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96bluebeast

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So just got these in today, haven't played with it much. So far pretty cool!!! If you look at data doc attached you can see my bank 1 o2 sensor isn't working correctly. LT fuel trim is lean also

 
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96bluebeast

96bluebeast

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Ok sorry couldn't up load file but here's a screen shot of saved dataimage.png

 
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96bluebeast

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Yeah have a p1131 and a p1400.

I ran the live data for the 02's and bank 1 sensor 1 is staying right at .26v with no lean rich change. I'll check into it more tomorrow. Anybody having issues with diesel Dave/ some links don't work

 

miesk5

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Yo,

Ok,

diesel Dave is a partial document. Ford had the 9th through 96 workshop manuals on line for free until 13 months or so until they got greedy and removed them.

P1131 - Lack of HO2S-11 Switch, Sensor Indicates Lean A HEGO sensor indicating lean at the end of a test is trying to correct for an over-rich condition. The test fails when the fuel control system no longer detects switching for a calibrated amount of time. See Possible Causes for DTC P1130

P1130 - Lack of HO2S-11 Switch, Fuel Trim at Limit The HEGO Sensor is monitored for switching. The test fails when the HO2S fails to switch due to circuit or fuel at or exceeding a calibrated limit. Electrical:

Short to VPWR in harness or HO2S

Water in harness connector

Open/Shorted HO2S circuit

Corrosion or poor mating terminals and wiring

Damaged HO2S

Damaged PCM

Fuel System:

Excessive fuel pressure

Leaking/contaminated fuel injectors

Leaking fuel pressure regulator

Low fuel pressure or running out of fuel

Vapor recovery system

Induction System:

Air leaks after the MAF

Vacuum Leaks

PCV system

Improperly seated engine oil dipstick

EGR System:

Leaking gasket

Stuck EGR valve

Leaking diaphragm or EVR

Base Engine:

Oil overfill

Cam timing

Cylinder compression

Exhaust leaks before or near the HO2S(s)

A fuel control HO2S PID switching across 0.45 volt from 0.2 to 0.9 volt indicates a normal switching HO2S

======

MIESk5 NOTE; there is no BARO sensor on MAF-equipped 96 Broncos.

DTC P0171, P0172, P0174 & P0175, P1130, P1131, P1132, P1150, P1151, P1152; & Possible Causes in MAF Contamination TSB 98-23-10 for 94-96; NOTE: THE Symptoms: Lack of Power, Spark Knock/Detonation, Buck/**** Hesitation/Surge on Acceleration;

-----

MAF Contamination TSB 98-23-10 for 94-96

Source: by Ford via miesk5 at cc ISSUE: This TSB article is a diagnostic procedure to address vehicles that exhibit lean driveability symptoms and may or may not have any Diagnostic Trouble Codes (DTCs) stored in memory.

ACTION: Follow the diagnostic procedures described in the following Service Tip. The revised diagnostic procedure is a more accurate means of diagnosing the symptoms.

SERVICE TIP MASS AIR FLOW (MAF) DISCUSSION

MAF sensors can get contaminated from a variety of sources: dirt, oil, silicon, spider webs, potting compound from the sensor itself, etc. When a MAF sensor gets contaminated, it skews the transfer function such that the sensor over-estimates air flow at idle (causes the fuel system to go rich) and under-estimates air flow at high air flows (causes fuel system to go lean). This means Long Term Fuel Trims will learn lean (negative) corrections at idle and learn rich (positive) corrections at higher air flows.

If vehicle is driven at Wide Open Throttle (WOT) or high loads, the fuel system normally goes open loop rich to provide maximum power. If the MAF sensor is contaminated, the fuel system will actually be lean because of under-estimated air flow. During open loop fuel operation, the vehicle applies Long Term Fuel Trim corrections that have been learned during closed loop operation. These corrections are often lean corrections learned at lower air flows. This combination of under-estimated air flow and lean fuel trim corrections can result in spark knock/detonation and lack of power concerns at WOT and high loads.

