Question about 2003 Chevrolet TrailBlazer

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2003 trailblazer, 145,000 miles on her. Vehicle stopped running while on highway at about 65mph... Pulled over, car would turn over but would not start. Got vehicle towed home, ran a bunch of test, fuel pressure was fine,spark. But the scan tool was giving us codes P0201-P0206 which is all 6 injectors malfunctioning?? HELP

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  • Chevrolet Master
  • 53,745 Answers

Causes for the injector/s failure are
wiring
injector
ECM
as all injectors stopped working at once , check the connection on the ECM
find a known good ECM and substitute it as it may be an ECM failure
check for a failed fuse for the ECM

Posted on Nov 28, 2017

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Posted on Jan 02, 2017

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SOURCE: 2003 Chevy Blazer won't start

have the computer checked out. may need reprogramming and have updates added. also check for loose or corroded connections at the terminals.

Posted on Sep 04, 2008

  • 1 Answer

SOURCE: motor stopped while on freeway, no error codes as to why?

In regards to the issues....I went through this with two GM service vans...and it is the connector just before the fuel pump...the resistivity is changed somehow...the solution is to cut out the connector and hard wire it...soldered if possible...the truck will run better....but the gas guage will not show correctly....if you do not do this ....you will replace the fuel pump in 3-5000 miles...GM does not consider this a recall issue at this time....we spent over 3000 dollars out of pocket unitl I finally got fed up and fixed it myself...being stranded 3 states from home...
In my Humble opinion....this is why almost all( in tank) fuel pumps go bad...because that was 100,000 miles ago and the fuel pressure is still factory specs...better fuel economy also...
Best to you,
etono101

Posted on Oct 10, 2008

autodr
  • 260 Answers

SOURCE: 2004 chevy trailblazer 73,000 miles

the first place to start is the flashing engine lite. that means cylinders are not firing at all or improperly and driving it like that for even short period could cause heavier damage. particularly valves and cat converter(s) the computer really needs to be scanned for codes in order to proceed. did the oil lite come on before or after engine quit. after engine quit would be normal cause it stalled. its possible that it needs spark plugs and/or coils. or more

Posted on Nov 20, 2008

  • 6982 Answers

SOURCE: vehicle dies

Sounds like a possible fuel pump problem...When they begin to go bad they will overheat and lock up, then work fine for a while and do the same thing again. By changing the filter you lowered the flow resistance and allowed the pump to work a bit easier but still being bad, it did the same thing again. There are other things that can do this as well, but pump is most common.

Posted on May 27, 2009

blueextc3221
  • 15935 Answers

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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Posted on Aug 18, 2009

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