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MERCEDES-BENZ A6460940048 MASS AIR FLOW SENSOR

MERCEDES-BENZ A6460940048 MASS AIR FLOW SENSOR
MERCEDES-BENZ A6460940048 MASS AIR FLOW SENSOR
MERCEDES-BENZ A6460940048 MASS AIR FLOW SENSOR
MERCEDES-BENZ A6460940048 MASS AIR FLOW SENSOR
MERCEDES-BENZ A6460940048 MASS AIR FLOW SENSOR

Product Specifications

Product quality
OEM Equivalent Grade
starstarstar
300 sold
Wholesale price USD $8.31
Wholesale price CNY ¥56.4
bolt MOQ (Minimal order)
100 pcs
local_shipping Production time
24 days
package_2 Shipping Weight: 0.05 kg
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MERCEDES-BENZ A6460940048
MERCEDES-BENZ A0000941048
MERCEDES-BENZ A1120940048
MERCEDES-BENZ A1130940048
MERCEDES-BENZ A0000941448
MERCEDES-BENZ A0000940948
MERCEDES-BENZ A0000941948
MERCEDES-BENZ A0041530628
MERCEDES-BENZ A0041537328
MERCEDES-BENZ A000094094880
MERCEDES-BENZ A000094104880
MERCEDES-BENZ A646094004880
MERCEDES-BENZ A112094004880
MERCEDES-BENZ 6460940048
Overview & Operating Principle
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The MASS AIR FLOW SENSOR is a hot-wire or hot-film anemometer installed in the intake air duct between the air filter housing and the throttle body that measures the mass flow rate of air entering the engine in real time, providing the ECU with the primary load signal used to calculate injector pulse width, ignition timing, EGR rate, and turbocharger boost target. The sensing element consists of a platinum hot-wire or thin-film resistor heated to a precise temperature above ambient — typically 100–170°C above the incoming air temperature — by a constant-temperature control circuit; as airflow increases, heat is carried away from the element at a higher rate, requiring more current to maintain the setpoint temperature, and this current demand is converted to a voltage or frequency output proportional to mass airflow. Modern MAF sensors integrate an intake air temperature sensor in the same housing, providing the ECU with both mass flow and charge temperature in a single unit, since air density — and therefore the oxygen mass available for combustion — varies with both flow rate and temperature.

This unit — MERCEDES-BENZ A6460940048 — is manufactured to OEM-equivalent specifications: sensing element resistance and temperature coefficient, output signal type and voltage range at idle and maximum flow, housing bore diameter and insertion depth, integrated air temperature sensor calibration curve, and connector pinout are matched to the original part. Supplied as a direct plug-and-play replacement for standard fitment. Available wholesale from 8.31 USD, MOQ 100 pcs, production lead time 24 days.

MAF sensors fail through contamination of the sensing element by oil vapour from the crankcase breather system depositing a film that insulates the wire thermally and causes the sensor to under-read airflow, mechanical damage to the fragile sensing wire from reversed airflow during backfires, and electronic circuit failure within the sensor housing. A MAF sensor that has drifted low — reading less air than is actually entering the engine — causes the ECU to calculate a lean base fuelling that the closed-loop lambda correction partially compensates, masking the fault until the correction limit is exceeded. Always inspect and replace the air filter and check for intake duct cracks before fitting a new MAF sensor, as contamination sources and unmetered air leaks will degrade the new sensor within a short operating period.

