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No. 6 Cranks Normally But Will Not Start: Notes

NO. 6 CRANKS NORMALLY BUT WILL NOT START DESCRIPTION AND POSSIBLE CAUSES (SKYACTIV-G 2.0, SKYACTIV-G 2.5)

6  CRANKS NORMALLY BUT WILL NOT START 
DESCRIPTION 
  • Starter cranks engine at normal speed but engine will not run.
  • Refer to symptom troubleshooting "NO. 5 ENGINE STALLS-AFTER START/AT IDLE " if this symptom appears after engine stalls.
  • Fuel is in tank.
  • Battery is in normal condition.
POSSIBLE CAUSE 
  • Because engine is started with accelerator pedal fully depressed, it goes into dechoke mode and fuel is not injected
  • Engine overheating
  • PCM DTC is stored
  • Erratic signal to PCM
    • APP sensor or related circuit malfunction
    • ECT sensor No. 1 or related circuit malfunction
    • MAF sensor or related circuit malfunction
    • A/F sensor or related circuit malfunction
    • HO2S or related circuit malfunction
    • Improper air/fuel mixture ratio control
  • Power is not supplied from main relay
  • Power is not supplied from fuel injector relay and/or fuel pump relay
  • Improper operation of drive-by-wire control system
  • Purge solenoid valve malfunction
  • No signal from MAF sensor
  • Poor fuel quality
  • Air leakage from intake-air system
  • Intake-air system restriction
  • Electrical connector disconnected
  • No battery power supply to PCM or poor ground
  • Fuse malfunction
  • Fuel leakage
  • Vacuum leakage
  • No signal from CMP sensor
    • Loose installation
    • Damaged trigger wheel (exhaust camshaft)
    • Open or short circuit in related wiring harness
  • No signal from CKP sensor
    • Loose installation
    • Damaged trigger wheel (crankshaft pulley)
    • Open or short circuit in related wiring harness
  • Inadequate fuel pressure (high or low pressure side)
    • Open or short circuit in the fuel pump (low-side) body or related wiring harness
    • Fuel pressure sensor or related circuit malfunction
    • High pressure fuel pump malfunction
    • Spill valve control solenoid valve control circuit malfunction (damage to driver in PCM caused by short circuit to ground system)
    • Spill valve control solenoid valve malfunction (built-into high pressure fuel pump)
    • Fuel line restriction
    • Fuel filter clogged (built-into fuel pump unit)
    • Fuel pump (low-side) body mechanical malfunction
  • Incorrect fuel injection timing
  • Fuel injector malfunction
  • Improper intake valve timing
  • Improper exhaust valve timing
  • Improper operation of electric variable valve timing control system
    • Electric variable valve timing driver malfunction
    • Electric variable valve timing motor malfunction
    • Electric variable valve timing actuator malfunction
  • Improper operation of hydraulic variable valve timing control system
  • Low engine compression
  • Ignition system malfunction
  • Ignition coil malfunction
  • Vapor occurs around fuel pump (fuel problem)
  • Because vapor occurs in high pressure fuel pump, fuel injector cannot adjust fuel injection to correct amount
  • Exhaust system and/or TWC restricted
  • PCV valve malfunction
  • Injector driver (built-into PCM) malfunction
    WARNING: The following troubleshooting flow chart contains the fuel system diagnosis and repair procedures. Read the following warnings before performing the fuel system services:
    • Fuel vapor is hazardous. It can easily ignite, causing serious injury and damage. Always keep sparks and flames away from fuel.
    • Fuel line spills and leakage are dangerous. Fuel can ignite and cause serious injury or death and damage. Fuel can also irritate skin and eyes. To prevent this, always complete "BEFORE SERVICE PRECAUTION" and "AFTER SERVICE PRECAUTION" described in this manual. (See BEFORE SERVICE PRECAUTION .) (See AFTER SERVICE PRECAUTION .)
    CAUTION:
    • Disconnecting/connecting the quick release connector without cleaning it may possibly cause damage to the fuel pipe and quick release connector. Always clean the quick release connector joint area before disconnecting/connecting, and make sure that it is free of foreign matter.
CAUTION:
  • Verify the malfunction symptom according to not only the PID value but also the symptom troubleshooting.
RELATED PIDS

