MAF replacement I bought the sensor

JCAROTHERSS

MEMBER
2005 CHEVROLET SILVERADO

Ok I bought this MAF sensor and I tried installing it my problem is I don't know which way it goes can you please help?

Thursday, June 25th, 2009 AT 9:53 PM

17 Replies

BRIAN 1

MECHANIC
1,030 POSTS

Here is a guide to help you step by step with instructions in the diagrams below to show you how on your car.

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

Check out the diagrams (Below). Please let us know if you need anything else to get the problem fixed.

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Friday, June 26th, 2009 AT 10:31 AM

DUH1

MEMBER
1 POST
2004 CHEVROLET SILVERADO

Hi I have come here to see if you can help. I have been able to get up to 23 mpg but can not keep it up there it seems that every time I get on a hill the mpg go down and even if the road has a little encline it well make the mpg go down. They tell me the MAF is bad so I got a new one I need to install. Thank you

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Wednesday, May 12th, 2021 AT 1:42 PM (Merged)

KEVIN12881

MEMBER
336 POSTS

I am fixing to do that to my car, I have purchased the e-book, and found these instructions.

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Wednesday, May 12th, 2021 AT 1:42 PM (Merged)

DIESEL109

MEMBER
3 POSTS
2004 CHEVROLET SILVERADO
250,000 MILES

Good morning guys. The truck listed above is a 4.8 extended cab 1500 plain model. This message may be long but please read all if you have time. Y'all helped months ago and still with many thanks. Currently after the battery problems months ago with battery replaced, I now have bad engine and fuel performance issues. After receiving my final stimulus check and still out of work and still in hardship I have spent nearly $500.00 on trying to narrow down from 1 to 5 discouraging random codes including p101, p300, p756, p135, p134. Here is what I have bought and tried so far: Engine oil change, new plugs, checked all coil packs and all are firing using an old school test by loosening all rubber coil pack boots and checking for visual spark and all show nice consistent spark to each plug and cylinder but still getting misfire codes. Maybe not related but had to replace the heater hose assembly which was leaking at the plastic T connector but is still leaking from somewhere else. Bought for 02 sensors from oreillys at $72.00 each which I have not installed and wish to return them due to having up to 5 people telling me wait or not install them due to their opinion of the 02 sensors not being bad but throwing 02 codes bank 1 sensor 1. Cleaned my original maf sensor with MAF spray with no luck, went to salvage yard and got a used which looked practically new and really clean for $25.00 and installed with no change in fixing the problem. Tried spraying around the engine with inj cleaner and maf cleaner to detect a vacuum leak with no change to RPMs or anything. I can't hear great but have 2 people tell me they hear a hiss but we can't find it. But what I do hear is not a hiss but a howling noise like a wind howl between the engine and my driver seat. This noise is new, like only a week old. The noise stops when the truck stops but it can be put in neutral and rev the engine and can hear the noise again. Then last night pulling up to gas station it shut off while approaching the pump and a loud humming noise began under the hood with the key on and engine off. I had the very same symptoms this truck had 15 years ago with my 1992 Toyota pickup and all I did was change the fuel filter and fixed all issues. And speaking of fuel filters, on this truck all online and indoor shopping shows that this truck has an inline filter which is not accurate and found an online article which states that there was an error in the owner's manual listing an inline filter which turns out to be non serviceable inside the tank. Everywhere you shop or any video you watch on replacing this filter shows inline replacement instructions. I'm dreading a in tank pump and filter replacement. This truck is living nightmare which has left me with little money and hope to continue to narrow down steps. I dont have money to have it in a shop to professionally test for vacuum, fuel, or head gasket pressure testing. I have always been a diy guy but this truck is crippling my ability to do that anymore. Could it be a $3.00 PCV valve after spending all this time and money which would be my luck. The only other info I can give is when I changed the plugs they were all a burnt white color on on the driver side and (extremely) dry charcoal black soot on the passenger side and puts off very strong exhaust leak smell into the cab while running or trying to drive. As of this minute, I can go crank it and it will somewhat get to point A with some popping, sputtering up to the 1st 20 minutes or so then trying to get back home is a different story with barely being able to idle at a red light and 1 to 3 complete stallouts before making it home and also the noises I spoke of earlier are way more audible during this time. I know with as many things it could be, it's hard to diagnose by email but I appreciate any help y'alls. Thanks sincerely for your time. Philip Dalber, Grovetown, GA.

