Car stalls while driving

Good afternoon,

This sounds like it could be the ignition module or the crank sensor.

https://www.2carpros.com/articles/engine-stalls

You will need a scan tool to monitor the sensor operations and the module as well. It sounds like the spark is dropping out.

https://www.2carpros.com/articles/crankshaft-angle-sensor-replacement

Roy

CRANKSHAFT POSITION (CKP) SENSORS

The CKP sensor B is a variable reluctance sensor. The magnetic field of the sensor is altered by a crankshaft mounted reluctor wheel that has seven machined slots, six of which are equally spaced 60 degrees apart. The seventh slot is spaced 10 degrees after one of the 60 degree slots. This sensor provides the ignition control module (ICM) with 7X signals, or seven pulses for each revolution of the crankshaft. The pulse from the 10 degree slot is known as the sync pulse. Both of the sensor circuits are connected to the ignition control module (ICM). A signal converter within the ICM produces digital 3X output pulse to the power-train control module (PCM), the 3X reference is known as the low resolution engine speed signal. The CKP sensor A contains a hall-effect switch. A hall-effect switch is a solid state switching device that produces a digital ON/OFF pulse when a rotating element passes between the sensor tip and a magnet. This rotating element is called an interrupter ring or blade. In this case the interrupter ring has 24 evenly spaced blades and windows and is part of the crankshaft damper assembly. This sensor provides the PCM with 24X signals, or 24 identical pulses per crankshaft revolution. The 24X signal is used for enhanced smoothness and idle stability at a lower calibrated RPM. The PCM supplies the sensor with a 12-volt reference, low reference, and signal circuit.

You never mentioned it had a code.

Are there any other codes?

Did you replace it yet? I doubt that is the issue.

https://www.2carpros.com/articles/how-to-replace-a-mass-air-flow-sensor-maf

Roy

DTC P0101

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 barometric pressure (BARO) at key ON
The manifold absolute pressure (MAP) sensor
The intake air temperature (IAT) sensor
The engine coolant temperature (ECT) sensor
The throttle position (TP) sensor
The engine speed (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, P0107, P0108, P0121, P0122, P0123, P0401, P0403, P0404, P0405, P0442, P0443, P0446, P0449, P0455, P0496, P1404 are not set.
The engine is running.
The ignition 1 signal is between 9-18 volts.
The TP sensor angle is less than 25 percent.
The change in the TP sensor angle is less than 1.5 percent.
The MAP sensor is less than 63 kPa.
The change in the MAP sensor is less than 3 kPa.
The above conditions are met for more than 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 10 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:
Any aftermarket accessories.
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 the following conditions:
Any deposits on the throttle plate or in the throttle bore
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 150 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.
Inspect for a skewed or stuck ECT sensor.
Inspect for a skewed or stuck TP sensor.
The barometric pressure 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 low reference circuit of the MAP sensor may cause this DTC to set.
A high resistance on the signal or the low reference circuit of the ECT sensor may cause this DTC to set.
If the condition is intermittent, refer to Intermittent Conditions. See: Computers and Control Systems > Initial Inspection and Diagnostic Overview > Intermittent Conditions

Did anyone verify those parts failed before replacing them?

Did you or a shop replace both crank sensors?

Roy

Not looking for codes.

This sounds electrical. Ask about the other crank sensor.

Roy

You are welcome.

Always glad to help.

Roy

Sorry he is wrong. There are 2. I am sure when he ordered it they asked him which one the 7 times or 24 times.

I sent you the location of both sensors.

Roy

You are welcome.

Always glad to help.

Roy

There are 2 sensors. He is incorrect.

Roy

No, it won't cause that and I doubt the sensor is even bad. What are the code numbers being set in the computer?

I asked for the code numbers.