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Where is the maf sensor and resedt kam - 2001 Ford Windstar

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Posted on Jan 10, 2013


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Replaced mass airflow sensor in 2001 tacoma twice. Is their a way to clean, bypass, etc. new unit lasts about two months, ie engine light comes back on and mechanic is ready to replace sensor, clean...

If the new unit only lasted a couple of months, and the engine light goes back on, I think that you should try to have it replaced at the auto parts store under their 90 day warranty policy, if they have that.

Try to go to a reputable source such as Autozone or Advance Auto Parts where they have a more liberal return and refund policy.

Usually, a MAF sensor once replaced shouldn't go bad in such a short time span.

Maybe, check that the voltage to the MAF sensor is not too much for the sensor, causing it to go bad. If that's the case, the computer reference signal voltage may be the culprit.

Good luck on this repair.

Dec 19, 2010 | 2001 Toyota Tacoma

3 Answers

Well the codes are, po103,po1505,po301,po300,po302,po123, this was scan yesterday.

code po103
It means the MAF sensor is either contaminated or failed. The reason it runs while unplugged is the car goes into a memory mode where it adjusts the fuel trim to what it remembers doing when the car was running well. It stalls when it's cold and guzzles fuel because the MAF sensor detects the amount of air and adjusts the fuel accordingly. Because it has no reading, it is just dumping an estimated amount of fuel not the right amount for optimal combustion. You can try to clean the MAF sensor and see if it works, but if not you will need to make sure you have power going to the connector and if so replace the sensor. If you want to confirm the sensor failure you can check the resistance or observe the output on a scanner. Then your car should run fine. If you have no power to the connector then you will need to check the wiring and the PCM.

code p1505
Diagnostic Trouble Code (DTC) P1505 indicates the IAC system has reached the adaptive clip.
Possible causes:
  • Air leaks.
  • Plugged air filter element.
  • Throttle body/linkage binding.
  • Contaminated or damaged IAC valve assembly.
  • Damaged throttle body
The Adaptive Idle Air Control (IAC) strategy is designed to adjust the IAC calibration to correct for wear and aging of components. When engine conditions meet the adaptive strategy learning requirement, the strategy monitors the engine and determines the values required for ideal idle calibration. The adaptive strategy stores these values in a table for reference. This table is used by the PCM as a correction factor when controlling idle speed. The adaptive idle table is stored in Keep Alive Memory (KAM) and retains the learned values even after the engine is shut off. A Diagnostic Trouble Code (DTC) is output to indicate that the adaptive IAC strategy has reached its learning limits.
Whenever an IAC component is replaced or cleaned or a service affecting idle is performed, it is recommended that KAM be cleared. This is necessary so the idle strategy does not use the previously learned adaptive values.
It is important to note that erasing DTCs with a scan tool does not reset the adaptive idle table.
Once KAM has been reset, the engine must idle for fifteen minutes (actual time varies between strategies) to learn new adaptive values. Idle quality will improve as the strategy adapts. Adaptation occurs in four separate modes. The modes are transmission select in neutral with air conditioning on; transmission select in neutral with air conditioning off; transmission select in drive with air conditioning on; and transmission select in drive with air conditioning off.

po301 po302 and po300 are all cylinder misfire codes
usually a p0300 is a random missfire code due to a fuel problem probaly bad gas , use some in tank fuel treatment such as techron or lucas injector cleaner, after adding fuel disconnect negative terminal to batt, to clear codes and see what happens if that doesnt help...
Go buy new platinum tip spark plugs - supposed to use OEM's for best results, about $15 each (Nippon Denso's or NGKs, can't remember which but AZone will tell u which it is), and new plug wire kit (cheap ones are fine) from Orielly or AutoZone. They're very easy to install. Put them in and u'll probably be good as new.

I had the same issues at about 64k miles as well & it worked out fine.

That is a fault code for your TPS (throttle position sensor).
It's probably been shorted out. check out the wiring and see if u have any disconnects or shorts....

please rate the service....
good luck
have a nice day

Jul 08, 2009 | 1997 Kia Sportage

3 Answers

Where is the MAF sencor located on 2000 Galant

in the inlet air pipe from the air filter to the manifold

Dec 02, 2010 | 2000 Mitsubishi Galant

1 Answer

OBDii code reads 0170 which is a fuel trim malfunction right bank 1998 mercedes c230 where would the MAFsencor be and how do I fix

The MAF Sensor (Mass Air Flow) is located in the air induction system between the air filter and the throttle body.