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Wednesday, May 12th, 2021 AT 1:42 PM (Merged)

KEN L

MASTER CERTIFIED MECHANIC
48,396 POSTS

The Code P0101 is a clue the MAF sensor can make the truck run poorly and cause the additional codes. Here is a guide to help you step by step with instructions in the diagrams below to show you how on your car:

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

Check out the diagrams (below). Let us know what happens and please upload pictures or videos of the problem.

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Wednesday, May 12th, 2021 AT 1:42 PM (Merged)

DOMAR248

MEMBER
1 POST
2003 CHEVROLET SILVERADO

My engine idles rough dying at times went to autozone they said bank 1 lean bank 2 lean said it was mass air sensor I replaced it the light went off it still idles up then idles down almost dying im getting very bad fuel mileage also

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Wednesday, May 12th, 2021 AT 1:43 PM (Merged)

DENNYP

MECHANIC
1,824 POSTS

Bank 1 and 2 lean codes are usually caused from leaking intake gaskets. This would affect idle quality. I would check for leaking gaskets by spraying some air intake cleaner around the gaskets with the engine idling. If they are leaking, you will notice a change in idle speed. (Be sure to do this on a cold engine)
Also be sure to clean the inside of the throttle body. Carbon buildup will cause poor idle also.

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Wednesday, May 12th, 2021 AT 1:43 PM (Merged)

CDREW

MEMBER
1 POST
2002 CHEVROLET SILVERADO
V8
4WD
AUTOMATIC
170,779 MILES

I had a rough starting when cold issue. Checked the codes and discovered two codes for a lean condition in both banks. After not finding a vac leak, I replaced the MAF with a remanufactured one. After replacing it, the truck started up when cold and the two codes went away. Now I have a PO-102 code. (Low voltage MAF) I checked for leaks around the sensor and along the ducted, and the wiring, no issues found. Could the new sensor be bad?

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Wednesday, May 12th, 2021 AT 1:43 PM (Merged)

OBXAUTOMEDIC

MECHANIC
3,711 POSTS

DTC P0102: MAF SENSOR CIRCUIT - LOW FREQUENCY

Description

Conditions For Running DTC

� The engine is running for more than 3 seconds. � The engine speed is more than 400 RPM. � The ignition 1 signal is more than 8 volts.

Conditions For Setting DTC

Action Taken When DTC Sets

Conditions For Clearing MIL/DTC

To locate components, see COMPONENT LOCATIONS. For circuit reference, see WIRING DIAGRAMS article. For connector terminal identification, see CONNECTOR IDENTIFICATION.

The PCM detects that the MAF sensor frequency signal is less than 1300 Hz for more than 1.2 seconds.

� 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.

� 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.

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 in order to provide the correct fuel delivery for a wide range of engine speeds and loads. A small quantity of air entering the engine indicates a deceleration or idle. A large quantity of air entering the engine indicates an acceleration or high load condition. The MAF sensor has an ignition 1 voltage circuit, a ground circuit, and a signal circuit. The PCM applies a voltage to the sensor on the signal circuit. The sensor uses the voltage in order to produce a frequency based on inlet air flow through the sensor bore. The frequency varies within a range of around 2,000 Hertz at idle to about 10,000 Hertz at maximum engine load. DTC P0102 sets if the PCM detects a frequency signal lower than the possible range of a properly operating MAF sensor.

SELF-DIAGNOSTICS - 4.8L, 5.3L & 6.0L -2002 Chevrolet Silverado 1500
Test Description

The numbers below refer to the step numbers in the diagnostic procedures.