Item (definition) Unit/Condition Definition Condition/Specification (Reference)
APP1 % Accelerator pedal opening angle (absolute value) input from APP sensor No. 1
  • Accelerator pedal released: Approx. 15%
  • Accelerator pedal fully depressed: Approx. 82%
V APP sensor No. 1 voltage
  • Accelerator pedal released: Approx. 0.75 V
  • Accelerator pedal fully depressed: Approx. 4.1 V
APP2 % Accelerator pedal opening angle (absolute value) input from APP sensor No. 2
  • Accelerator pedal released: Approx. 7.45%
  • Accelerator pedal fully depressed: Approx. 41%
V APP sensor No. 2 voltage
  • Accelerator pedal released: Approx. 0.38 V
  • Accelerator pedal fully depressed: Approx. 2.05 V
ECT °C, °F Engine coolant temperature
  • Displays ECT
V ECT sensor No. 1 voltage
  • ECT is 20 °C {68 °F}: Approx. 3.10 V
  • ECT is 40 °C {104 °F}: Approx. 2.16 V
  • ECT is 60 °C {140 °F}: Approx. 1.40 V
  • ECT is 80 °C {176 °F}: Approx. 0.87 V
  • ECT is 100 °C {212 °F}: Approx. 0.54 V
FUEL_PRES KPa {MPa}, mBar {Bar}, psi, in H20 Fuel pressure
  • Displays fuel pressure
V Fuel pressure sensor voltage
  • Fuel pressure is 3.0 MPa {31 kgf/cm2 , 435 psi}: Approx. 0.92 V
  • Fuel pressure is 4.8 MPa {49 kgf/cm2 , 696 psi}: Approx. 1.17 V
LOAD % Ratio of actual amount of intake air to the maximum air charging amount (mass volume) of cylinder
  • Idle (after warm up): Approx. 17.64%
  • Racing (engine speed is 2, 000 rpm): Approx. 14.51%
  • Racing (engine speed is 4, 000 rpm): Approx. 21.17%
LONGFT1 % Fuel learning correction amount estimated based on A/F sensor signal
  • Idle (after warm up): Approx. -2.34%
  • Racing (engine speed is 2, 000 rpm): Approx. -0.78%
  • Racing (engine speed is 4, 000 rpm): Approx. -0.78%
MAF g/Sec Mass air flow
  • Displays MAF
V MAF sensor voltage
  • Ignition switched ON (engine off) (MAF: 0.59 g/s {0.078 lb/min}): Approx. 0.72 V
  • Idle (after warm up) (MAF: 2.17 g/s {0.287 lb/min}): Approx. 0.86 V
  • Racing (engine speed is 2, 000 rpm) (MAF: 4.73 g/s {0.626 lb/min}): Approx. 1.07 V
O2S11 μA A/F sensor current
  • Idle (after warm up): Approx. -39 μA
  • Deceleration fuel cut (accelerator pedal released from engine speed of 4, 000 rpm or more): Approx. 3.84 mA
O2S12 V HO2S voltage
  • Idle (after warm up): 0-1.0 V
  • Deceleration fuel cut (accelerator pedal released from engine speed of 4, 000 rpm or more): Approx. 0 V
RPM RPM Engine speed
  • Displays engine speed
SHRTFT1 % Fuel feedback correction amount estimated based on A/F sensor signal
  • Idle (after warm up): Approx. 1.56%
  • Racing (engine speed is 2, 000 rpm): Approx. -3.12%
  • Racing (engine speed is 4, 000 rpm): Approx. -8.59%
TP_REL % Throttle valve opening angle (relative value) with value at throttle valve fully open timing as the start point
  • Accelerator pedal released: Approx. 12%
  • Accelerator pedal fully depressed: Approx. 82%
VSS KPH, MPH Vehicle speed
  • Displays vehicle speed
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