SOURCE: 2001 sebring will turn over but will not start
Most Chrysler cars do have an anti-theft system that can cut out the engine.
I would call the service department, with your VIN handy, and see if yours was equipped with one, and what you need to reset it.
If that isn't the problem, your EGR valve might be bad, or the sensor for it. I've seen a lot of cars where if either the valve itself, or the sensor are malfunctioning, the car won't run properly.
I would also check your MAF and IAC, as those can cause the car to not run.
If you can, get an OBDII code scanner, and pull the codes from your car, they might give you a more specific place to look. (Most parts stores will let you take one home, you put a deposit down, and get it back when you bringthe scanner back to them)
SOURCE: 1995 lumina cranks but will not start
Sounds like it has jumped timing, dont know which engine you have so could be chain or belt.
SOURCE: 96 Dodge Intrepid ES, engine stalls
Find your firewall electrical junction block (where all the wires enter the cabin on the passenger side) and with a zip tie pull up the wire bundle so it does not ride on the upper tie rods and, fasten the zip tie to anything that is solid in the engine compartment and, let me know what happens
SOURCE: my 95 850 t5 wont always start
have you tried testing the coil on the ignition side of things? sometimes coils can have coil windings break and reconnect. have a technician check the primary and secondary coil winding resistance to make sure it is good.
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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