Details: The P1128 DTC indicates the vehicle is taking too long to go into closed loop. Given the lack of associated DTCs for the ECT or O2 sensor performance, the ALLDATA Tech-Assist consultant suspected that the most likely cause was a bad thermostat. He suggested replacing the thermostat.
- What Does Code P1128 Mean? OBD II fault code P1128 is a manufacturer-specific trouble code that is defined by carmakers Chrysler, Dodge, and Jeep* as “Closed Loop Fueling Not Achieved- Bank 1”.
What does a P1128 code mean?
Code p1128 refers to ‘ Closed loop fueling not achieved ‘, meaning that for some reason the engine is not reaching a state where it is able to run using the information from the engine sensors. There are several possible causes for this code to come up.
What does closed loop fueling not achieved BANK 1 mean?
A P1128 Closed Loop Fueling Not Achieved – Bank 1 means that the PCM isn’t seeing the O2 readings it needs to change from open loop (default factory programming determines air/fuel mixture) to closed loop (PCM varies air/fuel mixture based on live readings from all sensors).
What is code P1129 mean?
P1129 is common to see when there is any trouble related to the oxygen sensor. Closed loop means the engine has sufficiently warmed up and fuel delivery is now being adjusted by input from the oxygen sensor(s). The engine control computer has identified a problem with the O2 sensor and triggered a P0052.
How do I fix code P0132?
There are generally two fixes for trouble code P0132. The first is to repair or replace worn-out, broken oxygen sensor wires. It is essential to inspect the wiring harness before replacing oxygen sensors, which is the second solution. In most cases, you don’t need to replace o2 sensors unless they are damaged.
How do you fix P0158 code?
What repairs can fix the P0158 code?
- Replace the rear oxygen sensor.
- Repair any oxygen sensor wires that have shorted out, are broken or exposed.
- Make necessary repairs to remedy the excessive fuel pressure.
- Replace engine coolant temperature sensor if it is necessary.
How do I fix code P0152?
What repairs can fix the P0152 code?
- Scanning and clearing the fault codes, verifying if the code returns, and checking the data for high voltage output.
- Replacing the shorted O2 sensor for bank 2 sensor 1.
- Repairing the shorted or burned wiring or connection to the O2 sensor for bank 2 sensor.
What causes code P0138?
When trouble code P0138 is set, this indicates that there is a high voltage (steadily above. 9 volts) for more than 10 seconds indicating a lack of oxygen in the exhaust stream and an abundance of fuel at sensor 2 on the bank 1 of the engine.
What is code P0052?
Diagnostic trouble code (DTC) P0052 code stands for “ HO2S Heater Circuit High Voltage (Bank 2, Sensor 1).” This code is set when the powertrain control module (PCM) detects that there is a mismatch between the desired and actual state of the control circuit of the heated oxygen sensor (HO2S) 1 on bank 2.
What causes P0032 code?
The code P0032 is set by the PCM when it detects that the heater control circuit exceeded its high voltage limit. You can learn more about the o2 sensor heating process here. The code P0032 is set by the PCM when it detects that the heater control circuit exceeded its high voltage limit.
Which 02 sensor is bank 1 sensor 2?
Air Fuel Ratio/Oxygen Sensor Identification A typical in-line 4-cylinder engine has only one bank (Bank 1). Therefore, in an in-line 4-cylinder engine, the term ‘Bank 1, Sensor 1’ simply refers to the front oxygen sensor. ‘Bank 1, Sensor 2’ is the rear oxygen sensor.
How do I fix code P0137?
What repairs can fix the P0137 code?
- Replacing the O2 sensor for bank 1 sensor 2.
- Repairing or replacing the wiring or connection to the O2 sensor for bank 1 sensor 2.
- Repairing exhaust leaks before the sensor.
P1128 Chrysler Dodge
If you receive a P1128 error code on a Chrysler or Dodge product, you may assume that you have a faulty thermostat or engine coolant temperature sensor. This is because P1128 is comprised of the following words:
P1128 Closed loop fueling not achieved Bank 1
Hovering, pausing, and misfiring are all indications of this condition. In certain cases, the stalling is sporadic, and it might occur when the gearbox is moving gears or when transferring from drive to reverse. It is possible to detect a faulty signal coming from the cam/crank sensors when this occurs if you have a scan tool attached at the time of the event. In order for the PCM to go from open loop (factory programming) to closed loop (real-time monitoring), it must first detect when the oxygen sensors have reached working temperature (running off of sensor data).
