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 occured and the parameter (total mileage) in the on-board snapshot information. Make sure the date when the failure occured 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.
Set the HDS to record a HIGH-SPEED SNAPSHOT of following parameters for 30 seconds.
ENGINE SPEED
MAF SENSOR
ECT SENSOR 1
BATTERY
CKP NO PULSE
CKP NOISE
FUEL PRESSURE CONVERTED FROM PF SENSOR
FUEL PRESSURE DIRECT INJECTION SYSTEM
AF FB (ST FUEL TRIM)
EVAP PC DUTY
MISFIRE
EGR valve position sensor (EGR VLS)
A/C CLUTCH
PNP SWITCH (CVT model)
SLIP RATIO OF TORQ OR STARTCLUTCH (CVT model)
?2.
Begin the snapshot, then start the engine and let it idle without load (CVT in P or N, M/T in neutral).
Did the engine stall?
YES
Go to step 4 (diagnosis by parameter (MAF SENSOR)).
NO
Go to step 3.
3.
On-board snapshot check:
On-board snapshot check
?1.
Check for a record of Engine Stall 2 in the on-board snapshot with the HDS.
Is there an Engine Stall 2 record in the on-board snapshot?
YES
Go to step 4 (diagnosis by parameter (MAF SENSOR)).
NO
Go to step 16 (fuel system troubleshooting).
NOTE: If an engine stall on-board snapshot was not found, the snapshot may have been lost due to low battery voltage or because of battery disconnection or replacement.
4.
On-board snapshot check (MAF SENSOR):
On-board 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 reproducible failure.
?1.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the MAF SENSOR and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the MAF SENSOR pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Poor connection of MAF SENSOR
If the engine stalls 1?2 seconds after MAF SENSOR shows "0" g/s the engine stall may be caused by a faulty MAF sensor, poor connection, or electrical noise in the MAF sensor signal.
Pattern 2
MAF SENSOR normal
When the MAF SENSOR pattern matches ENGINE SPEED, the MAF sensor is normal.
MAF sensor/IAT sensor 1 is OK. Go to step 5 (diagnosis by parameter (ECT SENSOR 1)).
5.
On-board snapshot check (ECT SENSOR 1):
On-board 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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the ECT SENSOR 1 and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare ECT SENSOR 1 pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
ECT SENSOR 1 high
When ECT SENSOR 1 indicates about 176 °F (80 °C) or more when the engine is actually cold, ECT sensor 1 signal may be stuck high. If this occurs, the PCM may not properly compensate for cold engine operation, causing the engine to stall.
Pattern 2
ECT SENSOR 1 normal
If actual engine temp is similar to ECT SENSOR 1, ECT sensor 1 is normal.
Which pattern is indicated?
Pattern 1
Check for a short in ECT sensor 1 circuit and a failure in ECT sensor 1.?
Pattern 2
ECT sensor 1 is OK. Go to step 6 (diagnosis by parameter (BATTERY)).
6.
On-board snapshot check (BATTERY):
On-board snapshot check (BATTERY)
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the BATTERY and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the BATTERY pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
BATTERY voltage low
When the BATTERY voltage is excessively low, the PCM or control unit stops functioning, causing engine stall.
For PCM or each control unit to start (functioning), more than 7.0 V is needed.
Pattern 2
BATTERY voltage normal
If the BATTERY voltage is above 12 V when the engine stalls, the 12 volt battery is normal.
The 12 volt battery is OK. Go to step 7 (diagnosis by parameter (CKP NO PULSE)).
7.
On-board snapshot check (CKP NO PULSE):
On-board 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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the CKP NO PULSE and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the CKP NO PULSE pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CKP NO PULSE counts go up continuously when cranking
When CKP NO PULSE counts go up continuously, the PCM is not receiving the CKP sensor signal.
Pattern 2
The CKP NO PULSE indicates the pulse is normal
The CKP sensor signal is OK when the CKP NO PULSE count does not increase, or goes up and down but does not increase continuously.
Go to step 8 (diagnosis by parameter (CKP NOISE)).
8.
