This oxygen sensor is compatible with all 1,2,3,4 wire zirconia o2 sensors. By 1,2,3 wire sensors the gray wire must be grounded, since these oxygen sensors has body-ground, while the universal Bosch oxygen sensor has got independent ground wire: gray.
· black - signal
· gray - ground
· white 1- heater
· white 2- heater
The worldwide famous Bosch company provides oxygen sensors to all manufacturer it is the supplier of Audi, Porsche, Lexus, Volvo, Acura, etc. models.
These products outperform any other brand in regarding to endurance.
· Brand: original Bosch
· Replacement Fits to engines fitted with 1,2,3,4 wire Zirconia sensors
· Installation: universal with provided terminals or welding
· Special skill: not required
· Special tool not required
· Oxygen sensor
· 4 pcs. Scotch terminal
· 4 pcs. heat shrink tubing
· heat protective tubing
· detailed instructions
1.Unplug the factory o2 sensor connector.
2.Bolt the old sensor out.
3.Split the harness between the plug and the o2 sensor.
4.Match the colors.
5.Connect the suitable wires with the provided terminals or solder them in place.
6.Use heat shrink tubing for insulation.
7.Install the sensor.
8.Connect the plug.
An automotive oxygen sensor, also known as an O2 sensor, lambda probe, lambda sensor, lambda sond or EGO (exhaust gas oxygen) sensor, is a small sensor inserted into the exhaust system of a petrol engine to measure the concentration of oxygen remaining in the exhaust gas to allow an electronic control unit (ECU) to control the efficiency of the combustion process in the engine. In most modern automobiles, these sensors are attached to the engine's exhaust manifold to determine whether the mixture of air and gasoline going into the engine is rich or lean. This information is sent to the engine management ECU computer, which adjusts the mixture to give the engine the best possible fuel economy and lowest possible exhaust emissions.
Failure of these sensors, either through normal aging, the use of leaded fuels, or due to fuel contamination with eg. silicones or silicates, can lead to damage of an automobile's catalytic converter and expensive repairs.
A side-effect of oxygen sensors is that they can prevent fuel-saving technologies which create a lean fuel-air mixture from working. If the engine burns too lean due to any modifications, the sensor will detect the mixture as being too lean, and the engine computer will adjust the injector pulse duration, so that the air-fuel mixture continues to stay within the stoichiometric ratio of 14.7:1 on a typical vehicle. There are ways that the oxygen sensor can be overcome. Sometimes, a device can be inserted inline with the sensor, which tricks the engine computer into thinking the mixture is stoichiometric, when actually it is either rich, or lean, and therefore, this modification will not be automatically corrected by the oxygen sensor.
There are downsides of modifying the signal that the oxygen sensor sends to the engine computer. When the engine is under low-load conditions (such as when accelerating very gently, or maintaining a constant speed), the engine is operating under 'closed-loop mode'. This refers to a feedback loop between the fuel injectors, and the oxygen sensor, to maintain stoichiometric ratio. If modifications cause the mixture to run lean, there will be a slight increase in fuel economy, but with massive nitrogen oxide emissions, and the risk of damaging the engine due to detonation and excessively high exhaust gas temperatures. If modifications cause the mixture to run rich, then there will appear to be a slight increase in power, again at the risk of overheating and destroying the catalytic converter, and dramatically decreasing fuel economy while increasing emissions.
When an internal combustion engine is under high load (such as when using wide-open throttle) the oxygen sensor no longer operates, and the engine automatically enriches the mixture to both increase power and protect the engine. Any modifications to the oxygen sensor will be ignored in this state, while modifications to the air flow meter will give the risk of lower performance due to the mixture being too rich or too lean, and give the risk of damaging the engine due to detonation if the mixture is too lean.
FUNCTION OF THE O2 SENSOR
Oxygen sensors are used to reduce vehicle emissions, by ensuring that engines burn their fuel efficiently and cleanly. Robert Bosch GmbH introduced the first automotive lambda probe in 1976. The sensors were introduced in the US from about 1980, and were required on all models of cars in many countries in Europe in 1993.
By measuring the proportion of oxygen in the remaining exhaust gas, and by knowing the volume and temperature of the air entering the cylinders amongst other things, an ECU can use look-up tables to determine the amount of fuel required to burn at the stoichiometric ratio (14.7:1 air:fuel by mass for gasoline) to ensure complete combustion.
The zirconium dioxide, or zirconia, lambda sensor is based on a solid-state electrochemical fuel cell called the Nernst cell. Its two electrodes provide an output voltage corresponding to the quantity of oxygen in the exhaust relative to that in the atmosphere. An output voltage of 0.2 V (200 mV) DC represents a lean mixture. That is one where the amount of oxygen entering the cylinder is sufficient to fully oxidize the carbon monoxide (CO), produced in burning the air and fuel, into carbon dioxide (CO2). A reading of 0.8 V (800 mV) DC represents a rich mixture, one which is high in unburned fuel and low in remaining oxygen. The ideal point is 0.45 V (450 mV) DC; this is where the quantities of air and fuel are in the optimum ratio, called the stoichiometric point, and the exhaust output will mainly consist of fully oxidized CO2.
The voltage produced by the sensor is so nonlinear with respect to oxygen concentration that it is impractical for the electronic control unit (ECU) to measure intermediate values - it merely registers "lean" or "rich", and adjusts the fuel/air mixture to keep the output of the sensor alternating equally between these two values.