During idle, the heaters also assist in maintaining the optimum temperature of the oxygen sensors.
- CHECK OUT THIS POST In addition, the PCM is reading the information from the engine coolant temperature sensor (ECTS).
- In this circumstance, the P1128 code is slightly different from the other codes since a low temperature would effect both banks.
- As a result, a P1128 code would lead you to conclude that the oxygen sensor on Bank 1 (the bank with one cylinder) isn’t heating up to working temperature in a timely manner.
- There have been reports of alternator difficulties interrupting sensor signals in Chrysler and Dodge vehicles, according to repair shops.
- A Totally Integrated Power Module (TIPM) is used to handle all of the power switching.
- The issue arises when these TIPMs deteriorate as a result of road salt incursion.
- Therefore, you have a plethora of options at your disposal.
1) Check the voltage of the battery at the terminals and at the PCM.
A battery load tester can be used to check the battery’s performance.
Connect the battery connections to the alternating current setting of an automobile digital multimeter.
3) Use a battery charger to fully charge the battery.
Then unplug the electrical connector from the wall.
If this is the case, you should assume either AC ripple noise or poor voltage control, which would need the replacement of the PCM.
Breaks or corrosion in the accelerator pedal position sensor should be looked for in step 5.
Examine the harness that is located inside the driver’s wheel well.
If you see rust, replace the pigtails with new ones.
If this is not the case, check the resistance of the spark plug wires.
Wires should be tested at a resistance of 5,200-19,000 ohms, depending on their length. Interference can be caused by low resistance cables. Install the factory wiring and check to see whether the problem is resolved. Rick Muscoplat’s 2015 Rick Muscoplat’s Rick Muscoplat posted a blog entry on
P1128 Bank 1 Upstream, P1129 Bank 2 Upstream Closed Loop Fueling not Achieved
In this case, code P1128 Closed Loop Fueling not Achieved – Bank 1 Upstream and P1129 Closed Loop Fueling not Achieved – Bank 2 Upstream are being investigated. Codes P1128 and P1129 This diagnostic runs when the following conditions are met: the fuel level is greater than 12 percent, the battery voltage is greater than 11. volts, there are no active bank 1 fuel injector, ignition coil, or upstream O2 sensor circuit faults, and the diagnostic is run shortly after the engine starts up. Once the enable period has elapsed and the enable condition has been fulfilled, the diagnostic will check for closed loop fuel control, as specified by the set condition.
The MIL light is illuminated as a result of the errant activity.
Possible causes P1128 and P1129 code
– Fuel supply line has been re-routed – The fuel pump’s input strainer has become clogged. – Module for the fuel pump – The operation of the O2 sensor heater A circuit for the O2 sensor signal is shown in Figure 1. – Operation of the O2 sensor and ECT sensor – A mechanical issue with the engine Engine Control Module – Fuel filter/pressure regulator – Engine Control Module (PCM)
Diagnostic test P1128 and P1128 code
Step 1: The ECT sensor is activated. In order to proceed with the test method, you must first diagnose and fix any other O2 sensor DTCs that are present. This test is most effective when performed on a cold engine (cold soak). Turn on the ignition and use the scan tool to obtain the value of the engine cooland temperature (ECT) sensor (see illustration). If the engine has been left to sit overnight (cold soak), the temperature measurement should be a reasonable figure that is reasonably close to the ambient temperature at that time.
- If the engine coolant temperature is higher than 82°C (180°F), let the engine to cool until the temperature reaches 65°C (150°F).
- The temperature value change should be a smooth transition from the start-up temperature of 82°C (180°F) to the regular operating temperature.
- Do all of the sensors’ values match up quite well when the ignition is turned on, and did each sensor’s value grow gradually and reach at least 82°C (180°F) before the ignition was turned off?
- No, check that the pin to terminal contact in the engine coolant temperature sensor and the powertrain Control Module is in excellent working order (PCM).
- Step 2: Look for a DTC that is currently active.
- The car is being tested or operated.
- If you answered yes, go to step 3.
Step three involves inspecting the gasoline delivery system.
Were were any issues discovered?
If not, go to step 4.
Allow for a minimum of 10 minutes for the O2 sensor to cool down before proceeding with the testing procedure.
