Code
P1153
ALFA ROMEO
P — Powertrain
Oxygen sensor 2 signal above catalyst out of range
Views:
UK: 3
EN: 4
RU: 1
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
BMW
P — Powertrain
O2 Sensor Heater Circuit High Voltage Bank 2 Sensor 1
Views:
UK: 31
EN: 47
RU: 22
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
BUICK
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 24
EN: 47
RU: 18
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
CADILLAC
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 24
EN: 47
RU: 22
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
CHEVROLET
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 17
EN: 40
RU: 18
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
CHRYSLER
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 22
EN: 41
RU: 20
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
CITROEN
P — Powertrain
Motorised throttle position end stop programming
Views:
UK: 4
EN: 5
RU: 1
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Code
P1153
DS
P — Powertrain
Motorised throttle position end stop programming
Views:
UK: 2
EN: 3
RU: 1
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
FIAT
P — Powertrain
Oxygen sensor 2 signal above catalyst out of range
Views:
UK: 3
EN: 5
RU: 3
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
FORD
P — Powertrain
Bank 2 Fuel Control Shifted Lean
Views:
UK: 22
EN: 41
RU: 22
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
Generic
P — Powertrain
Bank 2 Fuel Control Shifted Lean
Views:
UK: 20
EN: 39
RU: 21
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Workshop ManualYour experience will help others
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Code
P1153
GM
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 17
EN: 39
RU: 27
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Was this AI description helpful?
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Code
P1153
GMC
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 18
EN: 38
RU: 20
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Code
P1153
HUMMER
P — Powertrain
Heated Oxygen Sensor (HO2S) Insufficient Switching Bank 2 Sensor 1
Views:
UK: 10
EN: 10
RU: 8
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Your experience will help others
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Was this AI description helpful?
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Code
P1153
LAND ROVER
P — Powertrain
fuel control of bank 2 changed to lean
Views:
UK: 4
EN: 7
RU: 4
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Workshop Manuals
Repair manuals for LAND ROVER
3
Land Rover Defender 300Tdi — Workshop Manual (1996 model year)
Workshop ManualLand Rover Defender Workshop Manual Supplement & Body Repair Manual (1999 & 2002 MY)
Workshop ManualLand Rover Range Rover — Electrical Library (LRL 0453ENG, 2002)
Workshop ManualYour experience will help others
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Code
P1153
LEXUS
P — Powertrain
Air/Fuel Ratio Sensor Circuit Response Malfunction Bank 2 Sensor 1
Views:
UK: 21
EN: 37
RU: 19
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Code
P1153
LINCOLN
P — Powertrain
Bank 2 Fuel Control Shifted Lean
Views:
UK: 18
EN: 36
RU: 16
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Code
P1153
MAZDA
P — Powertrain
Bank 2 Fuel Control Shifted Lean FAOSC
Views:
UK: 19
EN: 39
RU: 18
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Your experience will help others
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Code
P1153
MERCURY
P — Powertrain
Bank 2 Fuel Control Shifted Lean
Views:
UK: 18
EN: 43
RU: 24
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Your experience will help others
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Code
P1153
OLDSMOBILE
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 20
EN: 37
RU: 18
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
Your feedback helps improve AI descriptions.
