My engine started running like crap today and it pulled these codes... 31o : EVP or PFE circuit below min voltage. 41c : HEGO(H02s) sensor voltage low/system lean. 66c : VAF/mass air flow sensor fault, below min voltage OR... TOT sensor signal input below self-test min, or vane air flow circuit below min. What do I need to do and what will all of this likely cost me?
I am guessing about the 31o. But i think it is the canister that the fumes from the gas tank go to and recirculate it back thru the intake. Just a guess though. 41c - Your car is running lean for some reason. I dont know your mods or motor but check injectors, fuel filter, regulator. The mass air fault that you received may be contributing to this. Check connections at the mass air meter. Also check the actual heating elements inside the meter. Take a Q tip and dip in rubbing alcohal and lightly clean the elements. Sometimes crap builds up on them and it cant measure the incoming air properly. Oh, O2 sensor(s) may need to be replaced. Hope this helped. good luck!
CODE: 31 (KOEO) - EVP circuit below minimum voltage. Vref (5 volt reference voltage supplied by the computer) missing or broken wire or bad connection in circuit. Use a DVM to check for 5 volts on the orange/white wire. If it is missing, look for +5 volts at the orange/white wire on the TPS or MAP sensor located on the firewall near the center of the car. Use the black/white wire for the ground for the DVM. With the sensor removed from the EGR and still connected, press the plunger and watch the voltage change on the brown/lt green wire. Pull the passenger side kick panel and measure the voltage at the computer. You will need to remove the plastic cover over the wires and probe them from the backside. A safety pin may prove very useful for this task. Use pin 27, EVR input (brown/lt green wire) and pin 46, signal ground (black/white wire) to measure the voltage. The orange/white wire is Vref and should always be 5 volts -/+ .25 volt. Be sure to measure Vref at the EGR sensor to rule out any broken wires or bad connections. Code 41 or 91 - O2 indicates system lean. Look for a vacuum leak or failing O2 sensor. The computer sees a lean mixture signal coming from the O2 sensors and tries to compensate by adding more fuel. The following is a Quote from Charles O. Probst, Ford fuel Injection & Electronic Engine control: "When the mixture is lean, the exhaust gas has oxygen, about the same amount as the ambient air. So the sensor will generate less than 400 Millivolts. Remember lean = less voltage. When the mixture is rich, there's less oxygen in the exhaust than in the ambient air , so voltage is generated between the two sides of the tip. The voltage is greater than 600 millivolts. Remember rich = more voltage. Here's a tip: the newer the sensor, the more the voltage changes, swinging from as low as 0.1 volt to as much as 0.9 volt. As an oxygen sensor ages, the voltage changes get smaller and slower - the voltage change lags behind the change in exhaust gas oxygen. Because the oxygen sensor generates its own voltage, never apply voltage and never measure resistance of the sensor circuit. To measure voltage signals, use an analog voltmeter with a high input impedance, at least 10 megohms. Remember, a digital voltmeter will average a changing voltage." End Quote Measuring the O2 sensor voltage at the computer will give you a good idea of how well they are working. You'll have to pull the passenger side kick panel off to gain access to the computer connector. Remove the plastic wiring cover to get to the back side of the wiring. Use a safety pin or paper clip to probe the connections from the rear. The computer pins are 29 (LH O2 with a dark green/pink wire) and 43 (RH O2 with a dark blue/pink wire). Use the ground next to the computer to ground the voltmeter. Most of the common multimeters have a resistance scale. Be sure the O2 sensors are disconnected and measure the resistance from the O2 sensor body harness to the pins on the computer. Note that all resistance tests must be done with power off. Measuring resistance with a circuit powered on will give false readings and possibly damage the meter. Do not attempt to measure the resistance of the O2 sensors, it may damage them The O2 sensor ground (orange wire with a ring terminal on it) is in the wiring harness for the fuel injection wiring. I grounded mine to one of the intake manifold bolts Code 66 MAF below minimum test voltage. Insufficient or no voltage from MAF. Dirty MAF element, bad MAF, bad MAF wiring, missing power to MAF. Check for missing +12 volts on this circuit. Check the two links for a wiring diagram to help you find the red wire for computer power relay switched +12 volts. Check for 12 volts between the red and black wires on the MAF heater (usually pins A & B). while the connector is plugged into the MAF. This may require the use of a couple of safety pins to probe the MAF connector from the back side of it. There are three parts in a MAF: