Downstream Oxygen Sensor 234-4623 For Toyota Camry Celica Matrix Prius Sienna

Description

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Specification:
O2 Sensor Configuration: Direct Fit
Position:  Downstream
Sensor Type: Heated
Connector Gender: Male
Wires Quantity: 4 Wire Leads
Installation Type: Screw
Interchange Part Number：
SG358,89465-20510 2344623
Feature:
Corrosion-resistant stainless steel construction
PTFE filter blocks efficiency-robbing contaminants
Refined zirconia element improves sensor response
Superior design maximizes engine performance and fuel efficiency while reducing fuel consumption and harmful emissions
Ensures smog test compliance
Notes: Please check fitment notes & description for accurate information.
Oxygen Sensor Q & A
1. How many oxygen sensors are on today's engines?
It depends on the model year and type of engine. On most four and straight six cylinder engines, there is usually a single oxygen sensor mounted in the exhaust manifold. On V6, V8 and V10 engines, there are usually two oxygen sensors, one in each exhaust manifold. This allows the computer to monitor the air/fuel mixture from each bank of cylinders.
On later model vehicles with OBD II (some 1993 and '94 models, and all 1995 and newer models), one or two additional oxygen sensors are also mounted in or behind the catalytic converter to monitor converter efficiency. These are referred to as the downstream O2 sensors, and thee will be one for each converter if the engine has dual exhausts with separate converters.
2. How are the oxygen sensors identified on a scan tool?
When displayed on a scan tool, the right and left upstream oxygen sensors are typically labeled Bank 1, Sensor 1 and Bank 2, Sensor 1. The Bank 1 sensor will always be on the same side of a V6 or V8 engine as cylinder number one.
On a scan tool, the downstream sensor on a four or straight six cylinder engine with single exhaust is typically labeled Bank 1, Sensor 2. On a V6, V8 or V10 engine, the downstream O2 sensor might be labeled Bank 1 or Bank 2, Sensor 2. If a V6, V8 or V10 engine has dual exhausts with dual converters, the downstream O2 sensors would be labeled Bank 1, Sensor 2 and Bank 2, Sensor 2. Or, the downstream oxygen sensor might be labeled Bank 1 Sensor 3 if the engine has two upstream oxygen sensors in the exhaust manifold (some do to more accurately monitor emissions).
It's important to know how the O2 sensors are identified because a diagnostic trouble code that indicates a faulty O2 sensor requires a specific sensor to be replaced. Bank 1 Sensor 1 might be the back O2 sensor on a transverse V6, or it might be the one on the front exhaust manifold. What's more, the O2 sensors on a transverse engine might be labeled differently than those on a rear-wheel drive application. There is not a lot of consistency as from one vehicle manufacturer to another as to how O2 sensors are labeled, so always refer to the OEM service literature to find out which sensor is Bank 1 Sensor 1 and which one is Bank 2 Sensor 1. This information can be difficult to find. Some OEMs clearly identify which O2 sensor is which but others do not. If in doubt, call a dealer and ask somebody in the service department.
3.How does a downstream O2 sensor monitor converter efficiency?
A downstream oxygen sensor in or behind the catalytic converter works exactly the same as an upstream O2 sensor in the exhaust manifold. The sensor produces a voltage that changes when the amount of unburned oxygen in the exhaust changes. If the O2 sensor is a traditional zirconia type sensor, the voltage output drops to about 0.2 volts when the fuel mixture is lean (more oxygen in the exhaust). When the fuel mixture is rich (less oxygen in the exhaust), the sensor's output jumps up to a high of about 0.9 volts. The high or low voltage signal tells the PCM the fuel mixture is rich or lean.
On some newer vehicles, a new type of Wide Ratio Air Fuel (WRAF) Sensoris used. Instead of producing a high or low voltage signal, the signal changes in direct proportion to the amount of oxygen in the exhaust. This provides a more precise measurement for better fuel control. These sensors are also called wideband oxygen sensors because they can read very lean air/fuel mixtures.
The OBD II system monitors converter efficiency by comparing the upstream and downstream oxygen sensor signals. If the converter is doing its job and is reducing the pollutants in the exhaust, the downstream oxygen sensor should show little activity (few lean-to-rich transitions, which are also called "crosscounts"). The sensor's voltage reading should also be fairly steady (not changing up or down), and average 0.45 volts or higher.
If the signal from the downstream oxygen sensor starts to mirror that from the upstream oxygen sensor(s), it means converter efficiency has dropped off and the converter isn't cleaning up the pollutants in the exhaust. The threshold for setting a diagnostic trouble code (DTC) and turning on the Malfunction Indicator Lamp (MIL) is when emissions are estimated to exceed federal limits by 1.5 times. See Troubleshooting a P0420 Catalyst Code for more info about converter problems.
