Oxygen Sensors Simulators
Thread Starter
Instructor
Joined: Apr 2004
Posts: 132
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From: Rochester New York
Oxygen Sensors Simulators
I have been having problems with my left front O2 sensor (code PO133) since i had headers installed on my 02 Vette. Basically what this is I believe is a lazy sensor. I replaced it with a stock GM and then tried a Bosch but it still came back. It takes a day or two to show up but it still comes back. My headers are SS so I tried wrapping the front part of the headers hoping to send more heat to it but no luck. My question is will 02 simulators help me and where do I purchase them, Thanks...
Team Owner
Joined: Sep 2001
Posts: 23,283
Likes: 906
From: Lake Elsinore, CA
You can't use O2 sims on the two front sensor positions - the PCM uses those to read A/F ratio in thexhaust and control the fuel input to the injectors. Only the rear sensors can be deleted using software or sims.
Did you get any RTV near the sensor during your header install? The wiring harness leading to it could have been damaged also. Here's a description of the diagnostic from the manual. Email or PM me if you want me to email you the diagnostic table that goes with it.
DTC P0133 or P0153
Circuit Description
The powertrain control module (PCM) continuously monitors the heated oxygen sensor (HO2S) activity for 60 seconds. During the monitoring period, the PCM counts the times that the HO2S responds from rich to lean and from lean to rich, and adds the time it took to complete all transitions. With this information, the PCM can determine the average time for all transitions. If the average response time is too slow, a DTC sets.
The PCM determines the lean to rich transition when the HO2S voltage changes from less than 300 mV to more than 600 mV. The PCM determines the rich to lean transition when the HO2S voltage changes from more than 600 mV to less than 300 mV. If the HO2S responds too slowly a DTC will set.
Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0131, P0132, P0134, P0135, P0151, P0152, P0154, P0155, P0200, P0300, P0410, P0440, P0442, P0446, P0452, P0453, P1120, P1125, P1220, P1221, P1258, P1415, P1416, P1441, P1514, P1515, P1516, P1517, or P1518 are not set.
The engine coolant temperature (ECT) is more than 50°C (122°F).
The ignition 1 signal is between 9-18 volts.
The loop status is Closed.
The engine speed between 1,000-2,300 RPM.
The engine air flow is between 18-50 g/s.
The evaporative emission (EVAP) purge solenoid is more than 0 percent.
The engine run time is more than 160 seconds.
The throttle position (TP) indicated angle is 5 percent more than the value observed at idle.
The fuel tank level remaining is more than 10 percent.
The above conditions are met for 60 seconds.
Conditions for Setting the DTC
The lean to rich response, defined as less than 300 mV to more than 600 mV, average time is more than a calibrated amount.
The rich to lean response, defined as more than 600 mV to less than 300 mV, average time is more than a calibrated amount.
Action Taken When the DTC Sets
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
Important
Before you service the PCM and throttle actuator control (TAC) module, remove any debris from the module connector surfaces. Inspect the module connector gaskets when you diagnose or replace the modules. Ensure that the gaskets are correctly installed. The gaskets prevent contaminate intrusion into the modules.
Use the J 35616-A Connector Test Adapter Kit for any test that requires probing the PCM or probing a component harness connector. Using this kit prevents damage to the harness and component terminals. Refer to Using Connector Test Adapters in Wiring Systems.
This diagnostic only runs once per ignition cycle.
A malfunction in the HO2S heater circuits causes a DTC to set. Inspect the HO2S heater circuits for intermittent opens and connections. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
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 for contamination. Refer to Wiring Repairs in Wiring Systems.
For an intermittent condition, refer to Intermittent Conditions .
Test Description
The numbers below refer to the step numbers on the diagnostic table.
This step determines if the fault is present. This test may take 5 minutes for the diagnostic to run.
When DTCs P0133 and P0153 are set at the same time a fuel contamination concern is present.
An exhaust leak 6-12 inches away from the HO2S can cause a DTC to set.
This step verifies whether a good ground circuit is available.
This step tests the integrity of the signal circuit to the PCM.
