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XJ40 Air Flow Meter

(photo courtesy Jaguar Cars Limited)

11.9 - Air Flow Meter (by John Pring & Dana Haydel - edited May 4, 2011 by Forrest Eckstein)

Operation
The mass airflow sensor is a metering devic e designed to determine the actual “mass” of air entering the engine. It is not a
volumetric flow device and it does not require external air density compensation for proper operation. The engine must receive
a mass airflow signal to account for changes in air density caused by temperature and altitude. A simple volumetric flow rate
signal would be insufficient.

The meter itself, is between the air filter and the inlet manifold (looks like an aluminum tube with a rectangular box on top and
a cable harness connecting to it). It is considered a very reliable component typically being trouble-free, and like the engine
management computer, should never be condemned without thorough investigation. It performs it primary function of metering
the mass of air drawn into the engine using two thermal sensors. These sensors are loc ated within a bypass c hannel in the MAF
sensor. One sensor is termed the “compensating coil” and is unheated while the other sensor is called the “sensing coil” and is
electrically heated by the sensor circuitry. The amount of sensing coil current needed to keep the differential temperature
between these two sensors constant is directly proportional to engine load (mass air flow).

The compensating coil is always at ambient temperature while the sensing coil is always attempting to c reate a fixed
differential temperature as it is cooled by the air stream. In order to clean the sensing c oil, the temperature flashes to 1000
degrees C for one sec ond, four seconds after the ignition is switched off. The engine management computer is monitoring a
voltage drop within the MAF sensor electronic circuitry, which is directly related to the current flowing through the sensing coil.
This design is factory setup and calibrated. It is non-adjustable for the owner.

Early XJ40s incorporate a manual idle trim adjustment which is a 10 turn, 0-1000 ohm potentiometer built in to the air flow
meter for minor idle fuel adjustment, but it works independently of the thermal sensors. Later models have adaptive idle fuel
metering and no adjustment or input from the owner is necessary. These MAF internal adjustments, whether manual or
automatic, are designed for emissions adjustment. The total available trim for either the manual or automatic idle fuel
adjustment is only +/-10% of the nominal injector pulse duration at idle. Manual trimming is not recommended unless the

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owner has access to an emissions analyzer.

Functional Checks
Located on the left side of the MAF sensor is the six pin, rectangular electrical connector. This
connector can be problematic. It cannot be over-emphasized that the engine management
system utilizes low voltage control signals. These signals are subject to faults and high
resistance joints caused by corrosion. To overcome this known problem, later models of XJ40s were equipped with gold plated
connections. The connector is held in with wire clip. If you push up on the wire clip from underneath, the connector can be
removed from the sensor.

Electrical conductivity problems may be resolved by simple cleaning of the connector pins using a quality electronic
component cleaner. It may be necessary to bend each male connector pins (in the MAF sensor housing) slightly to insure good
connectivity. Pin layout is according to the figure below. Pin 36 is towards the front of the car. Pin identifiers may change from
model to model, but the basic function remains the same.

Preliminary checks for MAF Sensor:

The following table lists typical pin-outs for power and grounds. Check and correct each before going any further with the tests.

Pin 36 & Pin 6 Grounds

Pin 7 ECU Ground
Pin 8 Empty Connec tor
Pin 9 12 VDC Supply
Pin 12 ECU Supply 5.0 VDC

On car tests for MAF sensor:

The following table lists the voltages expec ted to be measured at the MAF connector for 3 different tests: two with the engine
NOT running and one with the engine running at idle.

Ignition ON
Ignition ON Engine Running @ idle (~750RPMs)
MAF disc onnec ted (no
MAF c onnec ted (no start) MAF c onnec ted
start)

Pin 7 < 1V (leakage) Pin 7 > 1V (leakage) Pin 7 ≈ 1.2V to 1.4V

Pin 9 = Battery voltage or slightly Pin 9 > Battery voltage due to alternator
Pin 9 = Battery voltage
less operating
Pin 12 ≈ 5V Pin 12 ≈ 1.85V Pin 12 ≈ 1.8 to 2.5V

Diagnostics:

Battery voltages on Pin 9 that deviates signific antly from the c hart need to be investigated further and repairs made.

Note: Should the battery be disc onnec ted the engine management will need to re-learn the base idle. T his “re-learning” is
automatic ally ac hieved by operating the engine at normal c oolant temperature and driving for a distanc e > 50 yards. T he
engine may stall at idle onc e or twic e until the adjustment values are ac c epted and stored within the ECU RAM.

Pin 7 readings of < 1.2V c an produc e poor running c onditions and if lower possibly no start. A voltage of < 0.2V or > 4.5V is
will generate a diagnostic test c ode (DT C 12). Refer to Fault Code List for other diagnostic help with this fault.

T he Pin 12 reading will typic ally inc rease towards 5V as engine revolutions are inc reased. T his referenc e voltage is from the
ECU.

Bench Test (Circuit Checks) for MAF Sensor:

1) Remove the electrical connector from the MAF sensor.

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2) Connect a 12VDC power source (battery) to Pin 9 (+) which is normal 12 VDC supply to the MAF sensor and Pin 36 (-) which
is normal ground for the MAF sensor. Ensure the power supply positive is connected to Pin 9 and the negative is connected to
Pin 36. Do not reverse power supply polarity.

3) Connect a quality digital multi-meter setup to monitor voltage to Pin 7 (+) and Pin 6 (-). Ensure multi-meter positive test lead
is to Pin 7 and negative test lead is to Pin 6. If multi-meter polarity is reversed, voltages will indicate negative but the absolute
values will be correct.

Two tests are to be performed. The airflow meter is stationary in both cases but in one case compressed air is "blown" in the
direction the air would normally enter the engine.

Test 1 : Air meter stationary with no flow Test 2 : Air meter stationary with direc ted blast of air
Voltage readings Diagnostic s Voltage readings Diagnostic s
Rise to 1.5V then returns
0.2 to 0.4V OK OK
to T est 1 voltage
0V Output open c irc uit 0V Output Open c irc uit
Output Drifted Module
Same voltage as in T est
> 0.7V inoperative. Sensors(s) Module inoperative
1
detac hed
Sensor(s) wire detac hed
> 5V
Calibration drifted

This section currently maintained by Pascal Gademer; questions, comments, submissions and suggestions, email pascal@[Link]

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