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P0106



DTC P0106

DTC DESCRIPTOR

DTC P0106
DTC P0106 Manifold Absolute Pressure (MAP) Sensor Performance

DIAGNOSTIC FAULT INFORMATION




Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. Initial Inspection and Diagnostic Overview

TYPICAL SCAN TOOL DATA

MAP Sensor:






CIRCUIT DESCRIPTION

IMPORTANT: The following applies to the intake airflow system performance diagnostic that is used in this supercharged engine:
- When referring to the supercharger intake manifold models, the plenum volume between the throttle body and the supercharger is considered to be the intake manifold.
- When referring to engine pumping, the supercharger and the intercooler plenum are considered to be part of the engine.
- The MAP estimates are used in the engine air flow estimates. Air flow into the intake system must be the same as the air flow out of the intake system, the Intake Airflow Rationality Diagnostics (IFRD) calculates air flowing out of the engine based on MAP estimates, volumetric efficiency, and RPM.

The intake airflow system performance diagnostic provides the within-range rationality check for the mass air flow (MAF), supercharger inlet absolute pressure (SCIP), MAP, by-pass valve stuck, and the throttle position (TP) sensors. This is an explicit model-based diagnostic containing 4 separate models for the intake system.
- The throttle model describes the flow through the throttle body and is used to estimate the MAF through the throttle body as a function of barometric pressure (BARO), throttle position, intake air temperature (IAT), and estimated SCIP. The information from this model is displayed on the scan tool as the MAF Performance Test parameter.
- The first supercharger intake manifold model describes the pressure at the supercharger intake manifold and is used to estimate SCIP as a function of the MAF into the intake manifold from the throttle body and the MAF out of the intake manifold caused by engine pumping. The flow into the supercharger intake manifold from the throttle uses the MAF estimate calculated from the above throttle model. The information from this model is displayed on the scan tool as the MAP Performance Test 1 parameter.
- The second supercharger intake manifold model is identical to the first supercharger intake manifold model except that the MAF sensor measurement is used instead of the throttle model estimate for the throttle air input. The information from this model is displayed on the scan tool as the MAP Performance Test 2 parameter.
- A fourth model is created from the combination and additional calculations of the throttle model and the first supercharger intake manifold model. The information from this model is displayed on the scan tool as the TP Performance Test parameter.
- In addition 5 new models have been added, these models run in the background.




The estimates of MAF, SCIP, and TP that are obtained from this system of models and calculations are then compared to the actual measured values from the MAF, SCIP, and the TP sensors and to each other to determine the appropriate DTC to fail. The table illustrates the possible failure combinations and the resulting DTC or DTCs.

CONDITIONS FOR RUNNING THE DTC
- DTCs P0069, P0107, P0108, P0120, P0121, P0220, P0506, P0507, P1183, P1184, P2135, P2228, or P2229 are not set.
- The engine speed is less than 900 RPM.
- This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC
- The ECM detects that the MAP sensor signal is 25 kPa more than the calibrated estimate for more than 90 seconds. OR
- The ECM detects that the MAP sensor signal is 45 kPa less than the calibrated estimate for more than 90 seconds.

ACTION TAKEN WHEN THE DTC SETS
DTC P0106 is a Type A DTC.

CONDITIONS FOR CLEARING THE MIL/DTC
DTC P0106 is a Type A DTC.

DIAGNOSTIC AIDS
- Any condition that can cause the MAF, MAP, SC inlet pressure, and TP sensors to be shifted in value or any condition that may cause the by-pass valve to stick, at the same time may cause this DTC to set.
- A slight to moderate resistance of 10-20 ohms on the ignition or ground circuits may cause this DTC to set.
- Road test the vehicle and verify that the MAF sensor calculated g/s and the actual MAF g/s parameters are near or equal to each other.

CAUTION: Refer to Road Test Caution.

- A skewed MAF sensor, intake air flow restriction or intake air flow leak after the MAF sensor may cause the calculated g/s and MAF g/s parameters to disagree. Road test the vehicle while observing both parameters under various engine loads.
- A wide open throttle (WOT) acceleration from a stop should cause the MAF sensor parameter on the scan tool to increase rapidly. This increase should be from 6-10 g/s at idle to 380 g/s or more at the time of the 2-3 shift.
- A steady or intermittent high resistance of 15 ohms or more on the ignition 1 voltage circuit will cause the MAF sensor values to be skewed high by up to 60 g/s.
- A skewed or stuck ECT or IAT sensor 1 will cause the calculated models to be inaccurate and may cause this DTC to run when it should not. Refer to Temperature Versus Resistance.
- Verify that any electrical aftermarket devices are properly connected and grounded. Refer to Checking Aftermarket Accessories. Component Tests and General Diagnostics

CIRCUIT/SYSTEM VERIFICATION

IMPORTANT: Verify that the engine is in good mechanical condition before continuing with this diagnostic.

