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30
OBJECTIVES: After studying Chapter 30, the reader will be able to: • Prepare for ASE Engine Performance (A8) certification
test content area “E” (Computerized Engine Controls Diagnosis and Repair). • Discuss how MAP sensors work. • List the
methods that can be used to test MAP sensors. • Describe the symptoms of a failed MAP sensor. • List how the operation
of the MAP sensor affects vehicle operation. • Discuss MAP sensor rationality tests. • Describe how the BARO sensor is used
to determine altitude.
KEY TERMS: Barometric manifold absolute pressure (BMAP) sensor 431 • Barometric pressure (BARO) sensor 431
• Manifold absolute pressure (MAP) sensor 426 • Piezoresistivity 428 • Pressure differential 426 • Speed density 429
• Vacuum 426
PRINCIPLES CONSTRUCTION OF
OF PRESSURE SENSORS MANIFOLD ABSOLUTE
PRESSURE (MAP) SENSORS
Intake manifold pressure changes with changing throttle posi-
tions. At wide-open throttle, manifold pressure is almost the
same as atmospheric pressure. On deceleration or at idle, mani- The manifold absolute pressure (MAP) sensor is used by the en-
fold pressure is below atmospheric pressure, thus creating a gine computer to sense engine load. The typical MAP sensor con-
vacuum. In cases where turbo- or supercharging is used, under sists of a ceramic or silicon wafer sealed on one side with a perfect
part- or full-load condition, intake manifold pressure rises above vacuum and exposed to intake manifold vacuum on the other side.
426 CHAPTER 30
20 PSI
MEASURED IN
UNITS OF POUNDS
PER SQUARE INCH 10 PSI
PSI (KPa)
MEASURED IN
UNITS OF INCHES ENGINE VACUUM AT
OF MERCURY 10 IN. Hg
WIDE-OPEN THROTTLE
(IN. Hg) (mmHg) (W.O.T.)
PERFECT VACUUM
(a)
29.4 psia 29.92 in. Hg
4 1500
0 1 2 3 4 5 6 7 8
HZ
9 0
%
MIN MAX
HZ
RED
HARNESS mV
CONNECTOR 2 V
mA
A
V A
A mA A COM V
1
JUMPER 3
WIRES BLACK
BP/MAP
SENSOR
FIGURE 30–3 MAP sensors use three wires: 1. 5-volt reference from the PCM 2. Sensor signal (output signal) 3. Ground. A DMM set to
test a MAP sensor. (1) Connect the red meter lead to the V meter terminal and the black meter lead to the COM meter terminal. (2) Select
DC volts. (3) Connect the test leads to the sensor signal wire and the ground wire. (4) Select hertz (Hz) if testing a MAP sensor whose
output is a varying frequency; otherwise keep it on DC volts. (5) Read the change of voltage (frequency) as the vacuum is applied to the
sensor. Compare the vacuum reading and the frequency (or voltage) reading to the specifications. (Courtesy of Fluke Corporation).
428 CHAPTER 30
6.0
5.4
4.8
4.2
3.6
3.0
2.4
1.8
1.2
0.6
MS
0.0
0 5 10 15 20 25 30 35 40 45 50
CH A: FREQUENCY (Hz) 109.2
MAP SENSOR (DIGITAL)
FIGURE 30–4 A waveform of a typical digital MAP sensor.
TECH TIP
430 CHAPTER 30
fuel being injected, thereby reducing fuel economy and
increasing exhaust emissions. REAL WORLD FIX
Load detection for returnless-type fuel injection. On
fuel delivery systems that do not use a return line back The Cavalier Convertible Story
to the fuel tank, the engine load calculation for the fuel The owner of a Cavalier convertible stated to a
needed is determined by the signals from the MAP service technician that the “check engine” (MIL)
sensor. was on. The technician found a diagnostic trou-
Altitude and MAP sensor values. On an engine ble code (DTC) for a MAP sensor. The techni-
equipped with a speed-density-type fuel injection, cian removed the hose at the MAP sensor and
the MAP sensor is the most important sensor needed discovered that gasoline had accumulated in the
to determine injection pulse width. Changes in sensor and dripped out of the hose as it was be-
altitude change the air density as well as weather ing removed. The technician replaced the MAP
conditions. Barometric pressure and altitude are sensor and test drove the vehicle to confirm the
inversely related: repair. Almost at once the check engine light
came on with the same MAP sensor code. After
As altitude increases—barometric pressure decreases
several hours of troubleshooting without success
As altitude decreases—barometric pressure increases in determining the cause, the technician decided
As the ignition switch is turned from off to the start posi- to start over again. Almost at once, the techni-
tion, the PCM reads the MAP sensor value to determine cian discovered that no vacuum was getting to
atmospheric and air pressure conditions. This baromet- the MAP sensor where a vacuum gauge was
ric pressure reading is updated every time the engine connected with a T-fitting in the vacuum line to
is started and whenever wide-open throttle is detected. the MAP sensor. The vacuum port in the base of
The barometric pressure reading at that time is updated. the throttle body was clogged with carbon. After
See the chart that compares altitude to MAP sensor a thorough cleaning, and clearing the DTC, the
voltage. Cavalier again performed properly and the check
engine light did not come on again. The techni-
cian had assumed that if gasoline was able to
reach the sensor through the vacuum hose, surely
vacuum could reach the sensor. The technician
Altitude and MAP Sensor Voltage learned to stop assuming when diagnosing a ve-
MAP Sensor Voltage hicle and concentrate more on testing the simple
Altitude (key on, engine off) things first.
