05 Duramax smokes and won't move
 

My first time here and I am in need of some help. My stock LLY will occasionly push out tons of but black smoke and will not move more then 5 mph when starting out from a dead stop. The only code the dealer can ever find is P0101 but no failure code. The check engine light has never come on. Does it when towing. Mileage has been going down. New air filter and fuel filter. Getting the deer in headlight look from the dealer. Has anyone ever had this happen to them or heard of it? Thanks for helping.

What all have you done to the truck??

sounds like a failing turbo :humm:

welcome to diesel bombers bet it wont take to long to get some input on your problem go to search at top of page and put in 05 duramax smoking problem it will take you to a site look on duramax lly turbo problem see if that helps with your problem:rocking:

Try cleaning the Mass Air Flow sensor. It's the sensor on top of the intake tube, just past the airbox. Unscrew it, pull it out and squirt some carb cleaner or electrical cleaner on it to remove any debris. Let it dry then reinstall. See if that helps. It sounds very intermitant and with no real codes it will just make it diffecult.

Any mods to your truck?

usually if a MAF sensor has a problem it would come up with a code, Bank 1 and Bank 2 system too lean. :humm:

No mods to the truck. Totally stock. Has new air stock air filter and fuel filter. Has been to the dealer 5 times. Never a hard failure code just a soft code of P0101. They do not thing it is the MAF sensor but then they do not have a clue. Engine warranty expires this month so I have been trying to force their hand. 62k on the truck. Just frustrating because it is intermittent. Thanks for the input.

As long as you have started the issue with the dealer, they should warranty the issue even after the warranty runs out. Just do not let them close the warranty ticket on the issue:w2:.

On another note, remove the intake and check to see if it has something in it. I would also check to see if the intercooler is free flowing internally. If you purchased the truck second hand, one of the intercooler tubes may have been off and something found its way into the intercooler and causing blockage.

I know it sounds strange, but strange things happen. Read somewhere that there was a similar issue with a lly and the owner had stuck a rag in the intake while doing work:argh:. Long story short, the owner forgot to remove the rag and it was causing intake air restrictions:ouch:.

p0101 is a MAF code. try cleaning it just for ha ha's and check the air system. :pca1:

Welcome to yesterday morning DDB :moon:

And the MAF can nut up and not set any codes. Intermitant problems may not set a code, that's when you have to go back to good old fashioned diagnosing: watching data, snap shots, test, etc. It could be something like an incorrect turbo vein position too. It's possible that it's not bad enough to set a code, but off enough to cause a drivability problem. Don't know without looking at it. In your case johndeeresforever, the easiest thing to do is start small and work your way up or if possible try another dealer.

Do you hear any exhaust leaks or 'odd' sounds?

i wasnt born yesterday, its called a pending code if its intermittant. and a MAF does set a code if it completely goes south or if the problem is noticed more than twice......

CT state emissions certified :moon:

That is one of the problems in that inorder for the check engine light to trip the code has to show up two ignition cycles in a row. When this thing happens the truck will not move and with the pedal to the floor puts out nothing but black smoke. The other day it could not move a 4k lb trailer, stood still and smoked. Just put in another new air filter just to take that out of the equation. The MAF is clean but will clean again this weekend. Also it will set a code with out me pulling anything. Thanks for the info.

check for a loose boot on the intercooler pipes, or for any loose clamps on the cac system

Anyone checked the transmission??? Without the turbo, it should still be able to pull itself plus a 4k trailer. If the trans is doing strange things, it could be affecting the ecm and that in itself would start a different set of issues. Plus it is possible that the ecm may not set a code as it is doing exactly what is is programmed to do.

how does it act if you rev it up in neutral?

Usually to get a trans code you need a newer scanner or else the code may not appear.

