1999 Chevy Astro Short List of Sensors for no-start?

Jerry, first this is the IAT and ECT do the show within 5 degrees of each other? And do the OHM show what it should be as well as the temp? Here's the table, and the readings are the same for both sensors. Check ignition switch as switch signal must be present for injectors to fire.

Is the service engine light on? You did say you have an OBD II scanner? A bad PCM will set a code from 600 to 606, What does the security light on the dash do when you try to start it? Let do a Passlock relearn to rule out the security system ok? Here's how: Have you done a relearn on the pass-key?
GM PASS LOCK RELEARN- Ignition to "run" position, try to start and let key return to "run" position
Approx ten minutes security light will go off
Turn key "off" and wait 5 seconds
Repeat 2 more times for a total of 3 relearns.
Turn key off, then start it

To test the spark out. Leave the plug in it location and test with it's own wire. Test 2 plugs at the same time, here's the book on injector and ignition testing. INJECTOR CIRCUIT DIAGNOSIS 4.3L, 5.0L, 5.7L & 7.4L 1. Perform On-Board Diagnostic (OBD) system check. See ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK in appropriate SELF-DIAGNOSTICS article. After performing OBD system check, go to next step. 2. Disconnect injector harness connector at intake manifold. Turn ignition on with engine off. Using a test light connected to ground, probe injector ignition feed circuits. See appropriate wiring diagram in WIRING DIAGRAMS article. If test light illuminates at all injector feed circuits, go to step 6. If test light does not illuminate at all injector feed circuits, go to next step. 3. If test light illuminates for only some of the injector circuits, go to step 5. If test light does not illuminate for any injector circuit, go to next step. 4. Check ECM I fuse (15-amp on 4.3L; 20-amp on all others), located in underhood fuse block. If fuse is open, go to step 10. If fuse is okay, go to step 11. 5. Locate open in faulty injector feed circuit. After locating faulty circuit, go to step 12. 6. Install injector test light to each injector circuit, one at a time. Crank engine. If injector test light flashes on each injector, check fuel injector(s). See FUEL SYSTEM in appropriate SYSTEM & COMPONENT TESTING article. If injector test light does not flash for each injector circuit, go to next step. 7. If injector test light was on steady on any injector circuit, go to next step. If injector test light did not illuminate on any injector circuit, go to step 9. 8. Install injector test light to faulty injector circuit. Turn ignition off. Disconnect Red VCM harness connector. Turn ignition on with engine off. If injector test light is off, go to step 16. If injector test light remains illuminated, go to step 13. 9. Check for an open in injector control circuit. If circuit is open, go to step 12. If circuit is okay, go to step 14. 10. Locate short to ground in injector control circuit. After locating short, go to step 12. 11. Repair open or short to ground for all injector feed circuits. After repairs, go to step 17. 12. Repair circuit as necessary. After repairs, go to step 17. 13. Repair short to ground in injector control circuit. After repairs, go to step 17. 14. Check terminal contact at VCM harness connector. If terminal contact is faulty, go to next step. If terminal contact is okay, go to step 16. 15. Repair terminal contact as necessary. After repairs, go to step 17. 16. Replace VCM. Perform VCM reprogramming procedures. After repairs, go to next step. 17. Using scan tool, select DTC, CLEAR INFO function. Attempt to start engine. If engine starts and continues to run, go to next step. If engine does not start, or starts and stalls, go to step 2. 18. Allow engine to reach normal operating temperature. Using scan tool, select DTC, FAILED THIS IGN function. If any other DTCs are present, diagnose DTCs. See appropriate SELF- DIAGNOSTICS article. If no other DTCs are present, go to next step. 19. Using scan tool, select CAPTURE INFO, REVIEW INFO function. If additional undiagnosed DTCs are present, diagnose DTCs. See appropriate SELF-DIAGNOSTICS article. If additional NOTE: This test only applies to vehicles equipped with a VCM. DTCs are not present, system is okay.