TESTING THE MAP SENSOR When checking the MAP sensor, if anything
comes out of the sensor itself, it should be replaced.
This includes water, gasoline, or any other substance.
Most pressure sensors operate on 5 volts from the computer
and return a signal (voltage or frequency) based on the pres-
sure (vacuum) applied to the sensor. If a MAP sensor is being The procedure for testing the sensor is as follows:
tested, make certain that the vacuum hose and hose fittings 1. Turn the ignition on (engine off)
are sound and making a good, tight connection to a manifold
2. Measure the voltage (or frequency) of the sensor output
vacuum source on the engine.
Four different types of test instruments can be used to test 3. Using a hand-operated vacuum pump (or other variable
a pressure sensor: vacuum source), apply vacuum to the sensor
1. A digital voltmeter with three test leads connected in series A good pressure sensor should change voltage (or fre-
between the sensor and the wiring harness connector or quency) in relation to the applied vacuum. If the signal does not
back-probe the terminals. change or the values are out of range according to the manufac-
turers’ specifications, the sensor must be replaced.
2. A scope connected to the sensor output, power, and
ground.
TESTING THE MAP SENSOR USING A SCAN TOOL A
3. A scan tool or a specific tool recommended by the vehicle
scan tool can be used to test a MAP sensor by monitoring the
manufacturer.
injector pulse width (in milliseconds) when vacuum is being
4. A breakout box connected in series between the computer applied to the MAP sensor using a hand-operated vacuum
and the wiring harness connection(s). A typical breakout pump. SEE FIGURE 30–7.
box includes test points at which pressure sensor values
can be measured with a digital voltmeter set on DC volts STEP 1 Apply about 20 in. Hg of vacuum to the MAP sensor
(or frequency counter, if a frequency-type MAP sensor is and start the engine.
being tested). STEP 2 Observe the injector pulse width. On a warm engine,
the injector pulse width will normally be 1.5 to 3.5 ms.
NOTE: Always check service information for the exact STEP 3 Slowly reduce the vacuum to the MAP sensor and
testing procedures and specifications for the vehicle observe the pulse width. A lower vacuum to the MAP
being tested. sensor indicates a heavier load on the engine and the
injector pulse width should increase.
TESTING THE MAP SENSOR USING A DMM OR SCOPE
Use jumper wires, T-pins to back-probe the connector, or a NOTE: If 23 in. Hg or more vacuum is applied to the MAP
breakout box to gain electrical access to the wiring to the pres- sensor with the engine running, this high vacuum will
sure sensor. Most pressure sensors use three wires: often stall the engine. The engine stalls because the high
vacuum is interpreted by the PCM to indicate that the en-
1. A 5-volt wire from the computer
gine is being decelerated, which shuts off the fuel. During
2. A variable-signal wire back to the computer engine deceleration, the PCM shuts off the fuel injectors
3. A ground or reference low wire to reduce exhaust emissions and increase fuel economy.
432 CHAPTER 30
MAP/BARO DIAGNOSTIC
TROUBLE CODES
The diagnostic trouble codes (DTCs) associated with the MAP
and BARO sensors include:
Diagnostic
Trouble Code Description Possible Causes
P0106 BARO sensor • MAP sensor fault
out-of-range • MAP sensor O-ring
at key on damaged or missing
P0107 MAP sensor • MAP sensor fault
low voltage • MAP sensor signal circuit
shorted-to-ground
FIGURE 30–7 A typical hand-operated vacuum pump. • MAP sensor 5-volt supply
circuit open
P0108 Map sensor • MAP sensor fault
high voltage • MAP sensor O-ring
FUEL-RAIL damaged or missing
• MAP sensor signal circuit
PRESSURE SENSOR shorted-to-voltage
SUMMARY
1. Pressure below atmospheric pressure is called vacuum 4. A heavy engine load results in low intake manifold vacuum
and is measured in inches of mercury. and a high MAP sensor signal voltage.
2. A manifold absolute pressure sensor uses a perfect vac- 5. A light engine load results in high intake manifold vacuum
uum (zero absolute pressure) in the sensor to determine and a low MAP sensor signal voltage.
the pressure. 6. A MAP sensor is used to detect changes in altitude, as well
3. Three types of MAP sensors include: as check other sensors and engine systems.
• Silicon-diaphragm strain gauge 7. A MAP sensor can be tested by visual inspection, testing
• Capacitor-capsule design the output using a digital meter or scan tool.
• Ceramic disc design
REVIEW QUESTIONS
1. What is the relationship among atmospheric pressure, 3. What is the MAP sensor signal voltage or frequency at idle
vacuum, and boost pressure in PSI? on a typical General Motors, Chrysler, and Ford engine?
2. What are two types (construction) of MAP sensors? 4. What are three uses of a MAP sensor by the PCM?
434 CHAPTER 30