Código de avería P0104: This diagnostic trouble code (DTC) is a generic powertrain code, which means that it applies to OBD-II equipped vehicles that have a mass airflow sensor. Brands include but are not limited to Ford, Mercedes, Peugeot, Toyota, Honda, Citroen, Nissan, VW, Jeep, Chevrolet, Dodge, etc. Although generic, the specific repair steps may vary depending on make/model. The MAF (mass air flow) sensor is a sensor mounted in a vehicle’s engine air intake tract downstream from the air filter, and is used to measure the volume and density of air being drawn into the engine. The MAF sensor itself only measures a portion of the air entering and that value is used to calculate the total volume and density of air being ingested. 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. This P0104 diagnostic trouble code (DTC) means that there is an intermittent or erratic fault detected in the Mass Air Flow (MAF) sensor or circuit. The PCM detects that the actual MAF sensor frequency signal is not performing within the normal expected range of the calculated MAF value. Note: Some MAF sensors also incorporate an air temperature sensor, which is another value used by the PCM for optimal engine operation. Closely related MAF circuit trouble codes include P0100, P0101, P0102, and P0103. Photo of a MAF sensor:
codigo-p0104
Código de avería P00B5: This generic powertrain diagnostic trouble code (DTC) typically applies to all OBD-II vehicles. That may include but is not limited to vehicles from Mercedes, Vauxhall, Nissan, BMW, Mini, Chevy, Mazda, Honda, Acura, Ford, etc. The cooling system is an integral part of your vehicles engine system. It is responsible for not only monitoring your engine’s temperature but also regulating it. It does this using various electrical and mechanical systems/components including but not limited to: Coolant Temperature Sensor (CTS), radiator, water pump, thermostat, etc. The Engine Control Module (ECM) uses the CTS’ values to monitor the engine’s temperature and in turn, can regulate it accurately. Different temperatures require different air/fuel mixtures so it is imperative that the CTS is functioning within desired ranges. Most times, CTS’ are Negative Temperature Coefficient sensors, which means, the resistance within the sensor itself decreases as the temperature rises. Understanding this will help you greatly when troubleshooting. The ECM activates P00B1 and associated codes when it monitors one or multiples condition outside a specific electrical range within the CTS or it’s circuit. The ECM may detect an issue that is not consistent which comes and goes (P00B5) From my experience, the culprit here tends to be mechanical. Keep in mind, electrical faults could be the cause as well. P00B5 Radiator Coolant Temperature Sensor Circuit Intermittent code is set when the ECM monitors an intermittent (comes and goes) malfunction within the CTS or it’s circuit. It is one of five related codes, which are P00B1, P00B2, P00B3, P00B4, and P00B5.
codigo-p00b5
Código de avería P0105: This diagnostic trouble code (DTC) is a generic powertrain code, which means that it applies to OBD-II equipped vehicles. Although generic, the specific repair steps may vary depending on make/model. The MAP (Manifold Absolute Pressure) sensor is part of the fuel management system. It reacts to changes in engine manifold pressure. The PCM (Powertrain Control Module) monitors the MAP sensor continually to properly run the engine. Changes in engine load require changes in the amount of fuel injected, and timing of the ignition system, etc. An engine under load has more manifold pressure(or less vacuum) than an engine that is coasting. As the load changes, the MAP sensor voltage signal to the PCM changes accordingly. To check the MAP sensor operation, though, the PCM watches other sensors to verify that the MAP sensor is working properly. For example, the PCM compares the TPS (Throttle Position Sensor) signal to the MAP signal to verify the MAP signal isn’t "sticking". If the PCM doesn’t see a MAP sensor change immediately follow a change in the throttle pedal sensor, it knows there is a problem with the MAP sensor and sets P0105. Or, if the PCM notices that the TPS indicates the engine is under load, but the MAP signal indicates that the engine is "coasting" it, again, knows there is a problem with the MAP sensor or TPS and sets P0105.
