P0102 Mass Air Flow Low Frequency code with good MAF

As far as cutting the correct wire, I’ll recheck that, but it’s: 1) the same color (wire 492), 2) it aligns with the wiring diagram #52, 3) it ohm-ed out (with beep and reading), but I’m going to check that again. That’s an obvious one that, if done, would be completely bone-headed and I’d be embarrassed, but it would be the issue. Uggggg.

So I went out and checked: the wiring vs. The diagram again, 2) my wire connections and solder ability, 3) insuring there were no shorts or anything, and 4) disconnected the MAF sensor.
I then tried to crank it and she started up (relief) but she was a bit rough. What I did to "fix" the issue from the night before I have absolutely no idea. I then reconnected the MAF as it was running and it kept running and actually smoothed out a bit. However, my Foxwell still gave me the MAF code " PO102, Mass of Volume Air Flow A, Circuit Low."

I'm going to get a replacement MAF sensor and put it in and see how she runs and if the code comes back.

Sound correct?

So I put it all back together, with the new MAF sensor, and it started (had to pump the gas once) and drove it and it drove great; just like yesterday with the new sensor wire and the old MAF. My Foxwell still pulled the code, "PO102, Mass of Volume Air Flow A, Circuit Low" even though I erased it before starting it and again during the drive.

What do you guys think?

Should I try "flashing" the PCM/VCM to factory original with just the two calibration history's included or is it something else?

Closer, ever so much closer.

Again, thanks!

I'm tracking down an older XP laptop as the free GM program requires XP Sp3 to run and we don't have one anymore. I'm not sure an emulator would work well as it will have issues connecting to the ports (I have read).

I'll let you know when I have it (hopefully today) and do the "flash."

I have the laptop, and I am installing a new clean version of XP Professional with SP3, and just takes some time (waiting) on these older computers.

Does this look like the most up to date GM program for my use: http://www.mediafire.com/file/bc92by7ao7fp1la/GM_2000NAO.7z/file

It seems the PCM has the most updated software, and I cannot flash it without a Tech 2 scanner (which I don't have), but all I can do is check its values, and if I want, I could modify them like a fool, if I wish. Not gonna do it.

I drove her again and found these three details quite illuminating:
1) In order to start it, you must push the pedal (open the air valve), or it will simply spin the starter/engine; which I don't think is how this car is supposed to start, ie. It should be simply to turn the key. Correct? Why do you guys think this little detail occurring?
2) But once it starts, it idles well and drives with all the power one would expect.
3) The "service engine soon" light is on and my Foxwell tells me the same old code, "PO102, Mass of Volume Air Flow A, Circuit Low" even if I erase it, and then drive it again. This is a new sensor wire as well as a new MAF. As an aside, something keeps telling me the original MAF is still good.

As an aside, I had a friend tell me to disconnect the battery for a while, then reconnect it as this would allow the flash memory to be erased and the code might go away. Ever heard of that?

Is the only way to test a PCM is to have it checked/reprogrammed the dealership?

Finished (though I had to go to a shop with a Tech 2 and basically rent it with the mechanic).

Everything is factory spec, and it idles and revs without issue. No trouble codes. Everything is within spec. When we looked over all the info in his Tech 2 readings.

When driving (though markedly better and gets up to highway speed great), still it seems the engine, as it is accelerating: feels that it either adjusts the fuel/spark a bit, or the transmission shifts prematurely into a higher gear or something (that's the only way I can describe it). It's weird to feel the car do something without driver input. Whatever it is is keeps the car from continuing its acceleration for a few seconds. If I give it throttle during the event, it downshifts and accelerates great through the issue. If I don't alter the accelerator, and keep it steady during the event, it waits a few seconds and then shifts to overdrive and feels normal.

Since I changed the fluid and filter when I first was alerted of the issue by my daughter during my maintenance work, and the old fluid was discolored (aged) and there was no metal dust or filings on the magnet, I'm wondering if I just need to allow her to drive it and change the fluid again in a few days and see if it flushes more of the old fluid that was trapped inside the torque converter?

Yes, it was the most updated. The last update was:

Really. Interesting. So what's your thought process?

Also, I was wondering; what if the PCM and the engine is working as designed? There is the vacuum powered transmission modulator that might be a issue. Now I have read up a bit on issues this failure causes, and therefore realize hard shifting and lack of shifting at all seems to be the main complaints, but what if it has a vacuum leak in the hose or a sticky spot in the moving component within the unit?

(rabbit trail perhaps, but car issues always have lots of those)