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Message: Re: An update... and appeal for assistance
Changed By: MarcW
Change Date: March 30, 2011 11:12PM
Re: An update... and appeal for assistance
Change Date: March 30, 2011 11:12PM
Re: An update... and appeal for assistance
[quote=Jayusa123]
So, I'm back at it once again. Hoping to FINALLY get this sorted out. I would really prefer to know more about the true cause of the problem before I through more money at it in the form of a new (well, used) DME.
I took the car for a drive and logged information with an OBD II scan tool. I'm hoping someone can help me understand the situation a little better. Before I left for the drive I idled at operating temperature. All four O2 sensors were flat lining at 1.115v and I couldn't seem to make them budge with revving. (makes sense considering the short circuit codes--which I still have.) I took the car around the neighborhood with a max. speed of 33mph. After returning, I reviewed the data, and I was surprised to actually see some activity on one of the O2 sensors (1/1). The other 3 O2 sensors flat lined at what I assume is a maximum value (?) of 1.115v.
Below is a snapshot of the ranges for the drive. Do any look out of sorts? Unfortunately I can't export the values to charts on the computer, I can only access them on the tool, but if you would like to know what all the sensors were reading at a particular point in time, I can provide that info.
Thanks, all!
Jay
Speed: 0 - 33 MPH
Tach: 780 - 4500RPM
O2 1/1: .3v - 1.115v
O2 1/2: 1.115v (flat line)
O2 2/1: 1.115v (flat line)
O2 2/2: 1.115v (flat line)
MAF: .5 - 7.5 LB/M[/quote]
The tip of the sensor are covered with metal electrodes that react to create voltage ony if the ambient air has a higher oxygen content than the exhaust and the tip is at 575F.
When they are not yet up to temperature they emit a voltage of 0.45v.
If the exhaust has very little to no oxygen the sensor should emit a voltage very close to 1v.
If the exhaust has a lot of oxygen very close to ambient air the sensor should emit a voltage very close to 0v.
Normally the sensors have a voltage swing of between 0.1 volts to 0.7 volts. The swing arises from the Ecu constantly varies the amount of fuel it injects first injecting a bit (and I mean a bit, a tiny bit) too much then another tiny bit too little.
If the engine is running lean the exhaust gas has about the same amount of oxygen as ambient air so the sensor would generate very little to no voltage, though generally (under normal conditions) around 0.1v
If the engine were running rich the oxygen content of the exhaust would be much lower than ambient air and the sensor voltage would be larger, though generally no more than 0.7 to 0.8 volts (under normal conditions).
Or to put it another way, with an air:fuel ratio of 11.78:1 (very rich) the voltage level would approach 1v. With an air:fuel ratio of 17.66:1 (very lean) the voltage approaches 0 volts.
If a properly heated sensor were operated in ambient air it would generate a voltage of about 1 volt. 'about 1 volt' is close (?) to 1.115v. This might suggest the sensors were exposed to a big exhaust gas leak letting in prodigous amounts of ambient air. I would think an exhaust leak of this size though would be obvious.
Another source of ambient air could be a secondary air pump that was running and its output was suppling the outside air. But you would I assume hear the pump running.
Otherwise, if there is no ambient air leak then a 1.115v suggests to me there is some kind of wiring short or break and the Ecu is essentially receiving a max. reading on its sensor input or a minimum reading.
IMPORTANT: Please note I typed the stuff in below verbatim but note the differences of the test steps. Read the steps through several times and note/highlight the differences. Since I typed it in as it was printed, that tech service note about doing the checks with the engine cold is at the very end of this email cause that was where the tech. service note was located at the end of all the tests.
Let's see...
P0132 - oxygen sensor ahead of converter (bank #1 - cyls 1-3) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Remove [sic] [disconnect?] all 4 sensor connectors.
Turn the ignition to on.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 720mV.
Please note the above step differs from as near as I can tell the same test performed for P0152. I do not know if the tests really are different or there is a misprint in my reference. I suspect there is a misprint. But you are on your own.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If no short is detected the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #1 sensor connector ahead of converter.
