Ok guys here goes. I installed a set of cheapo headers today and my baby dont wanna run right. I tryed to keep it semi legal using high flow cats with o2 sensers, air tubes and hooked the front o2s up to the headers. The car idles @ 600 now a4. Sounds like its missing and acceleration varies from kind of normal to a slight bog. I looked at the obvious plug wires, vaccum lines etc. I drove it for 15 minutes or so hoping it was the computer adjusting but no luck. Any suggestions?

 

check your front o2 sensors, they could have gone bad, been cut, melted etc...

what codes is it throwing?

 

I will look at the o2s for cut wires and such. How will i know what codes it has thrown? Dont i need a reader or will they just pop up on the message screen?

 

1) Turn on the ignition but don't start the engine.
2) Press the "reset" button to turn off any warning messages
3) Press and hold "options" and
4) While holding "options", press "fuel" four times within a 10-Second period.

this will scroll through the codes

 

Wow!!! here they are.
40 BCM
(B2578H)
(B2583H)
(U1255H)
(U1016H)
(U1096H)

BO RFA
(U1096H)
(U1064H)
(U1016H)

A1 RDCM
(U1255H)
(U1064H)
(U1016H)
(U1096H)

A0 LDCM
(U1255H)
(U1064H)
(U1016H)
(u1096H)

10 PCM
(P0132C)

 

you only have one that is current, the ones with h are history.

 

DTC P0132 HO2S Circuit High Voltage Bank 1 Sensor 1

 

Circuit Description
The powertrain control module (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 1,000 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 sets.

Conditions for Running the DTC
DTCs P0101, P0102, P0103, P0112, P0113, P0117, P0118, P0125, P0200, P0335, P0336, P0351-P0358, P1120, P1220, P1221, P1258 are not set.
The ignition voltage is more than 9.0 volts.
The fuel system is operating in Closed Loop.
The AIR and the catalyst diagnostics are not active.
The throttle position (TP) angle is between 2 percent and 70 percent.
Conditions for Setting the DTC
The HO2S signal voltage remains above 775 mV.
The conditions are present for 33 seconds.
Action Taken When the DTC Sets
The PCM illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
Conditions for Clearing the MIL/DTC
The PCM turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
Diagnostic Aids

Important
Remove any debris from the PCM\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
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/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.

Inspect 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 .
Rich injectors--Perform the Injector Balance Test. Refer to Fuel Injector Balance Test with Tech 2 or Fuel Injector Balance Test with Special Tool .
Leaking injector--Refer to the Fuel System Diagnosis .
Evaporative emissions (EVAP) canister purge--Inspect for fuel saturation. If full of fuel, inspect the canister control and hoses. Refer to Evaporative Emission (EVAP) Control System Operation Description .
MAF sensor--Disconnect the MAF sensor and see if the rich condition is corrected. If so, inspect for proper installation. If installed correctly, replace the MAF sensor. If the MAF sensor is installed backwards, the system goes rich. The plastic portion of the sensor has arrows 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 provide the supply of oxygen. Inspect the HO2S wires and connections for breaks or contamination. Refer to Wiring Repairs in Wiring Systems.
For an intermittent condition, refer to Symptoms .
Test Description
The numbers below refer to the step numbers on the diagnostic table.

This step is testing for a rich condition.

The engine must be at the normal operating temperature before performing this test.

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 isolates when the DTC failed.

If the voltage remains high, this indicates the signal circuit is shorted to a voltage. If the voltage goes low, this indicates a rich condition.

This step isolates the condition. If the voltage remains high, this indicates the signal circuit is not shorted to the heater feed circuit.

Test for a short to voltage between the HO2S signal circuit and any other wires powered by the HO2S fuse

 

Thanks for all the info!! What i get from it is that i have a problem with one of the o2 sensors. What do you all think. Pull sensors and inspect wires? I have no test equipment so if i cant find anything obvious take it to a shop?

 

it's the O2 sensor on the driver side header check the wires or replace it if you have an extra one

 

What all that meant is that the car is running really rich...BTW, you can clear all those other codes as you scroll thru them, (H)istory means that at some point they were acting up, but it is only the (C)urrent ones that you need to worry about....

When the screen finishes flashing you all the codes it will display "Manual diagnostics"...select the desired module you wish to clear using the 'option' button to move forward...or the 'trip' button to move backwards...if you want to erase or clear codes hit the 'reset' button and it will 'clear' the displayed code....allows you to make sure if it keeps happening that you have an intermittent problem, and not just something that happened 'once a while back' at some point and someone didn't clear the code....your current code will show as a (H)istory code once you fix it unless you clear it out once you get it fixed. Print the directions out for yourself on moving thru the codes....Oh yes...here is a link to a site that tells you what most....but NOT all of the codes mean, interpretive understanding may need a mechanics explanation...

http://www.stengel.net/diccodes.htm

~Maverick

 

glad you got it sorted out

 

ok guys this morning i checked the wiring and the connectors for both
front O2 sensors and found nothing. (paying close attention to drivers side) Next I pulled the sensors and switched left to right. Correct me if im wrong, but if it was a bad sensor, when i switched sides it would throw a different code, correct? Which it did not, it shows the same code.

 

Did you try clearing the codes after swapping left to right ?

 

After header installs you need to get a tune...headers do throw codes involving the O2 sensors because in most cases the O2 sensors have been moved back away from the engine some.
Maybe you have a good idea there by switching sides to see if the problem will come up on the other bank.
Good luck.

Sleeper

 

no i didnt clear any of the codes before i tryed the switch. yea sleeper i was hoping not to tune after install as in a few months i will be doing heads and cam. not sure what to do now!!

 

front O2's, L to L and R to R?

infared laser gun will find a misfiring cylinder in about 20 secs

 

I am new to the C5 vettes, but since I'm sure he had to remove the plugs and wires, wouldn't it show rich if it wasn't getting good spark on the drivers side and therefore read rich on the O2? Clear those codes and see if it comes back.