display the graph, enter the following menus: Powertrain / Engine / Active Test / Control the Injection Volume for A/F Sensor / A/F Control System / AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2.
NOTICE:
Inspect the fuses for circuits related to this system before performing the following inspection procedure.
HINT
- Read freeze frame data using the Techstream. The ECM records vehicle and driving condition information as freeze frame data the moment a DTC is stored. When troubleshooting, freeze frame data can be helpful in determining whether the vehicle was running or stopped, whether the engine was warmed up or not, whether the air fuel ratio was lean or rich, as well as other data recorded at the time of a malfunction.
- If the OX1B wire from the ECM connector is short-circuited to the +B wire, DTC P0136 will be set.
- If the OX2B wire from the ECM connector is short-circuited to the +B wire, DTC P0156 will be set.
(continued)