DTC P0101 or P1101. Isuzu I-370 2008

For 1990-2009 cars only

Makes 🢒 Isuzu 🢒 2008 🢒 I-370 🢒 Power and Signal Distribution 🢒 Wiring Systems and Power Management 🢒 DTC P0101 or P1101

Diagnostic Instructions

•	Perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure.

•	Review Strategy Based Diagnosis for an overview of the diagnostic approach.

•	Diagnostic Procedure Instructions provides an overview of each diagnostic category.

DTC Descriptors

DTC P0101: Mass Air Flow (MAF) Sensor Performance

DTC P1101: Intake Air Flow System Performance

Diagnostic Fault Information

Circuit	Short to Ground	High Resistance	Open	Short to Voltage	Signal Performance
Ignition 1 Voltage	P0030, P0036, P0102, P0443	P0101	P0102	--	P0101, P0103
MAF Sensor Signal	P0102	P0102	P0102	P0102	P0101, P0103, P1101
Ground	--	P0102	P0102	--	P0102

Typical Scan Tool Data

MAF Sensor

Circuit	Short to Ground	Open	Short to Voltage
Operating Conditions: Engine running at various operating conditions Parameter Normal Range: 2,000-9,500 Hz
Ignition 1 Voltage	0 Hz	0 Hz	--
MAF Sensor Signal	0 Hz	0 Hz	0 Hz
Ground	--	0 Hz	--

The intake flow rationality diagnostic provides the within-range rationality check for the mass air flow (MAF), manifold absolute pressure (MAP), 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), TP, intake air temperature (IAT), and estimated MAP. The information from this model is displayed on the scan tool as the MAF Performance Test parameter.

•

The first intake manifold model describes the intake manifold and is used to estimate MAP as a function of the MAF into the manifold from the throttle body and the MAF out of the manifold caused by engine pumping. The flow into the 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 intake manifold model is identical to the first 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.

•	The fourth model is created from the combination and additional calculations of the throttle model and the first intake manifold model. The information from this model is displayed on the scan tool as the TP Performance Test parameter.

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

Scan Tool Diagnostic Test Results

MAF Performance Test	MAP Performance Test 1	MAP Performance Test 2	TP Performance Test	DTCs Passed	DTCs Failed
--	--	OK	OK	P0101, P0106, P0121, P1101	None
OK	OK	Fault	OK	P0101, P0106, P0121, P1101	None
Fault	OK	Fault	OK	P0106, P0121, P1101	P0101
OK	Fault	Fault	OK	P0101, P0121, P1101	P0106
Fault	Fault	Fault	OK	P0121, P1101	P0101, P0106
--	--	OK	Fault	P0101, P0106, P1101	P0121
OK	OK	Fault	Fault	P0101, P0106, P0121, P1101	None
Fault	OK	Fault	Fault	P0101, P0106, P0121	P1101
--	Fault	Fault	Fault	P0101, P0106, P0121	P1101

Conditions for Running the DTCs

•	DTC P0102, P0103, P0107, P0108, P0112, P0113, P0116, P0117, P0118, P0128, P0335, or P0336 is not set.

•	The engine speed is between 400-8,192 RPM.

•	The IAT Sensor parameter is between -7 to +125°C (+19 to +257°F).

•	The ECT Sensor parameter is between 70-125°C (158-257°F).

•	This DTC runs continuously within the enabling conditions.

•	A steady or intermittent high resistance of 15 ohms or greater on the ignition 1 voltage circuit will cause the MAF sensor signal to be increased by as much as 60 g/s.

•	Depending on the current ambient temperature, and the vehicle operating conditions, a MAF sensor signal circuit that is shorted to the IAT signal circuit will cause the MAF sensor signal to be skewed or erratic. Additionally it may cause a rapid fluctuation in the IAT Sensor parameter.

Reference Information

Schematic Reference

Engine Controls Schematics

Connector End View Reference

Component Connector End Views

Electrical Information Reference

•	Circuit Testing

•	Connector Repairs

•	Testing for Intermittent Conditions and Poor Connections

•	Wiring Repairs

DTC Type Reference

Powertrain Diagnostic Trouble Code (DTC) Type Definitions

Scan Tool Reference

Control Module References for scan tool information

Special Tools

J 38522 Variable Signal Generator

Circuit/System Verification

Verify that DTC P0641 or P0651 is not set.

⇒	If any of the DTCs are set refer to DTC P0641 or P0651.

Verify that restrictions do not exist in the exhaust system. Refer to Restricted Exhaust.
Engine operating at idle, observe the scan tool MAF Sensor parameter. The reading should be between 2,000-3,200 Hz depending on the ECT.
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 2-6 g/s at idle to greater than 190 g/s at the time of the 1-2 shift.
Use the scan tool and compare the MAF Sensor parameter to a known good vehicle, under various operating conditions.
Verify the proper operation of the MAP sensor. A skewed MAP sensor will cause the BARO value to be inaccurate. Refer to DTC P0106.
Operate the vehicle within the Conditions for Running the DTC to verify the DTC does not reset. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records data.

Circuit/System Testing

Verify the integrity of the entire air induction system by inspecting for the following conditions:

•	Any damaged components

•	Loose or improper installation

•	An air flow restriction

•	Any vacuum leak

•	Water intrusion

•	In cold climates, inspect for any snow or ice buildup

•	Inspect the MAF sensor element for contamination

Ignition OFF, disconnect the harness connector at the MAF/IAT sensor.
Ignition OFF for 90 seconds, test for less than 5 ohms between the ground circuit terminal B and ground.

⇒	If greater than the specified range, test the ground circuit for an open/high resistance.

Ignition ON, verify that a test lamp illuminates between the ignition circuit terminal C and ground.

⇒	If the test lamp does not illuminate, test the ignition circuit for a short to ground or an open/high resistance.

Ignition ON, test for 4.8-5.2 volts between the signal circuit terminal A and ground.

⇒	If less than the specified range, test the signal circuit for a short to ground or an open/high resistance. If the circuit tests normal, replace the ECM.

⇒	If greater than the specified range, test the signal circuit for a short to voltage. If the circuit tests normal, replace the ECM.

Ignition OFF, connect the red lead of the J 38522 to the signal circuit terminal A at the MAF/IAT sensor harness connector. Connect the battery voltage supply to B+. Connect the black lead to ground.
Set the J 38522 Signal switch to 5 volts, the Frequency switch to 5K, and the Duty Cycle switch to Normal.
Engine Idling, observe the scan tool MAF Sensor parameter. The scan tool MAF Sensor parameter should be between 4,950-5,025 Hz.

⇒	If the MAF Sensor parameter is not within the specified range, replace the ECM.

If the circuits test normal, test or replace the MAF sensor.

Repair Instructions

Perform the Diagnostic Repair Verification after completing the diagnostic procedure.

•	Mass Airflow Sensor/Intake Air Temperature Sensor Replacement

•	Control Module References for ECM replacement, setup, and programming