Question about 1997 Ford Explorer AWD

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I would like to increase power by upgrading my MAF, is this something that will work?

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  • tntheartsint Apr 01, 2011

    guess I failed to meantion that the engine is being rebuilt to stock.

×

1 Answer

Your truck is 14 years old

Why would you spend money,as well
as expect a motor with some years &
miles on it,to benefit from a different
MAF Sensor

What you want to do, is done on
race engines, because of different
modifications that require a larger
MAF

Not going to do anything for yours

Posted on Mar 31, 2011

  • Anonymous Apr 01, 2011

    Stock requires stock MAF
    If you wanted more power you
    should have changed the cams

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Ford fiesta 2006 model tdci rpm not increasing more than 2000 with yellow flash light indication continuously


It could be because of a problem in the MAF sensor. Just clean the MAF sensor with IP (Isopropile alchahole ) and try ..
For a temporary solution, you may switch the ignition on and off thrice
(till you hear a beep sound) and then start the engine. It will get the soft reset and it will work.

Sep 11, 2013 | Ford Cars & Trucks

Tip

Intake air temperature sensor on engines


1.2) IAT - Intake Air Temperature sensor

What is it? The intake air temperature sensor is a small electrical device (Thermistor - temperature dependent resistor) that consists of a small bead on a loop of wire held within a plastic safety frame.

Where is it located? Is most often found associated with the MAF (AMM) in the air ducting immediately after the air filter/cleaner box. On cars without a MAF (a manifold pressure sensor - MAP usually takes on the role) the IAT may be sited nearer the throttle opening in the air ducting. It has only two wires that make connection with it. However, when located with the MAF, a combined multi-pin plug will serve both devices.

How does it work? It measures the intake air temperature by simply measuring the resistance in the thermistor bead on the wire. The IAT is most commonly located alongside the MAF. The IAT thermistor sends a signal proportionate to the air temperature (if the usual NTC thermistor the resistance drops with increasing temperature; if PTC type them resistance increases with increasing temperature). With the engine running, fresh air is drawn through the ducting and cools the heated MAF. The temperature of the air, in conjunction with its ability to cool the MAF allows the ECU to determine the mass of air entering the engine and thereby to select the appropriate amount of fuel by adjusting the injection times.

Symptoms of a faulty IAT
Associated OBD2 error codesDTCs: P0110 - P0114; P0127

  • Higher erratic idle speed - If the IAT is at fault the ECU cannot accurately work out the mass of air entering the engine and may use a default value that is inappropriate.
  • Erratic engine - In the absence of signals from the IAT and MAF the ECU takes readings from the TPS and other sensors and this causes a rough running engine.

How to Check? Unplug the device from the duct and check that it is clean. Put a voltmeter across the contacts and measure the resistance due to the ambient air temperature. If you then breathe on it, raising the local air temperature around the probe, you will see the resistance change as a consequence. You are looking for a change in resistance in line with a change of air temperature. If there is infinite resistance, consistent with a broken circuit, or there is no measurable response to change in air temperature then the IAT is faulty.

How to Fix? Replace it


NEXT 1.3 TPS Throttle Position Sensors

on Jul 15, 2011 | Mercedes-Benz E-Class Cars & Trucks

1 Answer

The gears on my car are not changing, could it be the transmision or the airflow meter?


automatic.?
first learn now to tell, if the engine lacks power ,or the tranny is slipping
that is easy.
1: increase speed, does RPM(tachometer) rise faster (independant) of road speed. (that is called, trans slip.)
2: the trans dont slip. so the engine rpms stay low (gears work) and
the engine has no power.
if the engine has no power, fix engine.

The trans is very complex. if it messes up post that and what it does
under all driving and gear selecton modes, and hills and flat ground.
why pick the air flow meter, MAF , the most expensive part of EFI sensors. why guess there is a very simple test for the MAF, just ask.
its all in the FSM or here.
http://www.scantool.net/software/alldata-diy-1-month-subscription.html

Feb 12, 2013 | 2003 Suzuki Aerio

1 Answer

1998 Civic, Cold start, idles fine. When car is warm idle speed increases then decreases over and over again from about 600 rpm to 1100 rpm. once warmed up and driving throttle becomes on-off...


it could be the MAF sensor or the air temp sensor, it could also bet the idle sensor, it would be best to put the engine on an ecu reader to read live data as it would show at what temps the senors are working at some times it may not trigger a fault, but live data will tell you at what temps the sensors are say they are and you should be able to see what one is not working right. i would think it would be Maf sensor when was the last time the air filter was changed. if its really dirty change it and also use some MAF sensor cleaner you can buy it from a range of places and clean the MAF sensor. be careful cleaning it only use the recommended maf cleaner as other chemicals will damage it. remove the sensor from the rubber pipes a spray the cleaner on the the sensor an a bit of paper towel give it a good clean with the spray and leave it to dry before refitting. some people use carb cleaner but would not recommend it.