Diagnostic Procedures

5 This step will determine if any mechanical faults have caused this DTC to set.

10 This step tests the signal circuit of the MAF sensor for a short to another 5-volt reference circuit.

16 This step verifies that the signal circuit is not shorted to any other PCM circuit.

� 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.

9 This step verifies the signal circuit from the MAF sensor electrical connector to the PCM. A voltage reading of less than 4 volts or more than 6 volts indicates a malfunction in the wiring or a poor connection.

1. Did you perform the Diagnostic System Check-Engine Controls? If yes, go to next step. If no, see DIAGNOSTIC SYSTEM CHECK - ENGINE CONTROLS under SELF-DIAGNOSTIC SYSTEM.

2. Start the engine. Observe the MAF sensor frequency with a scan tool. Is the MAF sensor frequency less than 1300 Hz? If yes, go to step 4. If no, go to next step.

3. Observe the Freeze Frame/Failure Records data for this DTC. Turn OFF the ignition for 30 seconds. Start the engine. Operate the vehicle within the Conditions for Running DTC or as close to the Freeze Frame/Failure Records data that you observed. Does the DTC fail this ignition? If yes, go to next step. If no, see DIAGNOSTIC AIDS.

4. Observe the MAF sensor frequency with a scan tool. Move the harness and the connector of the MAF/IAT sensor. Does the movement of the harness or the connector affect the MAF sensor frequency? If yes, go to step 25. If no, go to next step.

5. Turn OFF the ignition. Inspect for the following conditions:

� A restricted air intake duct.

� A collapsed air intake duct.

� A dirty air filter element.

� A deteriorating air filter element.

� Any unmetered air that enters the engine downstream of the MAF sensor.

SELF-DIAGNOSTICS - 4.8L, 5.3L & 6.0L -2002 Chevrolet Silverado 1500
Did you find and correct the condition? If yes, go to step 30. If no, go to next step.

Does the DMM indicate continuity? If yes, go to next step. If no, go to step 20.

14. Test for continuity from the signal circuit of the MAF sensor to ground. Does the DMM indicate continuity? If yes, go to step 21. If no, go to step 16.

Disconnecting the PCM connectors may eliminate the short to voltage if the signal circuit is shorted to another PCM circuit.

6. Inspect the fuse in the ignition 1 voltage circuit of the MAF sensor. Is the fuse open? If yes, go to step 12. If no, go to next step.

7. Disconnect the harness connector of the MAF/IAT sensor. Turn ON the ignition, with the engine OFF. Connect a test lamp between the ignition 1 voltage circuit of the MAF sensor and a good ground. Does the test lamp illuminate? If yes, go to next step. If no, go to step 18.

8. Connect a test lamp between the ignition 1 voltage circuit of the MAF sensor and the ground circuit of the MAF sensor. Does the test lamp illuminate? If yes, go to next step. If no, go to step 19.

9. Measure the voltage from the signal circuit of the MAF sensor to a good ground. Is the voltage near 5 V? If yes, go to next step. If no, go to step 11.

10. Connect a 3-amp fused jumper wire between the signal circuit of the MAF sensor and a good ground. Start the engine. Do any additional DTCs set? If yes, go to step 23. If no, go to step 26.

11. Is the voltage less than 4.5 V? If yes, go to step 13. If no, go to step 15.

The ignition 1 voltage circuit of the MAF sensor is spliced to other components of the vehicle.

12. Test for continuity between the ignition 1 voltage circuit of the MAF sensor and ground. Does the Digital Multimeter (DMM) indicate continuity? If yes, go to step 17. If no, go to step 26.

13. Turn OFF the ignition. Disconnect the PCM. Test the signal circuit between the PCM and the MAF sensor for the following conditions:

� A high resistance.

� An open circuit.

15. Turn OFF the ignition. Disconnect the PCM. Turn ON the ignition, with the engine OFF. Measure the voltage from the signal circuit of the MAF sensor to a good ground. Is the voltage near 0.0 V? If yes, go to next step. If no, go to step 22.

