I was playing around today trying to see if I could tune the car so I didn't get any Knock Retard and on my first WOT run the CEL came on and the code was P0101 Mass Air Flow (MAF) Sensor Performance - PCM. The car ran like crap and was hitching so I shut it off and turned it back on and it still ran like crap. I was bout 2 minutes from home so I limped home and reset the code and I'm letting it sit right now for a while to cool down before I try it again. My MAFT settings were Base "C" and WOT "3". The knock was a bit better at this setting but I dunno why the CEL came on. Anyone able to help me out?

 

P0101 is a mass or volume circuit range performance problem

 

So I wonder what would cause that? Would changing the setting on the MAFT too much within a certain amount of time do it? I unhooked the battery now aswell to clear the computer and start over again. How long should I leave the battery unhooked for?

 

should only take about 10 minutes i think. i'd wait 1/2 an hour to be sure.

 

Actually I got that a few times also on cold nights. What helped me was to richen up my Base curve... go D1 instead of the C1 on cold days. I tried WOT like you did at first, but no luck. My Maf sensor got frozen with 30degree and below temps on the highway and this I think caused that error.

When your IAT2 sensor (intake manifold temps around 150-180degrees) get to far away from your IAT temps(lets say 30-60) your ECM will start dumping fuel as as safty. Some people notice this when making back to back passes and there car will start to run 10A/F ratio on the third pass. The ECM is just trying to do it's job and cool things down.

P0101 code(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.
To fix it.... check 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.

 

You sure know your ****

 

When you try to fool the PCM by modifying the MAF with a too large amount, the PCM detects that the actual measured airflow from the MAF, SCIP (supercharger inlet pressure) and TP (throttle position) is not within range of the calculated airflow that is derived from the system of models for more than ONLY 0,5 second.