Hey guys, ive always had a code 36 for a MAF burnoff problem, and after inspecting the relay and connector it was clear to see why, the wires had been cut and a different connector put on but the wires were all wrong and falling apart.

i ordered a new burnoff relay and connector, and a maf power relay and connector from TPI parts the other week and they came today, so i fitted them today and straight away the car was worse !

it now dies when you start it which its never done before, you have to rev the engine a bit when you start it and it sort of catches and then sorts itself out after a few seconds.

and now when i only used to get a code 36, i now get a code 33 too !

im at a total loss and to be honest getting sick of this car, its just problem after problem at the minute

 

does it still do the same thing when the maf sensor is unplugged?

 

i dunno i will have to try it later today and let you know mate

 

ok it doesnt die with the MAF sensor unplugged, or if i unplug the burnoff relay.

With the MAF and burnoff plugged in it dies and sets a code 33 and 36, but if a clear the codes and with either one unplugged the car starts right up and only sets a code 36 once the car has been turned off, and the SES light comes on the next time its started.

 

Not just a matter of replacing parts ;
wiring or grounds may also be at fault , loose wires , bad connections , high resistance , etc ......

Codes show there is a fault somewhere in a whole system ; not just that the main device in that system is faulty

work though these
http://www.chevythunder.com/maf_code_33.htm
http://www.chevythunder.com/maf_code_36.htm

 

well at least you narrowed the problem down, try switching the burnoff relay with a fan relay im pretty sure they are the same part # but my guess is that its the maf sensor ive had 3 of those go bad on me this year. causing a no start problem, unplugged teh maf and i was able to drive home when it left me stranded

 

Here are some things to check:

1. The MAF Burnoff relay should have a constant 12VDC supply (battery voltage) on both the 'E' terminal and 'C' terminal (via the orange wire).
2. The 'B' terminal should switch to ground through the ECM output transistor within 20 seconds of the engine shutting off and the oil pressure switch opening. The ECM awaits the loss of power on its 'B2' terminal (Fuel Pump Voltage) before it can initiate the burn off cycle. If the oil pressure switch is intermittent and interrupts the burnoff cycle it can create this problem.
3. When the ECM commands a burn off cycle, the relay should close, and 12VDC is switched to both the 'D' terminal on the MAF Sensor itself, and the 'D' terminal on the MAF Power relay.
4. Power is routed through the N.C. contacts of the MAF Power relay to the MAF Sensor to enable the MAF Sensor electronics package. This is critical, since the MAF Sensor must report a signal back to the ECM to prove a good burn off cycle. This is also why a failing MAF Power relay can cause a MAF Burnoff error.
5. Upon receiving all these signals, the MAF Sensor hot wire is heated to full incandescence, and the MAF Sensor reads the hot wire current at full. This causes the MAF Sensor to report a full, 5VDC saturated (non-duty-cycling) signal to the ECM.
6. Upon receipt of this signal, the ECM registers a complete MAF burn off cycle, ungrounds the 'B' terminal of the MAF Burnoff relay, and is satisfied.

NOTE: Any interruption of the cycle will cause an error, and subsequent error code. This includes marginal relay contacts, poor connections and grounds at any point, and intermittent operation of the auxiliary oil pressure switch, since any voltage from the oil pressure switch will indicate to the ECM that the engine is not shut down, effectively terminating the cycle.



Other things to check:

1. The MAF Power relay should have a constant 12VDC supply (battery voltage) on the 'A' terminal (via the orange wire).
2. There should be a 12VDC supply whenever the ignition is ON at the 'B' terminal (via the blk/pnk wire).
3. The 'E' terminal should have a good ground at all times through the blk/wht wire.
4. Both the normally closed and normally open contacts of the relay (from terminals 'E' to 'A' for N.O., and 'D' to 'A' for N.C.) must be operational and reliable (see above).

 

Make sure you haven't mixed up the relays. the MAF power relay is different and has resistors in it. It should be marked MAF.

see:

https://www.thirdgen.org/forums/tpi/...nces-they.html

 

They are the right way round, they were clearly marked in the boxes from TPI-parts so i just done one at a time.

I havnt had a chance to go through the wiring yet, ive just left the burnoff relay unplugged for now so i can use the car.

I think it needs new injectors too after being diagnosed by a friend, starting to get sick of this car now, problem after problem after problem...