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midautoparts.com OXYGEN SENSORS

The exhaust gas oxygen sensor (EGO or O2S), or Lambda sensor as the Europeans call it, is the key sensor in the engine fuel control feedback loop. The engine computer uses the O2 sensor's input to balance the fuel mixture, leaning the mixture when the sensor reads rich and richening the mixture when the sensor reads lean. By switching the air/fuel mixture back and forth, the average mixture is properly balanced forExhaust Gas Oxygen Sensor lowest emissions.

The oxygen sensor reacts to unburned oxygen in the exhaust. When the fuel mixture is rich (an air/fuel ratio less than 14.7:1), there is little unburned oxygen in the exhaust. This causes the O2 sensor's output voltage to rise up to 600 to 1000 mv. When the fuel mixture is lean (an air/fuel ratio greater than 14.7:1), there is more unburned oxygen in the exhaust. This causes the O2 sensor's output voltage to drop to 300 mv or less.

RICH MIXTURE (A/F over 14.7:1) = High O2 Voltage Output (600 to 1000 mv) LEAN MIXTURE (A/F under 14.7:1) = Low O2 Voltage Output (300 mv or less) When the air/fuel ratio is perfectly balanced at 14.7:1 (called the "stoichiometric" ratio), the O2 sensor's output is about 450 mv. But if the air fuel ratio changes either way (rich or lean), the O2 sensor's output voltage will quickly change up or down. So in effect, the O2 sensor acts like a rich-lean indicator switch for the feedback fuel control system.

Most oxygen sensors are designed to act like a solid-state galvanic battery and generate a voltage signal. This occurs because the "Nernst effect" allows the zirconium dioxide ceramic sensor element to become electrically conductive at high temperature, typically 617 to 662 degrees F (325 to 350 degrees C). The ceramic is slightly porous so oxygen can pass through it, and it has a thin coating of platinum on both sides that serve as electrodes. One side of the ceramic sensor element is exposed to oxygen in the exhaust, and the other side is exposed to oxygen in the atmosphere (there is either a small vent in the sensor shell or air is allowed to enter through the wiring connector).

When conditions are right (high temperature and different concentrations of oxygen on opposite sides of the sensor element), the Nernst effect creates a voltage across the ceramic between the platinum electrodes. This generates a small output voltage that varies with the engine's air/fuel mixture.

Low oxygen levels create a greater difference across the sensingOxygen sensors are screwed into the exhaust system at various points element, which causes the O2 sensor's output voltage to rise. Higher oxygen levels reduce the difference across the sensing element and cause the O2 sensor's output voltage to drop. What's interesting about O2 sensors is that the voltage output switches abruptly any time the air/fuel mixture goes rich or lean -- which is most of the time! When an engine is running in "closed loop" (meaning the computer is using the O2 sensor signal to regulate the air/fuel ratio), the fuel mixture is constantly changing from rich to lean and back again instead of running at a fixed or constant ratio. This is necessary to maintain an overall balanced fuel mixture, and for the catalytic converter to work properly.

Every time the air/fuel mixture goes rich, the O2 sensor's output suddenly jumps up to 600 to 1000 mv. And every time the air/fuel mixture goes lean, the O2 sensor's output quickly drops to 300 mv or less. This rapid switching back and forth in the O2 sensor's output voltage is what allows the engine computer to add or subtract fuel to achieve a balanced fuel mixture. By averaging the swings back and forth from rich to lean and adding or subtracting fuel as needed each time, the overall ratio is kept near 14.7:1.

The speed at which an O2 sensor switches back and forth will vary with the type of fuel delivery system on the engine. The slowest switching occurs in older feedback carburetor systems that typically switch one every second at 2,500 rpm. Throttle body injection systems are somewhat faster, switching two to three times a second at 2,500 rpm. The fastest switching occurs in multipoint injection systems, which may switch five to seven times a second at 2,500 rpm.

The important point here is that the O2 sensor must react quickly to changing fuel conditions in order for the computer to maintain the best air/fuel ratio. As sensors age, they may become sluggish and respond too slowly to changes in the air/fuel ratio. This can carbon monoxide (CO) emissions and fuel consumption to rise.

On OBD2 equipped vehicles (some 1994 & 1995 models, and all 1996 and newer cars and light trucks), a "downstream" O2 sensor is used to monitor the operating efficiency of the catalytic converter. The downstream O2 sensor works the same as the "upstream" O2 sensor that is ahead of the converter, but the computer uses its input differently. If the converter is doing its job efficiently, there will be little unburned oxygen left in the exhaust. This should cause the downstreamOxygen Sensor - Jeep Grand Cherokee O2 sensor to produce a steady output voltage instead of switching back and forth like the upstream O2 sensor. If the downstream O2 sensor is switching like the upstream O2 sensor, it means the converter isn't working.