On-board snapshot check (CKP NOISE):
On-board 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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the CKP NOISE and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the CKP NOISE pattern from these charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CKP NOISE counts go up continuously
When CKP NOISE counts go up continuously, the PCM is receiving electrical noise along with the CKP sensor signal.
Pattern 2
Normal when CKP NOISE count does not go up or goes up intermittently
The CKP sensor signal is OK when the CKP NOISE count does not increase, or increases but intermittently.
The CKP sensor is OK. Go to step 9 (diagnosis by parameter (FUEL PRESSURE CONVERTED FROM PF SENSOR and FUEL PRESSURE DIRECT INJECTION SYSTEM)).
9.
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the FUEL PRESSURE CONVERTED FROM PF SENSOR, FUEL PRESSURE DIRECT INJECTION SYSTEM, and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the FUEL PRESSURE CONVERTED FROM PF SENSOR and FUEL PRESSURE DIRECT INJECTION SYSTEM patterns from these charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
FUEL PRESSURE CONVERTED FROM PF SENSOR drops to almost 0 kPa before engine stalls
If the FUEL PRESSURE CONVERTED FROM PF SENSOR drops to almost 0 kPa before engine stall, the engine stall may be caused by low fuel pressure.
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 is nearly the same as the FUEL PRESSURE DIRECT INJECTION SYSTEM.
If the FUEL PRESSURE CONVERTED FROM PF SENSOR is nearly the same as the FUEL PRESSURE DIRECT INJECTION SYSTEM when engine stalls, the fuel pressure is normal.
The fuel pressure is OK. Go to step 10 (diagnosis by parameter (AF FB (ST FUEL TRIM))).
10.
On-board snapshot check (AF FB (ST FUEL TRIM)):
On-board snapshot check (AF FB (ST FUEL TRIM))
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the AF FB (ST FUEL TRIM), EVAP PC DUTY, and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine Stall, then compare the AF FB (ST FUEL TRIM) pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Engine stalls while AF FB (ST FUEL TRIM) value increases
If the AF FB (ST FUEL TRIM) value increases when the engine stalls, there may be a lean condition.
Pattern 2
Normal when the engine stalls when AF FB (ST FUEL TRIM) is around 1.0 (center value)
The fuel trim is normal when the engine stalled with AF FB (ST FUEL TRIM) around 1.0 (center value).
Pattern 3
Engine stalls when AF FB (ST FUEL TRIM) is around 0.8
When the value of AF FB (ST FUEL TRIM) is around 0.8, the PCM commands the purge control solenoid (PCS) to close (closed when EVAP PC DUTY is 0 %). If the AF FB (ST FUEL TRIM) does not move toward 1.0, the PCS may be leaking.
Pattern 4
Normal when the engine stalls with AF FB (ST FUEL TRIM) is around 1.0 (center value)
When the value of AF FB (ST FUEL TRIM) is around 0.8, the PCM commands the purge control solenoid (PCS) to close (closed when EVAP PC DUTY is 0 %). If the AF FB (ST FUEL TRIM) moves toward 1.0, the PCS is no leaking.
No. B7 (15 A) fuse (in the under-hood fuse/relay box)
No. C32 (15 A) fuse (in the under-dash fuse/relay box)
Pattern 3
Check the PCS for leaks.?
Pattern 2 and 4 (Reproducible failure)
Go to step 11 (diagnosis by parameter (EGR valve position sensor (EGR VLS))).
Pattern 2 and 4 (Intermittent failure)
Go to step 12 (diagnosis by parameter (MISFIRE)).
11.
Snapshot check (EGR valve position sensor (EGR VLS)):
Snapshot check (EGR valve position sensor (EGR VLS))
?1.
Check for the recorded snapshot with the HDS.
?2.
Select the EGR valve position sensor (EGR VLS) and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of engine stall, then compare the EGR valve position sensor (EGR VLS) pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
EGR valve position sensor (EGR VLS) is 1.3 V or more
If the EGR valve position sensor (EGR VLS) voltage is about 1.3 V or more when the engine stalls, the EGR valve may be stuck open.
Pattern 2
EGR valve position sensor (EGR VLS) indicates the EGR is normal
The EGR valve position sensor (EGR VLS) voltage should be less than 1.3 V.