Symptoms & Diagnostics
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Check Engine light with MAF sensor circuit codes P0100–P0103 — the ECU is receiving a signal outside the valid voltage or frequency range for current operating conditions; distinguish a wiring fault from a sensor fault by measuring supply voltage and ground at the connector before condemning the sensor.
Check Engine light with fuel trim codes P0171 (system lean bank 1) combined with a MAF reading that appears plausible but low — the sensor element is contaminated and under-reading airflow; the ECU's long-term fuel trim has reached its positive correction limit trying to compensate; compare live MAF g/s values against known-good data for the engine at the same RPM and throttle position.
Rough idle, hunting idle, or idle that recovers only partially after disconnecting the MAF sensor — an idle that improves when the sensor is unplugged confirms the sensor is sending an incorrect signal that the ECU is acting on; the ECU defaults to a fixed MAF value from its fuel map when the sensor is disconnected, which may be more accurate than the contaminated sensor's output.
Hesitation and flat spot during acceleration from low RPM — the sensor cannot track the rapid increase in airflow during a throttle opening quickly enough due to element contamination increasing its thermal time constant; the ECU under-fuels the transient enrichment phase, causing a stumble before the closed-loop correction catches up.
Poor fuel economy combined with black exhaust smoke on a petrol engine — the sensor is over-reading airflow, causing the ECU to over-fuel; this is less common than under-reading but occurs when the sensing element is damaged and its resistance has shifted, or when a replacement sensor of incorrect specification has been fitted.
Engine enters limp-home mode with reduced power and locked ignition timing — the MAF signal has dropped to zero or has exceeded the ECU's plausibility range; the ECU has substituted a fixed default value but limits engine output as a protection measure; confirm zero voltage or an out-of-range signal at the sensor output pin before replacing.
Logistics & Customs
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International HS Code
9026.80
EAEU Customs Code (TN VED)
9026 80 200 0
Typical Net Weight
0.05 kg
Country of Manufacture
China
Standard MOQ
100 pcs
Production Lead Time
24 days
Always verify the exact 8-digit or 10-digit subheading with your customs broker for the destination country, as tariff schedules and duty rates vary by jurisdiction.
Installation Tips
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  1. Identify and eliminate the contamination source before fitting the new sensor — inspect the crankcase breather hose and oil separator for evidence of oil vapour passage; if the breather hose outlet is immediately upstream of the MAF sensor position, a saturated oil separator is coating the sensing element with oil mist. Fitting a new sensor without addressing the oil vapour source will contaminate it within a few thousand kilometres.
  2. Inspect the entire intake duct from the air filter to the throttle body for cracks, splits, and loose clamps before removing the MAF sensor — an air leak downstream of the MAF sensor allows unmetered air into the engine, causing the same lean fuel trim fault codes as a failed sensor; replacing the sensor without sealing the duct leak will not resolve the fault code.
  3. Never touch the sensing element wire or film inside the MAF sensor housing at any point during handling or installation — the hot-wire element is a platinum wire of 70–100 microns diameter that will be permanently damaged by contact with a fingertip, tool, or cleaning cloth; handle the sensor by its housing body only and keep the element end pointed away from surfaces.
  4. Use only dedicated MAF sensor cleaner spray if cleaning is attempted before condemning a sensor — apply the cleaner to the element from a distance of at least 15 cm with the sensor removed from the duct, allow to evaporate completely for a minimum of 30 minutes before reinstalling, and never use compressed air, carburettor cleaner, or brake cleaner near the element as these damage the sensing element coating or bend the wire.
  5. Fit the sensor in the correct orientation — the arrow or airflow direction marking on the sensor housing must align with the direction of airflow from the air filter to the engine; a reversed MAF sensor produces a near-zero output as the element is on the downstream face and senses turbulent wake rather than laminar flow, causing immediate limp-home mode on startup.
  6. Install the new MASS AIR FLOW SENSOR (MERCEDES-BENZ A6460940048), reconnect the electrical connector until it clicks, refit the intake duct clamps and tighten to specification, start the engine and allow it to reach operating temperature, then use a scan tool to confirm the live MAF reading in g/s is within the known-good range for the engine at idle and at 2,500 RPM before clearing fault codes and performing a fuel trim reset.
Tools: OBD-II scanner with live data and fuel trim reset function, MAF sensor cleaner spray, hose clamp driver, multimeter for supply voltage verification, intake duct inspection light.
Frequently Asked Questions
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Is a fuel trim reset or ECU adaptation required after fitting a new MAF sensor?
Yes. The ECU accumulates long-term fuel trim corrections over time to compensate for the old sensor's drift — these stored corrections will be applied to the new sensor's accurate output, causing an over-rich condition until the trims are reset. Clear all stored fault codes and perform a fuel trim reset via scan tool immediately after fitting the new sensor, then drive through a complete warm-up cycle including idle, cruise, and light acceleration before re-reading the fuel trims to confirm they have returned to within ±5% of zero. ok.parts supplies MAF sensors at wholesale MOQ from 8.31 USD per unit.
How can a faulty MAF sensor be distinguished from an intake air leak producing the same fault codes?
The definitive distinction is to compare the MAF sensor's live g/s output against a known-good reference value for the engine at a stable idle RPM — a contaminated or failed sensor reads consistently low regardless of whether there is a duct leak. An intake leak, by contrast, does not cause an abnormal MAF reading but does cause a lean fuel trim because unmetered air enters downstream of the sensor. If the MAF g/s reading is correct but long-term fuel trim is strongly positive, inspect the intake duct for leaks before replacing the sensor. If the MAF g/s reading is lower than the reference value with the duct confirmed intact, the sensor is the fault source.
How does the OEM-equivalent aftermarket unit compare to the genuine OEM part?
OEM-equivalent units in this catalogue replicate the current OEM design geometry and material specification. Quality is verified against OEM cross-reference data. When ordering in bulk, confirm with our team that the specification matches the latest OEM revision for your application.
Is white-label or custom packaging available for wholesale orders?
Yes. ok.parts works directly with the manufacturing facility and can accommodate neutral white-label packaging or fully branded packaging with your company logo, part numbers, and barcode. Minimum order quantities and lead times for custom packaging may differ from standard stock. Contact the team via the inquiry form to discuss your specific requirements.
Frequently Replaced Together
PartReason for Combined Replacement
Air Filter Element
OEM ref. varies by application		A saturated or torn air filter is the primary cause of MAF sensor contamination — oil, dust, and carbon particles that bypass a degraded filter element deposit directly onto the sensing wire. Fitting a new MAF sensor with an old or overloaded air filter will contaminate the new element within a short period. Always replace the air filter simultaneously with the MAF sensor and inspect the filter housing for debris accumulation.
Intake Air Duct and Clamp Set
Application-specific silicone or rubber duct		Cracks and splits in the intake duct between the MAF sensor and the throttle body introduce unmetered air that causes lean fuelling indistinguishable from a failed sensor until the duct is inspected. Replacing a cracked duct simultaneously with the sensor eliminates this source of error and prevents a return visit to diagnose residual lean trim codes after the sensor replacement.
Crankcase Breather Oil Separator
OEM ref. varies by engine		A saturated or failed oil separator allows oil mist from the crankcase breather circuit to coat the MAF sensing element, progressively reducing its output accuracy. On engines where the breather outlet is upstream of the MAF sensor, replacing the oil separator at the same time as the sensor eliminates the contamination source and maximises the service life of the new unit.