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OBD-II Code

P2240

Severity

Not yet reviewed

Nobody on our side has assessed this code yet, so we are not going to guess at how serious it is.

Can you drive it

We cannot say

Treat it as unknown until a shop reads it with live data. If the check-engine light is FLASHING, stop driving as soon as it is safe to — that means an active misfire, whatever the code.

Indicative cost (USD)

$200–$550

From this code's diagnostic notes. Varies by vehicle, diagnosis, parts, and local labor. This is not a repair quote.

P2240 is the high-current side of the wideband pumping circuit on bank 1 sensor 1 — the ECU detects that the pumping-current control is pegged high or that the actual current required exceeds the expected ±2 mA window around lambda 1.0 to a degree that suggests a wiring short to power or to the 5V reference.

How a shop works this

Work from evidence to part, not the other way round. A code names a circuit or a symptom; it does not name the part that failed.

  1. Note every code that is set, not just this one.

    Codes that appear together usually narrow the cause faster than any one of them read alone.

  2. Read the freeze frame — the conditions the fault was recorded under.

    Cold or warm, idle or load, road speed and engine speed. A fault that only appears cold is a different fault from one that only appears under load, even with the same code on the scanner.

  3. Confirm the fault is current rather than history.

    Clear the code and see whether it returns under those same conditions. A code that does not come back may have been logged during a repair, a flat battery, or a bad connection that has since been disturbed.

  4. Then follow the diagnostic notes further down this page, in the order they are written.

    They are written in the order a shop works this code, cheapest checks first. Where they name a component, inspect its wiring and connector before replacing it.

If the code comes back after a repair, the underlying fault is still there. That is the point to bring in a scanner with live data and freeze-frame, or a shop that has one.

Common symptoms

  • Check engine light
Read the full diagnostic procedureP2240 is the high-current side of the wideband pumping circuit on bank 1 sensor 1 — the ECU detects that the pumping-current control is pegged high o…

P2240 is the high-current side of the wideband pumping circuit on bank 1 sensor 1 — the ECU detects that the pumping-current control is pegged high or that the actual current required exceeds the expected ±2 mA window around lambda 1.0 to a degree that suggests a wiring short to power or to the 5V reference. On a healthy wideband, the pumping current sits within roughly ±2 mA across normal commanded lambda (negative current = lean exhaust, the cell is pumping oxygen out; positive current = rich, pumping oxygen in), and a circuit that's drawing far more current than that without a corresponding measurement is reporting an electrical fault rather than an exhaust condition.

Cheapest-first

  1. scan the wideband live data PID — a healthy bank-1 wideband at warm idle reads lambda 0.99-1.01 with pumping current oscillating gently around zero; a stuck-pegged reading or implausible current at idle is the electrical signature.
  2. Inspect the connector for a signal-to-5V short (corrosion bridging adjacent pins is the #1 cause).
  3. Backprobe the pump-cell wire and look for voltage above the normal 3V virtual-ground reference — anything pinned at battery voltage or 5V indicates a harness short.
  4. Verify the heater circuit (2-4 ohms cold) — a heater that's drawing too much current can drag adjacent signal wiring in shared connector bodies.
  5. Wideband replacements are pricier than narrow-bands, so confirm wiring before swapping parts.
Vehicle-specific patterns2007-2013 Toyota 2GR-FE / 2GR-FKS 3.5L V6 (Camry, Avalon, Highlander, Sienna) throws P2240 paired with P2237 when the OEM Denso wideband ages past 12…
  • 2007-2013Toyota 2GR-FE / 2GR-FKS 3.5L V6 (Camry, Avalon, Highlander, Sienna) throws P2240 paired with P2237 when the OEM Denso wideband ages past 120k and the pumping circuit drifts out of spec; replace as a pair on V6/V8 since the opposite bank is usually within a year of failure.
  • 2008-2014Subaru EJ25 (Forester XT, WRX, Legacy GT) throws P2240 from connector contamination at the front O2 — Subaru's exhaust routing hits the wideband connector with road spray.
  • 2010-2016BMW N55/N20 turbo (3-series, 5-series, X1, X3) throws P2240 from a TSB-acknowledged harness issue and from wideband element degradation; OEM Bosch part runs $250-$350.
  • 2009-2014Honda 3.5L J35 V6 (Accord, Pilot, Odyssey, Ridgeline) throws P2240 less frequently than competitors but typically traces to a chafed front O2 harness at the engine mount bracket.

Estimated repair$200 to $550.

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