The heated oxygen sensor (HO2S) is a sensor designed to create a voltage relative to the oxygen content in the engine exhaust stream. The control module supplies the HO2S with signal high and low circuits. Ignition voltage and ground are supplied to the HO2S heater by independent circuits. The oxygen content of the exhaust indicates when the engine is operating lean or rich. When the HO2S detects that the engine is operating rich, the signal voltage is high, and decreases the signal voltage as the engine runs leaner. This oscillation above and below the bias voltage, sometimes referred to as activity or switching, can be monitored with the HO2S signal voltage.

The HO2S contains a heater that is necessary in order to quickly warm the sensor to operating temperature. The heater also maintains the operating temperature during extended idle conditions. The HO2S needs to be at a high temperature in order to produce a voltage. When the HO2S reaches operating temperature, the control module monitors the HO2S bias, or reference, voltage. It also monitors the HO2S signal voltage for Closed Loop fuel control. During normal Closed Loop fuel control operation, the control module will add fuel, or enrich the mixture, when the HO2S detects a lean exhaust content. The control module will subtract fuel, or "lean-out" the mixture, when the HO2S detects a rich exhaust condition.

Certain vehicle models utilize an oxygen sensor behind the catalytic converter in order to monitor catalyst efficiency.

This diagnostic trouble code (DTC) determines if the HO2S is functioning properly. It checks for an adequate number of HO2S voltage transitions above and below the bias range of 300-600 mV. This DTC sets when the vehicle control module (VCM) fails to detect a minimum number of voltage transitions above and below the bias range during the test period. Possible causes of this DTC are:

This DTC determines if the difference in transition times from lean to rich or rich to lean has exceeded a maximum ratio. The VCM monitors the time it takes for the HO2S to transition from a rich (above 600 mV) to a lean (below 300 mV) and vice versa. If either of these times is longer than the other by a calibrated ratio, this DTC will set.

The average transition time over a 100 second sample period is not within a specified range.

The VCM turns the MIL (Malfunction Indicator Lamp) ON after 2 consecutive test failures.

The VCM records the operating conditions at the time the diagnostic fails. The Freeze Frame and Failure Records store this information.

Important: Never solder the HO2S wires. For proper wire and connector repairs, refer to Wiring Repairs in Wiring Systems.

Check for the following conditions:

The number below refers to the step number on the diagnostic table.

3. In order to determine if the engine is rich during Deacceleration Fuel Cut-Off (DFCO) operate the vehicle up to highway speed conditions and release the accelerator pedal, allowing the vehicle to coast in gear. Monitor the scan tool HO2S voltage and the DFCO parameter. A rich condition will cause HO2S voltage to be above 468 mV during DFCO.

   An HO2S contaminated by silicon will have a white, powdery deposit on the portion of the HO2S that is exposed to the exhaust stream. The usual cause of silica contamination is the use of unapproved silicon RTV engine gasket material or the use of silicon based sprays or fluids within the engine. If the cause of this contamination is not corrected, the replacement HO2S will also get contaminated.

5. Monitor the HO2S voltage of the opposite bank sensor. If the voltage activity of the opposite bank sensor is similar to the voltage activity of the suspect sensor, check for rich conditions that would affect both cylinder banks. An opposite bank sensor with normal HO2S voltage activity indicates the suspect HO2S is defective or a rich condition exists only on the suspect HO2S cylinder bank.

8. An HO2S contaminated by silicon will have a white, powdery deposit on the portion of the HO2S that is exposed to the exhaust stream. The usual cause of silica contamination is the use of un-approved silicon RTV engine gasket material or the use of silicon based sprays or fluids within the engine. If the cause of this contamination is not corrected, the replacement HO2S will also get contaminated.