When the symptom cannot be duplicated, you can do the troubleshooting using the on-board snapshot information in this procedure. Refer to the diagnostic interview (date, place) and the present total mileage, and compare the total mileage which is estimated from the interview when a failure occurred and the parameter (total mileage) in the on-board snapshot information. Make sure the date when the failure occurred corresponds with the date on which the on-board snapshot information was recorded. If it doesn't, the on-board snapshot information cannot be used in this troubleshooting.
Before beginning this troubleshooting:
?
Make sure the 12 volt battery is fully charged.
?
Make sure the fuel tank is at least 1/4 full.
?
Make sure the engine oil level is correct.
After the troubleshooting, reset the PCM with the HDS to erase the on-board snapshot information recorded on the PCM.
NOTE: When a status log count is found, it means the immobilizer system has kept the engine from starting in the past. The number of status log count shows how often the system has kept the engine from starting in the past. If the immobilizer system has no status log count, the system is normal.
Were any status log counts found?
YES
Check for probable cause of the status log.?
NO
Go to step 3.
3.
Problem verification (snapshot sampling):
Problem verification (snapshot sampling)
?1.
Set the HDS to record a HIGH-SPEED SNAPSHOT of following parameters for 30 seconds.
IMMOBILIZER
ENGINE SPEED
BATTERY
ECT SENSOR 1
MAP SENSOR
MAF SENSOR
FUEL PRESSURE CONVERTED FROM PF SENSOR
FUEL PRESSURE DIRECT INJECTION SYSTEM
CMP B NO PULSE
CMP B NOISE
CKP NO PULSE
CKP NOISE
VTEC PRES SW (USA and Canada models)
?2.
Begin the snapshot, then try to start the engine.
Is the engine hard to start?
YES
Go to step 6 (diagnosis by parameter troubleshooting).
NO
Go to step 4.
4.
On-board snapshot check (Engine will not start):
On-board snapshot check (Engine will not start)
?1.
Check the record of Hard to Start Engine in the on-board snapshot with the HDS.
Is the Hard to Start Engine in the on-board snapshot recorded?
YES
Go to step 6 (diagnosis by parameter troubleshooting).
NO
Go to step 5.
5.
On-board snapshot check (Engine Stall 2):
On-board snapshot check (Engine Stall 2)
NOTE: If a Hard to Start on-board snapshot data was not recorded, use the Engine Stall 2 on-board snapshot data and check the cause of the failure.
?1.
Check for a record of Engine Stall 2 in the on-board snapshot with the HDS.
Is an Engine Stall 2 on-board snapshot recorded?
YES
Go to step 20 (diagnosis by parameter AF FB (ST FUEL TRIM)).
NO
Go to step 22 (fuel system troubleshooting).
NOTE: In case of the following conditions, the on-board snapshot cannot be recorded when the engine stalls.
The vehicle is turned to the OFF (LOCK) mode after starting the engine.
Check the 12 volt battery cables and the connections.
Pattern 2
The 12 volt battery is OK. Go to step 9 (diagnosis by parameter (ECT SENSOR 1)).
9.
On-board snapshot or snapshot check (ECT SENSOR 1):
On-board snapshot or snapshot check (ECT SENSOR 1)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the ECT SENSOR 1 and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the ECT SENSOR 1 pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
ECT SENSOR 1 high when cranking
When ECT SENSOR 1 indicates about 176 °F (80 °C) or more when the engine is cold (engine temp low), ECT sensor 1 may be stuck high. ECT compensation is not applied after the engine is warmed up, it is not necessary to check ECT sensor 1 (not a faulty part).
Pattern 2
ECT SENSOR 1 normal when cranking
If actual engine temp is nearly the same as the temp indicated by ECT sensor 1 when cranking, ECT sensor 1 is normal.
Which pattern is indicated?
Pattern 1
Check for a short in the ECT sensor 1 circuit and a failure in ECT sensor 1.?
Pattern 2
Go to step 10.
10.
ECT sensor 1 check:
ECT sensor 1 check
?1.
Turn the vehicle to the OFF (LOCK) mode.
?2.
Let the engine cool for 24 hours.
?3.
