2000 Saturn LW2 IAT Sensor location?

Discussion in 'Saturn L-series' started by news, Aug 23, 2005.

  1. news

    news Guest

    Anyone know where exactly the IAT sensor is on this 3.0 L V6 (comes from
    Saab) engine? I've looked all over the intake area, can't find it. The
    sensor is small, has a
    two-wire plug.

    DTC error indicated a bad IAT, P0113 "IAT sensor 1 circuit high input".

    TIA
     
    news, Aug 23, 2005
    #1
  2. news

    blah blah Guest

    Whats a LW2?... People keep leaving off the zero's for some reason.


    Anyhow the IAT is built in with the MAF unit. They are recessed in with
    the air box/cleaner.
     
    blah blah, Aug 23, 2005
    #2
  3. news

    news Guest

    In 2000, they called it an LW2. In 2001 Saturn changed to LW200, or L200.
    WHen I look at my MAF, it's nothing but a tube with a grill at one end. I
    just replaced a bad MAF so I know it's not in the tube.

    I've looked all around the airbox, took off the cover and looked under the
    filter etc. No wires, sensor mounts or sensors that I can see. Still can't
    find it.
     
    news, Aug 23, 2005
    #3
  4. news

    Oppie Guest

    I thought that the LW2xx was a 4 banger. I have an '01 LW300 which is a 3L,
    6Cyl.
    On mine, the MAF is in that tube with a grille on one end between the
    throttle body and the air filter. I can check the electrical connections
    later in the book but I think that it includes the intake air temperature
    sense too. The grille is to straighten out the airflow and reduce turbulence
    as the flow goes over the MAF element.
    Where did the Saab come from, I thought that the powerplant was designed in
    Germany by Opel.
     
    Oppie, Aug 23, 2005
    #4
  5. news

    news Guest

    Supposedly, Opel (GM) got the engine design from Saab, then incorporated it
    into Opel's line, then Saturn. But I think the Saab design was intended to
    be turbo charged, and was at Saab. Just stuff I heard around the net on this
    motor.

    Well, Ill take ANOTHER look at this MAF. Maybe the IAT sensor goes inside
    it.
     
    news, Aug 23, 2005
    #5
  6. news

    news Guest

    IAT Sensor NOT in, on or around MAF sensor, on this motor...

    Anyone?
     
    news, Aug 23, 2005
    #6
  7. news

    blah blah Guest

    The engine is built in England. As to who designed it I am not sure but
    it is in my opinion a piss poor design. My manual calls the LW2 a LW200
    in 2000. Anyhow...
    YES THE MAF AND IAT are all in the same UNIT. I'm looking right here at
    an image of the schematics which clearly show the 2 sensors sharing the
    same wiring. There are purple/white and gray wires. Here's the removal
    and install procedures:
    ---------------------------------------------------------
    Mass Air Flow (MAF)/Intake Air Temperature (IAT) Sensor Replacement
    Removal Procedure

    Object Number: 897187 Size: SH
    Click here for detailed picture of above image.

    1. Turn the ignition OFF.
    2. Disconnect the mass air flow (MAF) sensor harness.
    3. Remove the hose clamps from each end of the MAF sensor and remove
    the MAF sensor.

    Installation Procedure


    Object Number: 897187 Size: SH
    Click here for detailed picture of above image.

    1. Install the MAF sensor to the air cleaner box with the attachment
    clamps. Make sure the clamps are tight.
    2. Connect the MAF sensor harness connector. Push the connector in
    until the lock position is felt, then pull back to confirm engagement.
     
    blah blah, Aug 23, 2005
    #7
  8. news

    news Guest

    Hmm this is odd. I bought a new MAF as I was getting DTC P0102 MAF Circuit
    Low input. I was also getting P0113 IAT Sensor 1 High Input. So, NAPA looks
    up the par ts for each. A new MAF was ordered and put in- $89. They also
    ordered a IAT sensor for about $12. This thing does not look like it can go
    in the MAF in any way, unless MAYBE you dissasemmble the MAF connector
    housing (which is held on by two screws but look like you shouldn't open it)
    and replace the innards.

    What a piss-poor way to design the thing. The only part that can fail is the
    MAF innards (possibley what they are calling the IAT). SO if you IAT fails,
    your MAF fails. And, you should never have to buy a new MAF, unless it gets
    crushed in an accident or rusts out or something. But it's not real clear at
    all (esp to the auto parts people) the two are one and the same.

    So now, if correct, I should have an extra IAT for when it the new MAF
    fails, which, being a Saturn part, shouldn't be too long. LOL

    Thanks for the info. I really should get the manual for this f...... thing.
    At first I just really disliked looking under the hood of this thing. But
    now, I comprehend the true horror of what it is I bought back in 2000. As
    you have pointed out, being an ENGLISH design, I now understand why it is so
    completely whack.

    What would you expect from a country that has no remaining,
    domestically-owned auto manufacturers....there is a reason for that, they
    simply don't know how to build 'em.