16. Test for continuity at the harness connector of the PCM from the signal circuit of the MAF sensor to all other circuits at both PCM connectors. Does the DMM indicate continuity between any other circuit? If yes, go to step 24. If no, go to step 27.

17. Repair the short to ground in the ignition 1 voltage circuit of the MAF sensor. Replace the fuse if necessary. After repairs, go to step 30.

18. Repair the open in the ignition 1 voltage circuit of the MAF sensor. After repairs, go to step 30.

19. Repair the high resistance or an open in the ground circuit of the MAF sensor. After repairs, go to step 30.

20. Repair the high resistance or an open in the signal circuit of the MAF sensor. After repairs, go to step 30.

21. Repair the short to ground in the signal circuit of the MAF sensor. After repairs, go to step 30.

22. Repair the short to voltage in the signal circuit of the MAF sensor. After repairs, go to step 30.

23. Repair the short between the signal circuit of the MAF sensor and the circuit for which the DTC set. After repairs, go to step 30.

24. Repair the circuits that are shorted together. After repairs, go to step 30.

25. Repair the harness or the connections as needed. After repairs, go to step 30.

26. Test for an intermittent and for a poor connection at the MAF/IAT sensor. Did you find and correct the condition? If yes, go to step 30. If no, go to step 28.

27. Test for an intermittent and for a poor connection at the PCM. Did you find and correct the condition? If yes, go to step 30. If no, go to step 29.

28. Replace the MAF/IAT sensor. See appropriate REMOVAL, OVERHAUL & INSTALLATION article. After repairs, go to step 30.

29. Replace the PCM. See appropriate REMOVAL, OVERHAUL & INSTALLATION article. Reprogram PCM. See POWERTRAIN CONTROL MODULE under PROGRAMMING. After repairs, go to next step.

30. Clear the DTCs with a scan tool. Turn OFF the ignition for 30 seconds. Start the engine. Operate the vehicle within the Conditions for Running DTC. Does the DTC run and pass? If yes, go to next step. If no, go to step 2.

31. Observe the stored information, Capture Info with a scan tool. Does the scan tool display any DTCs that you have not diagnosed? If yes, see DIAGNOSTIC TROUBLE CODE DEFINITIONS. If no, system is okay.

1. 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.

2.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.

3.A wide open throttle 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 130 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.

Condition may be related to aftermarket accessories.

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Wednesday, May 12th, 2021 AT 1:43 PM (Merged)

TAAVI SOBER

MEMBER
1 POST
2000 CHEVROLET SILVERADO
V8
4WD
AUTOMATIC
17,000 MILES

I had code 0174 (system lean) so I removed and cleaned the sensor with maf cleaner. I have used a paper filter for the last 50,000 since learning an overoiled K&N gummed up my maf a couple years ago. Reinstalling, I noticed the throttle to intake connection was loose and tightened it. I also cleared the code. On test drive, it had much more power than ever before. The tires would spin easily, but the service engine soon light was still on. Opening the hood I quickly saw I had forgotten to reconnect the electrical connection. After clearing the code again I drove again. Light stayed off and it ran fine, but I no longer had the power; back to normal; couldn't spin tires. Does this mean I have always had a bad maf? Should I replace it or just run without?

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Wednesday, May 12th, 2021 AT 1:44 PM (Merged)

JACOBANDNICKOLAS

MECHANIC
109,896 POSTS

I would recommend replacing the maf As far as power, is it really lacking power or does it just have a little less than with the MAF disconnected this is because the sensor is bad.

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Wednesday, May 12th, 2021 AT 1:44 PM (Merged)

LIVEWIRE8

MEMBER
1 POST
1999 CHEVROLET SILVERADO
V8
4WD
AUTOMATIC
118,000 MILES

My truck is idling rough and the check engine light stays on. I hooked it up to a code reader and it said I had a random misfire and suggested that I replace the MAF sensor. Is there a way I can test it whithout just buying a new one and seeing if it stops the problem?