Measure the ambient temperature of the engine with the thermometer.
?4.
Turn the vehicle to the ON mode, but do not start the engine.
?5.
Check the parameter(s) below with the HDS.
Signal
Current conditions
Values
Unit
ECT SENSOR 1
ECT SENSOR 2
Are the values of ECT SENSOR 1, ECT SENSOR 2, and the ambient temperature almost the same?
YES
ECT sensor 1 is OK. Go to step 11 (diagnosis by parameter (MAP SENSOR)).
NO
If the value of ECT SENSOR 1 is much higher (or lower) than that of ECT SENSOR 2, and the ambient temperature, check for the ECT sensor 1 circuit and a failure in ECT sensor 1.?
11.
On-board snapshot or snapshot check (MAP SENSOR):
On-board snapshot or snapshot check (MAP SENSOR)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the MAP SENSOR and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the MAP SENSOR pattern to the pattern from the chart below, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
MAP SENSOR detects no change of pressure when cranking
When MAP SENSOR detects no change of pressure when cranking, the pressure measurement port may be clogged. The PCM decides basic duration time of fuel injection from engine speed and MAP sensor signal when cranking.
Pattern 2
Normal when MAP SENSOR detects vacuum when cranking
When MAP SENSOR detects vacuum while cranking, the condition is normal and the MAP sensor pressure port is clear.
Which pattern is indicated?
Pattern 1
Check the pressure measurement port of the MAP sensor for clogging, foreign objects, etc.?
Pattern 2
The MAP sensor is OK. Go to step 12 (diagnosis by parameter (MAF SENSOR)).
12.
On- board snapshot or snapshot check (MAF SENSOR):
On- board snapshot or snapshot check (MAF SENSOR)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or the snapshot with the HDS.
?2.
Select the MAF SENSOR and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the MAF SENSOR pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Poor connection of MAF SENSOR
Complete combustion stall: When MAF SENSOR indicates “0” 1?2 sec. before ENGINE SPEED becomes 0 rpm, or when “0” is shown like noise, there may be a poor connection at the MAF sensor connector.
Pattern 2
MAF SENSOR output incorrect
When MAF SENSOR shows “0” when cranking or after start, clogging in MAF sensor's measurement port may be contaminated with debris or there may be a poor connection as its connector.
Pattern 3
MAF SENSOR Normal
When MAF SENSOR output compares with ENGINE SPEED when cranking or after starting, the MAF sensor is normal.
Which pattern is indicated?
Pattern 1 and 2
Check for loose terminals or a poor connection at the MAF sensor/IAT sensor.?
Pattern 3
The MAF sensor/IAT sensor is OK. Go to step 13 (diagnosis by parameter (FUEL PRESSURE CONVERTED FROM PF SENSOR and FUEL PRESSURE DIRECT INJECTION SYSTEM)).
13.
On-board snapshot or snapshot check (FUEL PRESSURE CONVERTED FROM PF SENSOR and FUEL PRESSURE DIRECT INJECTION SYSTEM):
On-board snapshot or snapshot check (FUEL PRESSURE CONVERTED FROM PF SENSOR and FUEL PRESSURE DIRECT INJECTION SYSTEM)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the FUEL PRESSURE CONVERTED FROM PF SENSOR, the FUEL PRESSURE DIRECT INJECTION SYSTEM, and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters while the engine is cranking, then compare the FUEL PRESSURE CONVERTED FROM PF SENSOR and FUEL PRESSURE DIRECT INJECTION SYSTEM patterns from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
The FUEL PRESSURE CONVERTED FROM PF SENSOR is low (almost 0 kPa) when cranking
If the FUEL PRESSURE CONVERTED FROM PF SENSOR is almost 0 kPa when cranking, a failure may exist in the fuel supply system.
Fuel leak, out of fuel
Fuel rail pressure sensor failure
Spill valve stuck off
Fuel pressure regulator (low pressure side)
Fuel pump (low pressure side)
High pressure fuel pump
Pattern 2
Normal when the FUEL PRESSURE CONVERTED FROM PF SENSOR follows the FUEL PRESSURE DIRECT INJECTION SYSTEM when cranking
If the FUEL PRESSURE CONVERTED FROM PF SENSOR is nearly the same as the FUEL PRESSURE DIRECT INJECTION SYSTEM when cranking, the fuel pressure is normal.