codigo-p0105
Código de avería P00B6: This generic powertrain diagnostic trouble code (DTC) typically applies to many OBD-II vehicles. That may include many automakers but anecdotally this DTC seems more common on Chevrolet/Chevy and Vauxhall vehicles. Anytime that I have been faced with diagnosing a code P00B6, it has meant that the powertrain control module (PCM) had detected a discrepancy in the correlating signals between the radiator coolant temperature sensor and the engine coolant temperature (ECT) sensor. In order to make sure that coolant is flowing as intended between the radiator and the engine cooling passages, coolant temperature in the radiator is sometimes monitored in comparison with the temperature of coolant in the engine. ECT sensor design usually consists of a thermal resistor that is dipped in a hard resin and sealed in a metal or plastic housing. Brass is the most popular of these housing materials because of its durability. In most cases, the ECT sensor is threaded so that it may be screwed into a coolant passage in the engine intake manifold, cylinder head, or block. The level of thermal resistance in the ECT sensor decreases as coolant warms and flows across it. This leads to increased ECT sensor circuit voltage at the PCM. As the engine cools, sensor resistance increases and ECT sensor circuit voltage (to the PCM) is reduced as a result. The PCM recognizes these fluctuations in voltage as changes in engine coolant temperature. Fuel delivery and ignition timing strategy are among the functions affected by actual engine coolant temperature and input data from the ECT sensor. The radiator coolant temperature sensor monitors coolant temperature in much the same manner as the ECT sensor. It is typically inserted into one of the radiator tanks but may also be fitted into a pressurized coolant reservoir. If the PCM detects voltage signals from the ECT sensor and the radiator coolant temperature sensor which differ from one another by greater than the maximum allowable parameter, a code P00B6 will be stored and a malfunction indicator lamp (MIL) may be illuminated. Multiple drive cycles with a failure may be required for MIL illumination. An example of a radiator coolant temperature sensor:
codigo-p00b6
Código de avería P0106: This diagnostic trouble code (DTC) is a generic powertrain code, which means that it applies to OBD-II equipped vehicles. Although generic, the specific repair steps may vary depending on make/model. The Powertrain Control Module (PCM) uses the Manifold Absolute Pressure Sensor (MAP) to monitor engine load. (NOTE: Some vehicles have a Barometric Pressure (BARO) sensor that is integral to the Mass Air Flow (MAF) sensor and do not have a MAP sensor. Other vehicles have a MAF/BARO and a redundant MAP sensor where the MAP sensor functions as a backup input in case of MAF failure. The PCM supplies a 5 Volt reference signal to the MAP sensor. Usually the PCM also supplies a ground circuit to the MAP sensor as well. As the manifold pressure changes with load, the MAP sensor input informs the PCM. At idle the voltage should be 1 to 1.5 Volts and approximately 4.5 Volts at Wide Open Throttle (WOT). The PCM looks for any change in manifold pressure to be preceded by a change in engine load in the form of changes in throttle angle, engine speed, or Exhaust Gas Recirculation (EGR) flow. If the PCM doesn’t see any of these factors change while detecting a rapid change in MAP value, it will set a P0106. A typical MAP sensor
codigo-p0106
Código de avería P00B7: This generic powertrain diagnostic trouble code (DTC) typically applies to many OBD-II vehicles. That may include but is not limited to vehicles from Chevy, Audi, Ford, VW, etc. Anecdotally this particular code seems to be more commonly found on Chevrolet / Chevy vehicles (Sonic, Aveo, Malibu, Spark, etc.). Anytime that I have been faced with diagnosing a code P00B7, it has meant that the powertrain control module (PCM) had detected a discrepancy in the correlating signals between the radiator coolant temperature sensor and the engine coolant temperature (ECT) sensor. This may cause the PCM to reach the conclusion that engine coolanat flow is restricted. In order to make sure that coolant is flowing as intended between the radiator and the engine cooling passages, coolant temperature in the radiator is sometimes monitored in comparison with the temperature of coolant in the engine. An example of an engine coolant temperature sensor: ECT sensor design usually consists of a thermal resistor that is dipped in a hard resin and sealed in a metal or plastic housing. Brass is the most popular of these housing materials because of its durability. In most cases, the ECT sensor is threaded so that it may be screwed into a coolant passage in the engine intake manifold, cylinder head, or block. The level of thermal resistance in the ECT sensor decreases as coolant warms and flows across it. This leads to increased ECT sensor circuit voltage at the PCM. As the engine cools, sensor resistance increases and ECT sensor circuit voltage (to the PCM) is reduced as a result. The PCM recognizes these fluctuations in voltage as changes in engine coolant temperature. Fuel delivery and ignition timing strategy are among the functions affected by actual engine coolant temperature and input data from the ECT sensor. The radiator coolant temperature sensor monitors coolant temperature in much the same manner as the ECT sensor. It is typically inserted into one of the radiator tanks but may also be fitted into a pressurized coolant reservoir. If the PCM detects voltage signals from the ECT sensor and the radiator coolant temperature sensor which differ from one another by greater than the maximum allowable parameter, a code P00B7 will be stored and a malfunction indicator lamp (MIL) may be illuminated. Multiple drive cycles with a failure may be required for MIL illumination.