When it does this the engine does not come off idle rpm. The code shows that the engine was at idle. To clear the engine I put it in neutral or park and then it will come off idle. Spudders a lot as it slowly clears itself. You got to remember that this is happening as I am coming off a dead stop pulling out into traffic with a loaded trailer so I don't have a lot of time to diagnois. I believe that something other then the MAF is keeping the engine at idle yet pumbing in fuel for a higher rpm. Putting the pedal to the floor while in gear will not clear it, only puts out more black smoke. Thanks

Well you got me beat. All I got is one of these trucks simular to the OP's truck and access to a computer/keyboard. :noti:

P0101
 

yeah me too...

theres a lot of codes that dont show up me probably has a bad maf sensor or turbo vaines are fubared


DTC P0101

DTC DESCRIPTOR

DTC P0101
DTC P0101 Mass Air Flow (MAF) Sensor Performance

DIAGNOSTIC FAULT INFORMATION


Attachment 50448



IMPORTANT:

• Always perform the Diagnostic System Check - Vehicle prior to using this diagnostic procedure. See: Diagnostic Trouble Code Tests and Associated Procedures
• If there are any other DTCs set, diagnose those first.

TYPICAL SCAN TOOL DATA

Attachment 50449

MAF Sensor



CIRCUIT/SYSTEM DESCRIPTION
The mass air flow (MAF) sensor is an air flow meter that measures the amount of air entering the engine. The engine control module (ECM) uses the MAF sensor voltage signal to provide the correct fuel delivery for a reduction in emissions. The ECM uses the MAF sensor signal to control fuel delivery until a calibrated amount of engine air flow is attained. The MAF sensor produces an output voltage based on the inlet air flow through the air induction system. This output voltage will display on the scan tool as a voltage parameter and as a grams per second (g/s) parameter. The ECM compares the actual MAF sensor voltage signal to a predicted MAF value. This comparison will determine if the signal is stuck, or is too low or too high for a given operating condition.

CONDITIONS FOR RUNNING THE DTC

• DTC P0102, P0103, P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0642, P0643, P0652, P0698, P0699, P2228, P2229 are not set.
• The ignition 1 signal is between 9-18 volts .
• The intake air temperature (IAT) Sensor parameter is more than -20°C (-4°F) .
• The engine coolant temperature (ECT) Sensor parameter is more than -20°C (-4°F) .
• The BARO Sensor parameter is more than 71 kPa .
• The engine speed is less than 3,500 RPM .
• The engine speed is steady within a range of 50 RPM .
• The above conditions are met for more than 2 seconds
• This DTC runs continuously within the enabling conditions.

CONDITIONS FOR SETTING THE DTC
The ECM detects that the MAF sensor voltage signal is not within a predetermined range of the calculated MAF value for more than 15 seconds .

ACTION TAKEN WHEN THE DTC SETS

• The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
• The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

CONDITIONS FOR CLEARING THE MIL/DTC

• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.
• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.
• A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.
• Clear the MIL and the DTC with a scan tool.

SPECIAL TOOLS REQUIRED

• J 46091 Charge Air Cooler Tester
• J 35616-200 Test Lamp Kit

CIRCUIT/SYSTEM VERIFICATION

IMPORTANT: If you cannot duplicate the condition, operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records.

IMPORTANT: Verify that the engine is in good mechanical condition before continuing with this diagnostic.

Verify the integrity of the air induction system by inspecting for the following conditions:

• Restrictions in the MAF air induction system and the turbocharger system
• Restrictions in the exhaust system-Refer to Restricted Exhaust. See: Engine, Cooling and Exhaust\Exhaust System\Testing and Inspection\Symptom Related Diagnostic Procedures\Restricted Exhaust
• Leaks in the charge air cooler with a J 46091
• Leaks at the MAF/IAT sensor O-ring seal
• Leaks at the MAP pressure sensor seal
• Cracked or damaged MAF sensor housing
• Restricted intake air duct or a dirty air filter element
• Debris blocking the air sensing filaments of the MAF sensor
• A MAF sensor that is installed backwards
• An exhaust gas recirculation (EGR) valve that is stuck open.