Fuel pressure may be low when the start of cranking.
The fuel pressure is OK. Go to step 14 (diagnosis by parameter (CMP B NO PULSE)).
14.
On-board snapshot or snapshot check (CMP B NO PULSE):
On-board snapshot or snapshot check (CMP B NO PULSE)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the CMP B NO PULSE and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the CMP B NO PULSE pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CMP B NO PULSE count increases when cranking
When CMP B NO PULSE count increase when cranking, no CMP pulse is received. If the CMP pulse is not received, the PCM cannot detect the cylinder to be ignited and the engine is unable to start.
Pattern 2
The CMP B NO PULSE indicates the pulse is normal
It is normal when CMP B NO PULSE count does not increase.
Which pattern is indicated?
Pattern 1
Go to the troubleshooting for DTC P0365. If the CMP B NO PULSE count reaches the malfunction threshold, DTC P0365 will set. Check for poor connections and loose terminals at CMP sensor B.?
Pattern 2
Go to step 15 (diagnosis by parameter (CMP B NOISE)).
15.
On-board snapshot or snapshot check (CMP B NOISE):
On-board snapshot or snapshot check (CMP B NOISE)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the CMP B NOISE and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the CMP B NOISE pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CMP B NOISE count increases when cranking
When CMP B NOISE count increases when cranking, there is noise in the CMP signal. When CMP signal has noise, the PCM cannot detect the cylinder to be ignited and the engine is unable to start.
Pattern 2
The CMP B NOISE indicates the pulse is normal
It is normal when CMP B NOISE count does not increase when cranking.
Which pattern is indicated?
Pattern 1
Go to the troubleshooting for DTC P0369. If the CMP B NOISE count reaches the malfunction threshold, DTC P0369 will set. Check for poor connections and loose terminals at CMP sensor B.?
Pattern 2
CMP sensor B is OK. Go to step 16 (diagnosis by parameter (CKP NO PULSE)).
16.
On-board snapshot or snapshot check (CKP NO PULSE):
On-board snapshot or snapshot check (CKP NO PULSE)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the CKP NO PULSE and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the CKP NO PULSE pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CKP NO PULSE counts go up when cranking
When the CKP NO PULSE count increases when cranking, the PCM is not receiving the correct CKP pulse.
Pattern 2
The CKP NO PULSE indicates the pulse is normal
It is normal when the CKP NO PULSE count does not increase.
Which pattern is indicated?
Pattern 1
Go to the troubleshooting for DTC P0335. If the CKP NO PULSE count reaches the malfunction threshold, DTC P0335 will set. Check for poor connections and loose terminals at the CKP sensor.?
Pattern 2
Go to step 17 (diagnosis by parameter (CKP NOISE)).
17.
On-board snapshot or snapshot check (CKP NOISE):
On-board snapshot or snapshot check (CKP NOISE)
NOTE: Use the on-board snapshot in the case of an intermittent failure, or use the snapshot in the case of a reproducible failure.
?1.
Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS.
?2.
Select the CKP NOISE and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters while the engine is cranking, then compare the CKP NOISE pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CKP NOISE count goes up when cranking
When the CKP NOISE count increases when cranking, the PCM is not receiving the correct CKP pulse.
Pattern 2
Normal when CKP NOISE count does not go up when cranking
It is normal when CKP NOISE count does not increase when cranking.
Which pattern is indicated?
Pattern 1
Go to the troubleshooting for DTC P0339. If the CKP NOISE count reaches the malfunction threshold, DTC P0339 will set. Check for poor connections and loose terminals at the CKP sensor, and also check for aftermarket accessories.?
Pattern 2 (Reproducible failure: USA and Canada models)
The CKP sensor is OK. Go to step 18 (diagnosis by parameter (VTEC PRES SW)).
Pattern 2 (Reproducible failure: Mexico models)
The CKP sensor is OK. Go to step 22 (fuel system troubleshooting).
Pattern 2 (Intermittent failure)
The CKP sensor is OK. Go to step 19 (diagnosis by parameter (Engine Stall 2 in the on-board snapshot)).