Connect digital ohmmeter to pin 1 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 3 and 2 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 1 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 2 of the sensor connector. Read infinity.
For P0152 - oxygen sensor ahead of converter (bank #2 - cyls 4-6) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Disconnect all 4 sensor connectors.
Turn the ignition to on.
Connect digital volt meter to sleeve pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to sleeve pin 3 and ground. Read 750mV.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If the measurements above do not supply the right values remove the ECM connector and check the wires for a short circuit to positive.
If no short circuit to positive can be detected, the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #2 sensor connector ahead of converter.
Connect a digital ohmmeter to the pin side of pin 1 and 3 and the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 1 and 4 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 4 of the sensor connect. Read infinity.
Tech service note: The check must be performed with the engien cold.
If you need more help, if you think I can be of more help PM me and we'll talk by phone.
Added: I see Boxsterra beat me to the punch/post. Admin delete this if you want.
Sincerely,
MarcW.
So, I'm back at it once again. Hoping to FINALLY get this sorted out. I would really prefer to know more about the true cause of the problem before I through more money at it in the form of a new (well, used) DME.
I took the car for a drive and logged information with an OBD II scan tool. I'm hoping someone can help me understand the situation a little better. Before I left for the drive I idled at operating temperature. All four O2 sensors were flat lining at 1.115v and I couldn't seem to make them budge with revving. (makes sense considering the short circuit codes--which I still have.) I took the car around the neighborhood with a max. speed of 33mph. After returning, I reviewed the data, and I was surprised to actually see some activity on one of the O2 sensors (1/1). The other 3 O2 sensors flat lined at what I assume is a maximum value (?) of 1.115v.
Below is a snapshot of the ranges for the drive. Do any look out of sorts? Unfortunately I can't export the values to charts on the computer, I can only access them on the tool, but if you would like to know what all the sensors were reading at a particular point in time, I can provide that info.
Thanks, all!
Jay
Speed: 0 - 33 MPH
Tach: 780 - 4500RPM
O2 1/1: .3v - 1.115v
O2 1/2: 1.115v (flat line)
O2 2/1: 1.115v (flat line)
O2 2/2: 1.115v (flat line)
MAF: .5 - 7.5 LB/M[/quote]
The tip of the sensor are covered with metal electrodes that react to create voltage ony if the ambient air has a higher oxygen content than the exhaust and the tip is at 575F.
When they are not yet up to temperature they emit a voltage of 0.45v.
If the exhaust has very little to no oxygen the sensor should emit a voltage very close to 1v.
If the exhaust has a lot of oxygen very close to ambient air the sensor should emit a voltage very close to 0v.
Normally the sensors have a voltage swing of between 0.1 volts to 0.7 volts. The swing arises from the Ecu constantly varies the amount of fuel it injects first injecting a bit (and I mean a bit, a tiny bit) too much then another tiny bit too little.
If the engine is running lean the exhaust gas has about the same amount of oxygen as ambient air so the sensor would generate very little to no voltage, though generally (under normal conditions) around 0.1v
If the engine were running rich the oxygen content of the exhaust would be much lower than ambient air and the sensor voltage would be larger, though generally no more than 0.7 to 0.8 volts (under normal conditions).
Or to put it another way, with an air:fuel ratio of 11.78:1 (very rich) the voltage level would approach 1v. With an air:fuel ratio of 17.66:1 (very lean) the voltage approaches 0 volts.
If a properly heated sensor were operated in ambient air it would generate a voltage of about 1 volt. 'about 1 volt' is close (?) to 1.115v. This might suggest the sensors were exposed to a big exhaust gas leak letting in prodigous amounts of ambient air. I would think an exhaust leak of this size though would be obvious.
Another source of ambient air could be a secondary air pump that was running and its output was suppling the outside air. But you would I assume hear the pump running.