NO START-ENGINE CRANKS OKAY (4.3L, 5.0L, 5.7L & 7.4L) General Inspection 1. Ensure proper starting procedure is being used. Visually check vacuum hoses for splits, kinks and proper connections, as shown on Vehicle Emission Control Information label. Check ignition wires for cracking, hardness and proper connections at both coil pack and spark plugs. 2. Remove spark plugs. Check and replace as necessary. In very cold temperatures, ensure oil is proper viscosity and not contaminated with gasoline. Ignition System 1. Perform On-Board Diagnostic (OBD) system check. See ON-BOARD DIAGNOSTIC (OBD) SYSTEM CHECK in appropriate SELF-DIAGNOSTICS article. After performing OBD system check, go to next step. 2. Attempt to start engine. If engine starts and continues to run, see appropriate TROUBLE SHOOTING - NO CODES article. If engine does not start, go to next step. 3. For "P" series, go to next step. On all models except "P" series, install scan tool. Monitor VTD FUEL DISABLED parameter while cranking engine. If VTD FUEL DISABLED parameter is active while cranking engine, diagnose anti-theft system. See appropriate ANTI-THEFT SYSTEMS article in ACCESSORIES & EQUIPMENT. If VTD FUEL DISABLED parameter is not active while cranking engine, go to next step. 4. Using scan tool, monitor Throttle Position (TP) sensor voltage with throttle closed. If TP sensor voltage is greater than 2.5 volts, go to DTC P0121. See appropriate SELF- DIAGNOSTICS article. If TP sensor voltage is 2.5 volts or less, go to next step. 5. Using scan tool, monitor Engine Coolant Temperature (ECT) sensor. If ECT sensor value is less than -22 °F (-30 °C), go to DTC P0118. See appropriate SELF-DIAGNOSTICS article. If ECT sensor value is -22 °F (-30 °C) or greater, go to next step. 6. Using Spark Tester (J-26792), check for spark at 2 spark plug wires while cranking engine. If spark is present at both wires, go to next step. If spark is not present at both wires, diagnose components and power, ground and signal circuits related to ignition system. See appropriate wiring diagram in WIRING DIAGRAMS article. Also see BASIC IGNITION SYSTEM CHECKS. Repair as necessary. 7. Turn ignition off. Reconnect spark plug wires. Connect fuel pressure gauge. Turn ignition on with engine off. Observe fuel pressure. If fuel pressure is 55-60 psi (3.9-4.3 kg/cm 2 ), go to next step. If fuel pressure is not as specified, diagnose fuel system. See BASIC FUEL SYSTEM CHECKS (GASOLINE ENGINES). 8. Turn ignition off. Disconnect fuel injector harness connector at intake manifold. Using a test NOTE: Before performing the following tests, check battery condition, engine cranking speed and for adequate fuel in tank. NOTE: VCM data is deleted when using scan tool CLEAR INFO function. Before clearing DTCs, use scan tool CAPTURE INFO function to record FREEZE FRAME and FAILURE RECORDS data. Light connected to ground, probe each fuel injector feed circuit while cranking engine. See appropriate wiring diagram in WIRING DIAGRAMS article. If test light illuminates for each circuit, perform fuel injector coil test. See FUEL SYSTEM (GASOLINE) in appropriate SYSTEM & COMPONENT TESTING article. Also, check for any engine mechanical problems. Repair as necessary. If test light does not illuminate, diagnose fuel injector circuit. See FUEL SYSTEM (GASOLINE) in appropriate SYSTEM & COMPONENT TESTING article.
1/19/2010 .

