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check engine code PO1O1 now what?

This is a discussion on check engine code PO1O1 now what? within the Technical / Maintenance forums, part of the General Discussion category; i went to autozone to get my check engine light checked. PO1O1 was what i got. They couldnt tell me ...

  1. #1
    formerly 98Z714x4 03 GMC 1500HD 4X4's Avatar
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    check engine code PO1O1 now what?


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    i went to autozone to get my check engine light checked. PO1O1 was what i got. They couldnt tell me what to check or buy so how do i go about figuring out the problem?

    They told me things to check were
    *MAP(how do i check it?)
    *Mass Air Flow Sensor(how do i check it?)
    *cracked or broke vaccum hoses(i checked but couldnt find any. I only seen like 2 or 3 possible vaccum hoses. how many should there be?)

    On the autozone receipt it says

    BB1.-Large vacumm leak
    BB2.-Leak in air duct tube

    Defintion
    *BBMAP(Man. absolute pressure)/BARO or MAF(Mass Air BBFlow) /VAF(Vane Air Flow) sensor condition

    Explaination
    BBA11 vehicles have one or more of these compnents.
    BBEngine load or AIR volume entering the the engine
    BBis measured by these components. The computer has
    BBrecognized a return signal error.

    Probable cause
    BB1.-Vacuum hose off, cracked, or passage blocked-
    BBEngine mechanical timing condition
    BB2.- Throttle body intake tube loose, off, or
    BBcracked

    I know not where to start can any1 pls help. Truck in sig. sorry if this is a simple fix :)
    Last edited by 03 GMC 1500HD 4X4; 07-28-2009 at 01:48 PM.


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  2. #2
    Registered User 021500HD's Avatar
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    Re: check engine code PO1O1 now what?

    JMHO, get someone that knows how to read the codes and what they mean, Sorry to sound so mean, but thats what I think. Find a local shop that is dependable to take it to.
    Leo Paugh
    96 Tahoe 4dr 4x4
    02 1500HD pickup 4x4
    86 MCSS

  3. #3
    Registered User 88Chevy350's Avatar
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    Re: check engine code PO1O1 now what?

    See if this helps, there is flow charts for test procedures but they require access to a scan tool.
    DTC P0101 (WITH THROTTLE ACTUATOR CONTROL)

    CIRCUIT DESCRIPTION
    The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The powertrain control module (PCM) uses the MAF sensor signal to provide the correct fuel delivery for all engine speeds and loads. A small quantity of air entering the engine indicates a deceleration or idle condition. A large quantity of air entering the engine indicates an acceleration or high load condition. The MAF sensor has the following circuits:
    An ignition 1 voltage circuit
    A ground circuit
    A signal circuit
    The PCM applies a voltage to the sensor on the signal circuit. The sensor uses the voltage to produce a frequency based on the inlet air flow through the sensor bore. The frequency varies within a range of near 2,000 Hertz at idle to near 10,000 Hertz at maximum engine load. The PCM uses the following sensor inputs to calculate a predicted MAF value:
    The manifold absolute pressure (MAP) sensor
    The intake air temperature (IAT) sensor
    The engine coolant temperature (ECT) sensor
    The engine speed in revolutions per minute (RPM)
    The PCM compares the actual MAF sensor frequency signal to the predicted MAF value. This comparison will determine if the signal is stuck based on a lack of variation, or is too low or too high for a given operating condition. If the PCM detects the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF value DTC P0101 sets.

    CONDITIONS FOR RUNNING THE DTC
    DTCs P0102, P0103, P0106, P0107, P0108, P0120, P0220, P0442, P0443, P0446, P0449, P0455, P0496, P2135 are not set.
    The engine is cranking or running.
    The ignition 1 signal is between 11-18 volts .
    The throttle position (TP) indicated angle is less than 95 percent .
    The change in the TP indicated angle is less than 5 percent .
    The MAP sensor is more than 17 kPa .
    The change in the MAP sensor is less than 3 kPa .
    The above conditions are met for 1.5 seconds .
    CONDITIONS FOR SETTING THE DTC
    The PCM detects that the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF value for more than 4 seconds .