On some applications (Ford and Chrysler), the engine computer also uses the downstream O2 sensor signal for long term fuel trim adjustments to the air/fuel ratio.

There are five basic types of O2 sensors. It's important to understand the differences because replacement sensors must be the same basic type as the original.

The unheated thimble-type O2 sensors are the oldest design, and have been around since 1976 when Bosch introduced the first O2 sensors for feedback fuel control on automotive engines. The zirconia ceramic element is shaped like a long thimble and is located inside a protective metal tube that extends into the exhaust manifold. Slots or holes in the tip of the metal tube allow the hot exhaust gases to come into contact with the ceramic thimble inside the tip of the sensor. Reference air for the inside of the ceramic thimble may be provided by a small vent hole in the sensor shell or through the wiring connector. This type of sensor typically has a single wire connector, though some have two wires.

This type of sensor produces a voltage signal that switches back and forth as the air/fuel mixture changes.

Unheated O2 sensors can take up to several minutes to generate a signal after a cold start because it they rely solely on the heat from the exhaust to reach normal operating temperature. Consequently, an unheated sensor may cool off at idle and stop producing a signal causing the engine control system to revert back to "open loop" operation (fixed air/fuel ratio setting).

This type of sensor was first introduced by Bosch in 1982, and is used on 99 percent of vehicles through 1998. A heated O2 sensor has the same type of zirconia ceramic thimble element as an unheated sensors, but inside the thimble is a special resistance heating element that brings the sensor up to operating temperature much more quickly (in 30 to 60 seconds). The heater requires a separate electrical circuit to supply voltage, so one way to identify a heated sensor is to look for extra wires (3 or 4 wire connectors). The heater allows the sensor to reach operating temperature more quickly so the engine control system can go into closed loop sooner to reduce cold start emissions. It also prevents the sensor from cooling off at idle.

Titania sensors use a different type of ceramic and produce a different kind of signal than zirconia type sensors. Instead of generating a voltage signal that changes with the air/fuel ratio, the sensor's resistance changes. The resistance goes from low (less than 1000 ohms) when the air/fuel ratio is rich to high (over 20,000 ohms) when the air/fuel ratio is lean. The switching point occurs right at the ideal or stoichiometric air/fuel ratio. The engine computer supplies a base reference voltage (1 volt or 5 volts depending on the application), and then reads the change in the sensor return voltage as the sensor's resistance changes. A lean mixture will produce a low voltage signal (the same as a heated or unheated zirconia O2 sensor) while a rich mixture will produce a high voltage signal.

Titania O2 sensors are only used on a few applications, including 1986-93 Nissan 3.0L trucks, 1991-94 Nissan 3.0L Maxima and 1991-94 Nissan 2.0L Sentra. A 5-volt titania O2 sensor is also used on 1987-1990 Jeep Cherokee, Wrangler and Eagle Summit. On the Jeep 4.0L applications, the titania O2 sensor has a 5v reference voltage and is configured to work just the opposite of a conventional zirconia O2 sensor. The titania O2 sensor on the Jeep will read high (5 volts) when the mixture is lean, and low (1 volt) when the mixture is rich. The Jeep sensor can be checked with an ohmmeter by disconnecting the sensor (engine off) and measuring its resistance. It should be between 5 and 7 ohms. An infinite (open) reading would indicate a bad sensor.

This new type of sensor design developed by Bosch in 1997 uses a flat ceramic zirconia element rather than a thimble. It's called a "planar" sensor because the sensor element is a flat strip of ceramic only 1.5 mm thick. The electrodes, conductive layer of ceramic, insulation and heater are all laminated together on a single strip. The new design works the same as the thimble type zirconia sensors, but the "thick-film" construction makes it smaller and lighter, and more resistant to contamination. The new heater element also requires less electrical power and brings the sensor up to operating temperature in only 10 seconds.

Outside reference air is supplied by a small port in the center of the ceramic strip through the external electrical connector (which has a spade-type connector and four wires). The first application for planar O2 sensors was the 1998 VW 2.0L Beetle. For 1999, it was used on Cadillac Catera, Saturn 3.0L LS and VW 2.0L Jetta. In 2000, it was used on all Audis except the A4 1.8L turbo and A6 2.8L, California Dodge 2.0L Neon, Ford 4.0L & 5.0L Explorer, Ford 2.5L LEV Ranger, Ford 3.8L Windstar, Mercedes-Benz 3.2L ML320 and 4.3L ML430, Mercury 4.0L & 5.0L Mountaineer, Saab 2.0L & 2.3L, and all VW and Volvo models. For 2001, Porsche 911 3.6L Turbo got the new planar O2 sensor along with all Mercedes-Benz models except the SL500 and SL600. For 2002, the list grew to include all Audi models, all Dodge Neons, Ford F-Series trucks (4.2L, 4.6L & 5.4L), all Ford Ranger trucks, Mazda B-Series pickups (2.5L, 3.0L & 4.0L), all Mercedes-Benz models, and Saturn 3.0L SUV. By model year 2004, planar O2 sensors are expected to account for 30% of all O2 sensor applications, and by model year 2008 for up to three-fourths of all O2 sensors.