If 0101 is showing up, Will it start with the MAF unplugged?

File has been sent again.

Inbox : Message
From: jerryk1234
To: merlin2021
Posted: Wed Jan 20, 2010 4:45 pm
Subject: Re: Check email
So,

Would this be an accurate short list? In other words
if all these things are present, the ECU WILL deliver fuel injection pulses to start the car:

* Power to the ECU, both the "run" and "run+start" lines.

* All ECU grounds grounded.

Following signals present and proper:
* CKP
* CMP
* MAF
* MAP
* TPS
* IAT
* ECT

O2 sensors OK, at least to the extent that they do not
short out the bias signal coming out of the ECU.
Yes. Fuel Pump An in-tank, electric fuel pump delivers fuel to injector(s) through an in-line fuel filter. The pump is designed to supply fuel pressure in excess of vehicle requirements. The pressure relief valve controls maximum fuel pump pressure. On Central Sequential Port Injection (CSI) systems, pressure regulator is mounted to fuel metering body under upper intake manifold. On Sequential Multiport Fuel Injection (SFI), pressure regulator is attached to end of fuel rail. Pressure regulator keeps fuel available to injector(s) at a constant pressure. Excess fuel is returned to fuel tank through pressure regulator return line. When ignition switch is turned to ON position, PCM turns on electric fuel pump by energizing fuel pump relay. PCM keeps pump on if engine is running or cranking (PCM is receiving reference pulses from ignition module). If there are no reference pulses, PCM turns pump off within 2 seconds after ignition is turned on. Most models also include a second control path through the oil pressure switch which will turn the fuel pump on after the switch detects oil pressure. Cranking time will be longer if fuel pump does not receive current until oil pressure switch contacts close. Fuel Pressure Regulator (CSI) Fuel pressure regulator is a diaphragm-operated relief valve with injector pressure on one side and manifold pressure (vacuum) on the other. Pressure regulator maintains a pressure of 60-66 psi (4.2- 4.6 kg/cm 2 ) under all operating conditions. Pressure regulator is a factory preset, nonadjustable, spring-loaded diaphragm attached to CSI assembly. Spring tension maintains a constant fuel pressure to injector regardless of engine load. Fuel Pressure Regulator (SFI) Fuel pressure regulator is a diaphragm-operated relief valve with injector pressure on one side and manifold pressure (vacuum) on the other. Pressure regulator maintains a pressure of 56-62 psi (3.9- 4.4 kg/cm 2 ) under all operating conditions. Pressure regulator compensates for engine load by increasing fuel pressure when low manifold vacuum is experienced. Fuel Pump Relay When ignition switch is turned to ON position, PCM turns electric fuel pump on by energizing fuel pump relay. PCM keeps relay energized if engine is running or cranking (PCM is receiving reference pulses from ignition module). If there are no reference pulses, PCM turns pump off within 2-20 seconds after key on. As a back-up system to fuel pump relay, the oil pressure switch also activates fuel pump. The oil pressure switch is normally open until oil pressure reaches about 4 psi (.28 kg/cm 2 ). If fuel pump relay fails, the oil pressure switch closes when oil pressure is obtained and operates the fuel pump. Cranking time will be longer if fuel pump does not receive current until oil pressure switch contacts close. Oil pressure switch may be combined into a single unit with an oil pressure gauge sending unit or sensor. PCM monitors fuel pump circuit between fuel pump relay/oil pressure switch and fuel pump, enabling PCM to determine if fuel pump is being energized by fuel pump relay or oil pressure switch. A failure in this monitored circuit results in the setting of a related diagnostic trouble code in PCM memory. For additional information on fuel pump activation, see appropriate BASIC DIAGNOSTIC PROCEDURES and SYSTEM & COMPONENT TESTING articles. FUEL CONTROL The PCM, using input signals, determines adjustments to the air/fuel mixture to provide the optimum ratio for proper combustion under all operating conditions. Fuel control systems can operate in the "open loop" or "closed loop" mode. Open Loop When engine is cold and engine speed is greater than 400 RPM, PCM operates in "open loop" mode. In "open loop" mode, PCM calculates air/fuel ratio based upon coolant temperature and MAP or MAF sensor readings. Engine remains in "open loop" mode until O2S reaches operating temperature, coolant temperature reaches a preset temperature and a specific period of time has elapsed after engine starts. Closed Loop When O2S reaches operating temperature, coolant temperature reaches a preset temperature and a specific period of time has passed since engine start-up, PCM operates in "closed loop" mode. In "closed loop" mode, PCM controls air/fuel ratio based upon O2S signals (in addition to other input parameters) to maintain as close to a 14.7:1 air/fuel ratio as possible. If O2S cools off (due to excessive idling) or a fault occurs in O2S circuit, vehicle will re-enter "open loop" mode. On most engines, O2S is equipped with an internal heating element. This type of sensor is known as a Heated Oxygen Sensor (HO2S). The heating element enables system to reach and maintain "closed loop" mode sooner, even during periods of extended idle.
1/20/2010 .

Check the cam sensor, it supplies the timing of the injectors.

How much did you spend on this? Electronics. Wonderful arent they!

OK. Your welcome

Jerry, next time you nedd help, wait for my answer, or which ever Moderator gets you, It's great that it's running, but I do testing with donors, then parts replacement, OK? I never mentioned replacing the ECM! Or anything for that matter. The Cam sensor was kinda a no brainer for spark. Lets save some dough next time!

Spark is generated by the CKP, not the CMP! Cmp generates injector timing.

Thats true Jerry, but it originates at the CKP, into the ecm out to cmp. Cmp in to ecm for injector timing. Ecm out to injectors! Unplug CKP, you get no spark!