    ACTION TAKEN WHEN THE DTC SETS
    The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
    The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
    CONDITIONS FOR CLEARING THE MIL/DTC
    The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
    A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
    A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
    Clear the MIL and the DTC with a scan tool.
    DIAGNOSTIC AIDS
    Inspect the harness of the MAF sensor to verify that it is not routed too close to the following components:
    The secondary ignition wires or coils
    Any solenoids
    Any relays
    Any motors
    A low minimum air rate through the sensor bore at idle or during deceleration may cause this DTC to set. Inspect for any vacuum leak downstream of the MAF sensor.
    Inspect for any contamination or debris on the sensing elements of the MAF sensor.
    Inspect the air induction system for any water intrusion. Any water that reaches the MAF sensor will skew the sensor and may cause this DTC to set.
    A wide open throttle acceleration from a stop should cause the MAF sensor parameter on the scan tool to increase rapidly. This increase should be from 3-10 g/s at idle to 170 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
    A high resistance of 15 ohms or more on the ignition 1 voltage circuit may cause this DTC to set. A high resistance may cause a driveability concern before this DTC sets.
    The barometric pressure (BARO) that is used to calculate the predicted mass air flow value is initially based on the MAP sensor at key ON. When the engine is running the BARO value is continually updated near wide open throttle. A skewed MAP sensor will cause the calculated mass air flow value to be inaccurate and may result in a no start condition. The value shown for the MAP sensor parameter varies with the altitude. With the ignition ON and the engine OFF, 101 kPa is the approximate value near sea level. This value will decrease by approximately 3 kPa for every 305 meters (1,000 feet) of altitude.
    A high resistance on the 5-volt reference circuit of the MAP sensor may cause this DTC to set.
    A high resistance on the low reference circuit of the MAP sensor may cause this DTC to set.
    If the condition is intermittent, refer to Intermittent Conditions. See: Initial Inspection and Diagnostic Overview\Diagnostic Strategies
    2004 Silverado NBS ECSB 5.3 Z71

  4. #4
    formerly 98Z714x4 03 GMC 1500HD 4X4's Avatar
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    Re: check engine code PO1O1 now what?

    Quote Originally Posted by 88Chevy350 View Post
    See if this helps, there is flow charts for test procedures but they require access to a scan tool.
    DTC P0101 (WITH THROTTLE ACTUATOR CONTROL)

    CIRCUIT DESCRIPTION
    The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The powertrain control module (PCM) uses the MAF sensor signal to provide the correct fuel delivery for all engine speeds and loads. A small quantity of air entering the engine indicates a deceleration or idle condition. A large quantity of air entering the engine indicates an acceleration or high load condition. The MAF sensor has the following circuits:
    An ignition 1 voltage circuit
    A ground circuit
    A signal circuit
    The PCM applies a voltage to the sensor on the signal circuit. The sensor uses the voltage to produce a frequency based on the inlet air flow through the sensor bore. The frequency varies within a range of near 2,000 Hertz at idle to near 10,000 Hertz at maximum engine load. The PCM uses the following sensor inputs to calculate a predicted MAF value:
    The manifold absolute pressure (MAP) sensor
    The intake air temperature (IAT) sensor
    The engine coolant temperature (ECT) sensor
    The engine speed in revolutions per minute (RPM)
    The PCM compares the actual MAF sensor frequency signal to the predicted MAF value. This comparison will determine if the signal is stuck based on a lack of variation, or is too low or too high for a given operating condition. If the PCM detects the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF value DTC P0101 sets.

    CONDITIONS FOR RUNNING THE DTC
    DTCs P0102, P0103, P0106, P0107, P0108, P0120, P0220, P0442, P0443, P0446, P0449, P0455, P0496, P2135 are not set.
    The engine is cranking or running.
    The ignition 1 signal is between 11-18 volts .
    The throttle position (TP) indicated angle is less than 95 percent .
    The change in the TP indicated angle is less than 5 percent .
    The MAP sensor is more than 17 kPa .
    The change in the MAP sensor is less than 3 kPa .
    The above conditions are met for 1.5 seconds .
    CONDITIONS FOR SETTING THE DTC
    The PCM detects that the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF value for more than 4 seconds .

