They say the feul pump is not working. I turn my car on about twice and it starts right up. I have had three diagnostic tests andthey all say something different. I hold the key down and it hesitate s for a minute and I have to pump the gas and it starts right up.
Have the fuel pump checked for pressure leak down, it is a simple test but it requires a special tool to hook up to the the fuel rail pressure test port. If the fuel pressure is leaking down the pump is defective, and it will need to be replaced, that requires that you drop the fuel tank to access the fuel pump.
The gas pedal has no effect on starting a fuel injected car
You should just have to turn the key to start,we're not
in the days of a carburetor where you pump the gas
You obviously did not have three very though test results,
from where ever you went.
A repair shop or dealer either puts in the time to find
an issue or they don't,they didn't. Did you pay for several
hours of time to find the issue or what? Three places?
I would start fresh, find & resolve,do you not have a shop
you have used for decades?
You could have a worn ignition switch
A worn TPS Sensor
A bad Fuel Pump
Clogged Gas filter
Worn Spark Plugs
Make the list as long as need be, as I
have no idea what has been done over
the years to your vehicle
I do know a 6,7 year old vehicle should not have
a problem as you explaining
What was the fuel pressure & volumn?
Was it even checked?
You need to be part of the solution & write
thing down.
If you dive a vehicle for years & are not proactive
at least 2 or 3 time a year,then you have a break down
situation
You can't include a worn or failed fuel pump if that turns
out to be the case
SOURCE: 05 Chevy Malibu Maxx suddenly turns over and wont start...
Wiggle the ignition key and find out if the gas Gage and the tachometer quits if it does its the ignition switch
SOURCE: car turns over great will not start
IT DEFFO SOUNDS LIKE LACK OF FUEL, BUT FOR IT NOT TO RUN AT ALL UNLESS THROTTLE IS FULLY OPEN DOESN'T SOUND LIKE AN INJECTOR, MORE LIKE NO FUEL AT ALL, LIKE THE PUMP IS KNACKERED. PULL OUT AN INJECTOR, PUT IT IN A GLASS JAR, THEN TRY AND START IT, IT SHOULD GIVE A BIG POWERFUL SQUIRT OF FUEL, TRY ALL THE INJECTORS ONE AT A TIME, BECAUSE ITS QUITE RARE FOR ALL THE INJECTORS TO GO AT TE SAME TIME
take it in for scrap at the junkyard...lol
SOURCE: 2001 Chevy Malibu, 89,000 miles, 3.1 engine, won't start
CLICK HERE for the injector schematic.
CLICK HERE for the Ignition schematic.
Since the PCM uses info gatheres from the crank and cam sensors to calculate ignition - and there are no OBD codes - in all likelihood, the PCM itself is bad.
The Ignition Module, also transmits to the PCM.
It appears after all your testing - that the PCM is at fault.
It does not error report on itself (unfortunately).
The ignition timing is controlled by the Powertrain Control Module (PCM). No adjustment is necessary (distributorless ignition) or possible.
Please see the following....
The ignition timing is controlled by the Powertrain Control Module (PCM). No adjustment is necessary or possible.
The engines covered by this manual are equipped with distributorless ignitions, ignition timing is controlled by the Powertrain Control Module (PCM), as applicable. No adjustments are possible. If ignition timing is not within specification, there is a fault in the engine control system. Diagnose and repair the problem as necessary.
Ignition timing is the measurement, in degrees of crankshaft rotation, of the point at which the spark plugs fire in each of the cylinders. It is measured in degrees before or after Top Dead Center (TDC) of the compression stroke.
Ideally, the air/fuel mixture in the cylinder will be ignited by the spark plug just as the piston passes TDC of the compression stroke. If this happens, the piston will be at the beginning of the power stroke just as the compressed and ignited air/fuel mixture forces the piston down and turns the crankshaft. Because it takes a fraction of a second for the spark plug to ignite the mixture in the cylinder, the spark plug must fire a little before the piston reaches TDC. Otherwise, the mixture will not be completely ignited as the piston passes TDC and the full power of the explosion will not be used by the engine.
The timing measurement is given in degrees of crankshaft rotation before the piston reaches TDC (BTDC). If the setting for the ignition timing is 10 BTDC, each spark plug must fire 10 degrees before each piston reaches TDC. This only holds true, however, when the engine is at idle speed. The combustion process must be complete by 23° ATDC to maintain proper engine performance, fuel mileage, and low emissions.
As the engine speed increases, the pistons go faster. The spark plugs have to ignite the fuel even sooner if it is to be completely ignited when the piston reaches TDC. Spark timing changes are accomplished electronically by the engine and ignition control computers.
If the ignition is set too far advanced (BTDC), the ignition and expansion of the fuel in the cylinder will occur too soon and tend to force the piston down while it is still traveling up. This causes pre ignition or -knocking and pinging-. If the ignition spark is set too far retarded, or after TDC (ATDC), the piston will have already started on its way down when the fuel is ignited. The piston will be forced down for only a portion of its travel, resulting in poor engine performance and lack of power.
Timing marks or scales can be found on the rim of the crankshaft pulley and the timing cover. The marks on the pulley correspond to the position of the piston in the No. 1 cylinder. A stroboscopic (dynamic) timing light is hooked onto the No. 1 cylinder spark plug wire (2.2L engine only, on the 2.4L engines, special adapters are needed) . Every time the spark plug fires, the timing light flashes. By aiming the light at the timing marks while the engine is running, the exact position of the piston within the cylinder can be easily read (the flash of light makes the mark on the pulley appear to be standing still). Proper timing is indicated when the mark and scale are in specified alignment.
WARNING
When checking timing with the engine running, take care not to get the timing light wires tangled in the fan blades and/or drive belts.
The engines covered by this manual are equipped with distributorless ignitions, ignition timing is controlled by the Powertrain Control Module (PCM), as applicable. No adjustments are possible. If ignition timing is not within specification, there is a fault in the engine control system. Diagnose and repair the problem as necessary.
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