Some failures of this system will result in an Engine Cranks But Will Not Run symptom. If this condition exists, Refer to Engine Cranks but Does Not Run . This will determine if the problem is caused by the ignition system, the PCM, or the fuel pump electrical circuit.

Refer to Fuel Pump Electrical Circuit Diagnosis for the fuel system wiring schematic

If there is a fuel delivery problem, refer to Fuel System Pressure Test . This diagnosis the fuel injectors, the fuel pressure regulator, and the fuel pump. If a malfunction occurs in the fuel metering system, it usually results in either a rich HO2S signal or lean HO2S signal. This condition is indicated by the HO2S voltage, causing the PCM to change the fuel calculation (fuel injector pulse width) based on the HO2S reading. Changes made to the fuel calculation will be indicated by a change in the long term fuel trim values which can be monitored with a scan tool. Ideal long term fuel trim values are around 0 percent; for a lean HO2S signal, the PCM will add fuel, resulting in a fuel trim value above 0 percent and for a rich HO2S signal the PCM will take away fuel, resulting in a fuel trim value below 0 percent. Some variations in fuel trim values are normal due to powertrain design. If the fuel trim values are excessively greater or lower then 0 percent, refer to DTC P0171 Fuel Trim System Lean Bank 1 or DTC P0172 Fuel Trim System Rich Bank 1 .

The MAF sensor is mounted to the front of the throttle body, and is used to measure the amount of air entering the engine. The PCM uses this information to determine the operating condition of the engine and to control fuel delivery. For further information, refer to Information Sensors/Switches Description .

A fuel system pressure test is part of several of the diagnostic charts and symptom checks. To perform this test, refer to Fuel System Pressure Test