Fuel & Emission System Troubleshooting & Testing: Other Honda CR-V IV

Malfunction Indicator Lamp (MIL) Indication (In relation to Readiness Codes)

The vehicle has certain readiness codes that are part of the on-board diagnostics for the emissions systems. If the vehicle's battery has been disconnected or gone dead, if DTCs have been cleared, or if the PCM has been reset, these readiness codes are reset to incomplete. In some states, part of the emissions testing is to make sure these codes are set to complete. If all of them are not set to complete, the vehicle may fail the emission test, or the test cannot be finished.

To check if the readiness codes are set to complete, turn the ignition switch to ON (II), but do not start the engine. The MIL comes on for 15-20 seconds. If it then goes off, the readiness codes are set to complete. If it flashes five times, one or more readiness codes are not set to complete. To set readiness codes from incomplete to complete, do the procedure for the appropriate code.

To check the status of a specific DTC system, check the OBD status in the DTC MENU with the HDS. This screen displays the DTC, the current data list of the enable criteria, and the status of the readiness testing.

Catalytic Converter Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or LOCK (0). All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS. Low ambient temperatures or excessive stop-and-go traffic may increase the drive time needed to switch the readiness code from incomplete to complete. The readiness code will not switch to complete until all the enable criteria are met. If a fault in the secondary HO2S system caused the MIL to come on, the readiness code cannot be set to complete until you correct the fault.

Enable Criteria

1. ECT SENSOR 1 at 158 °F (70 °C) or more.
2. IAT SENSOR at 20 °F (-7 °C) or more.
3. Vehicle speed above 25 mph (40 km/h).

Procedure

1. Connect the HDS to the vehicle's data link connector (DLC), and bring up the READINESS CODEs screen for Catalyst in the DTCs MENU.
2. Start the engine.
3. Test-drive the vehicle under stop-and-go conditions with short periods of steady cruise. After about 5 miles (8 km), the readiness code should switch to complete.
4. If the readiness code is still not set to complete, check for a Pending DTC with the HDS. If there is no DTC, one or more of the enable criteria were probably not met; repeat the procedure.

Evaporative Emission (EVAP) Control System Monitor and Readiness Code

Note. All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

1. Battery voltage is more than 10.5 V.
2. Engine at idle.
3. ECT SENSOR 1 and 2 between 176 °F (80 °C) and 212 °F (100 °C).
4. MAP SENSOR less than 46.6 kPa (14 inHg, 350 mmHg).
5. Vehicle speed 0 mph (0 km/h).
6. IAT SENSOR between 32 °F (0 °C) and 212 °F (100 °C).

1. Connect the HDS to the DLC.
2. Start the engine.
3. Select EVAP TEST in the INSPECTION MENU with the HDS, then select the FUNCTION TEST in the EVAP TEST MENU. If the result is normal, readiness is complete. If the result is not normal, go to the next step.
4. Check for a Pending DTC. If there is no DTC, one or more of the enable criteria were probably not met; repeat the procedure.

Air Fuel Ratio (A/F) Sensor Monitor and Readiness Code

Note. During the procedure, do not turn the ignition switch to ACC (I) or LOCK (0). All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

ECT SENSOR 1 at 140 °F (60 °C) or more.

1. Start the engine.
2. Test-drive the vehicle under stop-and-go conditions with short periods of steady cruise. During the drive, decelerate (with the throttle fully closed) for 5 seconds. After about 3.5 miles (5.6 km), the readiness code should switch from incomplete to complete.
3. Check the readiness codes screen for the AIR FUEL RATIO (A/F) SENSOR in the DTCs MENU with the HDS. If the screen shows complete, readiness is complete. If the screen shows not complete, go to the next step.
4. Check for a Pending DTC. If there is no DTC, the enable criteria was probably not met. Select the DATA LIST MENU. Check ECT SENSOR 1 in the ALL DATA LIST with the HDS. If ECT SENSOR 1 is less than 140 °F (60 °C), run the engine until it is more than 140 °F (60 °C), then repeat the procedure.

Air Fuel Ratio (A/F) Sensor Heater Monitor Readiness Code

Note. All readiness codes are cleared when the battery is disconnected, if DTCs have been cleared, or if the PCM is reset with the HDS.

1. Start the engine, and let it idle for 1 minute. The readiness code should switch from incomplete to complete.
2. If the readiness code is still not set to complete, check for a Pending DTC. If there is no DTC, repeat the procedure.

Misfire Monitor and Readiness Code

1. This readiness code is always set to available because misfiring is continuously monitored.
2. Monitoring pauses, and the misfire counter resets, if the vehicle is driven over a rough road.
3. Monitoring also pauses, and the misfire counter holds at its current value, if the throttle position changes more than a predetermined value, or if driving conditions fall outside the range of any related enable criteria.

Fuel System Monitor and Readiness Code

1. This readiness code is always set to available because the fuel system is continuously monitored during closed loop operation.
2. Monitoring pauses when the catalytic converter, the EVAP control system, and the A/F sensor monitors are active.
3. Monitoring also pauses when any related enable criteria are not being met. Monitoring resumes when the enable criteria is again being met.

Comprehensive Component Monitor and Readiness Code

This readiness code is always set to available because the comprehensive component monitor is continuously running whenever the engine is cranking or running.

Intermittent Failures

The term intermittent failure means a system may have had a failure, but it checks OK now. If the malfunction indicator lamp (MIL) on the dash does not come on, check for poor connections or loose terminals at all connectors related to the circuit that you are troubleshooting. If the MIL was on but then went off, the original problem may have been intermittent.

Service Information

Periodically, new PCM software or new service procedures may become available. Always check online for the latest software or service information related to the DTCs or symptoms you are troubleshooting.

Opens and Shorts

Open and short are common electrical terms. An open is a break in a wire or at a connection. A short is an accidental connection of a wire to ground or to another wire. In simple electronics, this usually means something won't work at all. With complex electronics (such as PCMs) this can sometimes mean something works, but not the way it's supposed to.

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1. Start the engine, and check the MIL (A). NOTE: If the ignition switch is turned to ON (II), and the engine is not started, the MIL stays on for 15 -20 seconds.
2. If the MIL stays on, connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard.
3. Turn the ignition switch to ON (II).
4. Make sure the HDS communicates with the PCM and other vehicle systems. If it does not, go to the «DLC CIRCUIT TROUBLESHOOTING»(ref-595375-S01818375202014013100000) .
5. Check the diagnostic trouble code (DTC) and note it. Also check the freeze data and/or on-board snapshot data, and download any data found. Then refer to the indicated DTC's troubleshooting, and begin the appropriate troubleshooting procedure. NOTE: Freeze data indicates the engine conditions when the first malfunction, misfire, or fuel trim malfunction was detected. The HDS can read the DTC, the freeze data, the on-board snapshot, the current data, and other powertrain control module (PCM) data. For specific operations, refer to the user's manual that came with the HDS.
6. If no DTCs are found, go to the MIL circuit troubleshooting.