18.
Snapshot check (VTEC PRES SW):
Snapshot check (VTEC PRES SW)
?1.
Check the parameter(s) below with the HDS while engine cranking.
The rocker arm oil pressure switch is OK. Go to step 22 (fuel system troubleshooting).
19.
On-board snapshot check (Engine Stall 2):
On-board snapshot check (Engine Stall 2)
?1.
Check for a record of Engine Stall 2 in the on-board snapshot with the HDS.
Is an Engine Stall 2 on-board snapshot recorded?
YES
Go to step 20 (diagnosis by parameter AF FB (ST FUEL TRIM)).
NO
Go to step 22 (fuel system troubleshooting).
20.
On-board snapshot check AF FB (ST FUEL TRIM):
On-board snapshot check AF FB (ST FUEL TRIM)
?1.
Check for a record of Engine Stall 2 in the on-board snapshot with the HDS.
?2.
Select the AF FB (ST FUEL TRIM) and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters at the time of the engine stalls, then compare the AF FB (ST FUEL TRIM) pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Engine stalls while AF FB (ST FUEL TRIM) value is increasing
If the engine stalls while AF FB (ST FUEL TRIM) value is increasing, a failure may exist in the fuel system.
Pattern 2
Normal when the engine stalls when AF FB (ST FUEL TRIM) is around 1.0 (center value)
The fuel is normal when the engine stalls with AF FB (ST FUEL TRIM) around 1.0 (center value).
No. A23 (15 A) fuse (in the under-hood fuse/relay box)
No. B4 (15 A) fuse (in the under-dash fuse/relay box)
Pattern 2
Go to step 21 (diagnosis by parameter (MISFIRE)).
21.
On-board snapshot check (MISFIRE):
On-board snapshot check (MISFIRE)
?1.
Check for a record of Engine Stall 2 in the on-board snapshot with the HDS.
?2.
Select the MISFIRE and ENGINE SPEED in the configuration list.
Check the recorded snapshot parameters at the time of the engine stalls, then compare those snapshots to the MISFIRE pattern from the chart, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Engine stalls after MISFIRE counts increase
If the engine stalls after MISFIRE count increases, the engine stall may be caused by misfire. Also the misfire may be caused by a loss of compression, faulty ignition system, faulty fuel system, etc.
Pattern 2
Normal when engine stalls with MISFIRE count remaining constant
If the MISFIRE count remains steady when the engine stalls, the stall was not caused by a misfire.
NOTE: Make sure the spark plugs are the correct part number for the vehicle. If the plugs are aftermarket or they are not the correct part number, replace all of the plugs and retest.
Is the electrode damage or wet?
YES (wet)
Check the following conditions. If those conditions do not apply, go to step 24.
In very cold conditions, multiple very short trips can cause the spark plug to foul. If this is the case, drive the vehicle a longer distance and recheck.?
Incorrect or poor quality fuel can cause a wet spark plug. Replace the fuel and recheck.?
Determine possible failure area (ignition system, others):
Determine possible failure area (ignition system, others)
?1.
Turn the vehicle to the OFF (LOCK) mode.
?2.
Fit a spark plug to the ignition coil and ground it to the engine.
?3.
Turn the vehicle to the ON mode.
?4.
Select ALL INJECTORS STOP in the INSPECTION MENU with the HDS, and stop fuel injection from the injector.
?5.
Crank the engine and watch for spark at the spark plug.
Does the spark plug spark?
YES
The ignition system is OK. Select PCM reset in the PGM-FI INSPECTION MENU to cancel ALL INJECTORS STOP with the HDS, then go to step 26 (engine compression troubleshooting).
NO
Go to step 25.
25.
Ignition coil power circuit check:
Ignition coil power circuit check
?1.
Disconnect the following connectors.
Ignition coil(s) 3P connector from the problem cylinder
?2.
Remove the ignition coil relay (A) from the under-hood fuse/relay box.
Disconnect the vacuum hose (A) from the EVAP canister purge valve (B) in the engine compartment, and connect a vacuum pump/gauge, 0?30 inHg, to the purge valve.
