P0101

S10, 5.3/4l60e P59
Stock LS1 intake, stock engine, stock cam etc.

Every few months vehicle will light the CEL and has a P0101 code.

MAF has been tuned, Ve tuned, this vehicle have been driving for a few years now.

No real rhyme or reason why the P0101 pops up.

Of course i am not datalogging it, as the vehicle is roughly 100 miles away, but customer lets me know when the CEL comes on.

I found a thread from 2020, and 2xLS1 stated

Quote:

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Originally Posted by 2xLS1

Under Engine Diag > Airflow > Maximum Delta Airflow - P0101 error, highlight the whole table and multiply X 4.

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Can i datalog this P0101 issue if i have the customer bring me the vehicle? There isn't any good explanation of what causes the code, and or how to correclty fix it.

just multiplying the entire table by 4 is nice advise, but, what is the reason behind it? Am i just playing with numbers and hoping for the best?

That's not good tooning, and I'd like to learn the actual reason behind it.

I also read a weak MAP sensor could be causing the issue as well.

Thanks for any suggestions.

P0101 basically means the VE airflow and the MAF airflow differ by the amount in that table. I know you say they've been tuned.. but there must be a discrepancy between the two.

If you want to fix it proper, fail the MAF.. retune VE.. then re enable MAF.

Multiplying it or maxing it out basically gets rid of the gut check between MAF and VE

I tend to multiply by 10-20%. Keeps the check functioning but gives a little headroom for error. Remember, most of us are not in a multi-billion dollar lab setting like GM.

Open up a 99 or 00 truck file and see how the GM calibration engineers populated that table. Starting in 01 they started tightening up the limits on that until I've seen it set that code on stock unmodified and untuned trucks. I don't just arbitrarily multiply all those later calibration tables X4. I look at the value in the last column and multiply the whole table by whatever will get that value in the last column to a value close to 200. Sometimes that's X4 sometimes that's X3 sometimes it's X another value. If those values were good enough for the GM engineer's "gut check" in 99 and 00 they should be good enough for the later year calibrations too. And I have never advised maxing out the table.

This is why i like a wideband mounted in vehicle. A 5% lean fuel condition from a weak or oiled maf can melt a piston. Undetected by these checks.

Oh please. Have you ever data logged a stock Gen 3 6.0L truck with a 60 second PE delay and watched the O2s continue to oscillate the whole time at WOT? How are they not littered all over the highways.

Good question. A high compression na build or a power adder build will suffer quickly.

Quote:

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Originally Posted by 04silverado6.0

This is why i like a wideband mounted in vehicle. A 5% lean fuel condition from a weak or oiled maf can melt a piston. Undetected by these checks.

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LTFT's ;) They add PE but don't subtract.

Still not in the habit of ltft.