DTC P0144 HO2S Circuit High Voltage Bank 1 Sensor 3. Isuzu S/T Isuzu

For 1990-2009 cars only

Makes 🢒 Isuzu 🢒 2000 🢒 S/T Isuzu - 2WD 🢒 DTC 🢒 DTC P0144 HO2S Circuit High Voltage Bank 1 Sensor 3

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Circuit Description

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:

•	An open or a short to voltage on either the HO2S signal or HO2S low circuits

•	A malfunctioning HO2S

•	A problem in the HO2S heater or its circuit

•	A faulty HO2S ground

This DTC detects t an HO2S that remains high, or rich, voltage for more than 100 seconds during a 120-second test period. This DTC sets when:

•	A HO2S circuit fault results in a false rich exhaust condition.

•	The HO2S correctly detects the rich air-to-fuel ratio that results from either a vacuum leak or from a fuel control system fault.

Conditions for Running the DTC

•	No throttle position (TP) sensor DTCs are active.

•	No EVAP system DTCs are active.

•	No IAT sensor DTCs are active.

•	No MAP sensor DTCs are active.

•	No ECT sensor DTCs are active.

•	No MAF sensor DTCs are active.

•	No intrusive tests, such as an EGR test or a catalyst test, are in progress.

•	No device control are active.

•	The system voltage is between 11.7-18 volts.

Rich Test

•	The system is in closed loop.

•	The air-to-fuel ratio is between 14.5-14.8.

•	The throttle position is between 0-50 percent.

•	The above condition is met for 5 seconds.

Decel Fuel Cut-off (DFCO) Rich Test

•	The DFCO mode is active.

•	The system is in closed loop.

•	The elapsed time sincethe test enabled is more than 2 seconds.

Conditions for Setting the DTC

Rich Test

The O2 sensor voltage is more than 994 mV for more than 110 seconds.

Decel Fuel Cut-off (DFCO) Rich Test

The O2 sensor voltage is more than 469 mV for more than 40 seconds.

Action Taken When the DTC Sets

•	The control module illuminates the malfunction indicator lamp (MIL) if a failure is detected during 2 consecutive key cycles.

•	The control module sets the DTC and records the operating conditions at the time the diagnostic failed. The failure information is stored in the scan tool Freeze Frame/Failure Records.

Conditions for Clearing the MIL or DTC

•	The control module turns OFF the MIL after 3 consecutive drive trips when the test has run and passed.

•

A history DTC will clear if no fault conditions have been detected for 40 warm-up cycles. A warm-up cycle occurs when the coolant temperature has risen 22°C (40°F) from the startup coolant temperature and the engine coolant reaches a temperature that is more than 70°C (158°F) during the same ignition cycle.

•	Use a scan tool in order to clear the DTCs.

Diagnostic Aids

Important: Never solder the HO2S wires. For proper wire and connection repair refer to Wiring Repairs or Connector Repairs in Wiring Systems.

Check the following items:

•	The fuel pressure-If the pressure is too high, the system will run rich. The VCM can compensate for some increase but if the pressure becomes too high, the DTC may set. Refer to Fuel System Diagnosis .

•	A rich injector-Perform an Injector Balance test. Refer to Fuel Injector Balance Test with Tech 2 .

•	A leaking injector-Refer to Fuel System Diagnosis .

•	Fuel-contaminated oil

•	An EVAP canister purge-Check for fuel saturation. If the canister is full of fuel, check the canister control and the hoses. Refer to Evaporative Emission Control System Diagnosis .

•	A leaking fuel pressure regulator diaphragm-Inspect for fuel in the vacuum line to the regulator.

•	The TP sensor-An intermittent TP sensor output causes the system to run rich due to a false indication of the throttle moving.

•	False rich indication due to silicon contamination of the heated oxygen senso- DTC P0144 accompanied by lean driveability conditions and a powdery, white deposit on the sensor indicates a false rich indication.

An intermittent may be caused by any of the following conditions:

•	A poor connection

•	Rubbed through wire insulation

•	A broken wire inside the insulation

Thoroughly inspect any circuitry that is suspected of causing the intermittent complaint. Refer to Testing for Intermittent Conditions and Poor Connections in Wiring Systems.

If a repair is necessary, refer to Wiring Repairs or Connector Repairs in Wiring Systems.

Test Description

The numbers below refer to the step numbers on the diagnostic table.

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 that a rich condition exists only on the suspect HO2S cylinder bank.

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 an unapproved silicon room-temperature vulcanizing (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 become contaminated.

Step

Action

Values

Yes

Did you perform the Powertrain On-Board Diagnostic (OBD) System Check?

Go to Step 2

Go to Powertrain On Board Diagnostic (OBD) System Check

Run the engine until the normal operating temperature is reached.
Use a scan too in order to monitor the HO2S voltage for the sensor that applies to this DTC.

Is the HO2S voltage fixed more than the value specified?

994 mV

Go to Step 4

Go to Step 3

This DTC is intermittent.

Are any additional DTCs stored?

Go to applicable DTC

Go to Diagnostic Aids

Turn OFF the ignition.
Disconnect the HO2S connector for the sensor that applies to this DTC.
Jumper the HO2S LOW circuit terminal on engine harness side to a known good ground.
Turn ON the ignition, with the engine OFF.
Use the scan tool in order to monitor the HO2S voltage for the sensor that applies to this DTC.

Is the HO2S voltage within the value range specified?

351-551 mV

Go to Step 5

Go to Step 6

The HO2S is detecting a rich exhaust condition or may be contaminated. Check for:

•	HO2S connector water intrusion

•	A silicon-contaminated HO2S

•	A fuel-contaminated engine oil

•	An EVAP canister purge condition. Refer to Evaporative Emission Control System Diagnosis .

•	Incorrect fuel pressure. Refer to Fuel System Diagnosis .

•	A leaking fuel pressure regulator

•	Rich fuel injectors. Refer to Fuel Injector Balance Test with Tech 2 .

•	An inaccurate MAF sensor

Repair any of the above or similar engine conditions as necessary.

Did you find a problem?

Go to Step 10

Go to Step 8

Turn OFF the ignition.
Remove the jumper from the HO2S LOW circuit terminal.
Disconnect the VCM connector that contains the HO2S HIGH signal circuit.
Turn ON the ignition, with the engine OFF.
Use a DMM in order to measure the voltage between the HO2S HIGH signal circuit VCM connector terminal on the harness side and a ground.

Is the voltage more than the specified value?

20 mV

Go to Step 7

Go to Step 9

Repair the short to voltage in the HO2S HIGH signal circuit. Refer to Wiring Repairs in Wiring Systems.

Is the action complete?

Go to Step 10

Important: Before replacing a contaminated HO2S determine and repair the cause of the contamination.

Replace the HO2S. Refer to Heated Oxygen Sensor Replacement .

Is the action complete?

Go to Step 10

Important: The replacement VCM must be programmed.