If converter efficiency had declined to the point where the vehicle may be exceeding the pollution limit, the PCM will turn on the Malfunction Indicator Lamp (MIL) and set a diagnostic trouble code. At that point, additional diagnosis may be needed to confirm the failing converter. If the upstream and downstream O2 sensors are functioning properly and show a drop off in converter efficiency, the converter must be replaced to restore emissions compliance. The vehicle will not pass an OBD II emissions test if there are any converter codes in the PCM.
4. What's the difference between a "heated" and "unheated" oxygen sensor?
Heated oxygen sensors have an internal heater circuit that brings the sensor up to operating temperature more quickly than an unheated sensor. An oxygen sensor must be hot (about 600 to 650 degrees F) before it will generate a voltage signal. The hot exhaust from the engine will provide enough heat to bring an O2 sensor up to operating temperature, but it make take several minutes depending on ambient temperature, engine load and speed. During this time, the fuel feedback control system remains in "open loop" and does not use the O2 sensor signal to adjust the fuel mixture. This typically results in a rich fuel mixture, wasted fuel and higher emissions.
By adding an internal heater circuit to the oxygen sensor, voltage can be routed through the heater as soon as the engine starts to warm up the sensor. The heater element is a resistor that glows red hot when current passes through it. The heater will bring the sensor up to operating temperature within 20 to 60 seconds depending on the sensor, and also keep the oxygen sensor hot even when the engine is idling for a long period of time.
Heated O2 sensors typically have two-three or four wires (the extra wires are for the heater circuit). Note: Replacement O2 sensors must have the same number of wires as the original, and have the same internal resistance.
The OBD II system also monitors the heater circuit and will set a trouble code if the heater circuit inside the O2 sensor is defective. The heater is part of the sensor and cannot be replaced separately, so if the heater circuit is open or shorted and the problem is not in the external wiring or sensor connector, the O2 sensor must be replaced.
Oxygen Sensor Locations
When troubleshooting oxygen sensor problems with a scan tool, you may find a diagnostic trouble code for one of the O2 sensors. The code displayed on your scan tool will indicate the type of fault, and identify one of the oxygen sensors by its position in the exhaust system.
The oxygen sensor's location will be identified by position (sensor 1, sensor 2 or sensor 3), and by cylinder bank (bank 1 or bank 2).
Most late model engines have multiple oxygen sensors, so which one is sensor 1, 2 or 3, and how do you know which cylinder bank is 1 or 2?
On straight four and six cylinder engines, there is only one bank of cylinders. So all of the oxygen sensors will be bank 1. The oxygen sensor or Air/Fuel sensor closest to the engine in the exhaust manifold will always be Sensor 1. The O2 sensor located in or behind the catalytic converter will be Sensor 2.
The location of the number one cylinder on import engines will vary depending on the year/make/model. One way to find number one cylinder so you can identify bank 1 is to look at the ignition system.  If it has a distributorless ignition system (DIS) or a coil-on-plug (COP) ignition, the plug wires or coils may have lettering or marking indicating the cylinder numbers.
If a V6, V8 or V10 engine has dual exhausts with dual converters, the downstream O2 sensors would be labeled Bank 1, Sensor 2 and Bank 2, Sensor 2. Or, the downstream oxygen sensor might be labeled Bank 1 Sensor 3 if the engine has two upstream oxygen sensors in the exhaust manifold (some do to more accurately monitor emissions).
On V6 and V8 engines, Sensor 1 will always be on the SAME side as the Number ONE cylinder in the engine's firing order.
On Ford V6 and V8 engines, for example, cylinder number one is typically the RIGHT front cylinder on the passenger side in a rear-wheel drive car or truck.
On a Ford front-wheel drive car or minivan with a transverse (sideways) mounted engine, the number one cylinder is on the back side of the engine (closest to the firewall) on the right (passenger side) of the engine.
On GM and Chrysler V6 and V8 engines, cylinder number one is typically the LEFT front cylinder on the driver's side in a rear-wheel drive car or truck.
On a GM front-wheel drive car or minivan with a transverse (sideways) mounted engine, the number one cylinder is on the front side of the engine (closest to the radiator) on the right (passenger side) of the engine.
On a Chrysler front-wheel drive car or minivan with a transverse (sideways) mounted engine, the number one cylinder is on the back side of the engine (closest to the firewall) on the right (passenger side) of the engine (like a Ford).