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P0132

DTC P0132 O2S Circuit High Voltage Sensor 1




Circuit Description
The Powertrain Control Module (PCM) supplies a voltage of about 0.45 volts to oxygen sensor 1 (O2S 1). The O2S 1 voltage varies from about 1 volt if the exhaust is rich to about 0.10 volt if the exhaust is lean.

The O2S 1 circuit is open and produces no voltage when the O2S 1 temperature is below 315° C (600° F). An open O2S 1 circuit or a cold sensor causes an open loop operation.

Conditions for Running the DTC
- There are no active manifold absolute pressure (MAP) DTCs
- There are no active intake air temperature (IAT) DTCs
- There are no active engine coolant temperature (ECT) DTCs
- There are no active throttle position (TP) DTCs
- There are no active fuel trim DTCs
- There are no active injector control DTCs
- There are no active misfire DTCs
- There are no active crankshaft position (CKP) DTCs
- There are no active evaporative emissions (EVAP) DTCs
- There are no active idle air control (IAC) DTCs
- The air flow is more than 3 grams per second.
- The engine coolant temperature is more than 70° C (158° F).
- The engine is operating in closed loop.
- The throttle position angle is between 5 percent and 50 percent.
- The above conditions have been present for 30 seconds.

Conditions for Setting the DTC
The O2S 1 voltage is more than 946 mV for 50 seconds.

Or

The O2S 1 voltage is more than 1042 mV for 2.5 seconds while in deceleration fuel cutoff mode.

Action Taken When the DTC Sets
- The control module illuminates the malfunction indicator lamp (MIL) if a failure is detected during 2 consecutive ignition cycles.
- The control module sets the DTC and records the operating conditions at the time the diagnostic failed. The failure information is recorded in the scan tool's Freeze Frame and Failure Records.

Conditions for Clearing the MIL/DTC
- The MIL will turn off after 3 consecutive ignition cycles in which the diagnostic runs without a fault.
- A history DTC will clear after 40 consecutive warm-up cycles without a fault.
- The DTCs can be cleared using the scan tool Clear Information function.

Diagnostic Aids
DTC P0132 or a rich exhaust is most likely caused by one of the following conditions:
- The fuel pressure - The system will go rich if the fuel pressure is too high. The PCM can compensate somewhat for increases in fuel pressure. If the fuel pressure gets too high, however, a DTC P0132 will set. See Fuel System Diagnosis.
- A leaking injector - A leaking or faulty fuel injector can cause the system to go rich and set a DTC P0132. Refer to the Fuel Injector Balance Test and Fuel Inj Coil Test-ECT Between 10 - 35 Degrees C (ECT Within 10° C - 35° C (50° F - 95° F).
- The electronic ignition (EI) shielding - An open ground circuit may result in EMI or induced electrical noise. The PCM interprets this noise as Crankshaft Position (CKP) sensor pulses. The additional pulses result in a higher than actual engine speed signal. The PCM then delivers too much fuel causing the system to go rich. The engine tachometer will also show a higher than actual engine speed, which can help in diagnosing this problem.
- The MAP sensor - A MAP output that indicates a higher than normal manifold pressure (low vacuum) can cause the system to go rich. Disconnecting the MAP sensor will cause the PCM to substitute a default value for the MAP sensor output. If the rich condition disappears when the MAP sensor is disconnected, substitute a known good sensor and check the system again.
- The pressure regulator - Check for a leaking fuel pressure regulator diaphragm by checking for the presence of liquid fuel in the vacuum line to the regulator.
- The TP sensor - An intermittent TP sensor output will cause the system to go rich due to a false indication of the engine accelerating.
- Possible O2S 1 contamination -Inspect the O2S 1 for silicon contamination from fuel or from the use of an incorrect RTV sealant. Inspect the O2S 1 for a white powdery coating. Contamination of the O2S may result in a high, but false, voltage signal, which will be interpreted by the PCM as a rich exhaust. The PCM will then reduce the amount of fuel delivered to the engine, which can cause a severe surge or driveability problem.
- When the oxygen sensor pigtail wiring, connector or terminal are damaged, the entire oxygen sensor assembly must be replaced. Do not attempt to repair the wiring, the connector or the terminals. In order for the sensor to function properly, the O2S must have a clean air reference. This clean air reference is obtained through the oxygen sensor wires. Any attempt to repair the wires, connectors or terminals could result in the obstruction of the air reference and degrade the performance of the sensor.

Steps 1 - 3:




Steps 4 - 5:




Steps 6 - 8:




Steps 9 - 10:




Test Description
The numbers below refer to the step numbers on the Diagnostic Table.
1. The Powertrain OBD System Check prompts you to complete some of the basic checks and to store the freeze frame and failure records data on the scan tool if applicable. This creates an electronic copy of the data captured when the malfunction occurred. The scan tool stores this data for later reference.
2. This step determines if the DTC P0132 is the result of a hard malfunction or an intermittent condition. It may be necessary to operate the vehicle within the Freeze Frame conditions and Conditions for Setting the DTC in order to duplicate the malfunction detected by the PCM.
4. This step simulates a DTC P0131 If the PCM senses the change, the PCM and wiring are OK.
8. Program the replacement PCM and perform the crankshaft position system variation procedure. Refer to the latest Techline information for PCM programming.


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