If the MIL did not stay on

If the MIL did not stay on but there is a driveability problem, do the symptom troubleshooting.

HDS Clear Command

The PCM stores various specific data to correct the system even if there is no electrical power such as when the battery negative terminal or No. A23 (15 A) fuse is disconnected. Stored data based on failed parts should be cleared by using the CLEAR COMMAND of the HDS, if parts are replaced.

The HDS has three kinds of clear commands to meet this purpose. They are DTC clear, PCM reset, and CKP pattern clear. The DTC clear command erases all stored DTC codes, freeze data, on-board snapshot, and readiness codes. This must be done with the HDS after reproducing the DTC during troubleshooting. The PCM reset command erases all stored DTC codes, freeze data, on-board snapshot, readiness codes, and all specific data to correct the system except CKP pattern. If the CKP pattern data in the PCM was cleared, you must do the CKP pattern learn procedure. The CKP pattern clear command erases only CKP pattern data. This command is for repair of a misfire or the CKP sensor.

OBD Status

The OBD status shows the current system status of each DTC and all of the parameters. This function is used to see if the repair was successfully completed. The results of diagnostic tests for the DTC are displayed as

1. PASSED: The on board diagnosis is successfully finished.
2. FAILED: The on board diagnosis has finished but failed.
3. EXECUTING: The vehicle is in enable criteria conditions of the DTC, and the on board diagnosis is running.
4. NOT COMPLETED: The on board diagnosis was running but is out of the enable conditions of the DTC.
5. OUT OF CONDITION: The vehicle has stayed out of the enable conditions of the DTC.

Engine stalls

Special Tools Required

Vacuum Pump/Gauge, 0-30 inHg Snap-on YA4000A or equivalent, commercially available

Note. Before beginning this troubleshooting

1. Make sure the battery is fully charged.
2. Make sure the fuel tank is at least 1/4 full.
3. Make sure the engine oil level is correct.