One of the indicators for diagnosing this condition is barometric pressure. Barometric pressure (BARO) is inferred by the Powertrain Control Module (PCM) software at part throttle and WOT (there is no actual BARO sensor on MAF-equipped vehicles, except for the 3.8L Supercharged engine). At high air flows, a contaminated MAF sensor will under-estimate air flow coming into the engine, hence the PCM infers that the vehicle is operating at a higher altitude. The BARO reading is stored in Keep Alive Memory (KAM) after it is updated. Other indicators are Long Term Fuel Trim and MAF voltage at idle.

NOTE: THE FOLLOWING PROCEDURE MAY ALSO BE USED TO DIAGNOSE VEHICLES THAT DO NOT HAVE FUEL SYSTEM/HO2S SENSOR DTCs.

Symptoms

Lack of Power

Spark Knock/Detonation

Buck/****

Hesitation/Surge on Acceleration

Malfunction Indicator Lamp (MIL) Illuminated - DTCs P0171, P0172, P0174, P0175 may be stored in memory

OBDII DTCs

P0171, P0174 (Fuel system lean, Bank 1 or 2)

P0172, P0175 (Fuel system rich, Bank 1 or 2)

P1130, P1131, P1132, (HO2S11 lack of switching, Bank 1)

P1150, P1151, P1152, (HO2S21 lack of switching, Bank 2)

OBDI DTCs

181, 189 (Fuel system lean, Bank 1 or 2)

179, 188 (Fuel system rich, Bank 1 or 2)

171, 172, 173 (HO2S11 lack of switching, Bank 1)

175, 176, 177 (HO2S21 lack of switching, Bank 2)

184, 185 (MAF higher/lower than expected)

186, 187 (Injector pulse width higher/lower than expected)

NOTE: DO NOT DISCONNECT THE BATTERY. IT WILL ERASE KEEP ALIVE MEMORY AND RESET LONG TERM FUEL TRIM AND BARO TO THEIR STARTING/BASE VALUES. THE BARO PARAMETER IDENTIFICATION DISPLAY (PID) IS USED FOR THIS DIAGNOSTIC PROCEDURE. ALL OBDII APPLICATIONS HAVE THIS PID AVAILABLE. THERE ARE SOME OBDI VEHICLES THAT DO NOT HAVE THE BARO PID, FOR THESE VEHICLES OMIT THE BARO CHECK AND REFER ONLY TO STEPS 2, 3, AND 4 IN THE DIAGNOSTIC PROCEDURE.

1. Look at the BARO PID. Refer to the Barometric Pressure Reference Chart in this article. At sea level, BARO should read about 159 Hz (29.91 in. Hg). As a reference, Denver, Colorado at 1524 meters (5000 ft.) altitude should be about 144 Hz (24.88 in. Hg.). Normal learned BARO variability is up to ±6 Hz (±2 in. Hg.). If BARO indicates a higher altitude than you are at (7 or more Hz lower than expected), you may have MAF contamination. If available, Service Bay Diagnostic System (SBDS) has a Manifold Absolute Pressure (MAP) sensor that can be used as a barometric pressure reference. Use "MAP/BARO" test under "Powertrain," "Testers and Meters." Ignore the hookup screen. Connect GP2 to the reference MAP on the following screen.

NOTE: REMEMBER THAT MOST WEATHER SERVICES REPORT A LOCAL BAROMETRIC PRESSURE THAT HAS BEEN CORRECTED TO SEA LEVEL. THE BARO PID, ON THE OTHER HAND, REPORTS THE ACTUAL BAROMETRIC PRESSURE FOR THE ALTITUDE THE VEHICLE IS BEING OPERATED IN. LOCAL WEATHER CONDITIONS (HIGH AND LOW PRESSURE AREAS) WILL CHANGE THE LOCAL BAROMETRIC PRESSURE BY SEVERAL INCHES OF MERCURY (±3 Hz, ±1 in. Hg.).