A skewed MAF sensor will also cause the predicted MAF value to disagree with the actual MAF sensor value. Use the scan tool to compare the MAF Sensor parameter to a known good vehicle under various operating conditions.

CIRCUIT/SYSTEM TESTING

IMPORTANT:

• If DTC P0405 is set, diagnose that DTC first.
• The DMM and test leads must be calibrated to 0 ohms in order to prevent misdiagnosis. Use the DMM to perform this test. Refer to the DMM User Manual for the calibration procedure.
• Use the J 35616-200 for this test. If the J 35616-200 is not available, use a test lamp that measures more than 20 ohms .

1. With the ignition ON, the engine OFF, the mass air flow (MAF) sensor disconnected, connect a test lamp between the MAF sensor 12-volt reference circuit and a good ground. Measure the voltage of the MAF sensor 12-volt reference circuit at the probe end of the test lamp, with a DMM connected to a good ground.

•  
  • If the voltage is less than battery voltage, test the circuit for a high resistance or a faulty ECM.

1. With the MAF sensor still disconnected, use the scan tool to observe the MAF Sensor parameter.

•  
  • If the MAF Sensor parameter is more than 0 volts , test the MAF sensor signal circuit for a short to voltage or a faulty ECM.

1. Connect a jumper wire between the MAF sensor signal circuit and the IAT sensor signal circuit. Use a scan tool to observe the MAF Sensor parameter for the proper value of more than 4.7 volts and 500 g/s .

•  
  • If the MAF Sensor parameter is less than 4.7 volts and 500 g/s , test the MAF sensor signal circuit for a high resistance or a faulty ECM.

1. Turn OFF the ignition, and all electrical accessories. Allow sufficient time for the control module to power down before taking a resistance measurement. With a DMM, measure the resistance between the low reference circuit of the MAF sensor and a good ground.

•  
  • If the resistance is more than 1.5 ohms , test the circuit for a high resistance or a faulty ECM.
  • If the MAF sensor circuits test normal, replace the MAF sensor. Refer to Repair Instructions in this diagnostic.

REPAIR INSTRUCTIONS

IMPORTANT: Always perform the Diagnostic Repair Verification after completing the diagnostic procedure.

• Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Replacement for MAF/IAT sensor replacement
• Control Module References for ECM replacement, setup, and programming

CONDITIONS FOR SETTING THE DTC
The ECM detects that the MAF sensor voltage signal is not within a predetermined range of the calculated MAF value for more than 15 seconds .

ACTION TAKEN WHEN THE DTC SETS


The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.
The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.


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sorry guys i wasnt trying to be an asshole but i work in the trade everyday, when i feel strong about something i follow it.


but yea i would do everything above ^. where did you find this? :tu:

I will agree with you and have wanted the Dealer to change the MAF, however they are not willing to do that because it is only in the failure record and has never happen in two ignition cycles in a row. They are also wondering why the ecm is pumping so much fuel though the engine if it is at idle. The ecm should see some airflow before it pumps so much fuel that it looks as though the truck is on fire and yet won't move because the engine is running at idle. All failures have been at idle. They want me to turn the engine off the next time it happens with out clearing the fuel so as to see if it will set again and or set another code. Talking to them tomorrow again. Thanks for the info.

let us know how it works out :pca1:

well they still do not want to change the MAF and I did not set any codes in the last 80 miles. Going to do some towing in the next week so it should show up then. Thanks.

well if you really want to set a code and cheat a little just unplug the MAF and start it up, that should do it if you just want them to change it out. just a thought haha

Was there any results to this problem. I know it has been a while. My truck was doing the same thing. The dealer I went to diagnosed a fuel pressure regulator as the problem. I would stumble from a stop after pulling a hill. Especially with a trailer. They said the throttle position sensor tells the FPR how much fuel to send, and it was wrong. Don't have my truck back yet the mechanic did something wrong and set off more codes and the truck was in limp mode when I picked it up.