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Home / DTC / P1150 — MANIFOLD PRESSURE SENSOR

P1150 — MANIFOLD PRESSURE SENSOR

Detailed page for trouble code P1150.

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P1150

DAEWOO P — Powertrain

MANIFOLD PRESSURE SENSOR

Brand: DAEWOO
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
Repair manuals

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P1150

FORD P — Powertrain

Lack of Upstream Heated Oxygen Sensor Switch Adaptive Fuel Limit Bank 2

Brand: FORD
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
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P1150

LAND ROVER P — Powertrain

Lack of H02S -21 switch, adaptable fuel at the limit

Brand: LAND ROVER
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
294

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Code

P1150

LEXUS P — Powertrain

Air/Fuel Ratio Sensor Circuit Range Performance Malfunction Bank 2 Sensor 1

Brand: LEXUS
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
Repair manuals

Manual library for LEXUS

280

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Code

P1150

LINCOLN P — Powertrain

Lack of Upstream Heated Oxygen Sensor Switch Adaptive Fuel Limit Bank 2

Brand: LINCOLN
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
166

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Code

P1150

MAZDA P — Powertrain

HO2S Bank 2 Sensor 1 Not Switching Fuel Control Limit Reached

Brand: MAZDA
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
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Code

P1150

MERCURY P — Powertrain

Lack of Upstream Heated Oxygen Sensor Switch Adaptive Fuel Limit Bank 2

Brand: MERCURY
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
296

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MERCURY

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Code

P1150

Other P — Powertrain

Lack Of HO2S21 Switch - Adaptive Fuel At Limit

Brand: Other
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
9,546

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Code

P1150

SCION P — Powertrain

Air-fuel ratio sensor circuit range / performance malfunction

Brand: SCION
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
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Code

P1150

SUBARU P — Powertrain

Front Oxygen Sensor Heater Circuit High Input

Brand: SUBARU
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
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Code

P1150

TOYOTA P — Powertrain

Air/Fuel Sensor Circuit Range Performance Bank 1 Sensor 2

Brand: TOYOTA
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
Repair manuals

Manual library for TOYOTA

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Browse 2,209 TOYOTA manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

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Code

P1150

VOLKSWAGEN P — Powertrain

Oxygen Sensor Control Bank 2 Out Of Range

Brand: VOLKSWAGEN
Type: P — Powertrain
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Open or shorted MAP sensor signal wire
  • Corroded or loose connector pins at the MAP sensor
  • Failed or contaminated MAP sensor
  • Vacuum leaks or intake manifold leaks affecting MAP reading
  • Blown 5V reference or ground circuit fault
  • Poor connector/ground at PCM

Symptoms

  • Malfunction Indicator Lamp (MIL) illuminated
  • Poor idle quality, stalling or rough running
  • Hesitation, lack of power or surging under load
  • Increased fuel consumption or black smoke
  • Hard starting or intermittent no-start
  • Possible limp-home mode or reduced engine performance

What to check

  • Read and record freeze-frame data and live MAP signal (use scan tool)
  • Visual inspection of MAP sensor, vacuum hose and intake manifold for leaks or damage
  • Inspect connector for corrosion, bent pins, moisture or loose terminals
  • Check for proper 5 V reference at sensor with key ON (using multimeter)
  • Check sensor ground continuity to chassis/PCM ground
  • Measure MAP sensor signal voltage with engine OFF, at idle and at higher RPM

Signal parameters

  • Reference supply: approximately 5.0 V (key ON)
  • Ground: near 0 V
  • Typical MAP sensor output: ~0.5–4.5 V across operating range (low pressure ≈ low volts, high pressure ≈ high volts)
  • At high vacuum (idle): signal typically around 0.5–1.5 V (varies by vehicle and altitude)
  • At higher manifold pressure / wide open throttle: signal typically around 3.5–4.5 V
  • MAP reading in kPa or inHg should change smoothly with engine load or applied vacuum

Diagnostic algorithm

  1. Retrieve freeze-frame and live data using a scan tool; note MAP sensor voltage and engine load values.
  2. Perform a visual inspection: check vacuum hose to sensor (if used), intake for leaks, and connector condition.
  3. With key ON (engine OFF), verify ~5 V reference at the sensor reference pin and verify sensor ground continuity to chassis/PCM ground.
  4. Back-probe the MAP signal wire. Verify signal voltage changes when engine is cranked or when vacuum is applied/released using a handheld vacuum pump. Voltage should change smoothly and correlate with vacuum/engine RPM.
  5. If signal is fixed at 0 V, 5 V, or erratic, inspect wiring for opens/shorts to power/ground and repair as needed. Perform wiggle test to find intermittent breaks.
  6. If wiring and power/ground are good but signal is out-of-range or non-responsive, replace the MAP sensor and retest.
  7. After repair, clear codes, perform road test, and recheck for code return and correct sensor behavior.
  8. If code returns after sensor and wiring repair, consider PCM input circuit testing or replacement by a qualified technician.

Likely causes

  • Damaged or disconnected wiring/connector to MAP sensor
  • Failed MAP sensor
  • Intake manifold vacuum leak or gasket failure
  • Corroded connector pins or poor ground
  • Less likely: PCM internal fault

Fault status

⚠️ Status
P1150 indicates the engine control module detected a MAP sensor signal or circuit outside expected parameters (open, short, stuck high/low, or intermittent). This affects air/fuel and ignition calculations. Immediate inspection of wiring, connector, sensor, and intake leaks is recommended. Do not assume final diagnosis without systematic testing.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 0.5–2.0 hours
626

Browse 626 VOLKSWAGEN manuals: repair procedures, diagnostics, wiring diagrams, component locations, service data and Labor Times by year, model and trim.

VOLKSWAGEN

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