codigo-p00b7
Código de avería P0107: This diagnostic trouble code (DTC) is a generic powertrain code, which means that it applies to OBD-II equipped vehicles. Although generic, the specific repair steps may vary depending on make/model. The Manifold Absolute Pressure (MAP) sensor responds to changes in the intake manifold pressure (vacuum). 5 Volts is supplied to the sensor from the PCM (powertrain control module). Inside the MAP sensor is a resistor that moves in relation to manifold pressure. The resistor varies the voltage between about 1 volt to 4.5 volts (depending on engine load) and that voltage signal is returned to the PCM to indicate manifold pressure (vacuum). This signal is essential for the PCM to determine fuel delivery. A P0107 DTC is set when the PCM sees that the MAP signal voltage is less than .25 volts which is too low. A typical MAP sensor
codigo-p0107
Código de avería P00B8: This generic powertrain diagnostic trouble code (DTC) typically applies to many OBD-II vehicles. That may include but is not limited to vehicles from Land Rover, Ford, Alfa Romeo, Toyota, etc. A stored code P00B8, means that the powertrain control module (PCM) has detected a discrepancy in the correlating signals between the manifold absolute pressure (MAP) sensor and the mass or volume air flow sensor (MAF/VAF) for engine bank two. Bank 2 denotes the bank of the engine that does not contain the number one cylinder. Consult a reliable vehicle information source for the location of the #1 cylinder for the vehicle in question. Only vehicles that are equipped with multiple (one per engine bank) throttle body openings should exhibit this code. Air density (pressure) in the intake manifold is reflected using the MAP sensor which supplies the PCM with a voltage signal. This input voltage signal is received (by the PCM) as either kilopascal (kPa) units or inches of mercury (Hg). In some cases, MAP is substituted for barometric pressure and measured in similar increments. When the internal combustion engine is operating at peak efficiency, it creates a strong vacuum which must be restricted to only the throttle body opening/s. Vacuum is regulated by the throttle plate (controlled by the driver under acceleration) and the idle air control (IAC) valve when the engine is at idle. This vacuum effectively draws in the air required to complete each combustion cycle. A precise fuel to air ratio is one of the most critical factors in achieving maximum fuel efficiency and the minimization of harmful exhaust emissions in mass produced vehicles. As the throttle plate/s are opened, air entering the intake manifold is measured by either the MAF or VAF sensor/s. Fuel delivery and ignition timing strategy are calculated (by the PCM) using data contrived from these MAF or VAF sensor/s. Air which passes through these devices is referred to as metered air. Air which is involuntarily introduced to the engine (vacuum leaks) can contribute to excessively lean (too much air or not enough fuel) conditions and is called unmetered air. There are two basic types of air metering devices: MAF Sensor This type of sensor is most often used in domestic vehicles. It is based around one or more thermal resistors which are suspended in the bore of the sensor housing, so that air can flow directly across them. One of the thermal resistors monitors MAF while the other measures intake air temperature (IAT). Hot wire MAF sensors use voltage applied directly to a single resistor to monitor the amount of intake air which flows across it. As ambient air flow across the resistor is increased, the temperature of the resistor decreases resulting in a drop in the resistance level of the circuit. These changes in the resistance level of the circuit result in voltage variations which the PCM receives as a particular measure of metered air entering the engine intake manifold. Cold wire MAF sensors usually look similar to hot wire sensors and use a similar system of metering intake air. In the cold wire MAF, a pair of thermal resistors also may be used. The first is positioned in a recessed area of the sensor housing and measures only ambient air temperature, as it enters the sensor. The second thermal resistor is positioned near the center of the bore so that incoming air can flow across it, as the throttle plate is opened. When the engine is running, the PCM compares input voltage signals from each of these resistors to determine precisely how much metered air is being drawn into the engine. VAF Sensor The key difference between the MAF and the VAF is that the VAF is configured