Otherwise, if there is no ambient air leak then a 1.115v suggests to me there is some kind of wiring short or break and the Ecu is essentially receiving a max. reading on its sensor input or a minimum reading.
IMPORTANT: Please note I typed the stuff in below verbatim but note the differences of the test steps. Read the steps through several times and note/highlight the differences. Since I typed it in as it was printed, that tech service note about doing the checks with the engine cold is at the very end of this email cause that was where the tech. service note was located at the end of all the tests.
Let's see...
P0132 - oxygen sensor ahead of converter (bank #1 - cyls 1-3) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Remove [sic] [disconnect?] all 4 sensor connectors.
Turn the ignition to on.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 720mV.
Please note the above step differs from as near as I can tell the same test performed for P0152. I do not know if the tests really are different or there is a misprint in my reference. I suspect there is a misprint. But you are on your own.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If no short is detected the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #1 sensor connector ahead of converter.
Connect digital ohmmeter to pin 1 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 3 and 2 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 1 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 2 of the sensor connector. Read infinity.
For P0152 - oxygen sensor ahead of converter (bank #2 - cyls 4-6) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Disconnect all 4 sensor connectors.
Turn the ignition to on.
Connect digital volt meter to sleeve pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to sleeve pin 3 and ground. Read 750mV.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If the measurements above do not supply the right values remove the ECM connector and check the wires for a short circuit to positive.
If no short circuit to positive can be detected, the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #2 sensor connector ahead of converter.
Connect a digital ohmmeter to the pin side of pin 1 and 3 and the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 1 and 4 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 4 of the sensor connect. Read infinity.
Tech service note: The check must be performed with the engien cold.
If you need more help, if you think I can be of more help PM me and we'll talk by phone.
Added: I see Boxsterra beat me to the punch/post. Admin delete this if you want.
Sincerely,
MarcW.
Original Message
Author: MarcWDate: March 30, 2011 11:10PM
Re: An update... and appeal for assistance
[quote=Jayusa123]
So, I'm back at it once again. Hoping to FINALLY get this sorted out. I would really prefer to know more about the true cause of the problem before I through more money at it in the form of a new (well, used) DME.
I took the car for a drive and logged information with an OBD II scan tool. I'm hoping someone can help me understand the situation a little better. Before I left for the drive I idled at operating temperature. All four O2 sensors were flat lining at 1.115v and I couldn't seem to make them budge with revving. (makes sense considering the short circuit codes--which I still have.) I took the car around the neighborhood with a max. speed of 33mph. After returning, I reviewed the data, and I was surprised to actually see some activity on one of the O2 sensors (1/1). The other 3 O2 sensors flat lined at what I assume is a maximum value (?) of 1.115v.
Below is a snapshot of the ranges for the drive. Do any look out of sorts? Unfortunately I can't export the values to charts on the computer, I can only access them on the tool, but if you would like to know what all the sensors were reading at a particular point in time, I can provide that info.
Thanks, all!
Jay
Speed: 0 - 33 MPH
Tach: 780 - 4500RPM
O2 1/1: .3v - 1.115v
O2 1/2: 1.115v (flat line)
O2 2/1: 1.115v (flat line)
O2 2/2: 1.115v (flat line)
MAF: .5 - 7.5 LB/M[/quote]
The tip of the sensor are covered with metal electrodes that react to create voltage ony if the ambient air has a higher oxygen content than the exhaust and the tip is at 575F.
When they are not yet up to temperature they emit a voltage of 0.45v.
If the exhaust has very little to no oxygen the sensor should emit a voltage very close to 1v.
If the exhaust has a lot of oxygen very close to ambient air the sensor should emit a voltage very close to 0v.
Normally the sensors have a voltage swing of between 0.1 volts to 0.7 volts. The swing arises from the Ecu constantly varies the amount of fuel it injects first injecting a bit (and I mean a bit, a tiny bit) too much then another tiny bit too little.