1. If DTCs P0069, P0107, P0108 are set, refer to Diagnostic Trouble Code (DTC) List - Vehicle for further information. Diagnostic Trouble Code Descriptions
2. Ignition ON, observe the scan tool MAP, SC Inlet Pressure, and BARO parameters. Verify the MAP, SC Inlet Pressure, and BARO sensor parameters are within 5 kPa of each other.

IMPORTANT: The Altitude vs. Barometric Pressure table indicates a pressure range for a given altitude under normal weather conditions. Weather conditions consisting of very low or very high pressure and/or very low or very high temperature may cause a reading to be slightly out of range.

3. Ignition ON, observe the MAP Sensor kPa parameter with a scan tool. Start the engine. The MAP Sensor kPa parameter should decrease.
4. Engine running at idle, observe and record the MAP Sensor parameter kPa value with a scan tool. Slowly increase the engine speed from idle to 2,000 RPM, then allow the engine speed to return idle. The MAP sensor parameter should increment to a higher value at 2,000 RPM and return to the recorded idle value.
5. Verify the integrity of the air induction system by inspecting for the following conditions:
- Damaged components
- Loose or improper installation
- An air flow restriction
- A cracked or restricted MAP sensor vacuum hose
- An intake manifold leak
6. Ignition ON, compare APP sensors 1 and 2 percentages with a scan tool. Verify that they do not differ more than 5 percent when a slow pedal sweep is performed.

CIRCUIT/SYSTEM TESTING
1. Ignition OFF, disconnect the harness connector at the MAP sensor.

IMPORTANT: You must perform the circuit/system verification before proceeding with the circuit/system testing.

2. Ignition OFF, test for less than 5 ohms of resistance between the low reference circuit terminal and ground.
- If greater than the specified range, test the low reference circuit for an open or high resistance. If the circuit tests normal, replace the control module.
3. Ignition ON, test for 4.8-5.2 volts between the 5-Volt reference circuit terminal and ground.
- If less than the specified range, test the 5-Volt reference circuit for a short to ground, open, or high resistance. If the circuit tests normal, replace the control module.
- If greater than the specified range, test the 5-Volt reference circuit for a short to voltage. If the circuit tests normal, replace the control module.
4. Verify the scan tool MAP Sensor parameter is less than 0.2 volt.
- If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the control module.
5. Install a 3-amp fused jumper wire between the signal circuit terminal and the 5-Volt reference terminal. Verify the scan tool MAP Sensor parameter is greater than 200 kPa.
- If less than the specified range, test the signal circuit for a short to ground, open, or high resistance. If the circuit tests normal, replace the control module.
6. If all circuits test normal, test the MAP sensor. Refer to Component Testing

COMPONENT TEST
1. Ignition OFF, remove the MAP sensor.

IMPORTANT: You must perform the circuit/system verification before proceeding with the circuit/system testing.

2. Install a 3A fused jumper wire between the 5-Volt reference terminal of the sensor and 5 volts.
3. Install a jumper wire between the low reference terminal of the sensor and ground.
4. Ignition ON, install the J 35555 to the MAP sensor vacuum fitting. Slowly apply vacuum to the sensor while monitoring the voltage between the signal terminal and the low reference terminal. the voltage should vary between 5-0 volts, without any spikes or dropouts.
- If the voltage is not within the specified range or is erratic, replace the MAP sensor.

REPAIR INSTRUCTIONS
- Manifold Absolute Pressure Sensor Replacement
- Control Module References for ECM replacement, setup, and programming

REPAIR VERIFICATION
1. Ignition ON, observe the MAP, SC Inlet Pressure, and BARO parameters with a scan tool. The MAP, SC Inlet Pressure, and BARO sensor parameters should be within 5 kPa of each other.
2. With a scan tool, command the supercharger bypass control valve ON. Slowly increase the engine speed from idle to 2,000 RPM and return the engine to idle speed.
- The MAP sensor parameter should increment to a higher value and return to the normal idle value.
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