Be certain to inspect very well for any air or vacuum leaks in the air induction system or for any loose hose clamps or fasteners in the air induction system, especially between the MAF Sensor and the throttle body. There can be no un-metered air entering the engine or the engine performance will be effected and the check engine light, or MIL (Malfunction Indicator Light) will come on, and P0170 is only one DTC (Data Trouble Code) that un-metered air can cause.

Also, be certain to check for any obstuctions on the air velocity grid to the MAF Sensor, or in the air flow to the MAF Sensor such as a plugged up air filter, or something sucked up into the air intake for the air cleaner assembly.

The MAF Sensor can be removed from the MAF housing and cleaned using carburetor cleaner in a spray can to clean off the fine dust that often builds up on the air velocity sensor part of the MAF Sensor and causes poor performance from the MAF Sensor. (it will require a tamper resistant torx bit, and note the position that the MAF Sensor is positioned in the MAF housing so that it is installed back into the MAF housing properly)

Then clean off the MAF Sensor with the carburetor spray. (From a spray can only, and do not submerge the MAF sensor in any type of water, cleaner, or solvent, or the MAF Sensor will be damaged)

If cleaning the MAF Sensor does not solve the problem, then replace the MAF Sensor and be sure to install it with the air velocity grid facing the air filter, and be sure to tighten all the hose clamps or fasteners well.

Here are a few links to MAF Sensors for that vehicle, and an image to help assist you.

Replacement MAF- $23.27

Bosch MAF- $134.95

Beck Arnley MAF- $295.60


Jul 09, 2010 | Mercedes-Benz C230 Cars & Trucks

1 Answer

My 97 mercury cougar xr7 is burning way too rich and is idleing rough.what can i do

Get a PCM test for fault codes. It could be an oxygen sensor or MAF sensor. Free test at AUtozone if check engine light is on.
Clean MAF sensor heated wires with carb cleaner by spraying seveal times. Do not brush it. Disconnect battery for 2 hours and then drive for 10 miles after hook up.

