This morning before trying to start the car I measured the temperature sensor resistance. It is ~21 degrees F (-6C) and the resistance measured was 9400 ohms. Looks about right. (did a quick graph and this fits the curve)

I pulled the vacuum line from the fuel PR and did not find any fuel or fumes. Next I took off the line from the intake to the EVAP valve. Once again found no fuel or fumes and the valve was closed.

Then changed my starting routine. This time I switched off the power to the fuel pump before trying to start the car. The engine turned over but did not fire. I tried twice. Then I switched on the toggle switch (power to the fuel pump fuse #2) and tried to start the car. It fired up immediately - with no hesitation -- and this is with an outside temperature of ~ 21F!

Analysis -
It appears that there was little if any fuel or pressure in the rail otherwise it should have at least fired during the initial attempt try to start the car.
I assume this also shows that no other fuel path, flooding the car, was present prior to starting the car - i.e. leak down during the night.
This leads me to conclude that when it is cold the ECM must be giving the wrong signal / injection period when it is cold.

The ALLDATA info on fuel injection - shows that the ECM receives input from the Engine Speed Sensor, the Camshaft Position sensor and the engine temperature sensor. and During the start-up phase, the ECM computes the injection period on the basis of the engine temperature and speed signals.

Yet I know that the temperature sensor is giving the right signal from resistance measurement and from the fact the ECM is sending the right data to the dash temperature gauge.

As per the Engine Speed Sensor, ALLDATA states that "the engine will stop if the signals from the sensor to th engine control module (ECM) cease." Yet the ECM gives a proper signal to the dash tach and the car does start if I go through the F/P fuse routine. Hence the sensor must be working.

Therefore, this leads me back to the MAF. ALLDATA states that "The Mas Air Flow sensor measures the engine intake air mass and supplies the ECM with continuous signals, which the module uses to compute - Injection period - ignition timing - Turbo Charger bost and Post-running of the cooling fan." and "The ECM will adopt a substitute value if the MAF sensor signal is lost or becomes faulty."

So if the MAF is kid of working but giving the wrong signal upon start up (if this is even possible because the car runs great other than upon cold start up) then it might default to a substitute value - (probably for a warm climate) - Of course if it does send a signal for a warmer condition it should command less fuel not more ... but maybe the timing and injection combination does not work and by continuously trying to start the car it keeps injecting fuel until it is flooded. hmmmm.

Sure would be nice to know if the resistance between terminals #1 & #4 of the MAF must be approx. 110 ohms for the MAF. IMPORTANT NOTE: I just re:measured the resistance across terminals #4 and # 1 on the MAF sensor (with the plug disconnected) and found out it is actually 23900 ohms (23.9K) and not ~ 750 ohms. (My feeble excuse : Hoping to find a resistance nearer to 110 ohms I had used the 2000 ohm setting on my DVM which apparently also serves as the setting for a diode check. When the leads are reversed + to -ve there is no reading. Using the 2000K ohm setting and higher gives a consistent 23.9 K reading.)

This is likely significant given the spec calls for 110 ohms.

Maybe someone who has experience with MAF's or has a similar car can advise or if at all possible measure the resistance across these terminals to help confirm what is normal. I am confused since my car starts when it is warm idles even when it is cold and runs great other than this early morning cold start issue.

Cheers,

David