If the engine is running lean the exhaust gas has about the same amount of oxygen as ambient air so the sensor would generate very little to no voltage, though generally (under normal conditions) around 0.1v
If the engine were running rich the oxygen content of the exhaust would be much lower than ambient air and the sensor voltage would be larger, though generally no more than 0.7 to 0.8 volts (under normal conditions).
Or to put it another way, with an air:fuel ratio of 11.78:1 (very rich) the voltage level would approach 1v. With an air:fuel ratio of 17.66:1 (very lean) the voltage approaches 0 volts.
If a properly heated sensor were operated in ambient air it would generate a voltage of about 1 volt. 'about 1 volt' is close (?) to 1.115v. This might suggest the sensors were exposed to a big exhaust gas leak letting in prodigous amounts of ambient air. I would think an exhaust leak of this size though would be obvious.
Another source of ambient air could be a secondary air pump that was running and its output was suppling the outside air. But you would I assume hear the pump running.
Otherwise, if there is no ambient air leak then a 1.115v suggests to me there is some kind of wiring short or break and the Ecu is essentially receiving a max. reading on its sensor input or a minimum reading.
IMPORTANT: Please note I typed the stuff in below verbatim but note the differences of the test steps. Read the steps through several times and note/highlight the differences. Since I typed it in as it was printed, that tech service note about doing the checks with the engine cold is at the very end of this email cause that was where the tech. service note was located at the end of all the tests.
Let's see...
P0132 - oxygen sensor ahead of converter (bank #1 - cyls 1-3) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Remove [sic] [disconnect?] all 4 sensor connectors.
Turn the ignition to on.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 720mV.
Please note the above step differs from as near as I can tell the same test performed for P0152. I do not know if the tests really are different or there is a misprint in my reference. I suspect there is a misprint. But you are on your own.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If no short is detected the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #1 sensor connector ahead of converter.
Connect digital ohmmeter to pin 1 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 3 and 2 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 1 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 2 of the sensor connector. Read infinity.
For P0152 - oxygen sensor ahead of converter (bank #2 - cyls 4-6) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Disconnect all 4 sensor connectors.
Turn the ignition to on.
Connect digital volt meter to sleeve pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to sleeve pin 3 and ground. Read 750mV.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If the measurements above do not supply the right values remove the ECM connector and check the wires for a short circuit to positive.
If no short circuit to positive can be detected, the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #2 sensor connector ahead of converter.
Connect a digital ohmmeter to the pin side of pin 1 and 3 and the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 1 and 4 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 4 of the sensor connect. Read infinity.
Tech service note: The check must be performed with the engien cold.
If you need more help, if you think I can be of more help PM me and we'll talk by phone.
Sincerely,
MarcW.
So, I'm back at it once again. Hoping to FINALLY get this sorted out. I would really prefer to know more about the true cause of the problem before I through more money at it in the form of a new (well, used) DME.
I took the car for a drive and logged information with an OBD II scan tool. I'm hoping someone can help me understand the situation a little better. Before I left for the drive I idled at operating temperature. All four O2 sensors were flat lining at 1.115v and I couldn't seem to make them budge with revving. (makes sense considering the short circuit codes--which I still have.) I took the car around the neighborhood with a max. speed of 33mph. After returning, I reviewed the data, and I was surprised to actually see some activity on one of the O2 sensors (1/1). The other 3 O2 sensors flat lined at what I assume is a maximum value (?) of 1.115v.
Below is a snapshot of the ranges for the drive. Do any look out of sorts? Unfortunately I can't export the values to charts on the computer, I can only access them on the tool, but if you would like to know what all the sensors were reading at a particular point in time, I can provide that info.
Thanks, all!
Jay
Speed: 0 - 33 MPH
Tach: 780 - 4500RPM
O2 1/1: .3v - 1.115v
O2 1/2: 1.115v (flat line)
O2 2/1: 1.115v (flat line)
O2 2/2: 1.115v (flat line)
MAF: .5 - 7.5 LB/M[/quote]
The tip of the sensor are covered with metal electrodes that react to create voltage ony if the ambient air has a higher oxygen content than the exhaust and the tip is at 575F.
