SOURCE: 2002 chevy Blazer hard starting
This sounds like the fuel pump is shot. The pump has a 'dead' spot and when the engine is started by using 'nasty' starting fluid it will go to the running mode and run fine. Never use starting fluid!!! A bit of gas is best, just use common sence. Frankster016
SOURCE: 1987 Chevy S10 TBI 4cyl 2.5 L will not run. I
Check the injector for 12v on one wire. if good check the other wire for a ground witth the key on. The ground wire pulses from the ECM If you dont have 12v from one wire to the other but you have 12v from one wire to battery ground then be sure the ground wire is good to the computer. If you don't have 12 v at any time check for open hot wire or bad fuse. ADD 12v to the hot wire at the injector. DO NOT add to the wrong wire or you will fry the computer
SOURCE: 1987 chevy s10 2.5l tbi will not start. changed
That eliminates the crankshaft and camshaft position sensors. Have you checked the fuel injector itself for an open winding or stuck valve plunger? There should not be a steady 12 volts to the injector--if good injector, it would be spraying fuel steadily into the throttle body. But at least the engine should try to run if poorly. Take the injector out, dry it off with air, and intermittently apply 12 volts to one terminal while grounding the other. You should hear a click from inside every time you touch 12 volts. If not, replace it. If it does, it may be plugged with debris. Try blowing through it in reverse with compressed air.
SOURCE: 1987 chevy S10 engine idle problem
relace the throtle air idle valve.The temp switch will allso cause this problem.
SOURCE: after changing fuel pump 2 days ago on my 97
You can test the MAF before replacing. It may be a problem with the circuit itself or just a fluke from another problem that is connected to this sensor.
There are two basic types of mass airflow sensors: hot wire and hot
film. In the first type, a very thin wire (about 0.2 mm thick) is used
as the heated element.
Components of a hot wire-type mass airflow sensor. Courtesy of Ford Motor Company.
The element temperature is set at 100° to 200°C above
incoming air temperature. Each time the ignition switch is turned to
the off position, the wire is heated to approximately 1,000°C for 1
second to burn off any accumulated dust and contaminants.
The second type uses a nickel foil sensor, which is kept 75°C
above ambient air temperatures. It does not require a burn-off period
and therefore is potentially longer lasting than the hot wire type.
A faulty MAF will cause driveability problems resulting from incorrect ignition timing and improper air/fuel ratios.
Vane-type MAF Sensors
A vane-type MAF sensor is found on many import and domestic vehicles
with EFI. All intake air must flow through the sensor. Some MAF sensors
are called volume air flow meters
A voltmeter connected to measure the signal from a MAF sensor. Reproduced with permission from Fluke Corporation.
Move the MAF sensor air vane from open to close to test it. Reproduced with permission from Fluke Corporation.
WARNING
While pushing the mass air flow sensor vane open and closed, be careful not to mark or damage the vane or sensor housing.
Ohmmeter connections to a MAF sensor. Reprinted with permission.
Resistance specifications for a typical MAF sensor with door open and closed. Reprinted with permission.
The trace of a defective vane-type MAF sensor. Reproduced with permission from Fluke Corporation.
Hot-Wire-Type MAF Sensors
The test procedure for heated resistor and hot-wire MAF sensors
varies depending on the vehicle make and year. Always follow the test
procedure in the appropriate service manual. A frequency test may be
performed on some MAF sensors, such as the AC Delco MAF on some General
Motors' products.
Satisfactory and unsatisfactory MAF sensor frequency readings. Reproduced with permission from Fluke Corporation.
A normal trace for a frequency-varying MAF sensor. Courtesy of Progressive Diagnostics--WaveFile AutoPro.
The trace of a defective frequency-varying MAF sensor. Courtesy of EDGE Diagnostics Systems.
There is also a
Mass Air Flow (MAF) Burn-Off Module Operation:
A semi-conductor control for an electronic-ignition system.
P0232....Fuel Pump Secondary Circuit High
P0230....Fuel Pump Primary Circuit
P0215....Engine Shutoff Solenoid
P0122....Throttle/Pedal Position Sensor/Switch A Circuit Low Input
P0522....Engine Oil Pressure Sensor/Switch Low Voltage
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