Engine Cranks, But Will Not Run
Engine Cranks But Does Not Run (1 Of 6):
Engine Cranks But Does Not Run (2 Of 6):
Engine Cranks But Does Not Run (3 Of 6):
Engine Cranks But Does Not Run (4 Of 6):
Engine Cranks But Does Not Run (5 Of 6):
Engine Cranks But Does Not Run (6 Of 6):
CIRCUIT DESCRIPTION
The Electronic Ignition system uses a waste spark method of spark distribution. In this type of ignition system, the ignition control module triggers the correct coil based on the sync signal received from the crankshaft position sensor, resulting in both spark plugs connected to the coil firing at the same time. The spark plug for the cylinder on the exhaust stroke requires a lower energy requirement to fire, leaving the remaining high voltage to fire the spark plug for the cylinder on the compression stroke.
During crank, the ignition control module monitors the Crankshaft Position (CKP) sync signal. The CKP sync signal is used to determine the correct cylinder pair to fire first. The CKP sync signal is used only by the ignition control module to initiate ignition coil firing sequence. It is not passed to the PCM. After the ignition control module processes the CKP sync signal, the ignition control module monitors the 18X CKP signal and sends 18X and 3X reference pulses to the PCM. When the PCM receives these pulses, the PCM will command all six injectors to allow a priming shot of fuel for all the cylinders. After the priming, the injectors are left OFF during the next six 3X reference pulses from the ignition control module. This allows each cylinder a chance to use the fuel from the priming shot. During this waiting period, the PCM receives a camshaft position signal pulse. The camshaft position signal allows the PCM to operate the injectors sequentially based on camshaft position. If the camshaft position signal is not present at start-up, the PCM will begin sequential fuel delivery with a 1 in 6 chance that fuel delivery is correct.
DIAGNOSTIC AIDS
^ An intermittent may be caused by a poor connection, rubbed through wire insulation or a wire broken inside the insulation. Check for the following items:
^ Poor connection or damaged harness. inspect the PCM harness and connectors for improper mating, broken locks, improperly formed or damaged terminals, poor terminal to wire connection, and damaged harness.
^ Faulty Engine Coolant Temperature Sensor. Using a scan tool, compare Engine Coolant Temperature with Intake Air Temperature on a completely cool engine. Engine Coolant Temperature should be within 10°C of Intake Air Temperature. If not, replace the Engine Coolant Temperature (ECT) sensor.
^ Throttle Position Sensor.
^ If the Throttle Position (TP) angle is over 80%, the PCM may operate in clear flood mode. The PCM will not allow fuel delivery while operating in clear flood mode.
TEST DESCRIPTION
Number(s) below refer to the Step number(s) on the Diagnostic Table:
6. A blinking test light verifies that the PCM is monitoring the 3X and 18X reference signals and is capable of activating the injectors
7. The crankshaft position sensor has been verified as functioning properly. A fuel pressure test will separate the diagnostic path into either a fuel related fault or an ignition system malfunction.
10. By using a J 26792 Spark Tester to test for spark on the plug wires, each ignition coil's ability to produce at least 25,000 volts is verified.
17. By testing the problem coil's control circuit wit a test light, a determination can be made as to the problem coil being faulty or the ignition control module's internal control circuit for the affected coil being the cause of the condition
39. This vehicle is equipped with a PCM which utilizes an Electrically Erasable Programmable Read Only Memory (EEPROM). When the PCM is being replaced, the new PCM must be programmed.