When they are not yet up to temperature they emit a voltage of 0.45v.
If the exhaust has very little to no oxygen the sensor should emit a voltage very close to 1v.
If the exhaust has a lot of oxygen very close to ambient air the sensor should emit a voltage very close to 0v.
Normally the sensors have a voltage swing of between 0.1 volts to 0.7 volts. The swing arises from the Ecu constantly varies the amount of fuel it injects first injecting a bit (and I mean a bit, a tiny bit) too much then another tiny bit too little.
If the engine is running lean the exhaust gas has about the same amount of oxygen as ambient air so the sensor would generate very little to no voltage, though generally (under normal conditions) around 0.1v
If the engine were running rich the oxygen content of the exhaust would be much lower than ambient air and the sensor voltage would be larger, though generally no more than 0.7 to 0.8 volts (under normal conditions).
Or to put it another way, with an air:fuel ratio of 11.78:1 (very rich) the voltage level would approach 1v. With an air:fuel ratio of 17.66:1 (very lean) the voltage approaches 0 volts.
If a properly heated sensor were operated in ambient air it would generate a voltage of about 1 volt. 'about 1 volt' is close (?) to 1.115v. This might suggest the sensors were exposed to a big exhaust gas leak letting in prodigous amounts of ambient air. I would think an exhaust leak of this size though would be obvious.
Another source of ambient air could be a secondary air pump that was running and its output was suppling the outside air. But you would I assume hear the pump running.
Otherwise, if there is no ambient air leak then a 1.115v suggests to me there is some kind of wiring short or break and the Ecu is essentially receiving a max. reading on its sensor input or a minimum reading.
IMPORTANT: Please note I typed the stuff in below verbatim but note the differences of the test steps. Read the steps through several times and note/highlight the differences. Since I typed it in as it was printed, that tech service note about doing the checks with the engine cold is at the very end of this email cause that was where the tech. service note was located at the end of all the tests.
Let's see...
P0132 - oxygen sensor ahead of converter (bank #1 - cyls 1-3) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Remove [sic] [disconnect?] all 4 sensor connectors.
Turn the ignition to on.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 720mV.
Please note the above step differs from as near as I can tell the same test performed for P0152. I do not know if the tests really are different or there is a misprint in my reference. I suspect there is a misprint. But you are on your own.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If no short is detected the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #1 sensor connector ahead of converter.
Connect digital ohmmeter to pin 1 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 3 and 2 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 1 of the sensor connector. Read infinity.
Connect a digital ohmmeter to pin 4 and 2 of the sensor connector. Read infinity.
For P0152 - oxygen sensor ahead of converter (bank #2 - cyls 4-6) shorted to positive.
The error code is stored when the sensor voltage is above 1 volt for more then 30 seconds without interruption.
Note in case of a short circuit to positive at one oxygen sensor, all 4 sensors will be stored. Also the fault may cause misfires.
Wiring harness test:
Disconnect all 4 sensor connectors.
Turn the ignition to on.
Connect digital volt meter to sleeve pin 3 and 4 of the sensor connector 1 ahead of the converter. Read approx. 450mV.
Connect a digital volt meter to sleeve pin 3 and ground. Read 750mV.
Note: Do not use ECM (DME) ground to avoid possibly damaging the ECM or other components.
If the measurements above do not supply the right values remove the ECM connector and check the wires for a short circuit to positive.
If no short circuit to positive can be detected, the ECM may need replacing.
Sensor test:
Remove [disconnect?] bank #2 sensor connector ahead of converter.
Connect a digital ohmmeter to the pin side of pin 1 and 3 and the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 3 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 1 and 4 of the sensor connector. Read infinity.
Connect a digital ohmmeter to the pin side of pin 2 and 4 of the sensor connect. Read infinity.
Tech service note: The check must be performed with the engien cold.
If you need more help, if you think I can be of more help PM me and we'll talk by phone.
Sincerely,
MarcW.