    Maybe someone will steal it and I can dump it that way. Maybe, if I leave
    some cash on the hood, the keys in the ignition, and the car running, with a
    full tank of gas, a stash of crack and weed in the glovebox, and a case of
    cold 40 ouncers in the cargo area, and finally- a paid-for, semi-nude,
    semi-concious ho on extasy in the passenger seat and leave it in the worst
    ghetto-fied neighborhood in the biggest government housing project I can
    find.

    Maybe.


    THANKS!
     
    news, Aug 24, 2005
    #8
  9. Actually, IIRC, the MAF is a 'hot wire' type and needs the air temp
    anyway, so the IAT signal is probbably just extracted out at the right
    point and sent along to the computer.
     
    Philip Nasadowski, Aug 24, 2005
    #9
  10. news

    blah blah Guest

    Its possible one is causing the code for the other. If there is
    something wrong with the wiring for one then the other will have issues
    as well I think. Since the IAT sensor was the cheapest try installing it
    on your old MAF unit and see if that corrects the issue. That could save
    you 90 bucks.

    Yeah those 3.0's arent pretty to look at.
     
    blah blah, Aug 25, 2005
    #10
  11. news

    Oppie Guest

    The manual in print is fairly comprehensive but VERY poorly indexed. Last
    summer I got a P0495 (which is the same code as a loose gas cap). Turned out
    to be the charcoal canister vent solenoid was sticking open. Took me two
    days to find the valve, flipping pages in the manual. Finally found it by
    looking in the electrical diagrams book where it gave location. The manual
    on CD would be great but not at $400!
    I wrote to Helm who prints the manuals for GM and asked if they would
    consider a cross reference on paper or better yet on CD. Got back a terse
    response that they had forwarded my message to Saturn. Not likely that
    anything will happen but them sending a message to Saturn possibly carries a
    bit more weight than if I go direct.

    Then there is Brit-bashing... I remember a thread some years back about
    the awful reliability of Lucas electrical systems. The response went
    something like -
    Q: Why to the Brits drink warm beer?
    A: Because Lucas makes refrigerators.
    Don't get me wrong, I like Monty Python, Junkyard wars and many of the Brit
    offerings. <G>
     
    Oppie, Aug 25, 2005
    #11
  12. news

    news Guest

    Makes you wonder...why the hell is a solenoid required on the canister in
    the first place. Older cars that have these charcoal filters dont have
    solenoids running to them. Under what conditions would you ever want to
    CLOSE vent lines that are running to/from the charcoal canister.

    More English stupidity?

    These cars have so many new electrical points of failure (relays and
    solenoids) compared to older cars, you gotta wonder if the manufacturers are
    just trying to give dealers more service business...
     
    news, Aug 26, 2005
    #12
  13. news

    blah blah Guest

    It would be nice if every car produced was required to be sold with a
    Service Manual in book format or CD-Rom format. Anyhow what "you" need
    to do Oppie is go onto ebay and search for "GM eSI" disk. Dealerships
    and shops buy the cd's from GM's cd dealer and when the next version of
    cd's come out there old cd's are either given away or layed aside. And
    unlike Alldata they arent leased and are usuable until they decompose.
    There's no registration to them either.
    Look for someone thats selling the original disk and buy them. They
    will cost you way less than 1 set of service manuals but they will cover
    every model by GM from 1998 to the date of the set you get. You will
    need "windows 2000 pro" or "XP pro" to install them. I got a few older
    sets here that I need rid of. I'm keeping my latest version though.
     
    blah blah, Aug 26, 2005
    #13
  14. news

    blah blah Guest

    No. Three letters....EPA
    Most of this stuff does make cars run cleaner and more efficiently. How
    its all implemented is the key. If the engine compartment looks like a
    cluster f*@% take it as a hint not to buy it. That pretty much covers
    everything outside of the GM family and half of GM's fleet.
     
    blah blah, Aug 26, 2005
    #14
  15. news

    news Guest

    news, Aug 26, 2005
    #15
  16. news

    Oppie Guest

    There is a canister integrity diagnostic that closes the vent, opens the
    purge solenoid and monitors a vacuum sensor attached to the canister. First
    it looks for a vacuum then closed the purge solenoid and looks for the rate
    of vacuum decay. This determines if there are any leaks and the magnitude of
    them. (sounds like sensormania driven by EPA)

    The wiring is supposed to get better in the future. More and more control is
    done by CAN bus and other busses where the individual point to point wiring
    is replaced by addressable nodes. Only the one or two communication lines
    (depending on the communication bus/protocol) and power/ground are needed to
    each device. Of course, the down side of that is that since every node has a
    unique address, swapping left and right side window controls, for example,
    wouldn't work.
     
    Oppie, Aug 26, 2005
    #16
  17. news

    Oppie Guest

    You will

    Why? won't work on XP home edition or Win98 (that's my environment)
     
    Oppie, Aug 26, 2005
    #17
  18. news

    blah blah Guest

    Because it has to be NT based and the none Pro versions dont have the
    architecture to run them. (Win2kpro will be my environment for a long
    long time.)
     
    blah blah, Aug 26, 2005
    #18
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