the heater, the sensor element and the amplifier. The heater heats the MAF sensor element causing the resistance to increase. The amplifier buffers the MAF output signal and has a resistor that is laser trimmed to provide an output range compatible with the computer's load tables. The MAF element is secured by 2 screws & has 1 wiring connector. To clean the element, remove it from the MAF housing and spray it down with electronic parts cleaner or non-inflammable brake parts cleaner (same stuff in a bigger can and cheaper too). The MAF output varies with RPM which causes the airflow to increase or decease. The increase of air across the MAF sensor element causes it to cool, allowing more voltage to pass and telling the computer to increase the fuel flow. A decrease in airflow causes the MAF sensor element to get warmer, decreasing the voltage and reducing the fuel flow. Measure the MAF output at pins C & D on the MAF connector (dark blue/orange and tan/light blue) or at pins 50 & 9 on the computer. At idle = approximately .6 volt 20 MPH = approximately 1.10 volt 40 MPH = approximately 1.70 volt 60 MPH = approximately 2.10 volt Check the resistance of the MAF signal wiring. Pin D on the MAF and pin 50 on the computer (dark blue/orange wire) should be less than 2 ohms. Pin C on the MAF and pin 9 on the computer (tan/light blue wire) should be less than 2 ohms. There should be a minimum of 10K ohms between either pin C or D on the MAF and ground. See the following website for some help from Tmoss (diagram designer) & Stang&2Birds (website host) http://www.veryuseful.com/mustang/tech/engine/images/fuel-alt-links-ign-ac.gif http://www.veryuseful.com/mustang/tech/engine/images/88-91eecPinout.gif Code 66 MAF below minimum test voltage. Insufficient or no voltage from MAF. Dirty MAF element, bad MAF, bad MAF wiring, missing power to MAF. Check for missing +12 volts on this circuit. Check the two links for a wiring diagram to help you find the red wire for computer power relay switched +12 volts. Check for 12 volts between the red and black wires on the MAF heater (usually pins A & B). while the connector is plugged into the MAF. This may require the use of a couple of safety pins to probe the MAF connector from the back side of it. There are three parts in a MAF: the heater, the sensor element and the amplifier. The heater heats the MAF sensor element causing the resistance to increase. The amplifier buffers the MAF output signal and has a resistor that is laser trimmed to provide an output range compatible with the computer's load tables. The MAF element is secured by 2 screws & has 1 wiring connector. To clean the element, remove it from the MAF housing and spray it down with electronic parts cleaner or non-inflammable brake parts cleaner (same stuff in a bigger can and cheaper too). The MAF output varies with RPM which causes the airflow to increase or decease. The increase of air across the MAF sensor element causes it to cool, allowing more voltage to pass and telling the computer to increase the fuel flow. A decrease in airflow causes the MAF sensor element to get warmer, decreasing the voltage and reducing the fuel flow. Measure the MAF output at pins C & D on the MAF connector (dark blue/orange and tan/light blue) or at pins 50 & 9 on the computer. At idle = approximately .6 volt 20 MPH = approximately 1.10 volt 40 MPH = approximately 1.70 volt 60 MPH = approximately 2.10 volt Check the resistance of the MAF signal wiring. Pin D on the MAF and pin 50 on the computer (dark blue/orange wire) should be less than 2 ohms. Pin C on the MAF and pin 9 on the computer (tan/light blue wire) should be less than 2 ohms. There should be a minimum of 10K ohms between either pin C or D on the MAF and ground. See the following website for some help from Tmoss (diagram designer) & Stang&2Birds (website host) http://www.veryuseful.com/mustang/tech/engine/images/fuel-alt-links-ign-ac.gif http://www.veryuseful.com/mustang/tech/engine/images/88-91eecPinout.gif http://www.autozone.com/servlet/UiB..._us/0900823d/80/19/59/5a/0900823d8019595a.jsp
I would first look into the MAF problem first, because a bad MAF will make it run lean. Then look into the EGR problem, it is either not functioning of the sensor is bad, jrichker's post sums it up as far as testing. After all is cleared and the 02 is still comming up, then look there.
Car started doing something really weird coming home. I was coming off the interstate and put the clutch in and the RPMs went to 0 then I let the clutch out and it suddenly went back up. It is now doing this sometimes...usually when coming from some speed. Then the next time I push the clutch in it is fine? Is this a totally unrelated problem?
Basic Troubleshooting 101: Fix your known problems first. If you make changes, do them one at a time. If the symptoms don't clear, put things back the way they were. If it was something that was obviously broke, for example, a cracked hoses or wire rubbed bare then be sure to fix it.