Turn on the ignition while using the scan tool to trigger the sensor 1/1 heater test (for the P1128 code) and the sensor 2/1 heater test (for the P1128 code) (for P1129 code).
Is the voltage maintained at or above 4.5 volts?
If difficulties are discovered, the O2 sensor should be replaced.
Step 5: Inspect the operation of the oxygen sensor.
A shorted sensor signal or return circuit in the oxygen sensor signal or return circuit may cause the scan tool to indicate all O2 sensor voltage as low.
If one of the O2 sensor signal or return circuits is shorted to voltage, the scan tool will show all of the O2 sensor voltage measurements as being high in voltage.
If so, go to step 8.
The upstream oxygen sensor return circuit should be checked at step 6.
The voltage across the O2 sensor return circuit in the O2 sensor harness connection should be measured.
If so, go to step 7.
Examine the connectors for the oxygen sensors 1/1 (for the P1128 code) and 2/1 (for the P1129 code), as well as the PCM connector.
Perform the Powertrain Verification Test on the vehicle’s engine.
With the scan tool, keep an eye on the voltages of the O2 sensor 1/1 (for the P1128 code) and the O2 sensor 2/1 (for the P1129 code).
Connect a jumper between the signal circuits of the O2 sensor 1/1 (for P1128 code) and O2 sensor 2/1 (for P1129 code) and the O2 sensor return circuit at the harness connectors of the O2 sensor 1/1 (for P1128 code) and O2 sensor 2/1 (for P1129 code).
With the jumper placed, did the O2 sensor voltage shift from between 4.1 and 5.0 volts to between 4.1 and 5.0 volts?
If no abnormalities are discovered, the O2 sensor should be replaced.
Examine the connectors for the O2 sensor 1/1 (for the P1128 code) and O2 sensor 2/1 (for the P1129 code), as well as the connector for the PCM harness.
If no issues are discovered, go to step 9. Step 8: There is a mechanical problem with the engine. Once you have turned off the ignition, look for any of the following circumstances or technical problems:
- System for introducing air into a building – must be free of leaks Engine vacuum – the engine must be at least 13 inches away from the ground in neutral
- The timing of the engine’s valves must be within regulations. Ensure that the engine’s compression is within specs. The exhaust system of the engine must be clear of obstructions and leaks. The PCV system in the engine must be able to flow freely
- The stall speed of the torque converter must be within specified limits. There are no internal vacuum leaks in the power brake booster
- Fuel – it must be free of contaminants
- And Plugged or limited injector
- Control wire not connected to the right injector
- Fuel injection system malfunctioning
Are there any mechanical issues with the engine? Yes, make any necessary repairs. No, continue to step 9.
P1128 Fault Code (ALL BRANDS)
Fuel management systems are used to keep engine fuel consumption under control and to adjust it. The design of these systems enables for the accurate monitoring and effective regulation of the fuel, and as a result, the engine’s performance. When the system operates in a closed circuit, it is the Oxygen Sensor that provides feedback control to the system. The PCM (Powertrain Control Module) uses the information from these sensors to regulate the fuel mixture; this is referred to as the fuel feedback control circuit in certain circles.
This is referred to as a closed-loop process because the PCM uses the sensor input to adjust the mixture, resulting in a round trip from rich to poor, hence increasing the efficiency of thecatalytic converter.
A fixed rich (immutable) fuel mixture is specified by the PCM in certain circumstances.
P1128 – Closed Loop Fueling Not Achieved Bank 1 (Chrysler, Dodge, Jeep) – TroubleCodes.net
|Trouble Code||Fault Location||Probable Cause|
|P1128||Manifold Absolute Pressure Sensor Signal Lower Than Expected (ACURA, HONDA)Long Term Fuel Trim B1 System Too Lean (AUDI, VOLKSWAGEN)Closed Loop Fueling Not Achieved Bank 1 (CHRYSLER, DODGE, JEEP)Front O2 Sensor Connectors Swapped (FORD, LINCOLN, MERCURY)Fuel System Lean Part Load (HYUNDAI)Throttle Control Motor Circuit Short (INFINITI, NISSAN)MAP Sensor Voltage Lower Than Expected (ISUZU)Throttle Control Motor Lock Malfunction (LEXUS, TOYOTA)HO2S Heater O2 Sensor Too Cool Before KOER Test (MAZDA)|
Maintenance and regulation of engine fuel use are handled by fuel management systems. Due to the architecture of these systems, it is possible to measure and effectively manage the amount of gasoline being used and, subsequently, the engine performance. When the system operates in a closed circuit, the feedback control is provided by the Oxygen Sensor. Because the PCM (Powertrain Control Module) makes use of the information provided by these sensors to regulate the fuel mixture, it is also referred to as the fuel feedback control circuit.
