p0101 and p0530. (i dont have an a/c system in my car)

i was going to the gas station to put air in my tire and the dic said flat tire. i put air in it and took off sort of quick and it went into reduced engine power agian. and continues to do so.

those 2 codes are the only codes im throwing.

how do i make it stop going ino reduced engine power?

 

ttt

 

Since your car seems to be highly modified, by any chance, do you have a 2004 PCM? There is a code that is unique to that model year which will cause reduced power mode if greater than expected air flow is detected at the intake (like might be expected with a stroker motor like yours).

You didn't mention, but a current (C) or recent historical (H) P0101 code should cause the CEL to be on. P0101 is almost always caused by unmetered air entering downstream of the MAF. Check all connections between the back of the MAF and tb/manifold junction. Also check the tightness of the intake manifold itself (go easy... the spec in in INCH-lbs) and verify that the air bridge and coupler are not cracked.

GL!

 

Has it been re-tuned for your latest upgrades?

The P0101 is likely just a tuning issue for you, as the MAF and MAP values are certainly not in agreement of what each is expecting for airflow.

The usual cause of reduced engine power is a P1514. It too can be a tuning issue that will need to be adjusted for.

With the extensive mods and radical cam you have, I would consider both symptoms/codes fairly normal...things that are normally cured in the tuning process. But I'm not sure why you wouldn't be seeing the 1514 displayed. (Unless previous tuning set it to not report).

I had to deal with the P0101 immediately after my cam install...and the P1514 started happening as soon as I started tuning it OLSD. (never did threw that code in CL).
In neither case was there a mechanical problem, just the side-effects of a huge (low vacuum) cam, and more airflow.

 

the tuner put a break in tune for me and thats all i know. i will scan for codes again

 

those are the only codes its throwing now wen i turn the car on its instantly on reduced engine power?? it wasnt like this before i dont understand.

 

ok now my car reads p1120 and p1221 what does this mean and how can i fix them.

i have an ls2 tb by the way

 

Both codes cause Reduced power mode. Probably something to do with your TPS. Since you have an LS2 throttle body there could be something wrong with the TPS itself or how it was installed after the change over. If it isn't that maybe the TAC or wiring to the TAC is screwed up.

DTC P1120 Throttle Position (TP) Sensor 1 Circuit
Refer to Cell 20: TP and APP Sensors for complete circuit details.

Circuit Description
The throttle position (TP) sensor is mounted on the throttle body assembly. The sensor is actually 2 individual TP sensors within one housing. Two separate signal, ground and 5 volt reference circuits are used in order to connect the TP sensor assembly and the throttle actuator control (TAC) module. The 2 sensors have opposite functionality. The TP sensor 1 signal voltage increases as the throttle opens, from below 1.0 volt at 0 percent throttle to above 3.5 volts at 100 percent throttle. The TP sensor 2 signal voltage decreases from around 3.8 volts at 0 percent throttle to below 1.0 volt at 100 percent throttle. Also observe that the signal circuit for TP Sensor 1 is pulled up to 5 volts and that the signal circuit for TP Sensor 2 is referenced to ground within the TAC module.

Conditions for Running the DTC
DTCs P0606, P1517, P1518 are not set.
The ignition switch is in the crank or run position.
The ignition voltage greater than 5.23 volts.
Conditions for Setting the DTC
TP sensor 1 voltage is less than 0.13 volts or greater than 4.87 volts.
All of the above conditions met for less than 1 second.
Action Taken When the DTC Sets
The PCM stores the DTC information into memory when the diagnostic runs and fails.
The PCM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Freeze Frame and/or Failure Records.
The TAC system operates in reduced engine power mode. If certain TAC system DTCs are set at the same time, the TAC system may command the engine to shut down.
Conditions for Clearing the MIL/DTC
The PCM turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.
A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
Use a scan tool in order to clear the MIL and the DTC.
Diagnostic Aids

Important
Remove any debris from the PCM\TAC module connector surfaces before servicing the PCM\TAC module. Inspect the PCM\TAC module connector gaskets when diagnosing/replacing the modules. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion into the PCM\TAC modules.
For any test that requires probing the PCM or a component harness connector, use the Connector Test Adapter Kit J 35616-A . Using this kit prevents damage to the harness/component terminals. Refer to Using Connector Test Adapters in Wiring Systems.