👍 Like
0
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0
Send to email
Code
P1153
Other
P — Powertrain
Bank 2 Fuel Control Shifted Lean
Views:
UK: 16
EN: 35
RU: 15
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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Workshop ManualYour experience will help others
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Code
P1153
PEUGEOT
P — Powertrain
Motorised throttle position end stop programming
Views:
UK: 2
EN: 3
RU: 1
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
SATURN
P — Powertrain
HO2S Insufficient Switching
Views:
UK: 17
EN: 35
RU: 19
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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Code
P1153
SCION
P — Powertrain
Air-fuel ratio sensor circuit response malfunction
Views:
UK: 2
EN: 5
RU: 2
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
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+100 karma for a short comment :)
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Code
P1153
TOYOTA
P — Powertrain
Air/Fuel Sensor Circuit Response Bank 1 Sensor 2
Views:
UK: 19
EN: 35
RU: 19
AI status
Completed
Completed
100%
Causes
- Failed/contaminated downstream oxygen sensor (Bank 1 Sensor 2)
- Open, short or poor connection in sensor wiring or connector
- Heater circuit fault in the oxygen sensor (if equipped)
- Exhaust leak upstream of the downstream sensor
- Rich running condition (fuel system delivering excess fuel)
- Failing or internally damaged catalytic converter
Symptoms
- Check Engine Light (MIL) illuminated
- Possible reduced fuel economy or failed emissions test
- Downstream O2 sensor voltage remains high or does not match expected steady level
- Possible rough running if fuel trims are driven far from closed loop
- No obvious performance loss in many cases (often only MIL)
What to check
- Read and record freeze frame and live data with a capable scan tool; confirm P1153 and any pending codes
- Perform visual inspection of downstream O2 sensor, harness and connector for damage, corrosion, burnt insulation or disconnection
- Check for exhaust leaks between engine and downstream sensor that could alter readings
- Inspect for signs of contamination on the sensor (soot, oil, coolant)
- Compare upstream (Bank 1 Sensor 1) and downstream (Sensor 2) O2 voltages on live data — downstream should be steadier and usually closer to a mid‑level voltage if catalyst is working
- Check fuel trims and look for rich/lean conditions that could drive downstream voltage high
Signal parameters
- Upstream O2 (Bank 1 Sensor 1, narrowband): typically oscillates ~0.1–0.9 V during closed loop
- Downstream O2 (Bank 1 Sensor 2, narrowband): normally steadier, often near ~0.4–0.6 V with small fluctuation if catalyst is healthy
- ‘Above range’ condition commonly means downstream sensor stays high (e.g. >0.7–0.8 V) or higher than expected compared with upstream
- Heater resistance (typical for many heated sensors): ~5–20 Ω (manufacturer spec varies)
- Heater supply: battery voltage present when ignition on (verify with wiring chart)
Diagnostic algorithm
- Retrieve codes and freeze frame; note related codes (fuel trim, upstream O2, catalyst codes). Clear codes and attempt to reproduce.
- Visually inspect sensor, connector and wiring for damage, corrosion or exhaust leaks. Repair as needed.
- With a scan tool, monitor Bank 1 Sensor 1 and Bank 1 Sensor 2 voltages in real time. Confirm downstream voltage is abnormally high or not responding as expected.
- Backprobe the downstream sensor signal wire with a high‑speed scope or DVOM (if scope unavailable) to verify voltage behavior. Look for constant high voltage or intermittent spikes.
- Check heater circuit: measure resistance between heater terminals and verify power/ground when ignition is on. Replace sensor if heater open or wiring fault found.
- Wiggle test wiring and connector while monitoring signal to detect intermittent opens/shorts.
- Check fuel system for causes of rich operation (fuel pressure, injectors, fuel pressure regulator, MAF sensor) if upstream sensor shows rich condition.
- Inspect catalytic converter: excessive backpressure, physical damage or signs of failure. If catalyst is suspected, perform efficiency tests (comparing upstream vs downstream signals, temperature checks, and/or exhaust gas analysis).
- Repair or replace damaged wiring, connector or sensor. Replace catalytic converter only after confirming sensor and fuel/spark systems are OK.
- After repairs, clear codes and verify proper operation under varied driving conditions; confirm downstream sensor returns to expected behavior and MIL stays off.
Likely causes
- Damaged or aging downstream O2 sensor
- Corroded or loose sensor connector or pin(s)
- Short to voltage in the sensor signal circuit causing high voltage reading
- Sensor contaminated by silicone, oil, or coolant
- Catalytic converter not converting properly causing abnormal downstream readings
- Heater open or partially open (sensor not up to temp)
Fault status
Status
P1153 — Oxygen sensor 2 (downstream) signal above expected range. Inspect downstream O2 sensor, wiring/connector, heater circuit and catalytic converter.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
Similar codes
Your experience will help others
+100 karma for a short comment :)
Was this AI description helpful?
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0
Send to email