The EGR valve is OK. Go to step 12 (diagnosis by parameter (MISFIRE)).
12.
On-board snapshot check (MISFIRE):
On-board snapshot check (MISFIRE)
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the MISFIRE and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare those snapshots to the MISFIRE pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Engine stalls after MISFIRE counts go up
When engine stalls after MISFIRE count increases, the engine stall may be caused by misfire.
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 misfire.
Go to step 13 (diagnosis by parameter (A/C CLUTCH)).
13.
On-board snapshot check (A/C CLUTCH):
On-board snapshot check (A/C CLUTCH)
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the A/C CLUTCH and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the A/C CLUTCH pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
Engine stalls when A/C CLUTCH is ON.
If the engine stall occurs just after the A/C compressor clutch turns on, the stall may be caused by excessive A/C compressor load.
Pattern 2
Engine stalls during A/C CLUTCH is OFF.
If the engine stall occurs just when the A/C compressor clutch is off, the A/C system is not the cause of the engine stall.
Which pattern is indicated?
Pattern 1
Diagnostic procedure:?
1.
Check for over-charge A/C refrigerant.
2.
Check for charging with the wrong refrigerant.
3.
Check for drag of the A/C compressor and A/C compressor clutch.
Pattern 2 (CVT model)
Go to step 14 (diagnosis by parameter (PNP SWITCH)).
Pattern 2 (M/T model)
Go to step 16 (fuel system troubleshooting).
14.
On-board snapshot check (PNP SWITCH):
On-board snapshot check (PNP SWITCH)
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the PNP SWITCH and ENGINE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the PNP SWITCH pattern from the charts, and determine the problem.
Pattern
Symptom (Diagnosis by parameter)
Additional remarks
Pattern 1
CVT is in-gear condition
In-gear condition when PNP SWITCH is “GEAR”. Engine stall may be caused by A/T. (Engine also is a factor)
Pattern 2
CVT is N or P condition
N or P condition when PNP SWITCH is “P-N”. The engine stall is not caused by A/T.
A/T is not faulty.
Which pattern is indicated?
Pattern 1
Go to step 15 (diagnosis by parameter (SLIP RATIO OF TORQ OR STARTCLUTCH)).
Pattern 2
Go to step 16 (fuel system troubleshooting).
15.
On-board snapshot check (SLIP RATIO OF TORQ OR STARTCLUTCH):
On-board snapshot check (SLIP RATIO OF TORQ OR STARTCLUTCH)
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.
Check for a record of Engine Stall 2 in the on-board snapshot or the recorded snapshot with the HDS.
?2.
Select the SLIP RATIO OF TORQ OR STARTCLUTCH, ENGINE SPEED, and VEHICLE SPEED in the configuration list.
Check the recorded snapshot or on-board snapshot parameters at the time of the engine stall, then compare the SLIP RATIO OF TORQ OR STARTCLUTCH pattern from the charts, and determine the problem.
Pattern
Symptom (diagnosis by parameter)
Additional remarks
Pattern 1
Engine stall caused by lock up
When engine stalls, SLIP RATIO OF TORQ OR STARTCLUTCH is near 100 % from deceleration to stopping, the engine stall is caused by lock up.
Pattern 2
Lock up normal
Lock up is normal when engine stalls with SLIP RATIO OF TORQ OR STARTCLUTCH near “0” in the middle of deceleration.
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 damaged or wet?
YES (wet)
Check the following conditions. If those conditions do not apply, go to step 18.
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 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 plugs.
Do the spark plugs spark?
YES
The ignition system is OK. Select PCM reset in the PGM-FI INSPECTION MENU to cancel ALL INJECTORS with the HDS, then go to step 20 (engine compression troubleshooting).
NO
Go to step 19.
19.
Ignition coil power circuit check:
Ignition coil power circuit check
?1.
Disconnect the following connector(s).
Ignition coil(s) 3P connector from the problem cylinder
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.
?4.
Start the engine.
Does the vacuum pump indicate vacuum?
YES
When the climate is warm, fuel vapor from the canister line to the fuel tank enters intake manifold, enriching mixture (excessively rich), causing the engine to stall in some cases. If needed, replace the EVAP canister purge valve.?