Jun 21, 2017 | Honda Civic Cars & Trucks

1 Answer

2001 Mazda MPV, 2.5L eng. During accelerating on to highway, van lost power. Van continued to operate but with little power available. I have no engine light and my code "checker" shows PASS (no...


looks like not enough fuel pressure, check the fuel filter.
and the fuel pump pressure.with car running 60 psi
the pump is located at the rear seat driver side you have to remove the carpet to access the cover. if the fuel pressure checked "OK" suspect defective maf sensor (sometimes defective maf sensor do not show errors codes)another way to test is disconecting the maf sensor and start the car (computer goes to limp in mode) and works little better,or check by scanner idle= low grams per seconds and increase when accelerate.

May 02, 2017 | 2001 Mazda MPV

1 Answer

Iat sensor high input


What is it? The intake air temperature sensor is small electrical device (Thermistor - temperature dependent resistor) that consists of a small bead on a loop of wire held within a plastic safety frame.


Where is it located? Is most often found associated with the MAF (AMM) in the air ducting immediately after the air filter/cleaner box. On cars without a MAF (a manifold pressure sensor usually takes on the role) the IAT may be sited nearer the throttle opening in the air ducting. It has only two wires that make connection with it. However, when located with the MAF, a combined multi-pin plug will serve both devices.


How does it work? It measures the intake air temperature by simply measuring the resistance in the thermistor bead on the wire. The IAT is most commonly located alongside the MAF. The IAT thermistor sends a signal proportionate to the air temperature (if the usual NTC thermistor the resistance drops with increasing temperature; if PTC type them resistance increases with increasing temperature). With the engine running, fresh air is drawn through the ducting and cools the heated MAF. The temperature of the air, in conjunction with its ability to cool the MAF allows the ECU to determine the mass of air entering the engine and thereby to select the appropriate amount of fuel to use by altering the injection times.


Symptoms of a faulty IAT


  • Higher erratic idle speed - If the IAT is at fault the ECU cannot accurately work out the mass of air entering the engine and may use a default value that is inappropriate.
  • Erratic engine - In the absence of signals from the IAT and MAF the ECU takes readings from the TPS and other sensors and this causes a rough running engine.


How to Check? Unplug the device from the duct and check that it is clean. Put a voltmeter across the contacts and measure the resistance due to the ambient air temperature. If you then breathe on it, raising the local air temperature around the probe, you will see the resistance change as a consequence. You are looking for a change in resistance in line with a change of air temperature. If there is infinite resistance, consistent with a broken circuit, or there is no measurable response to change in air temperature then the IAT is faulty.


How to Fix? Replace it

Dec 11, 2010 | 2002 Mitsubishi Galant

1 Answer

Code p0101


P0101 - Mass Air Flow (MAF) Circuit Range/Performance Problem

Basically this means that there is a problem with the Mass Air Flow (MAF) sensor or circuit. The PCM detects that the actual MAF sensor frequency signal is not within a predetermined range of the calculated MAF value for more than 4.0 seconds. Other MAF sensor circuit DTC trouble codes are P0100, P0102, P0103, and P0104.

Symptoms: You will likely not notice any serious drivability problems, although there may be symptoms.

Possible Solutions:
The simplest thing to do is to reset the code and see if it comes back. Then start with the cheapest, easiest repair procedures:
* Inspect for the following conditions:
An incorrectly routed harness--Inspect the harness of the MAF sensor in order 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 may cause this DTC to set at idle or during deceleration. Inspect for any vacuum leaks downstream of the MAF sensor.
* A wide open throttle (WOT) acceleration from a stop should cause the MAF sensor g/s display on the scan tool to increase rapidly. This increase should be from 6-12 g/s at idle to 230 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.
* The barometric pressure (BARO) that is used in order to calculate the predicted MAF value is initially based on the MAP sensor at key ON.
* When the engine is running the MAP sensor value is continually updated near WOT. A skewed MAP sensor will cause the calculated MAF value to be inaccurate. The value shown for the MAP sensor display varies with the altitude. With the ignition ON and the engine OFF, 103 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 ground circuit of the MAP sensor can cause this DTC to set.
* Any loss of vacuum to the MAP sensor can cause this DTC to set.

Hope this helps (remember rated this).

Aug 09, 2010 | GMC Sierra 1500 Cars & Trucks

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

1 Answer

I want to know how to get more powere out of my shadow


There are as many ways to increase power and performance as there are funds available to spend. In essence it boils down to how much you money do you want to invest. Although due to the limitations of the vehicle in question there is a fundamental limit as to how much performance you can get out of it.
If however you accept the limitations in the steering, suspension, braking and over all horse power there are a couple things that are inexpensive that will give you a little more bang for your buck.

The most important item when considering an increase in performance is the volume of air and fuel that ends up in the cylinder. Any increase in these will give you an increase in usable power. The easiest upgrade is to increase the volume of air with a high flow air filter and ducting. The most common one is from K and N filter. After this an upgrade to the computer control in the form of a "Power Chip" can add as much as 50hp.
Beyond these the upgrade tend to get pricey. Fuel injectors, high volume fuel pump, exhaust header and upgraded ignition components.

You should also remember that it becomes more and more difficult to squeeze out horsepower the higher you go.
After this the only reasonable way to achieve a dramatic increase in power is with the addition of a turbo charger (if your shadow is not equipped with one already), or by adding a Nitrous Oxide System (NOS) to the intake.
This can also cause serious problems though if the engine is not strong enough to handle the increased horsepower.
Hope this helps.

Sep 26, 2009 | 1993 Dodge Shadow

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