P0101

Diagnostic Chart 1 Of 2:

Diagnostic Chart 2 Of 2:

Schematic:

CIRCUIT DESCRIPTION
The Mass Air Flow (MAF) sensor measures the amount of air which passes through it into the engine during a given time. The PCM uses the mass air flow information to monitor engine operating conditions for fuel delivery calculations. A large quantity of air entering the engine indicates an acceleration or high load situation, while a small quantity of air indicates deceleration or idle. The MAF sensor produces a frequency signal which can be monitored using a scan tool. The frequency will vary within a range of around 2000 Hertz at idle to about 10,000 Hertz at maximum engine load. DTC P0101 will be set if the signal from the MAF sensor does not match a predicted value based on barometric pressure (calculated from MAP at key ON), throttle position, and engine RPM.

CONDITIONS FOR RUNNING THE DTC
^ The engine is running.
^ System voltage is between 9V and 16V.
^ The throttle is steady and TP angle is below 50%.
^ EGR duty cycle is below 50%.
^ EGR Pintle position is below 50%.

CONDITIONS FOR SETTING THE DTC
^ MAF signal frequency indicates an airflow significantly higher or lower than a predicted value based on barometric pressure, throttle position and engine RPM.
^ The above conditions are present for at least 12 seconds.

ACTION TAKEN WHEN THE DTC SETS
^ The PCM will illuminate the Malfunction Indicator Lamp (MIL) the first time the malfunction is detected.
^ The PCM calculates an airflow value based on idle air control valve position, throttle position, RPM and barometric pressure.
^ The PCM will store conditions which were present when the DTC set as Freeze Frame and the Fail Records data.

CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM will turn the MIL OFF during the third consecutive trip in which the diagnostic has been run and passed.
^ The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction.
^ The DTC can be cleared by using the scan tool Clear Info function or by disconnecting the PCM battery feed.

DIAGNOSTIC AIDS
Check for the following conditions:
^ Skewed or stuck TP sensor.
A malfunctioning TP sensor or TP sensor circuit can cause the PCM to incorrectly calculate the predicted mass air flow value. Observe the Throttle Angle displayed on the scan tool with the throttle closed. If the Throttle Angle reading is not 0%, check for the following conditions and repair as necessary:
- Throttle plate sticking or excessive deposits on the throttle plate or in the throttle bore.
- TP sensor signal circuit shorted to voltage.
- Poor connection or high resistance in the TP sensor ground circuit.
- If none of the above conditions are noted and the Throttle Angle reading at closed throttle is not 0%, replace the TP sensor.
^ Inspect harness connectors for backed out terminals, improper mating, broken locks, improperly formed or damaged terminals, and poor terminal to wire connection. Use a corresponding mating terminal to check for proper terminal tension.
^ Misrouted harness.
Inspect the MAF sensor harness to ensure that it is not routed too close to high voltage wires such as spark plug leads.
^ Damaged harness.
Inspect the wiring harness for damage. If the harness appears to be OK, observe the scan tool while moving connectors and wiring harnesses related to the MAF sensor. A change in the display will indicate the location of the malfunction.
^ Plugged intake air duct or dirty air filter element.
A wide-open throttle acceleration from a stop should cause the Mass Air Flow displayed on a scan tool to increase from about 4-7 gm/s at idle to 100 gm/s or greater at the time of the 1-2 shift. If not, check for a restriction.
^ Skewed or unresponsive MAP sensor. The barometric pressure used to calculate the default Mass Air Flow value is based on the MAP sensor reading. A skewed MAP sensor at key ON will cause the BARO reading to be incorrectly calculated. Also, an unresponsive MAP sensor (due to poor vacuum connections, damaged vacuum source, or defective vacuum hose(s), unmetered air into the manifold) will cause inaccurate BARO reading updates during wide-open throttle conditions. Both of these conditions result in a difference between the actual MAF sensor signal and the predicted MAF value (PCM calculated). If a large difference between these two values occurs DTC P0101 will set. This condition may also cause abnormal IAC counts. With the IAC at an incorrect count value, a hard start/no start condition may occur.

If DTC P0101 cannot be duplicated, the information included in the Fail Records data can be useful in determining vehicle mileage since the DTC was last set. This may assist in determining how often the DTC sets.

TEST DESCRIPTION
The numbers below refer to the step numbers on the Diagnostic Table:
3. Only, if sent here from the Engine Cranks But Does Not Run, continue to follow diagnostic table even if DTC P0101 has NOT failed this ignition.
4. This step checks the MAP sensor. By disconnecting the MAF sensor, the vehicle is forced into speed density. Speed density is based on the MAP, TP, and engine RPM readings. With a skewed/unresponsive MAP sensor, the speed density calculation is incorrect and vehicle may not start. For further information refer to diagnostic aids.
5. This step checks for skewed or sticking MAP sensor. MAP sensor should respond smoothly and gradually as RPM is increased. Compare MAP sensor of affected vehicle to that of a normally operating vehicle if a large difference is noted replace the MAP sensor.
9. Verifies that ignition feed voltage and a good ground are available at the MAF sensor.