NOTE: BARO IS UPDATED ONLY WHEN THE VEHICLE IS AT HIGH THROTTLE OPENINGS. THEREFORE, A VEHICLE WHICH IS DRIVEN DOWN FROM A HIGHER ALTITUDE MAY NOT HAVE HAD AN OPPORTUNITY TO UPDATE THE BARO VALUE IN KAM. IF YOU ARE NOT CONFIDENT THAT BARO HAS BEEN UPDATED, PERFORM THREE OR FOUR HEAVY, SUSTAINED ACCELERATIONS AT GREATER THAN HALF-THROTTLE TO ALLOW BARO TO UPDATE.

2. On a fully warmed up engine, look at Long Term Fuel Trim at idle, in Neutral, A/C off, (LONGFT1 and/or LONGFT2 PIDs). If it is more negative than -12%, the fuel system has learned lean corrections which may be due to the MAF sensor over-estimating air flow at idle. Note that both Banks 1 and 2 will exhibit negative corrections for 2-bank system. If only one bank of a 2-bank system has negative corrections, the MAF sensor is probably not contaminated.

3. On a fully warmed up engine, look at MAF voltage at idle, in Neutral, A/C off (MAF V PID). If it's 30% greater than the nominal MAF V voltage listed in the Powertrain Control/Emissions Diagnosis (PC/ED) Diagnostic Value Reference Charts for your vehicle, or greater than 1.1 volts as a rough guide, the MAF sensor is over-estimating air flow at idle.

4. If at least two of the previous three steps are true, proceed to disconnect the MAF sensor connector. This puts the vehicle into Failure Mode and Effects Management (FMEM). In FMEM mode, air flow is inferred by using rpm and throttle position instead of reading the MAF sensor. (In addition, the BARO value is reset to a base/unlearned value.) If the lean driveability symptoms go away, the MAF sensor is probably contaminated and should be replaced. If the lean driveability symptoms do not go away, go to the PC/ED Service Manual for the appropriate diagnostics.

NOTE:

DUE TO INCREASINGLY STRINGENT EMISSION/OBDII REQUIREMENTS, IT IS POSSIBLE FOR SOME VEHICLES WITH MAF SENSOR CONTAMINATION TO SET FUEL SYSTEM DTCs AND ILLUMINATE THE MIL WITH NO DRIVEABILITY CONCERNS. DISCONNECTING THE MAF ON THESE VEHICLES WILL, THEREFORE, PRODUCE NO IMPROVEMENTS IN DRIVEABILITY. IN THESE CASES, IF THE BARO, LONGFT1, LONGFT2, AND MAF V PIDs INDICATE THAT THE MAF IS CONTAMINATED, PROCEED TO REPLACE THE MAF SENSOR.

After replacing the MAF sensor, disconnect the vehicle battery (5 minutes, minimum) to reset KAM, or on newer vehicles, use the "KAM Reset" feature on the New Generation Star (NGS) Tester and verify that the lean driveability symptoms are gone.

OTHER APPLICABLE ARTICLES: NONE

WARRANTY STATUS: INFORMATION ONLY

OASIS CODES: 206000, 610000, 610500, 610600, 610700, 611000, 611500, 612000, 612500, 614000, 614500, 614600, 698298

-------------------------

P1131 upstream oxygen sensor is not switching rich to lean and back as frequently as it should. This could be due to a vacuum leak, a failing oxygen sensor, or a rich fuel mixture.

Possible Causes are; high fuel pressure, low fuel pressure, restricted fuel filter, engnine misfire, leaking intake manifold gasket, incorrect (stuck open or too cold) engine thermostat, low engine coolant level, restricted air filter, leaking vacuum hoses, or anything else that could affect fuel mixture

If you need the Pin-Point Testing by Ford, let me know

 

miesk5

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Yo,

H40 DTCs P1131, P1151, P1132 AND P1152: UPSTREAM HO2S(S) NOT SWITCHING. DTCs P1130 AND P1150: FUEL SYSTEM NOT SWITCHING AT THE ADAPTIVE LIMITS (RICH OR LEAN)

Diagnostic Trouble Codes (DTCs) P1131 bank (1) (Cylinder #1) and P1151 bank (2) indicate the fuel/air ratio is correcting rich for an overly lean condition. The HO2S voltage is less than 0.45 volt. DTCs P1132 bank (1) (Cylinder #1) and P1152 bank (2) indicate the fuel/air ratio is correcting lean for an overly rich condition. The HO2S voltage is greater than 0.45 volt.DTCs P1130 and P1150 indicate the fuel control system has reached maximum compensation for a lean or rich condition and the HO2S is not switching.DTC/HO2S Reference List

HO2S-11 = DTCs P1131, P1132 and P1130

HO2S-21 = DTCs P1151, P1152 and P1150

Possible causes:Fuel system

Excessive fuel pressure.