This step tests the integrity of the signal circuit to the PCM.
Certain room-temperature vulcanizing (RTV) silicone gasket materials release vapors that can contaminate the HO2S. Silicone in the fuel can also cause silicone contamination. If the sensors appear to be silicone-contaminated and if all the silicone sealant is a non-silicone base, advise the customer to try a different fuel company.
Did you get any RTV near the sensor during your header install? The wiring harness leading to it could have been damaged also. Here's a description of the diagnostic from the manual. Email or PM me if you want me to email you the diagnostic table that goes with it.
DTC P0133 or P0153
Circuit Description
The powertrain control module (PCM) continuously monitors the heated oxygen sensor (HO2S) activity for 60 seconds. During the monitoring period, the PCM counts the times that the HO2S responds from rich to lean and from lean to rich, and adds the time it took to complete all transitions. With this information, the PCM can determine the average time for all transitions. If the average response time is too slow, a DTC sets.
The PCM determines the lean to rich transition when the HO2S voltage changes from less than 300 mV to more than 600 mV. The PCM determines the rich to lean transition when the HO2S voltage changes from more than 600 mV to less than 300 mV. If the HO2S responds too slowly a DTC will set.
Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0131, P0132, P0134, P0135, P0151, P0152, P0154, P0155, P0200, P0300, P0410, P0440, P0442, P0446, P0452, P0453, P1120, P1125, P1220, P1221, P1258, P1415, P1416, P1441, P1514, P1515, P1516, P1517, or P1518 are not set.
The engine coolant temperature (ECT) is more than 50°C (122°F).
The ignition 1 signal is between 9-18 volts.
The loop status is Closed.
The engine speed between 1,000-2,300 RPM.
The engine air flow is between 18-50 g/s.
The evaporative emission (EVAP) purge solenoid is more than 0 percent.
The engine run time is more than 160 seconds.
The throttle position (TP) indicated angle is 5 percent more than the value observed at idle.
The fuel tank level remaining is more than 10 percent.
The above conditions are met for 60 seconds.
Conditions for Setting the DTC
The lean to rich response, defined as less than 300 mV to more than 600 mV, average time is more than a calibrated amount.
The rich to lean response, defined as more than 600 mV to less than 300 mV, average time is more than a calibrated amount.
Action Taken When the DTC Sets
The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Clear the MIL and the DTC with a scan tool.
Diagnostic Aids
Important
Before you service the PCM and throttle actuator control (TAC) module, remove any debris from the module connector surfaces. Inspect the module connector gaskets when you diagnose or replace the modules. Ensure that the gaskets are correctly installed. The gaskets prevent contaminate intrusion into the modules.
Use the J 35616-A Connector Test Adapter Kit for any test that requires probing the PCM or probing a component harness connector. Using this kit prevents damage to the harness and component terminals. Refer to Using Connector Test Adapters in Wiring Systems.
This diagnostic only runs once per ignition cycle.
A malfunction in the HO2S heater circuits causes a DTC to set. Inspect the HO2S heater circuits for intermittent opens and connections. Refer to Testing for Intermittent and Poor Connections in Wiring Systems.
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 for contamination. Refer to Wiring Repairs in Wiring Systems.
For an intermittent condition, refer to Intermittent Conditions .
Test Description
The numbers below refer to the step numbers on the diagnostic table.
This step determines if the fault is present. This test may take 5 minutes for the diagnostic to run.
When DTCs P0133 and P0153 are set at the same time a fuel contamination concern is present.
An exhaust leak 6-12 inches away from the HO2S can cause a DTC to set.
This step verifies whether a good ground circuit is available.
This step tests the integrity of the signal circuit to the PCM.
This step tests the integrity of the signal circuit to the PCM.
Certain room-temperature vulcanizing (RTV) silicone gasket materials release vapors that can contaminate the HO2S. Silicone in the fuel can also cause silicone contamination. If the sensors appear to be silicone-contaminated and if all the silicone sealant is a non-silicone base, advise the customer to try a different fuel company.