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1. DTC check: 1. Turn the ignition switch to ON (II). 2. Check for Pending or Confirmed DTCs with the HDS. DTC Description Confirmed DTC Pending DTC Freeze Frame Are any Pending or Confirmed DTCs indicated? YES : Go to the indicated DTC's troubleshooting. NO : Go to step 2. NOTE: If the HDS does not communicate with the vehicle, go to the PCM power and ground circuit troubleshooting.
2. Problem verification: 1. Set the HDS to record a HIGH-SPEED SNAPSHOT of following parameters for 30 seconds. ENGINE SPEED MAF SENSOR ECT SENSOR 1 BATTERY CKP NOISE CKP NO PULSE AF FB (ST FUEL TRIM) EVAP PC DUTY MISFIRE A/C CLUTCH PNP SWITCH SLIP RATIO OF TORQ OR START CLUTCH 2. Begin the snapshot, then start the engine and let it idle without load (in P or N). Did the engine stall? YES : Go to step 4 (diagnosis by parameter (MAF SENSOR)). NO : Go to step 3.
3. On-board snapshot check: 1. Check for a record of Engine Stall 2 in the on-board snapshot with the HDS Is there a Engine Stall 2 record in the on-board snapshot? YES : Go to step 4 (diagnosis by parameter (MAF SENSOR)). NO : Go to step 14 (fuel system troubleshooting). NOTE: If an engine stall on-board 2 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): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 parameters 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. Which pattern is indicated? Pattern 1 Check the MAF sensor for loose terminals or poor connections. If the terminals and connections are OK, «SUBSTITUTE A KNOWN-GOOD MAF SENSOR»(ref-595375-S33779110012014013100000) . Pattern 2 The MAF sensor is OK. Go to step 5 (diagnosis by parameter (ECT SENSOR 1)).
5. On-board snapshot check (ECT SENSOR 1): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 ECT SENSOR 1 and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters 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 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): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 BATTERY and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters 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 unit stops functioning, causing engine stall. For PCM or each 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 battery is normal. Which pattern is indicated? Pattern 1 «TEST THE BATTERY»(ref-595374-S39564810022014013100000) , and check the battery cables and terminals. Pattern 2 The battery is OK. Go to step 7 (diagnosis by parameter (CKP NO PULSE)).
7. On-board snapshot check (CKP NO PULSE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 CKP NO PULSE and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters 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 up when cranking When CKP NO PULSE counts up, 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. Which pattern is indicated? Pattern 1 «DO THE TROUBLESHOOTING PROCEDURE FOR DTC P0335»(ref-595391-S15525587622014013100000) . Pattern 2 Go to step 8 (diagnosis by parameter (CKP NOISE)).
8. On-board snapshot check (CKP NOISE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 CKP NOISE and ENGINE SPEED in the configuration list. Check the recorded on-board snapshot parameters while 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 up When CKP NOISE counts up, the PCM is receiving electrical noise along with the CKP sensor signal. Pattern 2 Normal when CKP NOISE does not count up The CKP sensor signal is OK when the CKP NOISE count does not increase. Which pattern is indicated? Pattern 1 «GO TO THE TROUBLESHOOTING PROCEDURE FOR DTC P0339»(ref-595437-S39984788752014013100000) . Check for after market accessories. Pattern 2 The CKP sensor is OK. Go to step 9 (diagnosis by parameter (ST FUEL TRIM)).
9. On-board snapshot check (AF FB (ST FUEL TRIM)): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 AF FB (ST FUEL TRIM) and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters 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 moves toward 1.0, the PCS is no leaking. Which pattern is indicated? Pattern 1 Diagnostic procedure: Check fuel pump operation sound. «GO TO THE FUEL PRESSURE TEST»(ref-595437-S26894210122014013100000) . GO TO THE FUEL PUMP CIRCUIT TROUBLESHOOTING . TEST THE PGM-FI MAIN RELAY . «TEST PGM-FI MAIN RELAY 2»(ref-595370-S03460466112014013100000) . Check for the following fuses: 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 3 Check the PCS for leaks. Pattern 2 and 4 Go to step 10 (diagnosis by parameter (MISFIRE)).
10. On-board snapshot check (MISFIRE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 MISFIRE and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters of the Engine Stall, then compare the MISFIRE pattern from the charts, and determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 Engine stalls after MISFIRE counts 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 constant when the engine stalls, the stall was not caused by misfire. Which pattern is indicated? Pattern 1 Diagnostic procedure: When misfire counts up without storing misfire DTC P0300-P0304, «GO TO THE DTC P0300-P0304 TROUBLESHOOTING»(ref-595370-S03460466112014013100000) . When the misfire count reaches prescribed value, DTC P0300-P0304 is stored. Go to the «DTC P0300: Random Misfire Detected; DTC P0301: No. 1 Cylinder Misfire Detected; DTC P0302: No. 2 Cylinder Misfire Detected; DTC P0303: No. 3 Cylinder Misfire Detected; DTC P0304: No. 4 Cylinder Misfire Detected»(ref-595437-S37748498082014013100000) . Pattern 2 Go to step 11 (diagnosis by parameter (A/C CLUTCH)).
11. On-board snapshot check (A/C CLUTCH): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 A/C CLUTCH and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters 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 is CLUTCH 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: Check for excessive charging of A/C refrigerant. Check for charging of other gas. Check for drag of the A/C compressor. Pattern 2 Go to step 12 (diagnosis by parameter (PNP SWITCH)).
12. On-board snapshot check (PNP SWITCH): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 PNP SWITCH and the ENGINE SPEED in the configuration list. Check the recorded snapshot parameters 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 A/T 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 A/T 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 13 (diagnosis by parameter (SLIP RATIO OF TORQ OR START CLUTCH)). Pattern 2 Go to step 20 (fuse and relay check).
13. On-board snapshot check (SLIP RATIO OF TORQ OR START CLUTCH): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in 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 SLIP RATIO OF TORQ OR START CLUTCH, ENGINE SPEED, VEHICLE SPEED in the configuration list. Check the recorded on-board snapshot parameters while the engine stall, then chose the SLIP RATIO OF TORQ OR START CLUTCH pattern from these 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 START CLUTCH 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 START CLUTCH near "0" in the middle of deceleration. Which pattern is indicated? Pattern 1 Go to the «Automatic Transmission Symptom Troubleshooting Index»(ref-595372-S19962052362014013100000) for torque converter clutch does not disengage. Pattern 2 Go to step 14 (fuel system troubleshooting).
14. Fuel pressure check: 1. Do «THE FUEL PRESSURE TEST»(ref-595372-S19962052362014013100000) . Is the fuel pressure OK? YES : Go to step 15 (ignition system troubleshooting). NO : Check for following pars: FUEL PUMP CIRCUIT FUEL PRESSURE REGULATOR Fuel filter See FUEL TANK UNIT DISASSEMBLY AND REASSEMBLY or FUEL TANK UNIT REMOVAL AND INSTALLATION
15. Spark plug visual check: 1. Turn the ignition switch to LOCK (0). 2. Remove the spark plugs See FUEL TANK UNIT DISASSEMBLY AND REASSEMBLY or FUEL TANK UNIT REMOVAL AND INSTALLATION . 3. Check conditions of spark plug electrode. 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 they are OK, go to step 16. 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. YES (damaged) : REPLACE THE DAMAGED SPARK PLUGS , determine the cause of the spark plug damage. NO : Go to step 16.
16. Determine possible failure area (ignition system, others): 1. Select the ALL INJECTORS in the INSPECTION MENU with the HDS, and disable all the injectors. 2. Turn the ignition switch to LOCK (0). 3. Fit spark plug to the ignition coil and ground it to the engine. 4. 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 18 (engine compression troubleshooting). NO : Go to step 17.
17. Ignition coil power circuit check: 1. Disconnect the following connector(s). Ignition coil(s) 3P connector from the problem cylinder 2. Remove the ignition coil relay (A) from the under-hood fuse/relay box. 3. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) Ignition coil 3P connector: disconnected Ignition coil relay: disconnected Test circuit IG1(COIL), IG COIL RLY OUT Test point 1 Ignition coil 3P connector No. 1 (RED) Test point 2 Ignition coil relay 4P socket No. 2 (Under-hood fuse/relay box) Is there continuity? YES : The ignition coil power circuit is OK. REPLACE THE IGNITION COIL(S) . NO : Repair an open in the IG1(COIL)/IG COIL RLY OUT wire between the ignition coil relay and the ignition coil.
18. Engine compression check: 1. DO AN ENGINE COMPRESSION INSPECTION . Is the engine compression OK? YES : Go to step 19 (EVAP canister purge valve check). NO : Check for wear or damage to these parts: Incorrect valve clearance Confirmation of cam timing Oil pressure relief valve Damage or worn cam lobes Damage or worn valve and seats Damage cylinder head gasket Damage or worn piston rings Damage or worn piston and cylinder bore
19. EVAP canister purge valve check: 1. Turn the ignition switch to LOCK (0). 2. Disconnect the following connector. EVAP canister purge valve 2P connector 3. 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 EVAP canister purge valve. 4. Start the engine. Vacuum occurs in the vacuum pump? YES : When the climate is warm, fuel vapor from the tank enters the canister. If the purge control solenoid is leaking, this excessively rich mixture enters the intake manifold causing the engine to stall. If needed, REPLACE THE EVAP CANISTER PURGE VALVE . NO (Reproducible failure) : Go to step 20 (fuse check). NO (Intermittent failure) : Go to step 21 (relay check).
20. Fuse check: 1. Check the following fuses. Fuse No. A17 (15 A) to the ignition coil relay Fuse No. A18 (15 A) to the PGM-FI subrelay Fuse No. A23 (15 A) to PGM-FI main relay 1 Location Under-hood fuse/relay box Fuse No. B4 (15 A) to FGM-FI main relay 2 Location Under-dash fuse/relay box Are the fuses OK? YES : The fuses are OK. Go to step 21. NO : Replace the blown fuse(s).
21. Relay check: 1. «TEST THE FOLLOWING RELAYS»(ref-595374-S31125803172014013100000) : NOTE: In situations where the failure is difficult to reproduce, the following relays may have intermittent failure. PGM-FI main relay 2 Ignition coil relay PGM-FI main relay 1 PGM-FI subrelay Are the relays OK? YES : «GO TO THE DIAGNOSTIC INTERVIEW»(ref-595370-S03460466112014013100000) . NO : Replace any damaged relays.

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Engine will not start, engine starts but stalls immediately, or engine is hard to start

Special Tools Required

Vacuum Pump/Gauge, 0-30 inHg Snap-on YA4000A or equivalent, commercially available

Note. Before beginning this troubleshooting

1. Make sure the battery is fully charged.
2. Make sure the fuel tank is at least 1/4 full.
3. Make sure the engine oil level is correct.