Leaking fuel injector(s).

Leaking fuel pressure regulator.

Low fuel pressure.

Contaminated injector(s)

Induction system

Air leaks after the MAF.

Vacuum leaks.

Restricted air inlet.

PCV system.

Fuel purge system.

Improperly seated dip stick.

EGR

Leaking gasket.

Stuck open EGR valve.

Leaking diaphragm.

Base engine

Oil overfill.

Cam timing.

Cylinder compression.

Exhaust leaks before or near the HO2Ss.

Check air intake for leaks, obstructions and damage.

Check air filter, air filter housing for blockage.

Verify integrity of the PCV system.

Check for vacuum leaks.

Are there any of the above concerns?

Yes SERVICE as necessary. RERUN Quick Test

No GO to H42.

GO to Pinpoint Test Step DC25. If MAF reading is within specification, return to Pinpoint Test Step H42.

H42 INITIATE KOER SELF-TEST

Key off.

Scan Tool connected.

Disconnect fuel vapor hose from intake manifold and plug fitting at intake manifold.

Start engine and run at 2000 rpm for 1 minute and return to idle.

Enter Key On Engine Running (KOER) Self-Test.

Are HO2S DTCs P1127, P1128 P1129, P1131, P1132, P1151 or P1152 present?

Yes If DTC(s) P1127, P1128, or P1129 are present, GO to Section 5A, Powertrain Diagnostic Trouble Code (DTC) Charts and SERVICE those DTCs first. If DTC(s) P0131 and/or P0151 are present in Continuous Memory, SERVICE DTC P0131 or P0151 in the order they are displayed. GO to H27.

All others, GO to H43.

No SERVICE as necessary. RERUN Quick Test.

H43 CHECK FUEL PRESSURE

WARNING: THE FUEL SYSTEM IS PRESSURIZED WHEN THE ENGINE IS NOT RUNNING. TO PREVENT INJURY OR FIRE, USE CAUTION WHEN WORKING ON THE FUEL SYSTEM.

Key off.

Install fuel pressure gauge.

Verify vacuum source to fuel pressure regulator.

If engine will start:

Start engine and idle. Record fuel pressure.

Increase engine speed to 2500 rpm and maintain for one minute. Record fuel pressure.

No Start:

Cycle key on and off several times. Record fuel pressure.

Is the fuel pressure between 30-45 psi (210-310 kPa)?

Yes

Fuel system is capable of required fuel pressure. GO to H44.

No Fuel pressure out of specification. GO to Pinpoint Test HC.

H44 CHECK SYSTEM ABILITY TO HOLD FUEL PRESSURE

Fuel pressure gauge installed.

Cycle key on and off several times.

Verify there are no external leaks (repair as necessary).

Does the fuel pressure remain within 5 psi of the highest reading after one minute?

Yes

For DTCs P1130, P1150, P0171, P0172, P0174 and P0175:

GO to H45.

For No Starts:

GO to H46.

For fuel control DTCs displayed with misfire DTCs:

GO to H47.

All other DTCs:

GO to H51.

No Excessive pressure loss. GO to Pinpoint Test Step HC3.

Will stop now and try to post more.

 
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96bluebeast

96bluebeast

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Yes thanks again, probably look at it Saturday, let y'all know

 
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96bluebeast

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Looked at it a little bit today, got constant power to the o2 sensor on bank 1. When I unplug it scan tool still seeing .28 is this normal? Can you bench test an o2 sensor?

