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P2242





1GR-FE ENGINE CONTROL SYSTEM: SFI SYSTEM: P2237-P2239, P2240-P2242, P2252, P2253, P2255, P2256: Oxygen (A/F) Sensor Pumping Current Circuit / Open (Bank 1 Sensor 1)


DESCRIPTION

Refer to DTC P2195 P2195.





MONITOR DESCRIPTION

These DTCs are output when there is an open or short in the A/F sensor circuit, or if A/F sensor output drops.

To detect these problems, the voltage of the A/F sensor is monitored when turning the ignition switch to ON, and the admittance (admittance is an electrical term that indicates the ease of flow of current) is checked while driving. If the voltage of the A/F sensor is between 0.6 V and 4.5 V, it is considered normal. If the voltage is outside of the specified range, or the admittance is less than the standard value, the ECM will determine that there is a malfunction in the A/F sensor. If the same malfunction is detected in the next driving cycle, the MIL is illuminated and a DTC is stored.

The Air-Fuel Ratio (A/F) sensor varies its output voltage in proportion to the air-fuel ratio. If the A/F sensor impedance (alternating current resistance) or output voltage deviates greatly from the standard range, the ECM determines that there is an open or short in the A/F sensor circuit.

MONITOR STRATEGY





TYPICAL ENABLING CONDITIONS

P2237, P2238, P2240 and P2241





P2239, P2242, P2252, P2253, P2255 and P2256





P2237 and P2240 (A/F Sensor Open Circuit Between A1A+ and A1A-/A2A+ and A2A-)





P2238 and P2241 (A/F Sensor Low Impedance)





Other





TYPICAL MALFUNCTION THRESHOLDS

P2237 and P2240 (A/F Sensor Open Circuit Between A1A+ and A1A-/A2A+ and A2A-)





P2238 and P2241 (A/F Sensor Low Impedance)





P2238 and P2241 (A/F Sensor Short Circuit Between A1A+ and GND/A2A+ and GND)





P2239 and P2242 (A/F Sensor Short Circuit Between A1A+ and +B/A2A+ and +B)





P2252 and P2255 (A/F Sensor Short Circuit Between A1A- and GND/A2A- and GND)





P2253 and P2256 (A/F Sensor Short Circuit Between A1A- and +B/A2A- and +B)





P2238 and P2241 (A/F Sensor Short Circuit Between A1A+ and A1A-/A2A+ and A2A-)





COMPONENT OPERATING RANGE





CONFIRMATION DRIVING PATTERN

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 operation).

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.

6. Start the engine and wait 5 minutes.

7. Enter the following menus: Powertrain / Engine and ECT / Trouble Codes.

8. Read the pending DTCs.

HINT
* If a pending DTC is output, the system is malfunctioning.
* If a pending DTC is not output, perform the following procedure.

9. Enter the following menus: Powertrain / Engine and ECT / Utility / All Readiness.

10. Input the DTC: P2237, P2238, P2239, P2240, P2241, P2242, P2252, P2253, P2255 or P2256.

11. Check the DTC judgment result.





HINT
* If the judgment result shows NORMAL, the system is normal.
* If the judgment result shows ABNORMAL, the system has a malfunction.
* If the judgment result shows INCOMPLETE or UNKNOWN, idle the engine for 5 minutes and check the DTC judgment result again.

12. If no pending DTC is output, perform a universal trip and check for permanent DTCs Reading and Clearing Diagnostic Trouble Codes.

HINT
* If a permanent DTC is output, the system is malfunctioning.
* If no permanent DTC is output, the system is normal.

WIRING DIAGRAM

Refer to DTC P2195 P2195.

INSPECTION PROCEDURE

HINT
Malfunctioning areas can be identified by performing the Control the Injection Volume function provided in the Active Test. The Control the Injection Volume function can help to determine whether the Air-Fuel Ratio (A/F) sensor, Heated Oxygen (HO2) sensor and other potential trouble areas are malfunctioning.

The following instructions describe how to conduct the Control the Injection Volume operation using the Techstream.

1. Connect the Techstream to the DLC3.

2. Start the engine and turn the Techstream on.

3. Warm up the engine at an engine speed of 2500 rpm for approximately 90 seconds.

4. On the Techstream, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume.

5. Perform the Active Test operation with the engine in an idling condition (press the RIGHT or LEFT button to change the fuel injection volume).

6. Monitor the output voltages of the A/F and HO2 sensors (AFS Voltage B1S1 and O2S B1S2 or AFS Voltage B2S1 and O2S B2S2) displayed on the Techstream.

HINT
* Change the fuel injection volume within the range of -12% to +12%. The injection volume can be changed in fine gradations.
* Each sensor reacts in accordance with increases and decreases in the fuel injection volume.





NOTICE:
The Air-Fuel Ratio (A/F) sensor has an output delay of a few seconds and the Heated Oxygen (HO2) sensor has a maximum output delay of approximately 20 seconds.





- Following the Control the Injection Volume procedure enables technicians to check and graph the voltage outputs of both the A/F and HO2 sensors.

- To display the graph, enter the following menus: Powertrain / Engine and ECT / Active Test / Control the Injection Volume / AFS Voltage B1S1 and O2S B1S1 or AFS Voltage B2S1 and O2S B2S2; then press the graph button on the Data List view.

NOTICE:
Inspect the fuses for circuits related to this system before performing the following inspection procedure.

HINT
* Refer to "Data List / Active Test" [AFS Voltage B1S1 and AFS Voltage B2S1] Data List / Active List.
* Read freeze frame data using the Techstream. Freeze frame data records the engine condition when malfunctions are detected. When troubleshooting, freeze frame data can help determine if the vehicle was moving or stationary, if the engine was warmed up or not, if the air-fuel ratio was lean or rich, and other data from the time the malfunction occurred.
* 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.
* Bank 1 refers to the bank that includes the No. 1 cylinder*.
*: The No. 1 cylinder is the cylinder which is farthest from the transmission.
* Bank 2 refers to the bank that does not include the No. 1 cylinder.
* Sensor 1 refers to the sensor closest to the engine assembly.
* Sensor 2 refers to the sensor farthest away from the engine assembly.

PROCEDURE

1. CHECK HARNESS AND CONNECTOR (A/F SENSOR - ECM)

(a) Disconnect the A/F sensor connector.

(b) Disconnect the ECM connector.

(c) Measure the resistance according to the value(s) in the table below.

Standard Resistance (Check for Open):





Standard Resistance (Check for Short):





NG -- REPAIR OR REPLACE HARNESS OR CONNECTOR
OK -- Continue to next step.

2. REPLACE AIR FUEL RATIO SENSOR

(a) Replace the A/F sensor Removal.

NEXT -- Continue to next step.

3. CHECK WHETHER DTC OUTPUT RECURS

(a) Connect the Techstream to the DLC3.

(b) Turn the ignition switch to ON and turn the Techstream on.

(c) Clear the DTCs Reading and Clearing Diagnostic Trouble Codes.

(d) Turn the ignition switch to ON.

(e) Turn the Techstream on.

(f) Drive the vehicle in accordance with the driving pattern described in the Confirmation Driving Pattern.

(g) Enter the following menus: Powertrain / Engine / Utility / All Readiness.

(h) Input the DTC: P2237, P2238, P2239, P2252, P2253, P2255 or P2256.

(i) Check the DTC judgment.

Result





B -- REPLACE ECM Removal

A -- END
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