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1. DTC check: 1. Turn the ignition switch to ON (II). 2. Check for Pending or Confirmed DTCs with the HDS. DTC Description Confirmed DTC Pending DTC Freeze Frame Are any Pending or Confirmed DTCs indicated? YES : Go to the indicated DTC's troubleshooting. NO : Go to step 2. NOTE: If the HDS does not communicate with the vehicle, «GO TO THE PCM POWER AND GROUND CIRCUIT TROUBLESHOOTING.»(ref-595375-S33779110012014013100000)
2. Immobilizer system check: 1. Select HDS immobilizer set-up, select immobilizer information, then select status log. NOTE: When the status log count is found, it means the immobilizer system has prohibited the engine from starting in the past. The number of status log count shows the frequency that the system has prohibited the engine from starting in the past. If immobilizer system has not status log count, the system is normal. Was the status log count found? YES : «GO TO IMMOBILIZER SYSTEM, STATUS LOG»(ref-595436-S13886875612014013100000) . NO : Go to step 3.
3. Problem verification (snapshot sampling): 1. Set the HDS to record a HIGH-SPEED SNAPSHOT of following parameters for 30 seconds. ENGINE SPEED MAP SENSOR MAF SENSOR ECT SENSOR 1 BATTERY CKP NOISE CKP NO PULSE CMP NOISE CMP NO PULSE IMMOBILIZER 2. Begin the snapshot, then try to start the engine. Was 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): 1. Check for a record of Hard to Start Engine in the on-board snapshot with the HDS. 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): 1. Check for a record of Engine Stall 2 in the on-board snapshot with the HDS. NOTE: When Hard to Start on-board snapshot data was not recorded, use the Engine Stall on-board snapshot data and check the cause of failure. Engine Stall as on-board snapshot recorded? YES : Go to step 18 (diagnosis by parameter (ST FUEL TRIM)). NO : Go to step 20 (fuel system troubleshooting). NOTE: In the following conditions, the on-board snapshot will not be recorded when the engine stalls. Ignition switch turned to LOCK (0) shortly after starting the engine. Vehicle is out of the Hard to start condition to record an on-board snapshot (see the gray zone of following graph). Low or dead battery Disconnecting the battery ECT SENSOR 1 (°F (°C)) -40 (-40) -22 (-30) -13 (-25) -4 (-20) 5 (-15) 14 (-10) 194 (90) Start time (sec) 20 10 5 3.5 2.5 1.5 1.5
6. On-board snapshot or snapshot check (IMMOBILIZER): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of reproducible failure. 1. Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS. 2. Select the IMMOBILIZER and ENGINE SPEED in the configuration list. Compare the snapshot parameters while the engine is cranking, from the chart, to determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 IMMOBILIZER inhibit IMMOBILIZER inhibit When IMMOBILIZER becomes "BAN" during cranking or after start, the fuel pump is stopped by IMMOBILIZER inhibit. No failure in the engine Pattern 2 IMMOBILIZER permit Normal IMMOBILIZER permit Normal IMMOBILIZER is normal when IMMOBILIZER is "permit" when cranking or after start. Which pattern is indicated? Pattern 1 The immobilizer system has failure. «GO TO THE IMMOBILIZER SYSTEM CHECK»(ref-595436-S40435374162014013100000) . Pattern 2 The immobilizer system is OK. Go to step 7 (diagnosis by parameter (ENGINE SPEED)).
7. On-board snapshot or snapshot check (ENGINE SPEED): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of reproducible failure. 1. Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS. 2. Select the ENGINE SPEED pattern chart in the configuration list. Check the recorded snapshot parameters while the engine is cranking, then compare the pattern from the chart, and determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 ENGINE SPEED when cranking is normal Pattern 2 ENGINE SPEED when cranking is low When ENGINE SPEED during cranking is low, weak battery or increased engine friction can be considered. Which pattern is indicated? Pattern 1 The engine cranking speed is OK. Go to step 8 (diagnosis by parameter (BATTERY)). Pattern 2 Diagnostic procedure: «TEST THE BATTERY»(ref-595391-S15525587622014013100000) . Check the battery cables and connections. Check the starter; KA KC models, KX model See «STARTER OVERHAUL»(ref-595439-S27921023592014013100000) or «STARTER OVERHAUL»(ref-595439-S27921023592014013100000) or «STARTER REMOVAL, INSTALLATION, AND PERFORMANCE TEST»(ref-595439-S33956014282014013100000) . Check the engine friction.
8. On-board snapshot or snapshot check (BATTERY): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of reproducible failure. 1. Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS. 2. Select the BATTERY and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters while the engine is cranking, then compare the BATTERY pattern from the chart, and determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 BATTERY voltage low when cranking When BATTERY voltage during cranking is too low, there is a possibility that PCM and/or engine is unable to start. The PCM and other system units require 7.0 V or more to start. Pattern 2 BATTERY voltage normal when cranking To start the engine, 7.0 V or more is needed. Which pattern is indicated? Pattern 1 Diagnostic procedure: «TEST THE BATTERY»(ref-595391-S15525587622014013100000) . Check the battery cables and connections. Pattern 2 The battery is OK. Go to step 9 (diagnosis by parameter (ECT SENSOR 1)).
9. On-board snapshot or snapshot check (ECT SENSOR 1): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of reproducible failure. 1. Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS. 2. Select 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 144 °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 the ECT sensor (not a faulty part) Pattern 2 ECT SENSOR 1 normal when cranking If actual engine temp is nearly same as the temp detected by ECT sensor 1 when cranking, ECT sensor 1 is normal. Which pattern is indicated? Pattern 1 Check for a short in ECT sensor 1 circuit and failure in ECT sensor 1. Pattern 2 ECT sensor 1 is OK. Go to step 10 (diagnosis by parameter (MAP SENSOR)).
10. On-board snapshot or snapshot check (MAP SENSOR): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of 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 from the chart, 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, without any clogging. Which pattern is indicated? Pattern 1 Check the port of MAP sensor for clogging. If port is OK, «SUBSTITUTE A KNOWN-GOOD MAP SENSOR»(ref-595374-S31830290222014013100000) . Also check for clogging in the exhaust system. Pattern 2 (Reproducible failure) The MAP sensor is OK. Go to step 11 (diagnosis by parameter (MAF SENSOR)). Pattern 2 (Intermittent failure) The MAP sensor is OK. Go to step 12 (diagnosis by parameter (CMP NO PULSE)).
11. Snapshot check (MAF SENSOR): 1. Select the Hard to Start Engine in 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, poor connection of MAF SENSOR connector may exist. Pattern 2 MAF sensor output incorrect When MAF SENSOR shows "0" when cranking or after start, the MAF sensor's measurement point or a poor connection may exist. Pattern 3 MAF sensor: Normal When MAF SENSOR output compares with ENGINE SPEED when cranking or after start, MAF SENSOR is normal. Which pattern is indicated? Pattern 1 and 2 Check for loose terminal or poor connection at the MAF sensor. If the terminals and connections are OK, «SUBSTITUTE A KNOWN-GOOD MAF SENSOR»(ref-595374-S39564810022014013100000) . Pattern 3 The MAF sensor is OK. Go to step 12 (diagnosis by parameter (CMP NO PULSE)).
12. On-board snapshot or snapshot check (CMP NO PULSE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of reproducible failure. 1. Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS. 2. Select the CMP NO PULSE and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters while the engine is cranking, then compare the CMP NO PULSE pattern from the chart, and determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 CMP NO PULSE count increases when cranking When CMP NO PULSE count increases when cranking, no CMP pulse is received. If the CMP pulse is not received, the PCM cannot detect the cylinder to be ignited and engine is unable to start. Pattern 2 The CMP NO PULSE indicates the pulse is normal It is normal, when CMP NO PULSE count does not increase and pulse is received when cranking. Which pattern is indicated? Pattern 1 «DO THE TROUBLESHOOTING PROCEDURE FOR DTC P0365»(ref-595437-S39806623872014013100000) . If the CMP NO PULSE count reaches the threshold, DTC P0365 will set. Check for poor connections and loose terminals at the CMP sensor. Pattern 2 Go to step 13 (diagnosis by parameter (CMP NOISE)).