The newest O2 sensor technology allows the ability to actually measure the air/fuel ratio directly for the first time. Instead of switching back and forth like all previous sensor designs, the new wideband O2 sensors produce a signal that is directly proportional to the air/fuel ratio. Thus, this new type of O2 sensor is also called an "air/fuel ratio" sensor. Wideband O2 sensors contain a "dual sensing element" that combines the Nernst effect cell in the planar design with an additional "oxygen pump" layer and "diffusion gap" on the same strip of ceramic. This gives the sensor it's ability to accurately measure oxygen levels in the exhaust, and thus the air/fuel ratio. Wideband O2 sensors require a higher operating temperature, so the built-in heater draws more amps to keep the sensor at 1200 to 1400 degrees F (700 to 800 degrees C).

There are two different types: one made by Denso (4-wire) for Toyota, Lexus and Hondas, and another made by Bosch (5-wire) for U.S. and European cars. The Denso wideband air.fuel sensors are found on 1997 California Toyota models, and 1999 and newer Toyota, Lexus and Honda models. The Bosch wideband air/fuel ratio sensors are used on 2002 Audi A4 & Quattro 1.8L, 2000-01 Cadillac Catera 3.0L, 2001-02 Porsche 911 3.6L, 2000-01 Subaru Legacy & Outback 2.5L, 2000-02 Volkswagen Golf 1.8L, 2.0L & 2.6L, 2000-02 Volkswagen Jetta 2.0L & 2.8L, 2002 Volkswagen Passat W8 4.0L and 1999-02 Volvo 2.3L, 2.4L & 2.8L engines.

Both types of wideband O2 sensors can read air/fuel ratios from extremely rich (10:1) to straight air! Unlike a conventional O2 sensor that produces a voltage that bounces back and forth from 0.1 to 0.9 volts to give a rich or lean fuel mixture indication, the wideband sensor's output varies in proportion to the exact air/fuel ratio.

The Denso wideband sensors produce a voltage signal that goes from a low of about 2.4 volts when the air/fuel ratio is rich (10:1), up to a high of 5.5 volts when the mixture is lean (22:1). At 14.7:1, the Denso wideband O2 sensor produces about 3.3 volts. If you hook up a scan tool to a late model Toyota with a wideband sensor, you may not see the actual O2 sensor voltage. What you will see is a "simulated" voltage reading between 0 and 1 volt. The actual voltage output from the wideband sensor is much higher, but the computer is calibrated to divide the sensor's actual output by 5 to comply with OBD II regulations that require a display reading between 0 to 1 volts (these regulations have since been revised to allow OEMs to display the actual O2 sensor voltage regardless of the range).

The Bosch wideband O2 sensors produce a current signal rather than a voltage. The sensor receives a reference voltage from the engine computer and generates a signal current that varies according to the fuel mixture. When the air/fuel mixture is perfectly balanced at 14.7:1, the Bosch wideband sensor produces no output current. When the air/fuel mixture is rich, the Bosch wideband O2 sensor produces a "negative" current that goes from zero to about 2.0 milliamps as the mixture gets richer. This requires a scope to view the sensor's wave pattern. When the air/fuel mixture is lean, the Bosch wideband O2 sensor produces a "positive" current that goes from zero up to 1.5 milliamps as the mixture gets leaner.

Because of the internal circuitry used in wideband oxygen sensors, you can't hook up a voltmeter to read a Bosch wideband sensor's output directly. You can view the waveform on a scope, or use a scan tool and the vehicles onboard diagnostics to check the sensor's output.

Your scan tool will display the actual air/fuel ratio. It can also show the O2 sensor's response to changes that should cause a change in the air/fuel ratio. Opening the throttle wide, for example, traditionally causes a sudden and brief lean condition followed by a richer mixture as the computer compensates. But with the new control strategies made possible with wideband O2 sensors, the air/fuel ratio remains much more steady when the throttle is snapped open. The diagnostic strategies for wideband O2 sensors vary from one vehicle manufacturer to another, but as a rule you'll get an oxygen sensor code if the sensor reads out of its normal range, if the readings don't make sense to the computer (should indicate lean when lean conditions exist, etc.), or if the heater circuit fails.

One thing to keep in mind about wideband O2 sensors is that they can be fooled the same as a conventional oxygen sensor by air leaks between the exhaust manifold and head, and by misfires that allow unburned oxygen to pass through into the exhaust. Either will cause the sensor to indicate a false lean condition, which in turn will cause the computer to make the engine run rich.

All types of O2 sensors can also be contaminated by silicone from coolant leaks inside the engine (blown head gasket or cracked head), and by phosphorus from burning oil (worn valve guides, rings & cylinders).

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