Code
P1113
DAEWOO
P — Powertrain
MDP SNSR - PERFORMANCE MAL
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UK: 4
EN: 10
RU: 5
AI status
Completed
Completed
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Causes
- Failed or degraded MDP sensor
- Damaged, corroded, or loose sensor connector or wiring (open, short to ground, short to battery)
- Poor sensor reference voltage or ground (ECM connector issue)
- Vacuum leak, intake manifold leak, or boost leak affecting actual manifold pressure
- Clogged sensor port or contaminated sensor (oil, soot, debris)
- Faulty ECM or software/calibration error
Symptoms
- Check Engine / MIL illuminated
- Poor idle or unstable idle speed
- Reduced engine power, hesitation, or surging under load
- Higher than normal fuel consumption
- Difficulty starting or stalling in some conditions
- Possible turbo boost control problems (if turbocharged): underboost or overboost)
What to check
- Read and record freeze-frame data and all stored codes with an OBD-II scan tool
- Monitor live MDP sensor data while performing key-on, engine-off (KOEO) and engine-running checks
- Visually inspect sensor and connector for damage, corrosion, or oil/soot contamination
- Backprobe sensor connector to verify reference voltage (typically ~5 V), signal voltage, and ground
- Check continuity and resistance of wiring between sensor and ECM; look for shorts to battery or ground
- Perform a vacuum/boost leak inspection (smoke test or visual/pressure test)
Signal parameters
- Reference voltage: typically ~5.0 V (verify factory spec for vehicle)
- Signal output typical range: approx. 0.2–4.5 V (varies with manifold pressure; vacuum = lower voltage, boost = higher voltage)
- Idle expected signal: mid- to low-range voltage depending on engine (example ~0.5–1.5 V) — consult vehicle-specific spec
- Rapid change: signal should respond smoothly and proportionally to applied vacuum/boost; no sudden jumps or dropouts
- No-load/Key ON engine OFF: signal should be within supplier/vehicle-specified KOEO value
Diagnostic algorithm
- Retrieve DTC P1113 and any related codes; note freeze-frame and conditions when fault set.
- Inspect sensor and harness for obvious damage, contamination, or loose connections. Repair as needed.
- With connector attached, backprobe sensor: verify reference voltage (≈5 V) and good ground at connector with key on.
- Measure sensor signal voltage at KOEO and with engine running; compare to expected range and look for smooth response when throttle/vacuum changes.
- Use a handheld vacuum pump (or apply boost slowly if turbo) to observe sensor response—signal should change proportionally without jumps or sticking.
- Check continuity/resistance of the signal, reference, and ground circuits between sensor and ECM; repair any opens/shorts.
- Inspect intake, vacuum lines, and charge pipes for leaks; perform smoke or pressure test if needed and repair leaks.
- If wiring and intake plumbing are good but signal is out of spec or erratic, replace the MDP sensor with OEM or equivalent and retest.
- If new sensor fails or wiring tests normal, consider ECM diagnostic (software update or ECU replacement) as last resort after verifying wiring/sensor.
- Clear codes, perform a thorough road test under conditions that previously set the fault, and re-scan. Document results.
Likely causes
- Sensor internal failure (most common)
- Broken or shorted signal wire between sensor and ECM
- Intermittent connection at sensor harness (pin corrosion, bent pins)
- Intake manifold leak or hose disconnected causing abnormal pressure readings
- Contaminated sensor port restricting correct pressure sensing
Fault status
Status
MDP sensor performance malfunction — sensor signal out of expected range or inconsistent with engine conditions. Inspect sensor, wiring, and intake/vacuum system. Do not assume sensor failure until wiring and plumbing are verified.
Repair difficulty: Medium
Diagnostic time: 0.5-2.0 hours
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