 
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96bluebeast

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Sorry forgot to mention when testing circuit used a circuit tester light was on in constant voltage port and checked ground wire light came on. Couldn't check heater wire I didn't have any back probed I'll get some tomorrow. This is upstream 4 wire. Anything I missed verifying circuit before O2

 

Seabronc

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Ground shouldn't show voltage.  Sounds like the ground connection is bad.

:)>-

 
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miesk5

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Yo,

My 2nd attempt to reply. Using a cheap tablet that has low memory or bad internals.

Can you identify the two sensors using this diagram?

http://web.archive.org/web/20070106014942/http://www.v8sho.com/SHO/images/TSB/T10907usenfiletb6234a.gifgenref.gif

As for the readings you have, are they results of the Ford pin-pint testing? If not, I can't give you any answer because of how involved it is on these 4 wire sensors that have ground PATH through the PCM. The PCM could be damaged by general testing.

To help with the pin-point tests:

see this PCM Connector pin number chart for the 02 sensor showing heater ground, heater power (vpwr), signal pin and signal return pin...

http://broncozone.com/index.php?app=core&module=attach&section=attach&attach_rel_module=post&attach_id=7379

And 96 PCM Connector PIN DIAGRAM AND PIN LEGEND AT...

http://web.archive.org/web/20130507134006/http://www.thedieselstop.com/faq/9497faq/maint/stj/stj77008.htm

--------

O2 Sensor Testing; "...You can test them, but usually if there's more than ~30k miles on them, I wouldn't bother. I treat them just like spark plugs, as they DO wear out and stop performing like they're supposed to. In fact, the EEC is programmed to observe the HEGO signal and count crossovers to determine the relativistic age of the sensor, and to compensate for it. Usually the cost of HEGOs is more than paid for in terms of mileage and driveability increases, at least IMHO. MANY reference literatures state that you can test them with a voltmeter and a heat source such as a propane torch, or even right in the vehicle. This is bull to me; HEGOs generate voltage through a galvanic reaction, and it's nothing like a DC source such as a battery. They 'swing' high to low, and 'center' around a value to tell the EEC what the mixture is approximately. Also, HEGOs are accurate only within a very very narrow range, something on the order of 14.2:1 to 15:1 (don't have my references here in front of me, sorry). So that bench testing crap won't fly too well. The real problem is reading what the HEGO is outputting without that special circuitry. Many people make do with a resistor (or shunt of some sort) and a DVOM, but it's not accurate enough for ME to accept as reliable..."

Source: by SigEpBlue (Steve)

Testing, General; "...All you need to test an oxygen sensor is a propane torch, vise grips, ans a 10 Meg ohn input impedance meter capable of measuring low voltages (1 volt and less). If you going to buy one, ask for a highimpedance (10,000 ohms) digital type. Connect the voltmeter, as shown in the photo. Then heat the tip of the sensor, holding the tip completely in the flame. Move the torch flame over the sensor tip. The tip should be hot enough to turn cherry red, and the flame must enter the opening into the sensor tip. Meranwhile, keep an eye on your meter. If you get a reading above 600 millivolts, and the reading quickly changes with the movement of the flame over the tip, the sensor. NOTE: Testing a sensor with a meter other than the above specified type will destroy the oxygen sensor and any related computer circuits, if connected..."

Source: by tomco-inc.com

Overview; "...The heated oxygen sensor (HO2S) detects the presence of oxygen in the exhaust and produces a variable voltage according to the amount of oxygen detected. A high concentration of oxygen (lean air/fuel ratio) in the exhaust produces a low voltage signal less than 0.4 volt. A low concentration of oxygen (rich air/fuel ratio) produces a high voltage signal greater than 0.6 volt. The HO2S provides feedback to the PCM indicating air/fuel ratio in order to achieve a near stoichiometric air/fuel ratio of 14.7:1 during closed loop engine operation. The HO2S generates a voltage between 0.0 and 1.1 volts. Embedded with the sensing element is the HO2S heater. The heating element heats the sensor to temperatures of 800�C (1400�F). At approximately 300�C (600�F) the engine can enter closed loop operation. The VPWR circuit supplies voltage to the heater and the PCM will complete the ground when the proper conditions occur. ..."

 

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