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Carefully clean the MAF using MAF cleaner spray is generally a good DIY friendly diagnostic/repair step.Visually *closely* inspect the MAF sensor wires or film to see if you can see contamination such as dirt, dust, oil, etc.Visually inspect for any obvious air leaks in the air intake system.Visually inspect all MAF sensor wiring and connectors to make sure they are intact, not frayed, broken, routed too close to ignition wires/coils, relays, motors, etc.Possible diagnostic and repair steps include: You may have misfire codes or O2 sensor codes, so it's important to take a "big picture" look at how the systems work together and effect each other when doing a diagnosis. Note that other codes may be present if you have a P0101. Clogged catalytic converter on some models (GMC/Chevrolet mainly).MAF sensor electrical harness or wiring problem (open, shorted, frayed, poor connection, etc.).Dirty or contaminated mass air flow sensor.
#TACOMA MASS AIR FLOW SENSOR PROBLEMS CODE#
Potential causes for this trouble code may include: Engine hard start or stalling after it starts.Malfunction indicator lamp (MIL) illumination (a.k.a.P0104 Mass or Volume Air Flow "A" Circuit Intermittent.Or Volume Air Flow "A" Circuit High Input P0100 Mass or Volume Air Flow "A" Circuit Malfunction.Note: Some MAF sensors also incorporate an air temperature sensor, which is another value used by the PCM for optimal engine operation.Ĭlosely related MAF circuit trouble codes include: Is not within a predetermined expected range of the calculated MAF value. The PCM detects that the actual MAF sensor frequency signal
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Obviously, replacing the MAF sensor is needed in this case.The powertrain control module (PCM) uses that reading along with other sensor parameters to ensure proper fuel delivery at any given time for optimum power and fuel efficiency.īasically this P0101 diagnostic trouble code (DTC) means that there is a problem with the Mass Air Flow (MAF) This prevents the PCM from accurately controlling fuel, which will result in an engine that either will idle roughly or not at all.
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Rough idle or stallsĪ completely failed MAF sensor will not send any airflow information to the PCM. If the circuit has an issue, replacing the sensor will not solve your problem. Before replacing the sensor, however, the rest of the circuit should be checked for proper operation. A MAF sensor that behaves like this will require replacement. A trained technician will have to look at fuel trim status with the use of a scan tool to verify this. If the engine control system is working correctly, you will probably never notice this except for a change in fuel economy. Constantly runs rich or leanĪ MAF sensor that continuously over-reports or under-reports airflow into the engine will cause an engine to run rich or lean. The fix is as simple as cleaning the MAF sensor with an approved cleaner, which the technicians at YourMechanic can do for you if they determine that this is the root problem. Anything that acts like insulation to the hot wire will cause this type of issue.
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The contamination can come in the form of spider webs, potting compound from the MAF sensor itself, dirt that gets attached to oil on the MAF from an over-oiled aftermarket air filter, and more. These symptoms indicate a MAF that has a contaminated hot wire. There are a number of driveability issues that arise from faulty MAF sensors. This equates to more air into the engine or less air into the engine. Whenever the temperature difference between the two sensing wires changes, the MAF will either increase or decrease the current to the heated wire. The microprocessor (computer) inside the MAF determines the amount of air entering the engine by how much current is required to keep the hot wire about 200 ℉ hotter than the cold wire. There are several designs of MAF sensors, but the most common by far is the hot wire MAF sensor. The PCM uses this input to calculate engine load. Mass Airflow Sensors (MAF) have the responsibility of reporting the amount of air entering the engine to the Powertrain Control Module (PCM).
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