A closed-loop system is used in this operation, since the PCM uses the sensor input to adjust the mixture, resulting in a round trip from rich to poor, therefore increasing the efficiency of the catalytic converter.
A fixed rich (immutable) fuel mixture is specified by the PCM in certain situations.
What Does Code P1128 Mean?
Fault code for the OBD II In the automotive industry, P1128 is a manufacturer-specific fault code specified as ‘Closed Loop Fueling Not Achieved- Bank 1’ by automobile manufacturers Chrysler, Dodge, and Jeep*. This code is generated when the PCM (Powertrain Control Module) recognizes a circumstance in which the fuel management system stays in open-loop operation for a period of time that exceeds a maximum permitted threshold for these applications. On V-type engines, it is important to note that the term ‘Bank 1’ refers to the bank of cylinders that comprises cylinder 1.
- Nonetheless, resources that do list this code do so in accordance with the definition provided here.
- This is one of the most important strategies for achieving precise control over fuel consumption and exhaust emissions.
- Due to the fact that the PCM is unable to directly assess the ratio of air to fuel, it must rely upon the output information provided by oxygen sensors, which measure the amount of oxygen present in the exhaust stream.
- Figure 1.
- * Be aware that, although certain GM applications use an oxygen sensor downstream (of the catalytic converter) for fuel management, its involvement is restricted and the upstream sensor continues to serve as the principal source of information for short-term fuel control.
When compared to previous unheated oxygen sensors, which depended on the exhaust stream to heat their detecting elements to the proper temperature, newer heated wide-band oxygen sensors include heater elements that are controlled and monitored by the PCM through specialized control and sensing circuits.
- In the case of unheated sensors, this interval may last for several minutes, during which time the PCM employed pre-programmed fueling schemes that did not need any input data from the engine sensors.
- It is important to note that as soon as the PCM begins receiving this data from the upstream oxygen sensor(s), the fuel management system enters a state known as ‘closed-loop’ operation.
- This helps to lower exhaust emissions during these starts.
- Important to keep in mind is that for some applications, the PCM must detect the error at least twice in two consecutive trips before it will set this code.
Also keep in mind that if the PCM does not detect the issue on three consecutive trips, it will automatically delete the code and turn off the warning lights.
Where is the P1128 sensor located?
The placement of the upstream oxygen sensors on a Jeep Liberty application from 2007 is seen in this photograph. Please keep in mind that, while these sensors are easily accessible, it may be required to remove or disassemble the exhaust system and/or other associated components in order to obtain access to the sensors for testing and/or replacement for other applications. Always check reputable service information for the affected application to ensure that the problematic bank of cylinders is accurately identified to avoid a misdiagnosis and wasteful replacement of components.
What are the common causes of code P1128?
Some of the most prevalent causes of code P1128 are as follows:
- Upstream oxygen sensor failure due to a defect or failure (the most common)
- The oxygen sensor’s sensitive element has been contaminated. Fuel pressure that is abnormally high or low
- Affected oxygen sensor or any other involved engine sensor due to damaged, burned, shorted, disconnected, or corroded wiring and/or connections
- Oil consumption that exceeds normal levels, or other mechanical faults in the engine
- MAP and/or MAF sensors that are defective, polluted, or otherwise faulty
- Engine coolant temperature sensor that is faulty or not operating properly
- Intake air temperature sensor that is defective or not operating properly
- However, because these are unusual occurrences, it is necessary to look for the source of the problem before replacing or reprogramming any control module.
What are the symptoms of code P1128?
One or more of the following symptoms may be present, although it is important to note that the intensity of one or more of these symptoms may vary dramatically across applications, depending on the nature of the problem.