SERVICE TIP MASS AIR FLOW (MAF) DISCUSSION MAF sensors can get contaminated from a variety of sources: dirt, oil, silicon, spider webs, potting compound from the sensor itself, etc. When a MAF sensor gets contaminated, it skews the transfer function such that the sensor over-estimates air flow at idle (causes the fuel system to go rich) and under-estimates air flow at high air flows (causes fuel system to go lean). This means Long Term Fuel Trims will learn lean (negative) corrections at idle and learn rich (positive) corrections at higher air flows. If vehicle is driven at Wide Open Throttle (WOT) or high loads, the fuel system normally goes open loop rich to provide maximum power. If the MAF sensor is contaminated, the fuel system will actually be lean because of under-estimated air flow. During open loop fuel operation, the vehicle applies Long Term Fuel Trim corrections that have been learned during closed loop operation. These corrections are often lean corrections learned at lower air flows. This combination of under-estimated air flow and lean fuel trim corrections can result in spark knock/detonation and lack of power concerns at WOT and high loads. One of the indicators for diagnosing this condition is barometric pressure. Barometric pressure (BARO) is inferred by the Powertrain Control Module (PCM) software at part throttle and WOT (there is no actual BARO sensor on MAF-equipped vehicles, except for the 3.8L Supercharged engine). At high air flows, a contaminated MAF sensor will under-estimate air flow coming into the engine, hence the PCM infers that the vehicle is operating at a higher altitude. The BARO reading is stored in Keep Alive Memory (KAM) after it is updated. Other indicators are Long Term Fuel Trim and MAF voltage at idle. NOTE: THE FOLLOWING PROCEDURE MAY ALSO BE USED TO DIAGNOSE VEHICLES THAT DO NOT HAVE FUEL SYSTEM/HO2S SENSOR DTCs. Symptoms
  • Lack of Power
  • Spark Knock/Detonation
  • Buck/****
  • Hesitation/Surge on Acceleration
  • Malfunction Indicator Lamp (MIL) Illuminated - DTCs P0171, P0172, P0174, P0175 may be stored in memory
  • P0171, P0174 (Fuel system lean, Bank 1 or 2)
  • P0172, P0175 (Fuel system rich, Bank 1 or 2)
  • P1130, P1131, P1132, (HO2S11 lack of switching, Bank 1)
  • P1150, P1151, P1152, (HO2S21 lack of switching, Bank 2)
  • 181, 189 (Fuel system lean, Bank 1 or 2)
  • 179, 188 (Fuel system rich, Bank 1 or 2)
  • 171, 172, 173 (HO2S11 lack of switching, Bank 1)
  • 175, 176, 177 (HO2S21 lack of switching, Bank 2)
  • 184, 185 (MAF higher/lower than expected)
  • 186, 187 (Injector pulse width higher/lower than expected)
  1. Look at the BARO PID. Refer to the Barometric Pressure Reference Chart in this article. At sea level, BARO should read about 159 Hz (29.91 in. Hg). As a reference, Denver, Colorado at 1524 meters (5000 ft.) altitude should be about 144 Hz (24.88 in. Hg.). Normal learned BARO variability is up to ±6 Hz (±2 in. Hg.). If BARO indicates a higher altitude than you are at (7 or more Hz lower than expected), you may have MAF contamination. If available, Service Bay Diagnostic System (SBDS) has a Manifold Absolute Pressure (MAP) sensor that can be used as a barometric pressure reference. Use "MAP/BARO" test under "Powertrain," "Testers and Meters." Ignore the hookup screen. Connect GP2 to the reference MAP on the following screen. NOTE: REMEMBER THAT MOST WEATHER SERVICES REPORT A LOCAL BAROMETRIC PRESSURE THAT HAS BEEN CORRECTED TO SEA LEVEL. THE BARO PID, ON THE OTHER HAND, REPORTS THE ACTUAL BAROMETRIC PRESSURE FOR THE ALTITUDE THE VEHICLE IS BEING OPERATED IN. LOCAL WEATHER CONDITIONS (HIGH AND LOW PRESSURE AREAS) WILL CHANGE THE LOCAL BAROMETRIC PRESSURE BY SEVERAL INCHES OF MERCURY (±3 Hz, ±1 in. Hg.). NOTE: BARO IS UPDATED ONLY WHEN THE VEHICLE IS AT HIGH THROTTLE OPENINGS. THEREFORE, A VEHICLE WHICH IS DRIVEN DOWN FROM A HIGHER ALTITUDE MAY NOT HAVE HAD AN OPPORTUNITY TO UPDATE THE BARO VALUE IN KAM. IF YOU ARE NOT CONFIDENT THAT BARO HAS BEEN UPDATED, PERFORM THREE OR FOUR HEAVY, SUSTAINED ACCELERATIONS AT GREATER THAN HALF-THROTTLE TO ALLOW BARO TO UPDATE.

May 01, 2010 | 1997 Mercury Cougar XR7

3 Answers

2004 Chevy Silverado. After replacing the

if u disconnect the battery it will set a KAM code (keep alive memory) this willturn on the engine lite
yes a vacuum leak will cause a lean condition if u spray choke cleaner around the area u took apart if u have a vac leak it will raise the rpms of the motor.
as far as the re-learn it should relearn after a complete drive cycle witch is about 30miles driving above 55 mph

Mar 18, 2010 | 2004 GMC Yukon

1 Answer

Engine cuts out and restarts at 5 second intervals

Hmm without a scan too it's hard to say what the problem is exactly. We know it's not the MAF. Could also be the IAC or leaky intake manifold gaskets (common on these escapes and tributes). With a scan tool you should be able to read what value the computer is using for barometric pressure. Normal BARO Hz reading is 155-159 Hz at sea level and drops about 3 Hz for every 1000 feet gained in altitude. The Powertrain Control Module (PCM) calculates the barometric pressure from the Mass Air Flow (MAF) sensor input under certain WOT modes of operation. If the MAF is cleaned or replaced, perform an adaptive relearn on the PCM by disconnecting the battery negative or pulling the PCM's Keep Alive Memory (KAM) fuse of the under hood fuse box, for 10-15 minutes. After reconnection, start the engine and monitor the fuel trim readings and BARO readings, during and after a test drive, to verify normal values and that the problem is repaired. If it doesn't keep running while applying gas it doesn't sound like the Idle Air Control. you could try cleaning it just to check to see if it improves. try this though:
check the Idle Air Control Valve (IAC) % on a scan tool to see if the PCM is commanding the IAC open. The higher the percentage, the faster the idle should be.
Check Key On Engine Off (KOEO) and KOER Differential Pressure Feedback EGR (DPFE) sensor voltage, to verify that the Exhaust Gas Recirculation (EGR) valve is not stuck open. If the DPFE voltage increases when the engine is started, the EGR valve is stuck open.
Test the Idle Air Control (IAC) solenoid function when cold. Try tapping on the IAC with a screwdriver handle to see if it is stuck.
Hope this helps!

