P0132
Electrical Diagram:
CIRCUIT DESCRIPTION
The PCM supplies a voltage of about 450 mV between the HO2S high and low signal circuits. The oxygen sensor varies the voltage over a range from about 1000 mV when the exhaust is rich, down through about 10 mV when the exhaust is lean. The PCM monitors and stores the heated oxygen sensor (HO2S) voltage information. The PCM evaluates the HO2S voltage samples in order to determine the amount of time the HO2S voltage was out of range. The PCM compares the stored HO2S voltage samples taken within each sample period and determines if majority of the samples are out of the operating range.
The PCM monitors the HO2S voltage for being fixed above a predetermined voltage. If the PCM detects the voltage is above a predetermined voltage, a DTC will set.
CONDITIONS FOR SETTING THE DTC
^ DTCs P0101, P0102, P0103, P0112, P0113, P0117, P0118, P0125, P0335, P0336 P0351-P0358, P1120 P1220, P1221, P1258 not set
^ The system voltage is greater than 9 volts.
^ The fuel system is operating in Closed Loop.
^ The AIR and the Catalyst diagnostics are not active.
^ The fuel trim learn is enabled.
^ The air/fuel ratio is between 14.5:1 and 14.7:1.
^ The H02S signal voltage remains above 775 mV for 31 seconds.
ACTION TAKEN WHEN THE DTC SETS
^ The PCM illuminates the Malfunction Indicator Lamp when the diagnostic runs and fails.
^ The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Freeze Frame and/or the Failure Records.
^ Open Loop Fueling.
CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM turns the MIL OFF after three consecutive drive trips that the diagnostic runs and does not fail.
^ A last test failed (current DTC) clears when the diagnostic runs and does not fail.
^ A History DTC clears after forty consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
^ The PCM battery voltage is interrupted.
^ Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
^ Check the HO2S electrical connections for evidence of water intrusion. Water present in the connector causes the B+ supply to the heater to bleed over to the signal circuit.
^ Fuel pressure: The system goes rich if the pressure is too high. The PCM compensates for some increase. However, if the fuel pressure is too high, a DTC may set. Refer to Fuel System Diagnosis. System Diagnosis - Fuel System
^ Rich injector(s): Perform the Injector Balance Test. Fuel Injector Balance Test
^ Leaking injector: Refer to the Fuel System Diagnosis. System Diagnosis - Fuel System
^ Evaporative emissions (EVAP) canister purge. Check for fuel saturation. If full of fuel, check the canister control and hoses. Refer to EVAP Control System.
^ MAF sensor: Disconnect the MAF sensor and see if the rich condition is corrected. If so, check for proper installation. If installed OK, replace the MAF sensor. If the MAF sensor is installed backwards, the system goes rich. The plastic portion of the sensor has arrows cast into it indicating proper air flow direction. The arrows must point towards the engine.
^ An oxygen supply inside the HO2S is necessary for proper operation. The HO2S wires provides the supply of oxygen. Inspect the HO2S wires and connections for breaks or contamination. Refer to Body and Accessories/Diagrams.
^ Check for a leaking fuel pressure regulator diaphragm by checking the line to the regulator for fuel.
^ TP sensor: An intermittent TP sensor output causes the system to go rich, due to a false indication of the engine accelerating. For an intermittent condition, refer to Symptoms. Testing and Inspection
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. The engine must be at the normal operating temperature before performing this test. For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents damage to the harness connector terminals.
3. Using the Freeze Frame and/or Failure Records data may aid in locating an intermittent condition. If you can not duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data can help determine how many miles since the DTC set. The Fail Counter and Pass Counter can also aid in determining how many ignition cycles the diagnostic reported a pass and/or a fail. Operate the vehicle within the same freeze frame conditions (RPM, load. vehicle speed, temperature etc.) that the PCM recorded. This will isolate when the DTC failed. Refer to Symptoms. Testing and Inspection
5. Grounding the low side circuit of the HO2S should cause the HO2S voltage to display a bias voltage.
9. Review the system mechanization. Check for a short between the HO2S signal circuit and any other wires powered by this fuse that run together inside the same harness.