P0101
Electrical Diagram:
CIRCUIT DESCRIPTION
The Mass Air Flow (MAF) sensor measures the amount of air ingested by the engine. The direct measurement of the air entering the engine is more accurate than calculating the airflow from the MAP, the IAT and the engine speed (speed/density). The MAF sensor has a battery feed, ground, and a signal circuit.
The MAF sensor used on this engine is a hot wire type. This engine uses the MAF sensor to measure air flow rate. The MAF output frequency is a function of the power required to keep the air flow sensing elements (hot wires) at a fixed temperature above the ambient temperature. Air flowing through the sensor cools the sensing elements. The amount of cooling is proportional to the amount of air flow. As the air flow increases, the MAF sensor requires a greater amount of current in order to maintain the hot wires at a constant temperature. The MAF sensor converts the changes in current draw to a frequency signal read by the PCM. The PCM calculates the air flow (grams per second) based on this signal.
The PCM monitors the MAF sensor frequency. The PCM can determine if the sensor is stuck low, stuck high, not providing the airflow value expected for a given operating condition, or that the signal appears to be stuck based on a lack of signal variation expected during the normal operation. This diagnostic checks the range/performance of the MAF sensor. The MAF system performance or rationality diagnostic uses the MAP, the IAT, and the engine speed to calculate an expected airflow rate. The PCM then compares the rate to the actual measured airflow from the MAF sensor. The PCM only compares the actual MAF value and the calculated value during conditions where the values are likely to match. If the actual MAF reading is not within a predetermined range of the calculated reading, this DTC will set.
CONDITIONS FOR SETTING THE DTC
^ DTCs P0102, P0103, P0107, P0108, P1120, P1220, P1221 not set
^ Engine running
^ Engine speed greater than 50 RPM but less than 2800 RPM
^ TP sensor angle less than 50% when engine vacuum (BARO-MAP) is greater than 65 kPa
^ Ignition voltage greater than 10 volts, but less than 16
^ MAF frequency 50% different from the speed density calculation
^ All above conditions stable for 2 seconds
^ All conditions met for 5.0 seconds
ACTION TAKEN WHEN THE DTC SETS
^ The PCM illuminates the Malfunction Indicator Lamp on the second consecutive drive trip that the diagnostic runs and fails.
^ The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive drive trip, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure records.
^ The PCM utilizes speed density (RPM, MAP, IAT) for fuel management.
CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM turns the MIL OFF after three consecutive drive trips that the diagnostic runs and does not fail.
^ A last test failed (current DTC) clears when the diagnostic runs and does not fail.
^ A History DTC clears after forty consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
^ The PCM battery voltage is interrupted.
^ Use a scan tool in order to clear the MIL/DTC.
DIAGNOSTIC AIDS
If you cannot find any problems with the ignition feed circuit to the component, inspect the IGN mini relay for proper operation. Probe both sides of the ENG IGN1 fuse with a test lamp connected to ground in order to determine if the IGN mini relay is suppling the power. Refer to Body and Accessories for further diagnosis of the IGN mini relay.
^ The following may cause an intermittent:
- Mis-routed harness
- Rubbed through wire insulation
- Broken wire inside the insulation For an intermittent, refer to Symptoms. Testing and Inspection
^ Any un-metered air may cause this DTC to set. Check for the following:
- An engine vacuum leak
- The PCV system for vacuum leaks
- An incorrect PCV valve
- The engine oil dip stick not fully seated
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. The MAF system performance or rationality diagnostic uses the MAP sensor signal along with other inputs in order to calculate an expected airflow rate. The PCM then compares the expected flow rate to the actual measured airflow from the MAF sensor. The first few steps of this table verify that the MAP sensor is working properly. Correct any MAP sensor DTCs first. The value shown for the MAP sensor varies with altitude. The value decreases by approximately 3.0 kPa for every 1000 feet of altitude. 100 kPa is the approximate value displayed at or near the sea level.
3. Twist the sensor towards the front of the vehicle and lift upwards in order to remove the MAP sensor.
6. Using the Freeze Frame and/or Failure Records data may aid in locating an intermittent condition. If you cannot duplicate the DTC, the information included in the Freeze Frame and/or Failure Records data can help determine how many miles since the DTC set. The Fail Counter and Pass Counter can also help determine how many ignition cycles the diagnostic reported a pass and/or a fail. Operate the vehicle within the same freeze frame conditions (RPM, load, vehicle speed, temperature etc.) that you observed. This will isolate when the DTC failed. For any test that requires probing the PCM or component harness connectors, use the Connector Test Adapter Kit J 35616-A. Using this kit prevents any damage to the harness connector terminals.
7. Any un-metered air causes this DTC to set. Check the PCV system for vacuum leaks. Also inspect the dip stick for being pulled out. Check the oil fill cap for being loose.
8. This step verifies the signal circuit from the MAF sensor electrical connector to the PCM.
9. This step verifies whether a ground and B+ circuit is available.
10. This step checks the signal circuit for an open.
11. This step checks the signal circuit for a short to B+.