I just installed headers on my 2000 and now have a constant check engine light. I have cleared all of the codes and the light goes off, but as soon as I re-start the engine, the light comes back on. I have done the idle re-learn technique. Disconnecting the battery for 10 minutes etc. This does not work. I did take the cats off, but oxigen simulators were installed. I notice, that when the car is at idle, it tends to drop RPM below it's normal idle. It seems like it has a skip of some sort. During normal driving however the car seems normal. Does anyone have the solution to this problem.

 

something else unplugged??

plug wires tight??

 

Do you have sims for all the o2 sensors?? If not check that you do not have them crossed. Rights side to right side and left to etc......

 

I suggest posting the codes that engaged the Check Engine light so that we can properly advise.


PHP

 

What is the code?

Did you disconnect the air pump?

 

sometimes o2 sims still throw codes remove them and start car see if their is a delay in the code system . Also are the o2 sensors in the pipe without the cats or did you eliminate the bungs also.If o2 sensors are still there reconnect without the o2 sims.

 

Pull the codes:

http://www.stengel.net/diccodes.htm

 

I helped him put the headers in. This was my third set that I have installed and I have never thrown one code

The code he is getting is P0107 Manifold Absolute Pressure (MAP) Sensor Circuit

 

cubs fan are you?? lol

map is at the back of the intake. not sure how you woulda gotten at that during a header install.

Dave

 

Here is p0107 but not sure how this occured unless the sensor lead was pulled off

CIRCUIT DESCRIPTION
The Manifold Absolute Pressure (MAP) sensor is mounted to the rear of the intake manifold. The MAP sensor measures the pressure changes within the intake manifold which is an indication of the engine load. The MAP sensor has a 5.0 volt reference, a ground, and a signal circuit.

The MAP sensor contains a diaphragm which changes the sensors resistance based on pressure. When the manifold pressure is low (high vacuum) the sensor output voltage is low. When the manifold pressure is high (low vacuum) the sensor output voltage is high.

The MAP sensor voltage (depending on altitude) can range from 1.0-1.5 volts at idle (high vacuum) to 4.0-4.9 volts at wide open throttle (low vacuum). When the PCM senses a signal voltage lower than the normal operating range of the sensor, this DTC will set.

CONDITIONS FOR RUNNING THE DTC


No TP sensor DTCs set.
The engine is operating.
The TP sensor angle is 0 percent when engine speed is less than 1200 RPM . Or
The TP sensor angle is less than 20 percent when engine speed is greater than 1200 RPM .

CONDITIONS FOR SETTING THE DTC


The MAP is less than 0.10 volts .
All conditions met for greater than 4.0 seconds .
ACTION TAKEN WHEN THE DTC SETS


The PCM illuminates the Malfunction Indicator Lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. The PCM writes the conditions to the Freeze Frame and updates the Failure Records.
CONDITIONS FOR CLEARING THE MIL/DTC


The PCM turns the Malfunction Indicator Lamp (MIL) OFF after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
A last test failed (current DTC) clears when the diagnostic runs and does not fail.
A History DTC clears after 40 consecutive warm-up cycles, if this or any other emission related diagnostic does not report any failures.
Use a scan tool in order to clear the MIL/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 Diagrams.
The PCM 5.0 volt reference circuits are internally connected within the PCM. If all the MAP sensor circuits are OK, inspect the Engine Oil Pressure sensor circuits for malfunctions.
For an intermittent, refer to Symptoms. See: Diagnostic Information and Procedures\Symptoms

 

When I read this, I said Hmm...... I did have to jack his engine up further than the other two.

It is possible that it got hit or dislodged. I checked the removal procedure and it is crazy (they want me to remove the fuel rails!).
I went to look at mine and I can reach it with no problem.

This has to be the answer.

Will check Tomorrow!!!!!

Wish I could check now

Thanks,
Ivo

 

I had to install the newer AIR tube...so I took it down to a bare long block.

If it throws codes and has a really bad idle...like really bad including stalls. Loss of power, barely runs when trying to drive, it's pry the O2 sensors backwards. Check your sims and make sure that the little LEDs are lit and you don't have a bad one.

Make sure nothing wrong with that MAP sensor.

Did you block/remove the AIR system...that can throw check engine every now and then. I ran mine without for several months before putting the new one in. Took a while to relearn after it had been out. Even stalled on several occasions.

 

The problem is solved. Yeah!!!! Thanks to all who provided input. It was indeed the MAP (manifold absolute pressure) sensor. During the header installation, we had to jack the engine on the driver side in order to accomodate the headers. The sensor became disconnected from the plug and caused the code and check engine to come on. Getting to the sensor was a challenge. There is very little room to work since it sits all the way in the back on top of the intake manifold.
Special thanks to IVOZO6 for personally making this his quest, and not resting until the answer was found.