with a door or a flap that is opened by air that is drawn into the intake. This type of air metering device is used primarily in vehicles imported from Europe. At idle, the spring loaded flap is secured in the closed position. When the throttle is opened, the door is forced open. The action of the door/flap on its hinge actuates a potentiometer that transmits a voltage signal to the PCM. The PCM recognizes these variations in potentiometer voltage as the degree of metered air being drawn into the intake. A code P00B8 will be stored, and a malfunction indicator lamp (MIL) may be illuminated, if the PCM detects voltage signals between the MAP sensor and the MAF/VAF sensor (Bank 2) which differ by more than a programmed degree. MIL illumination may require multiple ignition cycles with a failure. An example of a MAF sensor:
codigo-p00b8
Código de avería P00B9: This generic powertrain diagnostic trouble code (DTC) typically applies to all OBD-II vehicles. That may include but is not limited to vehicles from Hyundai, Ford, Mazda, Dodge, etc. Low fuel pressure systems are generally used in diesel systems. The fact that the injection pump does the heavy labour as far as providing diesel engines with the high fuel pressures they need in order to atomize the fuel adequately. That said, the injection pump still needs to be provided with the fuel in the first place. This is where low fuel pressure pumps/systems come into play. It is extremely important for the ECM (Engine Control Module) to monitor these conditions closely. Reason being, any introduced air caused by a starved injection pump/injector under load can and will cause major issues. Forced limited power is usually a sort of mode that the vehicle enters when it needs to control certain values to prevent the operator from further damaging the engine. Fuel, also has to go through numerous filters, pumps, injectors, lines, connections etc. to finally be delivered to the engine, so as you can imagine, there are a lot of possibilities here. Even small fuel leaks usually provide you with a smell strong enough to notice so keep that in mind. In P00B9 Low Pressure Fuel System Pressure – Too Low, Low Ambient Temperature’s case, low ambient air temperatures are causing a low fuel pressure condition, which makes sense when you think of fluids left in cold weathers. All while monitoring numerous other systems and sensors, the ECM has detected a low fuel pressure condition and/or insufficient flow. Be aware of local fuel conditions. Repetitive fill- ups with dirty fuel can contaminate not only the fuel tank but also the fuel pump and everything else involved to be honest. P00B9 Low Pressure Fuel System Pressure – Too Low, Low Ambient Temperature code is set when the ambient air temperature is causing low pressure within the low fuel pressure system.
codigo-p00b9
Código de avería P00BA: This generic powertrain diagnostic trouble code (DTC) typically applies to all OBD-II vehicles. That may include but is not limited to vehicles from Hyundai, Ford, Mazda, Dodge, etc. Low fuel pressure systems are generally used in diesel systems. The fact that the injection pump does the heavy labour as far as providing diesel engines with the high fuel pressures they need in order to atomize the fuel adequately. That said, the injection pump still needs to be provided with the fuel in the first place. This is where low fuel pressure pumps/systems come into play. It is extremely important for the ECM (Engine Control Module) to monitor these conditions closely. Reason being, any introduced air caused by a starved injection pump/injector under load can and will cause major issues. Forced limited power is usually a sort of mode that the vehicle enters when it needs to control certain values to prevent the operator from further damaging the engine. Fuel, also has to go through numerous filters, pumps, injectors, lines, connections etc. to finally be delivered to the engine, so as you can imagine, there are a lot of possibilities here. Even small fuel leaks usually provide you with a smell strong enough to notice so keep that in mind. All while monitoring numerous other systems and sensors, the ECM has detected a low fuel pressure condition and/or insufficient flow. Be aware of local fuel conditions. Repetitive fill- ups with dirty fuel can contaminate not only the fuel tank but also the fuel pump and everything else involved to be honest. P00BA Low Fuel Pressure – Forced Limited Power code is set when the ECM detects lower than desired fuel pressures and enters vehicle into fail-safe mode.
codigo-p00ba