13. On-board snapshot or snapshot check (CMP NOISE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of reproducible failure. 1. Select the Hard to Start Engine in the on-board snapshot or snapshot with the HDS. 2. Select the CMP NOISE and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters while the engine is cranking, then compare the CMP NOISE pattern from the chart, and determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 CMP NOISE count increases when cranking When CMP 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 engine is unable to start. Pattern 2 The CMP NOISE indicates the pulse is normal It is normal, when CMP NOISE count does not increase when cranking. Which pattern is indicated? Pattern 1 «DO THE TROUBLESHOOTING PROCEDURE FOR DTC P0369»(ref-595437-S11576982262014013100000) . If the CMP NOISE count reaches the threshold, DTC P0369 will set. Check for poor connections and loose terminals at the CMP sensor. Pattern 2 The CMP sensor is OK. Go to step 14 (diagnosis by parameter (CKP NO PULSE)).
14. On-board snapshot or snapshot check (CKP NO PULSE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of 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 up when cranking When the CKP NO PULSE count increases when cranking, the PCM cannot receive 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 and pulse is received when cranking. Which pattern is indicated? Pattern 1 «DO THE TROUBLESHOOTING PROCEDURE FOR DTC P0335»(ref-595437-S39984788752014013100000) . If the CKP NO PULSE count reaches the threshold, DTC P0335 will set. Check for poor connections and loose terminals at the CKP sensor. Pattern 2 Go to step 15 (diagnosis by parameter (CKP NOISE)).
15. On-board snapshot or snapshot check (CKP NOISE): NOTE: Use the on-board snapshot in case of intermittent failure, or use the snapshot in case of 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 counts up when cranking When the CKP NOISE count increases during cranking, there is noises in the CKP signal. When CKP signal has, noise, the PCM cannot detect the cylinder to be ignited and engine is unable to start. Pattern 2 Normal when CKP NOISE does not count up when cranking It is normal, when CKP NOISE count does not increase when cranking. Which pattern is indicated? Pattern 1 «DO THE TROUBLESHOOTING PROCEDURE FOR DTC P0339»(ref-595437-S26894210122014013100000) . If the CKP NOISE count reaches the 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) The CKP sensor is OK. Go to step 16 (diagnosis by parameter (VTEC PRES SW)). Pattern 2 (Intermittent failure) The CKP sensor is OK. Go to step 17 (diagnosis by parameter (Engine Stall in the on-board snapshot)).
16. Snapshot check (VTEC PRES SW): 1. Check the parameter(s) below with the HDS when the engine is cranking. Signal Threshold Current conditions Values Unit Values Unit VTEC PRES SW OFF Do the current condition(s) match the threshold? YES : SUBSTITUTE A KNOWN-GOOD ROCKER ARM OIL CONTROL VALVE . If the valve is OK, replace the oil pump See ENGINE OIL PUMP OVERHAUL or ENGINE OIL PUMP REMOVAL AND INSTALLATION . NO : Go to step 20 (fuel system troubleshooting).
17. On-board snapshot check (Engine Stall): 1. Check for a record of Engine Stall 2 in the on-board snapshot with the HDS. Engine stall in the on-board snapshot recorded? YES : Go to step 18 (diagnosis by parameter (ST FUEL TRIM)). NO : Go to step 20 (fuel system troubleshooting).
18. On-board snapshot check (ST FUEL TRIM): 1. Check for a record of Engine Stall 2 in the on-board snapshot with the HDS. 2. Select the ST FUEL TRIM and ENGINE SPEED in the configuration list. Check the recorded snapshot parameters when the Engine Stalls, then compare the ST FUEL TRIM pattern from the chart, and determine the problem. Pattern Symptom (Diagnosis by parameter) Additional remarks Pattern 1 Engine stalls while ST FUEL TRIM value increasing When the engine stalls while ST FUEL TRIM value increasing, a failure may exist in the fuel system. Pattern 2 Normal when the engine stalls when ST FUEL TRIM is around 1.0 (center value) The fuel is normal when the engine stalled with ST FUEL TRIM around 1.0 (center value) until the engine stall. Which pattern is indicated? Pattern 1 Diagnostic procedure: Check fuel pump operation sound. GO TO THE FUEL PRESSURE TEST . GO TO THE FUEL PUMP CIRCUIT TROUBLESHOOTING . «TEST THE PGM-FI MAIN RELAY»(ref-595370-S03460466112014013100000) . «TEST PGM-FI MAIN RELAY 2»(ref-595370-S03460466112014013100000) . Check for the following fuses: No. A21 (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 19 (diagnosis by parameter (MISFIRE)).
19. 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 when the engine stalls, then compare 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 When engine stalls after the 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 constant when the engine stalls, the stall was not caused by a misfire. Which pattern is indicated? Pattern 1 Do the troubleshooting procedure for «DTC P0300: Random Misfire Detected; DTC P0301: No. 1 Cylinder Misfire Detected; DTC P0302: No. 2 Cylinder Misfire Detected; DTC P0303: No. 3 Cylinder Misfire Detected; DTC P0304: No. 4 Cylinder Misfire Detected»(ref-595437-S37748498082014013100000) . Pattern 2 Go to step 20 (fuel system troubleshooting).
20. Fuel pressure check: 1. DO THE FUEL PRESSURE TEST . Is the fuel pressure OK? YES : Go to step 21 (ignition system troubleshooting). NO : Check the following: FUEL PUMP CIRCUIT Fuel pressure regulator See FUEL TANK UNIT DISASSEMBLY AND REASSEMBLY or FUEL TANK UNIT REMOVAL AND INSTALLATION Fuel filter See FUEL TANK UNIT DISASSEMBLY AND REASSEMBLY or FUEL TANK UNIT REMOVAL AND INSTALLATION
21. Spark plug visual check: 1. Turn the ignition switch to LOCK (0). 2. REMOVE THE SPARK PLUGS . 3. Check the conditions of the spark plug electrode. NOTE: Make sure the plugs are genuine parts. Is the electrode damaged or wet? YES (wet) : Check the following conditions. If they are OK, go to step 22. 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. YES (damaged) : REPLACE THE DAMAGED SPARK PLUGS , determine the cause of the spark plug damage. NO : Go to step 22.
22. Determine possible failure area (ignition system, others): 1. Turn the ignition switch to LOCK (0). 2. Select ALL INJECTORS in the INSPECTION MENU with the HDS, and stop fuel injection from injector. 3. Fit spark plug to the ignition coil and ground it to the engine. 4. Crank the engine and watch for spark at the spark plug. Is there spark? YES : The ignition system is OK. Select PCM reset in the INSPECTION MENU to cancel ALL INJECTORS with the HDS, then go to step 24 (engine compression troubleshooting). NO : Go to step 23.
23. Ignition coil power circuit check: 1. Disconnect the following connector(s). Ignition coil(s) 3P connector from the problem cylinder 2. Remove the ignition coil relay (A) from the under-hood fuse/relay box. 3. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) Ignition coil 3P connector: disconnected Ignition coil relay: disconnected Test circuit IG1(COIL), IG COIL RLY OUT Test point 1 Ignition coil 3P connector No. 1 (RED) Test point 2 Ignition coil relay 4P socket No. 2 (Under-hood fuse/relay box) Is there continuity? YES : The ignition coil power circuit is OK. REPLACE THE IGNITION COIL(S) . NO : Repair an open in the IG1(COIL)/IG COIL RLY OUT wire between the ignition coil relay and the ignition coil.
24. Engine compression check: 1. DO AN ENGINE COMPRESSION INSPECTION . NOTE: When removing the spark plugs, make sure the plugs are genuine parts. Is engine compression OK? YES : Go to step 25 (EVAP canister purge valve check). NO : Repair the cause of low compression.
25. EVAP canister purge valve check: 1. Turn the ignition switch to LOCK (0). 2. Disconnect the following connector. EVAP canister purge valve 2P connector 3. 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. Is there vacuum? YES : «REPLACE THE EVAP CANISTER PURGE VALVE»(ref-595374-S31125803172014013100000) . NO (Reproducible failure) : Go to step 26 (fuse check). NO (Intermittent failure) : Go to step 27 (relay check).
26. Fuse check: 1. Check the following fuses. Fuse No. A17 (15 A) to the ignition coil relay Fuse No. A18 (15 A) to the PGM-FI subrelay Fuse No. A23 (15 A) to PGM-FI main relay 1 Location Under-hood fuse/relay box Fuse No. B4 (15 A) to PGM-FI main relay 2 Location Under-dash fuse/relay box Are the fuses OK? YES : The fuses are OK. Go to step 27 (relay check). NO : Replace the blown fuse(s).
27. Relay check: 1. «TEST THE FOLLOWING RELAYS»(ref-595370-S03460466112014013100000) : NOTE: In case the failure is not reproduced, the following relays may have intermittent failure. PGM-FI main relay 2 Ignition coil relay PGM-FI main relay 1 PGM-FI subrelay Are the relays OK? YES : Go to the Diagnostic Interview See «FUEL AND EMISSIONS SYSTEMS DIAGNOSTIC INTERVIEW - ENGINE STALLS»(ref-595375-S26525284822014013100000) or «FUEL AND EMISSIONS SYSTEMS DIAGNOSTIC INTERVIEW - ENGINE WILL NOT START, ENGINE STARTS BUT STALLS IMMEDIATELY, OR ENGINE IS HARD TO START»(ref-595375-S18919131322014013100000) . NO : Replace the damaged relays.