- A problem code that is stored and an illuminated warning light
- Depending on the nature of the problem, various other codes may be present in addition to P1128
- For example, There may be poor idling quality or the idling speed may change dramatically. It is possible that fuel consumption may increase. It is possible to have varying degrees of power loss
- When running at low engine speeds, the engine may stall abruptly or repeatedly. When the engine is being forced to accelerate, it may stumble or hesitate. If the problem is not remedied as soon as possible, the spark plugs on the afflicted bank of cylinders may fail on a regular basis. It is possible that misfires will develop on the affected bank of cylinders if the problem is not addressed immediately
- Some readiness monitors may not be able to commence or complete their tasks. The car will fail an emissions test that is required by law.
Other Manufacturer Specific Definitions for P1128
The front O2 sensor connectors have been swapped (Ford) A problem with the throttle actuator control (TAC) has occurred (Toyota) Long-term fuel trimming is required because the system is excessively lean (Volkswagen) Pressure measured by a manifold absolute pressure (MAP) sensor is lower than predicted (Acura) Long-term fuel trim, the complete speed/load range, and so on. Bank 1 has a system that is too lean (Audi) Closed loop fuel control was not accomplished in bank 1 of the system (Chrysler) Error in the heated oxygen sensor (H02S) 1, bank 1 signal (Dodge) Signal from the MAP sensor is lower than expected (Honda) Long-term fuel trimming is required because the system is excessively lean (Hyundai) Short circuit in the throttle motor (Infiniti) Pressure measured by a manifold absolute pressure (MAP) sensor is lower than predicted (Isuzu) Closed loop fuel control was not accomplished in bank 1 of the system (Jeep) Transposed heated oxygen sensor (H02S), upstream of the sensor (Land Rover) A malfunctioning throttle actuator control (TAC) has occurred (Lexus) Bank 1 and Bank 2 of the heated oxygen sensor (H02S) were exchanged (Lincoln) H02S – heated oxygen sensor (front) – bank 1/bank 2 sensors transposed (Mazda) Heated oxygen sensor (H02S) 1, bank 1 and bank 2 have been swapped out (Mercury) It was not possible to achieve closed loop fueling.
Bank 1 is the first of the three banks (Mitsubishi) Short circuit in the position motor for the throttle valve (Nissan) Low signal from the manifold absolute pressure (MAP) sensor (Saturn)
BAT Team Discussions for P1128
- 2000 VW Cabrio Code P11282000 VW Cabrio/100,000mi/4cyl/P11282000 VW Cabrio/100,000mi/4cyl/P11282000 VW Cabrio/100,000mi/4cyl/P11282000 VW Cabrio/100,000mi/4cyl/P11282000 VW Cabrio/100,000mi/4cyl/P11282000 VW Cabrio/100,000 I was issued a rejected inspection sticker because my vehicle did not meet emissions standards. The code P1128 Fuel Air metering was discovered when I took my car to Autozone and had it checked. It was necessary for me to repair the vacuum hoses I was aware of, as well as the rubber hose that came off the valve cover, which was 2001 Wolfsburg Jetta Gas Motor Fuel Pressure Monitor Sensor PO172 was the error code that was shown when the fuel pressure monitor was changed. The second and third times the check engine light illuminated, the code P1128 was shown. Is there anyone who can assist me? Thanks, Nick
need help with p1128 dtc code
P0300 is a broad misfire code that does not refer to a specific cylinder or cylinder group. It might be caused by any of the factors listed above. Low fuel pressure is most likely to manifest itself while you are attempting to accelerate or traveling at highway speeds. Make that the gasoline filter is in good working order. Check for vacuum leaks and the condition of your hoses. Problems with the EGR system – unclean or malfunctioning Ignition problems would necessitate the replacement of a component in the distributor, such as spark plugs, wires, coils, or Cam or Crank Sensors.
- -p0339 Intermittent operation of the crankshaft position sensor B circuit Using a diagnostic scanner with an integrated digital volt/ohmmeter (DVOM) and oscilloscope to diagnose a code P0339 would be the most efficient way to do it.
- In order to begin your diagnosis, a visual evaluation of all system-related wire harnesses and connectors is a good place to start.
- More information may be found at: Copyright OBD-Codes.com.
- Bank 1, which will have the front O2 sensor on the same side as the 1 cylinder, will be the first bank.
- ISSUE It is possible to detect a faulty signal coming from the cam/crank sensors from time to time.