Inspect the TAC module connectors for signs of water intrusion. When this occurs, multiple DTCs should be set and no circuit or component conditions can be located.
The APP sensor 1 and the TP sensor 1 5.0 volt reference circuits are internally connected within the TAC module.
The APP sensor 2 and the TP sensor 2 5.0 volt reference circuits are internally connected within the TAC module.
When the TAC module detects a condition within the TAC System, more than one TAC System related DTC may set. This is due to the many redundant tests run continuously on this system. Locating and repairing one individual condition may correct more than one DTC. Keep this in mind when reviewing captured DTC info.

DTC P1221 Throttle Position (TP) Sensor 1- 2 Correlation
Refer to Cell 20: TP and APP Sensors for complete circuit details.

Circuit Description
The throttle position (TP) sensor is mounted on the throttle body assembly . The sensor is actually 2 individual TP sensors within one housing. Two separate signal, ground and 5 volt reference circuits are used to connect the TP sensor assembly and the throttle actuator control (TAC) Module. The two sensors have opposite functionality. The TP sensor 1 signal voltage increases as the throttle opens, from below 1.0 volt at 0 percent throttle to above 3.5 volts at 100 percent throttle. The TP sensor 2 signal voltage decreases from around 3.8 volts at 0 percent throttle to below 1.0 volt at 100 percent throttle. Observe also that the signal circuit for TP sensor 1 is pulled up to 5 volts and that the signal circuit for TP Sensor 2 is pulled to ground within the TAC module.

Conditions for Running the DTC
DTCs P0606, P1517, P1518 not set.
Ignition switch in the crank or run position.
Ignition voltage greater than 5.23 volts.
Conditions for Setting the DTC
TP sensor 2 disagrees with TP sensor 1 by more than 7.5 percent.
All above conditions met for less than 1 second.
Action Taken When the DTC Sets
The PCM stores the DTC information into memory when the diagnostic runs and fails.
The PCM illuminates the malfunction indicator lamp (MIL) when the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The PCM stores this information in the Freeze Frame and/or Failure Records.
If no other TAC System DTCs are set, the TAC System operates in Reduced Engine Power mode. If certain TAC System DTCs are set at the same time, the TAC System either defaults to a more tightly restricted mode of operation if the TAC determines that limited safe operation is possible, or the TAC commands the engine to shut down.
The Driver Information Center displays a message.
Conditions for Clearing the MIL/DTC
The PCM turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed, or current DTC, clears when the diagnostic runs and does not fail.

Bill

 

umm i know the tb is wired correctly because i ran it before the motor swap with no problems. ive checked grounds and they are all ok and tight. where is the wheel speed sensor located?

 

Not sure why you would be concerned about the wheel speed sensors?? Did you read the diagnostic info I posted. It gives some insight on things related to the codes besides the TPS. Also just because something worked before doesn't mean it is now. Your two active codes point to the TPS or TAC and you need to check both ends of the circuit to make sure the wiring hasn't been screwed up while working on the car.

Bill

 

do you have any pics of the stuff you posted about to make it more clear?

 

ttt.

 

I don't have any pictures but I can provide a schematic so you can see the relationship of the various modules.

Bill

 

Pull apart your LS2/LS1 convertion wiring harness for your throttle body connections ( I cant remember if there are 1 or 2 connections), and visually look at the male and female connections. Look really hard to see if you didnt bend down a male prong at the connection where they marry up. If you did, bend it straight and gentily reconnect your plastic tips.

 

i checked em and they are all straight. however there are colored wires coming out of the plug that goes into the tb,so imma take it to advanced dyno and they said they could fix it hope thats the problem.

also when robert@advanced stopped by my house he plugged his laptop in and he cleared the codes but reduced engine power remained on. the throttle body was only opening up to 13 and its supposed to open to 88 he said.

hopefully its the wires and not the tb

 

turned out to be the wires just wernt crimped good enough for the connector to the tb. bullit4110 saudered them for me and those 2 codes are gone

 

its always the little thungs fist