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1. HDS DLC - Connection Connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard. Turn the ignition switch to ON (II). Make sure the HDS communicates with the vehicle. If it does not communicate, go to the DLC circuit troubleshooting.
2. Warm Up The Engine Start the engine. Hold the engine speed at 3, 00 rpm without load in P or N until the radiator fan comes on, then let it idle.
3. Idle Speed - Inspection Check the idle speed under no load conditions: headlights, blower fan, radiator fan, audio system, and air conditioner off. Idle speed should be: 760±50 rpm (in P or N) 2. Let the engine idle for 1 minute with high electric load (A/C switch on, temperature set to max cool, blower fan on High, and headlights on high beam). Idle speed should be: 760±50 rpm (in P or N) NOTE: If the idle speed is not within specification, do the PCM idle learn procedure. If the idle speed is still not within specification, go to symptom troubleshooting.

Scheme 67

1. Gauge control module check: 1. Turn the ignition switch to ON (II). 2. «DO THE GAUGE SELF-DIAGNOSTIC FUNCTION»(ref-595382-S25748196052014013100000) . Does the MIL flash? YES : Go to step 2. NO : Substitute a known-good gauge control module See «GAUGE CONTROL MODULE REMOVAL AND INSTALLATION»(ref-595382-S39482976312014013100000) or «Rewriting the ODO Data and Transferring the Maintenance Minder™ Data to a New Gauge Control Module»(ref-595382-S29459770492014013100000) , then recheck. If the symptom/indication goes away with a known-good gauge control module, replace the original gauge control module See «GAUGE CONTROL MODULE REMOVAL AND INSTALLATION»(ref-595382-S39482976312014013100000) or «Rewriting the ODO Data and Transferring the Maintenance Minder™ Data to a New Gauge Control Module»(ref-595382-S29459770492014013100000) .
2. PCM check: 1. Connect the HDS to the DLC. 2. Check the parameter(s) below with the HDS. Signal Threshold Current conditions Values Unit Values Unit SCS Short Do the current condition(s) match the threshold? YES : Go to step 3. NO : Update the PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) if it does not have the latest software, or substitute a known-good PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) , then recheck. If the symptom/indication goes away and the PCM was updated, troubleshooting is complete. If the symptom/indication goes away and the PCM was substituted, replace the original PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) .
3. Shorted wire check (SCS line): 1. Turn the ignition switch to LOCK (0). 2. Disconnect the following connector. PCM connector A (49P) 3. Disconnect the HDS. 4. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected Test circuit SCS Test point 1 PCM connector A (49P) No. 42 (ORN) Test point 2 Body ground Is there continuity? YES : Repair a short in the SCS wire between the PCM (A42) and the DLC. NO : The SCS wire is OK. Update the PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) if it does not have the latest software, or substitute a known-good PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) , then recheck. If the symptom/indication goes away and the PCM was updated, troubleshooting is complete. If the symptom/indication goes away and the PCM was substituted, replace the original PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) .

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1. HDS DLC - Connection Connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard. Turn the ignition switch to ON (II). Make sure the HDS communicates with the vehicle. If it does not communicate, go to the DLC circuit troubleshooting.
2. PCM - Reset Reset the PCM with the HDS while the engine is stopped. Turn the ignition switch to LOCK (0). Turn the ignition switch to ON (II), and wait 30 seconds.
3. Warm Up The Engine Start the engine. Hold the engine speed at 3, 00 rpm without load in P or N until the radiator fan comes on, then let it idle.
4. PCM - Idle Learn Let the engine idle for about 5 minutes with the throttle fully closed. NOTE: If the radiator fan comes on, do not include its running time in the 5 minutes. After learning, turn the ignition switch to LOCK (0).