    ACTION TAKEN WHEN THE DTC SETS
    The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
    The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.
    CONDITIONS FOR CLEARING THE MIL/DTC
    The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
    A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
    A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
    Clear the MIL and the DTC with a scan tool.
    DIAGNOSTIC AIDS
    Inspect the harness of the MAF sensor to verify that it is not routed too close to the following components:
    The secondary ignition wires or coils
    Any solenoids
    Any relays
    Any motors
    A low minimum air rate through the sensor bore at idle or during deceleration may cause this DTC to set. Inspect for any vacuum leak downstream of the MAF sensor.
    Inspect for any contamination or debris on the sensing elements of the MAF sensor.
    Inspect the air induction system for any water intrusion. Any water that reaches the MAF sensor will skew the sensor and may cause this DTC to set.
    A wide open throttle acceleration from a stop should cause the MAF sensor parameter on the scan tool to increase rapidly. This increase should be from 3-10 g/s at idle to 170 g/s or more at the time of the 1-2 shift. If the increase is not observed, inspect for a restriction in the induction system or the exhaust system.
    A high resistance of 15 ohms or more on the ignition 1 voltage circuit may cause this DTC to set. A high resistance may cause a driveability concern before this DTC sets.
    The barometric pressure (BARO) that is used to calculate the predicted mass air flow value is initially based on the MAP sensor at key ON. When the engine is running the BARO value is continually updated near wide open throttle. A skewed MAP sensor will cause the calculated mass air flow value to be inaccurate and may result in a no start condition. The value shown for the MAP sensor parameter varies with the altitude. With the ignition ON and the engine OFF, 101 kPa is the approximate value near sea level. This value will decrease by approximately 3 kPa for every 305 meters (1,000 feet) of altitude.
    A high resistance on the 5-volt reference circuit of the MAP sensor may cause this DTC to set.
    A high resistance on the low reference circuit of the MAP sensor may cause this DTC to set.
    If the condition is intermittent, refer to Intermittent Conditions. See: Initial Inspection and Diagnostic Overview\Diagnostic Strategies
    i appreciate all that but ummm yeah i dont understand any of that lol. i think if i wouuld understand all that i would be able to fix the problem myself without asking lol :). im going to read it over agian when i wake up. maybe ill undestand it a bit :)


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  5. #5
    formerly 98Z714x4 03 GMC 1500HD 4X4's Avatar
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    Re: check engine code PO1O1 now what?

    any1? I know my truck idles real bad and it dies sometimes. when i hit the gas sometimes it hesitates then takes off quick. and my air doesnt work unless immovig at a decent speed then its cold as hell


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  6. #6
    formerly 98Z714x4 03 GMC 1500HD 4X4's Avatar
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    Re: check engine code PO1O1 now what?

    ok today i ran it out to test it. i NEVER get on my truck and always baby it around except for a little bit when i 1st got it. and that beast had some power and powerbraked like a beast. today i couldnt even powerbrake it.

    I took off the throttlebody and cleaned it and inside the intake good(it was nasty) then i took it for another test drive. It seemed like i actually lost a good bit more power and really couldnt powerbrake it. if i tried to powerbrake it it would jsut sit there at about 2500 rpms. i didnt try it much so i didnt break anything. but since i cleaned the throttle body out it seems to idle alot better and not try to die

    Anythoughts?


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  7. #7
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    Re: check engine code PO1O1 now what?

    clean your maf, do you run a k&N? if your not willing to take it in and have it diagnosed, throw a maf at it.

  8. #8
    formerly 98Z714x4 03 GMC 1500HD 4X4's Avatar
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    Re: check engine code PO1O1 now what?

    Quote Originally Posted by Spencer's HIDs View Post
    clean your maf, do you run a k&N? if your not willing to take it in and have it diagnosed, throw a maf at it.

    Yes i run a K&N filter. how do you know the MAF is dirty? i took it off today but it looked perfecty clean.do i jsut clean it with carb cleaner?

    How much does it usually take to run a diag u know roughly? at autozone a remanufatured maf is $70 a new one is $170. and i dont think i can take those back after hooking them up right?


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