Jan 07, 2010 | 2001 Ford Escape

3 Answers

After changing fuel pump 2 days ago on my 97 pontiac gtp. it started idling high (2500rpm) then today after getting code p0102(maf sensor) and codes p0122-p0507-p1441 it died on way home and wont start. is...

You can test the MAF before replacing. It may be a problem with the circuit itself or just a fluke from another problem that is connected to this sensor.

There are two basic types of mass airflow sensors: hot wire and hot film. In the first type, a very thin wire (about 0.2 mm thick) is used as the heated element.
f27-31.gif Components of a hot wire-type mass airflow sensor. Courtesy of Ford Motor Company. The element temperature is set at 100° to 200°C above incoming air temperature. Each time the ignition switch is turned to the off position, the wire is heated to approximately 1,000°C for 1 second to burn off any accumulated dust and contaminants.
The second type uses a nickel foil sensor, which is kept 75°C above ambient air temperatures. It does not require a burn-off period and therefore is potentially longer lasting than the hot wire type.
A faulty MAF will cause driveability problems resulting from incorrect ignition timing and improper air/fuel ratios.
Vane-type MAF Sensors
A vane-type MAF sensor is found on many import and domestic vehicles with EFI. All intake air must flow through the sensor. Some MAF sensors are called volume air flow meters
  • Begin checking a vane-type MAF sensor by checking the voltage supply wire and the ground wire to the MAF module before checking the sensor voltage signal.
  • Always follow the recommended test procedure in the manufacturer's service manual and use the specifications supplied by the manufacturer.
  • Typically, to test the sensor, a digital multimeter (DMM) is used and set on a DC voltage scale. The negative meter lead is connected to ground and the red lead to the MAF signal wire.
f_32.44.gif A voltmeter connected to measure the signal from a MAF sensor. Reproduced with permission from Fluke Corporation.
  • Turn on the ignition switch and press the min/max button, if available, on the DMM.
  • Slowly push the MAF vane from the closed to the wide-open position, and allow the vane to slowly return to the closed position.
f_27.33.gif Move the MAF sensor air vane from open to close to test it. Reproduced with permission from Fluke Corporation.
  • Observe the maximum and minimum voltage readings as the vane was moved.
  • If the minimum voltage signal is zero, there may be an open circuit in the MAF sensor variable resistor.
  • When the voltage signal is not within the manufacturer's specifications, replace the sensor.
WARNING While pushing the mass air flow sensor vane open and closed, be careful not to mark or damage the vane or sensor housing.
  • Some vehicle manufacturers specify ohmmeter tests for the MAF sensor.
  • With the MAF sensor removed, connect the ohmmeter across the sensor's output and input terminals.
f_32.45.gif Ohmmeter connections to a MAF sensor. Reprinted with permission.
  • The resistance at these terminals is normally 200 to 600 ohms.
  • Connect the ohmmeter leads to the specified MAF sensor terminals, and move the vane from the fully closed to the fully open position.
  • With each specified meter connection and vane position, the ohmmeter should indicate the specified resistance.
f_32.46.gif Resistance specifications for a typical MAF sensor with door open and closed. Reprinted with permission.
  • When the ohmmeter leads are connected to the sensor's input and output terminals, the ohmmeter reading should increase smoothly as the sensor vane is opened and closed.
  • To check a vane-type MAF with a lab scope, connect the positive lead to the output signal terminal and the negative scope lead to a good ground.
  • This type MAF should display an analog voltage signal when the engine is accelerated. A defective MAF will have sudden and erratic voltage changes.
f_32.47.gif The trace of a defective vane-type MAF sensor. Reproduced with permission from Fluke Corporation. Hot-Wire-Type MAF Sensors
The test procedure for heated resistor and hot-wire MAF sensors varies depending on the vehicle make and year. Always follow the test procedure in the appropriate service manual. A frequency test may be performed on some MAF sensors, such as the AC Delco MAF on some General Motors' products.
  • To check the MAF sensor's voltage signal and frequency, connect a voltmeter across the MAF voltage signal wire and ground wire.
  • Start the engine and observe the voltmeter reading.
  • On some MAF sensors, this reading should be 2.5 volts.
  • Lightly tap the MAF sensor housing with a screwdriver handle and watch the voltmeter pointer.
  • If the pointer fluctuates or the engine misfires, replace the MAF sensor.
  • Some MAF sensors have experienced loose internal connections, which cause erratic voltage signals and engine misfiring and surging.
  • Set the DMM so that it can read the frequency of DC voltage.
  • With it still connected to the signal wire and ground, the meter should read about 30 Hz with the engine idling.
  • Now, increase the engine speed, and record the meter reading at various speeds.
  • Graph the frequency readings. The MAF sensor frequency should increase smoothly and gradually in relation to engine speed.
  • If the MAF sensor frequency reading is erratic, replace the sensor.
f_32..48.gif Satisfactory and unsatisfactory MAF sensor frequency readings. Reproduced with permission from Fluke Corporation.
  • When a scanner is used to diagnose a General Motors' vehicle, one test mode displays grams per second from the MAF sensor. This mode provides an accurate test of the MAF sensor.
  • The grams per second reading should be 4 to 7 with the engine idling.
  • This reading should gradually increase as the engine speed increases.
  • When the engine speed is constant, the grams-per-second reading should remain constant.
  • If the grams-per-second reading is erratic at a constant engine speed or if this reading varies when the sensor is tapped lightly, the sensor is defective.
  • A MAF sensor fault code may not be present with an erratic grams-per-second reading, but the erratic reading indicates a defective sensor.
  • Frequency-varying types of MAF sensors can be tested with a lab scope.
  • The waveform should appear as a series of square waves.
f_32.49.gif A normal trace for a frequency-varying MAF sensor. Courtesy of Progressive Diagnostics--WaveFile AutoPro.
  • When the engine speed and intake air flow increases, the frequency of the MAF sensor signals should increase smoothly and proportionately to the change in engine speed.
  • If the MAF or connecting wires is defective, the trace will show an erratic change in frequency.
f_32.50.gif The trace of a defective frequency-varying MAF sensor. Courtesy of EDGE Diagnostics Systems.