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1. Engine starting check: 1. Try to start the engine. Does the engine start and idle smoothly? YES : «GO TO THE F-CAN CIRCUIT TROUBLESHOOTING»(ref-595381-S24529807992014013100000) . NO : Go to step 2.
2. Determine possible failure area (+B IG MAIN wire shorted, others): 1. Turn the ignition switch to LOCK (0). 2. Check the following fuse. Fuse No. A2-1 (50 A) Location Under-hood fuse/relay box Is the fuse OK? YES : Repair an open in the +B IG MAIN wire between the No. A2-1 (50 A) fuse and the ignition switch. If the wire is OK, go to step 3. NO : Repair a short in the +B IG MAIN wire between the No. A2-1 (50 A) fuse and the under-hood fuse/relay box. Also replace the No. A2-1 (50 A) fuse.
3. Fuse check: 1. Check the following fuse. Fuse No. A23 (15 A) Location Under-hood fuse/relay box Is the fuse OK? YES : Go to step 8 . NO : Go to step 4.
4. Determine possible failure area (+B IGP line, others): 1. Remove the blown No. A23 (15 A) fuse from the under-hood fuse/relay box. 2. Remove PGM-FI main relay 1 (A) from the under-dash fuse/relay box. 3. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PGM-FI main relay 1: disconnected Test circuit +B IGP Test point 1 PGM-FI main relay 1 4P socket No. 1 (Under-dash fuse/relay box) Test point 2 Body ground Test circuit +B IGP Test point 1 PGM-FI main relay 1 4P socket No. 4 (Under-dash fuse/relay box) Test point 2 Body ground Is there continuity? YES : Go to step 5. NO : Go to step 6 .
5. Shorted wire check (+B IGP line): 1. Disconnect the following connector. Under-dash fuse/relay box connector D (32P) 2. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PGM-FI main relay 1: disconnected Under-dash fuse/relay box connector D (32P): disconnected Test circuit +B IGP Test point 1 Under-dash fuse/relay box connector D (32P) No. 9 (BLU) Test point 2 Body ground Is there continuity? YES : Repair a short in the +B IGP wire between the No. A23 (15 A) fuse and the under-dash fuse/relay box. Also replace the No. A23 (15 A) fuse. NO : The +B IGP wire is OK. Replace the under-hood fuse/relay box. Also replace the No. A23 (15 A) fuse.
6. Part(s) internal circuit check (short in FI MAIN RLY OUT line): 1. Disconnect each of the parts or connectors below, one at a time, then check for continuity between test points 1 and 2. PGM-FI main relay 2 PCM connector A (49P) Each injector 2P connector CMP sensor B 3P connector CKP sensor 3P connector Electronic throttle control system (ETCS) control relay Test condition IG LOCK (0) Test circuit FI MAIN RLY OUT Test point 1 PGM-FI main relay 1 4P socket No. 2 (Under-hood fuse/relay box) Test point 2 Body ground Does continuity go away when one of the above components is disconnected? YES : Replace the part that made the short to body ground go away when it was disconnected. If the part is the PCM, replace it or substitute a known-good PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) , then recheck. If the symptom/indication goes away and the PCM was updated, troubleshooting is complete. If the symptom/indication goes away and the PCM was substituted, replace the original PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) . Also replace the No. A23 (15 A) fuse. NO : Parts are OK. Go to step 7.
7. Shorted wire check (FI MAIN RLY OUT line): 1. Jump the SCS line with the HDS. 2. Disconnect the following parts: PGM-FI main relay 2 PCM connector A (49P) Injectors CMP sensor B CKP sensor Electronic throttle control system (ETCS) control relay 3. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PGM-FI main relay 1: disconnected PGM-FI main relay 2: disconnected PCM connector A (49P): disconnected Each injector 2P connector: disconnected CMP sensor B 3P connector: disconnected CKP sensor 3P connector: disconnected Electronic throttle control system (ETCS) control relay: disconnected Test circuit FI MAIN RLY OUT Test point 1 PGM-FI main relay 1 4P socket No. 2 (Under-dash fuse/relay box) Test point 2 Body ground Does continuity go away when one of the above components is disconnected? YES : Repair a short in the FI MAIN RLY OUT wire between PGM-FI main relay 1 and each part. Also replace the No. A23 (15 A) fuse. NO : The FI MAIN RLY OUT wire is OK. Replace PGM-FI main relay 1. Also replace the No. A23 (15 A) fuse.
8. Fuse check 2: 1. Check the following fuse. Fuse No. B4 (15 A) Location Under-dash fuse/relay box Is the fuse OK? YES : Go to step 13 . NO : Go to step 9.
9. Relay check: 1. Remove the blown No. B4 (15 A) fuse from the under-hood fuse/relay box. 2. Remove PGM-FI main relay 2 (A) from the under-dash fuse/relay box. 3. «TEST PGM-FI MAIN RELAY 2»(ref-595370-S03460466112014013100000) . Is the relay OK? YES : PGM-FI main relay 2 is OK. Go to step 10. NO : Replace PGM-FI main relay 2. Also replace the No. B4 (15 A) fuse.
10. Determine possible failure area (IG1 FUEL PUMP line, others): 1. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PGM-FI main relay 2: disconnected Test circuit IG1 FUEL PUMP Test point 1 PGM-FI main relay 2 4P socket No. 2 (Under-dash fuse/relay box) Test point 2 Body ground Is there continuity? YES : Go to step 11. NO : Go to step 12 .
11. Shorted wire check (IG1(F/P) line): 1. Jump the SCS line with the HDS. 2. Disconnect the following connector. PCM connector C (49P) 3. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PGM-FI main relay 2: disconnected PCM connector C (49P): disconnected Test circuit IG1(F/P) Test point 1 PCM connector C (49P) No. 10 (WHT) Test point 2 Body ground Is there continuity? YES : Repair a short in the IG1(F/P) wire between the No. B4 (15 A) fuse and the PCM (C10), between the No. B4 (15 A) fuse and PGM-FI main relay 2, or between the No. B4 (15 A) fuse and the immobilizer control unit. Also replace the No. B4 (15 A) fuse. NO : The IG1(F/P) wire is OK. Replace the No. B4 (15 A) fuse, and update the PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) if it does not have the latest software, or substitute a known-good PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) , then recheck. If the symptom/indication goes away and the PCM was updated, troubleshooting is complete. If the symptom/indication goes away and the PCM was substituted, replace the original PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) .
12. Shorted wire check (FUEL PUMP RLY OUT line): 1. Remove the access panel from the floor. 2. Disconnect the following connector. Fuel tank unit 4P connector 3. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PGM-FI main relay 2: disconnected Fuel tank unit 4P connector: disconnected Test circuit FUEL PUMP RLY OUT Test point 1 Fuel tank unit 4P connector No. 1 (GRN) Test point 2 Body ground Is there continuity? YES : Repair a short in the FUEL PUMP RLY OUT wire between the fuel tank unit 4P connector and PGM-FI main relay 2. Also replace the No. B4 (15 A) fuse. NO : The FUEL PUMP RLY OUT wire is OK. Check the fuel pump, and replace it if needed. Also replace the No. B4 (15 A) fuse.
13. Open wire check (IG1(F/P) line): 1. Jump the SCS line with the HDS. 2. Disconnect the following connectors. PCM connector A (49P) PCM connector C (49P) 3. Turn the ignition switch to ON (II). 4. Measure the voltage between test points 1 and 2. Test condition IG ON (II) PCM connector A (49P): disconnected PCM connector C (49P): disconnected Test circuit IG1(F/P) Test point 1 PCM connector C (49P) No. 10 (WHT) Test point 2 Body ground Is there battery voltage? YES : The IG1(F/P) wire is OK. Go to step 14. NO : Repair an open in the IG1(F/P) wire between the No. B4 (15 A) fuse and the PCM (C10).
14. Determine possible failure area (PGM-FI main relay 1 control circuit, others): 1. Measure the voltage between test points 1 and 2. Test condition IG ON (II) PCM connector A (49P): disconnected PCM connector C (49P): disconnected Test circuit FI MAIN RLY CL- Test point 1 PCM connectors A (49P) No. 7 (GRY) Test point 2 Body ground Is there battery voltage? YES : Go to step 18 . NO : Go to step 15.
15. Determine possible failure area (+B IGP line, others): 1. Turn the ignition switch to LOCK (0). 2. Remove PGM-FI main relay 1 (A) from the under-dash fuse/relay box. 3. Measure the voltage between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Test circuit +B IGP Test point 1 PGM-FI main relay 1 4P socket No. 4 (Under-dash fuse/relay box) Test point 2 Body ground Is there battery voltage? YES : Go to step 17 . NO : Go to step 16.
16. Open wire check (+B IGP line): 1. Disconnect the following connector. Under-dash fuse/relay box connector D (32P) 2. Measure the voltage between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Under-dash fuse/relay box connector D (32P): disconnected Test circuit +B IGP Test point 1 Under-dash fuse/relay box connector D (32P) No. 9 (BLU) Test point 2 Body ground Is there battery voltage? YES : The +B IGP wire is OK. Replace the under-hood fuse/relay box. NO : Repair an open in the +B IGP wire between the No. A23 (15A) fuse and the under-dash fuse/relay box.
17. Open wire check (FI MAIN RLY CL- line): 1. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Test circuit FI MAIN RLY CLT- Test point 1 PCM connector A (49P) No. 7 (GRY) Test point 2 PGM-FI main relay 1 4P socket No. 3 (Under-dash fuse/relay box) Is there continuity? YES : The FI MAIN RLY CL- wire is OK. «TEST PGM-FI MAIN RELAY 1»(ref-595370-S03460466112014013100000) . If the relay is OK, update the PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) if it does not have the latest software, or substitute a known-good PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) , then recheck. If the symptom/indication goes away and the PCM was updated, troubleshooting is complete. If the symptom/indication goes away and the PCM was substituted, replace the original PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) . NO : Repair an open in the FI MAIN RLY CL- wire between the PCM (A7) and PGM-FI main relay 1.
18. Determine possible failure area (+B IGP line, others): 1. Turn the ignition switch to LOCK (0). 2. Remove PGM-FI main relay 1 (A) from the under-dash fuse/relay box. 3. Measure the voltage between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Test circuit +B IGP Test point 1 PGM-FI main relay 1 4P socket No. 1 (Under-dash fuse/relay box) Test point 2 Body ground Is there battery voltage? YES : Go to step 20 . NO : Go to step 19.
19. Open wire check (+B IGP line): 1. Disconnect the following connector. Under-dash fuse/relay box connector D (32P) 2. Measure the voltage between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Under-dash fuse/relay box connector D: disconnected Test circuit +B IGP Test point 1 Under-dash fuse/relay box connector D (32P) No. 9 (BLU) Test point 2 Body ground Is there battery voltage? YES : The +B IGP wire is OK. Replace the under-hood fuse/relay box. NO : Repair an open in the +B IGP wire between the No. A23 (15 A) fuse and the under-dash fuse/relay box.
20. Open wire check (FI MAIN RLY OUT line): 1. Check for continuity between test points 1 and 2. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Test circuit FI MAIN RLY OUT Test point 1 PCM connector A (49P) No. 9 (BRN) Test point 2 PGM-FI main relay 1 4P socket terminal No. 2 (Under-dash fuse/relay box) Is there continuity? YES : The FI MAIN RLY OUT wire is OK. Go to step 21. NO : Repair an open in the FI MAIN RLY OUT wire between the PCM (A9) and PGM-FI main relay 1.
21. Relay check: 1. «TEST PGM-FI MAIN RELAY 1»(ref-595370-S03460466112014013100000) . Is PGM-FI main relay 1 OK? YES : PGM-FI main relay 1 is OK. Go to step 22. NO : Replace PGM-FI main relay 1.
22. Open wire check (PG1, LG2 lines): 1. Disconnect the following connector. PCM connectors B (49P) 2. Check for continuity between these test points and body ground individually. Test condition IG LOCK (0) PCM connector A (49P): disconnected PCM connector B (49P): disconnected PCM connector C (49P): disconnected PGM-FI main relay 1: disconnected Connector Test circuit Terminal PCM connector B (49P) PG2 No. 1 (BLK) PG1 No. 10 (BLK) PCM connector C (49P) PG1 No. 2 (BLK) PG1 No. 15 (BRN) LG2 No. 20 (BRN) Is there continuity? YES : The PG1/PG2/LG2 wires are OK. Update the PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) if it does not have the latest software, or substitute a known-good PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) , then recheck. If the symptom/indication goes away and the PCM was updated, troubleshooting is complete. If the symptom/indication goes away and the PCM was substituted, replace the original PCM See «PCM REMOVAL AND INSTALLATION»(ref-595374-S31779448642014013100000) or «PCM UPDATE»(ref-595375-S42937672232014013100000) . NO : Repair an open in the PG1, PG2, and/or LG2 wire between the PCM (B1, B10, C2, C15, C20) and G101.

