A. There are nine modes of operation for this engine management system.

But in
this case we only need to concern ourselves with the first two. And they are:

Ignition Switch On:

This is an OPEN LOOP mode. When the SFI system is ACTIVATED by the ignition
switch, the following actions occur:

• The PCM prepositions the idle air control (IAC) motor.

• The PCM reads atmospheric air pressure from the manifold absolute pressure
(MAP) sensor and calculates the basic fuel strategy.
• The PCM monitors the throttle position sensor (TPS) and engine coolant
temperature (ECT) sensor input. The PCM uses these inputs to modify fuel
strategy.
• Intake air temperature (IAT) sensor is monitored.
• ASD relay is energized for 3 seconds.
• Fuel pump is energized for 1 second, unless engine is running or cranking.
• Oxygen sensor heating element is energized.

Engine Start-Up:

This is an OPEN LOOP mode. When the starter motor is engaged, the PCM receives
input from:

• Battery voltage
• Crankshaft position (CKP) sensor
• Engine coolant temperature (ECT) sensor
• Intake air temperature (IAT) sensor
• Throttle position sensor (TPS)
• Camshaft position (CMP) sensor
• Starter relay

Based on these inputs the PCM will:

• Monitor crankshaft position sensor. If no signal is received within 3 seconds,

the PCM will shut down the fuel injection system.
• Supply the injectors with a ground path, firing all injectors until the PCM
determines crankshaft position.
• Determine proper ignition timing.

What we need to determine if there is a fuel or ignition problem. Pull a vacuum line
off the intake manifold and shoot some carburetor cleaner into it and try to start it. If
it starts and runs as long as the carburetor cleaner lasts, we know we have a fuel
problem. If not, we have an ignition problem.
If it is an ignition problem it could be due to a bad Crankshaft Position Sensor (CKP),
Camshaft Position Sensor (CMP) or a bad Ignition Switch.

To do a complete test of the CKP circuit, you'll need a scan tool. But you can do a
quick test of the CKP with an ohmmeter.

1. Near the rear of the

right cylinder head,
disconnect CPS wiring
harness connector from
main wiring harness.

2. Place an ohmmeter
across terminals B and C
of the CPS connector.
The meter reading
should be open (infinite
resistance). Replace
sensor if resistance is
indicated.

NOTE: For this test, an analog (non-digital) voltmeter is needed. Do not remove the
distributor connector from the distributor. To perform a complete test of the
Camshaft Position Sensor and its circuitry, refer to the DRB II diagnostic tester. Also
see the appropriate Diagnostic Charts. To test the sensor only, refer to the following:

Using small paper clips, insert them into the backside of the distributor wire harness
connector to make contact with the terminals. Be sure that the connector is not
damaged when inserting the paper clips. Attach voltmeter leads to these paper clips.

1. Connect the positive (+) voltmeter lead into the sensor output wire. This is
done at the distributor wire harness connector.
2. Connect the negative (-) voltmeter lead into the ground wire.
3. Set the voltmeter to the 15 Volt DC scale.
4. Remove distributor cap from distributor (two screws). Rotate (crank) the
engine until the distributor rotor is pointed towards the rear of vehicle. The
movable pulse ring should now be within the sensor pickup.
5. Turn ignition key to ON position. Voltmeter should read approximately 5.0
volts.
6. If voltage is not present, check the voltmeter leads for a good connection.
7. If voltage is still not present, check for voltage at the supply wire.
8. If voltage is not present at supply wire, check for voltage at pin 7 of
Powertrain Control Module (PCM) 60 pin connector. Leave the PCM connector
connected for this test.
9. If voltage is still not present, perform vehicle test using the DRB II diagnostic
scan tool.
10. If voltage is present at pin 7, but not at the supply wire:
 1. Check continuity between the supply wire. This is checked between the
distributor connector and pin 7 at the PCM. If continuity is not present,
repair the harness as necessary.
2. Check for continuity between the Camshaft Position Sensor output wire and
pin 44 at the PCM. If continuity is not present, repair the harness as
necessary.
3. Check for continuity between the ground circuit wire at the distributor
connector and ground. If continuity is not present, repair the harness as
necessary.
2. While observing the voltmeter, crank the engine with ignition switch. The
voltmeter needle should fluctuate between 0 and 5 volts while the engine is
cranking. This verifies that the camshaft position sensor in the distributor is
operating properly and a sync pulse signal is being generated.

If sync pulse signal is not present, replacement of the Camshaft Position Sensor is
necessary.

When an unauthorized entry into the vehicle occurs, the VTSS sends a message via
the CCD bus to the Powertrain Control Module (PCM) that it is not OK to start the
engine. The PCM then zeroes out the pulse width to the fuel injectors after the
engine has been started, thus shutting down the engine (start and stall condition).
The engine will not start until the system is disarmed.

If this is what's happening, a noid light plugged into one of the injector connectors
will not flash.