There is also a
Mass Air Flow (MAF) Burn-Off Module Operation:
00375_maf_burn_off_module.jpgA semi-conductor control for an electronic-ignition system.

Nov 17, 2009 | Pontiac Grand Prix Cars & Trucks

2 Answers

2000 lincoln ls i got a trouble code p1633 (KAM)voltage to low

P1633 means KAM (Keep Alive Memory ) Voltage too low. the KAM is caused by low battery voltage and you replace the battery.When you replace the battery the KAM loses Memory and the problems resulting in what you are experiencing now.When replacing a new battery, reconnect the Positive cable first.And use a trickle battery charger set low to the cables before disconnectng the battery . this will keep the voltage to the ECM powered with enough voltage. All you can do now is make the computer relearn the way it should run. Disconnect the negative cable from the battery, wait a while 20 seconds or so. then reconnect the cable. I do not know if this is a temporary fix or not but it should re-program the computer.

Nov 19, 2008 | 2000 Lincoln LS

5 Answers

Bank 1 & 2 running lean

The lean condition is caused from the upper intake gaskets and isolation bolts not sealing properly due to time and poor sealing qualities from the factory ther was a service bulliten for this through ford to replace the gaskets,bolts,vaccum line,and lh side valve cover for this concern the oil was getting onto the rubber contaminating it causing a vaccum leak. If you never had the tsb done i would start there, also if there is high milleage on the vehicle i would also clean the maf sensor and resedt kam.

Oct 16, 2008 | 2001 Ford Windstar

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