PCM Update

Special Tool Required

Image Description/Tool Number MVCI unit with the latest control module (CM) update software installed*

Scheme 93

Scheme 94

1. PCM - Update NOTE: Check any official Honda service website for more service information about updating the MVCI and control units.
2. Warm Up The Engine Start the engine. Hold the engine speed at 3, 00 rpm without load in P or N until the radiator fan comes on, then let it idle.
3. PCM - Idle Learn Let the engine idle for about 5 minutes with the throttle fully closed. NOTE: If the radiator fan comes on, do not include its running time in the 5 minutes. After learning, turn the ignition switch to LOCK (0).
4. CKP Pattern - Clear/Learn Connect the HDS to the data link connector (DLC) (A) located under the driver's side of the dashboard. Turn the ignition switch to ON (II). Make sure the HDS communicates with the vehicle. If it does not communicate, go to the DLC circuit troubleshooting. Select CRANK PATTERN in the ADJUSTMENT MENU with the HDS. Select CRANK PATTERN CLEAR, and clear the CKP pattern. Select CRANK PATTERN LEARNING with the HDS, and follow the screen prompts. After learning, turn the ignition switch to LOCK (0). Disconnect the HDS from the DLC.

Scheme 95

Scheme 96

Scheme 97

1. PCV Valve - Inspection Check the PCV valve (A), hoses (B), and connections for leaks or restrictions. Start the engine. At idle, make sure there is a clicking sound from the PCV valve when the hose between the PCV valve and the intake manifold is lightly pinched (A) with your fingers or pliers. If there is no clicking sound, check the PCV valve washer for cracks or damage. If the washer is OK, replace the PCV valve, and recheck.

Scheme 98

Scheme 99