2000 Saturn LW2 IAT Sensor location?

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

 

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.

 

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.

 

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.

 

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.

 

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

Anyone?

 

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.

 

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!

 

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.

 

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.

 

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>

 

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...

 

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.

 

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.

 

Or, you can go here:
http://torrent.searching.com/get_torrents.html?q=alldata
and get the entire alldata GM collection- all 12 GB of it. Youll need the
Alldata app as well, which is a separate d/l I believe.

Better have a fast connection...

Cheers

 

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.

 

You will

Why? won't work on XP home edition or Win98 (that's my environment)

 

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.)