Factors that might play a role System for delivering fuel Sensor wiring or connections for oxygen sensors Continue reading:= I would start by looking at all four codes; if two or more probable reasons appear, it is a fairly strong signal that you need to inspect that section of the wiring going to itp0300 suggests that there are potential causes.
a low level of gasoline pressure Possible reasons are indicated by the camcrank sensorsp1128.
method for delivering gasoline I would start by checking the CrankCam Sensors, then I would use a fuel pressure gauge to check the fuel pressure, and if it is below 50 pounds during the test, I would check the air filter first, followed by the injectors, and finally the fuel filter.
Finally, look at the two oxygen sensors in front of the Cats.
Pulling Codes: The Story of Codes P1128 and P1129
This occurred on Saturday, June 11, 2011, at around 8:30 a.m. In Merriville, Indiana, I had just arrived to an automotive repair company owned by a very dear friend of mine, and I was excited to get started. We exchanged pleasantries and carried on a delightful chat that lasted the entire day with each other. One of my friends was getting ready to leave for a well-deserved trip to see his grandkids who reside out of state, and he was particularly interested in having a certain car fixed before he left.
- This day of connecting with my coworker would prove to be one of the most significant lessons I would ever learn in my life.
- Initially, the vehicle appeared to be operating normally until it reached cruising speed, and then, after cruising speed was reached, the car would hiccup and generate pending codes for P1128 and P1129, which were later cleared.
- There were also a few instances in which the car would completely stall.
- During our test drive, we were able to confirm the issue with our subject car; we then went to the service information to seek up the meaning of the pending codes that had been activated on the vehicle.
- The next step was to look for any bulletins that could have addressed this peculiar problem.
- The following statement offers a high-level description of the situation: Certain cars are subject to this advisory, which entails flash reprogramming the Powertrain Control Module (PCM) and then verifying that the fault has been remedied.
- This was perplexing to this observer at first look since I could not find a direct connection between the crank sensor and the pending fuel-related codes that had been set up at the time.
The following information was gathered: 60 pounds per square inch of pressure Flow rate: 55 gph 6.72 amps is the current drawn by the device.
Take a look at Photos 1-3.
It is not necessary to follow this advice if the P0339 – Crankshaft Position Sensor Intermittent code is not set.
It is need to have wiTECH installed in order to see the image; nevertheless, the freeze-frame report is provided below.
The second observation made was a decrease in engine speed, which went from 1,500 rpm to less than 230 rpm (see Figure 2), which was unexpected.
The last observations made in the snapshot include three more PIDs (parameter identification data), which are as follows: cam sync state, crank sync state, and cam crank difference.
Evidently, there is a relationship between how the data was influenced by these PIDs and how the data was affected by the PIDs.
Despite the fact that the car was no longer halted, the pending codes were nevertheless returned.
A few weeks later, I received a phone call from my friend, who informed me that he had returned and was prepared to fight.
He gave me the impression that we, as well as others who shared our interest, were all members of a diagnostic family.
Immediately prior to our meeting coming to an end that day, he informed us that he had made plans for us to look at the subject car once more on a Saturday in September 2011.
I was shocked to learn that my buddy had gone tragically abruptly later that evening, and I was devastated.
I’m looking for a vehicle that will allow me to evaluate and conclude my research.
I would appreciate it if you could join me in evaluating the information presented and share your feedback to me at [email protected].
Gary Zar was born into a big family of automobile diagnosticians. Our training group has spent a number of weekends seeking out further information in our field of expertise. The level of enthusiasm and determination he shown was unparalleled. He will be sadly missed by those who knew him.
Help P1128 Code.
So I’ve been experiencing some troubles with my 2006 Magnum SRT, which has 211k miles on it. Initially, for those who haven’t read my prior discussions, it was experiencing stalling difficulties at low speeds and would also stutter when traveling at highway speeds and attempting to accelerate. Took it to a mechanic and had the gas tank changed for stalling difficulties (always start with the free stuff), the throttle body cleaned and serviced, and everything seemed to be working OK for a week or two, then it started acting up again.
This code said that the car had lost connection with the PCM.
The PCM, cam and crank sensors were all replaced, and the car is running better than it has in a long time, with no stalls (although it is just two days into the new gear, so time will tell) and no glitches.
These codes have never previously emerged in the wild.
Would replacing the faulty 02 sensors solve the problem, or would this be just the beginning of a never-ending litany of problems?
Anyone else had a similar problem, or do you have any advice for what to do next?