Circuit Description
The Powertrain Control Module (PCM) has the ability to detect a misfire by monitoring the 3X reference from the ignition control (IC) module and camshaft position input signals from the camshaft position (CMP) sensor. The PCM monitors crankshaft speed variations, reference period differences, to determine if a misfire is occurring.
If 2 percent or more of all cylinder firing events are misfires, emission levels may exceed mandated standards. The PCM determines misfire level based on the number of misfire events monitored during a 200 engine revolution test sample. The PCM continuously tracks 16 consecutive 200 revolution test samples. If 22 or more misfires are detected during any 10 of the 16 samples, DTC P0300 will set. If the misfire is large enough to cause possible three-way catalytic converter damage, DTC P0300 may set during the first 200 revolution sample in which the misfire was detected. In the case of a catalyst damaging misfire, the MIL will flash to alert the vehicle operator of the potential of catalyst damage.
Conditions for Running the DTC
| • | No TP, MAP, ECT, CKP, CMP, MAF sensor, VSS, DTCs set |
| • | Engine speed between 550 and 4500 RPM |
| • | System voltage between 9.0 and 18.0 volts |
| • | The engine coolant temperature (ECT) indicates an engine temperature between 20°C (68°F) and 120°C (248°F). |
| • | Throttle angle steady |
Conditions for Setting the DTC
The PCM is detecting a crankshaft RPM variation indicating a misfire sufficient to cause three-way catalytic converter damage or emissions levels to exceed mandated standard.
Action Taken When the DTC Sets
| • | The PCM illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails. |
| • | The PCM records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the PCM stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the PCM records the operating conditions at the time of the failure. |
| • | The PCM writes the conditions to the Freeze Frame and updates the Failure Records. |
Conditions for Clearing the MIL/DTC
| • | The PCM will turn OFF the malfunction indicator lamp (MIL) during the third consecutive trip in which the diagnostic has run and passed. |
| • | The history DTC will clear after 40 consecutive warm-up cycles have occurred without a malfunction. |
| • | The DTC can be cleared by using a scan tool. |
Diagnostic Aids
The scan tool provides information that can be useful in identifying the misfiring cylinder. If the DTC P0300 is currently stored as Test failed since code clear, the misfire history counters (Misfire History numbers 1 and 6) will still contain a value that represents the level of misfire for each cylinder.
A misfire DTC may set if components that affect the crankshaft position (CKP) sensor have recently been replaced, and the Crankshaft Position System Variation Learn has not been performed. If the diagnostic table does not identify a problem then perform the Crankshaft Position System Variation Learn . The Crankshaft Position Variation Learn Procedure should be performed if any of the following conditions are true:
The scan tool displayed misfire counter values (Misfire History numbers 1 through 6) can be useful in determining whether the misfire is isolated to a single cylinder or to a cylinder pair, cylinders that share an ignition coil: 1--4, 2--5, 3--6. If the largest amount of activity is isolated to a cylinder pair, inspect for the following conditions:
| • | The PCM has been replaced. |
| • | DTC P1336 is set. |
| • | The engine has been replaced. |
| • | The crankshaft has been replaced. |
| • | The crankshaft harmonic balancer has been replaced. |
| • | The CKP sensor has been replaced. |
| • | Secondary ignition wires--Inspect the wires for affected cylinder pair for disconnected ignition wires or for excessive resistance, the wires should measure between 1 968 ohms per meter (600 ohms per foot ). |
| • | Damaged or faulty ignition coil--Inspect for cracks, carbon tracking or other damage. Also inspect coil secondary resistance. Secondary resistance should be between 5K-8K ohms (5,000-8,000 ohms ). |
| • | Substitute a known good coil--Swap ignition coils and retest. If the misfire follows the coil, replace the ignition coil. |
If the misfire is random, inspect for the following conditions:
| • | System grounds--Ensure all connections are clean and properly tightened. |
| • | MAF--A mass air flow (MAF) sensor output that causes the PCM to sense a lower than normal air flow will cause a lean condition. |
| • | Air induction system--Air leaks into the induction system which bypass the MAF sensor will cause a lean condition. Inspect for disconnected or damaged vacuum hoses, incorrectly installed or faulty crankcase ventilation valve, or for vacuum leaks at the throttle body, EGR valve, and intake manifold mounting surfaces. |
| • | Fuel pressure--Perform a fuel system pressure test. A faulty fuel pump, plugged filter, or faulty fuel system pressure regulator will contribute to a lean condition. |
| • | Injectors--Perform injector coil/balance test to locate faulty injectors contributing to a lean or flooding condition. In addition to the above test, check the condition of the injector O-rings. |
| • | EGR--Inspect for a leaking valve, adapter, or feed pipes which will contribute to a lean condition or excessive EGR flow. |
Many situations may lead to an intermittent condition. Perform each inspection or test as directed.
Important: : Remove any debris from the connector surfaces before servicing a component. Inspect the connector gaskets when diagnosing or replacing a component. Ensure that the gaskets are installed correctly. The gaskets prevent contaminate intrusion.
| • | Loose terminal connection |
| - | Use a corresponding mating terminal to test for proper tension. Refer to Testing for Intermittent Conditions and Poor Connections , and to Connector Repairs in Wiring Systems for diagnosis and repair. |
| - | Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or damaged terminals, and faulty terminal to wire connection. Refer to Testing for Intermittent Conditions and Poor Connections , and to Connector Repairs in Wiring Systems for diagnosis and repair. |
| • | Damaged harness--Inspect the wiring harness for damage. If the harness inspection does not reveal a problem, observe the display on the scan tool while moving connectors and wiring harnesses related to the sensor. A change in the scan tool display may indicate the location of the fault. Refer to Wiring Repairs in Wiring Systems for diagnosis and repair. |
| • | Inspect the powertrain control module (PCM) and the engine grounds for clean and secure connections. Refer to Wiring Repairs in Wiring Systems for diagnosis and repair. |
If the condition is determined to be intermittent, reviewing the Snapshot or Freeze Frame/Failure Records may be useful in determining when the DTC or condition was identified.
Test Description
The numbers below refer to the step numbers on the diagnostic table.
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A malfunctioning injector circuit, crankshaft position system variation not learned condition, or incorrect rough road data from the EBCM may cause a misfire DTC to be set. If any of the indicated DTCs are set with DTC P0300, diagnose and repair the other DTC before using the DTC P0300 table.
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The misfire current cylinder number display may normally display a small amount of activity (0-10 counts) but should not steadily increment during an entire 200 revolution test sample period.
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Depending on the cause of the misfire, the misfire history cylinder number counter will display a very large number for the misfiring cylinders; values for the non-misfiring cylinders will be less than 1/2 as great as the misfiring cylinders. When investigating a misfire, always start with items associated with the cylinders that has the largest number of counts stored in the misfire history cylinder number counter.
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If the misfiring cylinders are companion cylinders, the condition is most likely linked to the ignition system.
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Inspect for poor terminal connection, grooves, corrosion, pitting or loose fit.
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Inspect for the following conditions that may contribute to the engine misfire: engine oil pressure, damaged accessory drive belt or pulley, damaged driven accessory, generator, water pump, drive belt tensioner, loose or broken motor mounts.
Step | Action | Values | Yes | No | ||||||
|---|---|---|---|---|---|---|---|---|---|---|
1 | Did you perform the Powertrain On-Board Diagnostic (OBD) System Check? | -- | ||||||||
Are any other DTCs set? | -- | Go to the applicable DTC table | ||||||||
Is the Misfire Current number display incrementing for any cylinder, indicating a misfire currently occurring? | -- | |||||||||
View the Misfire History Cylinder number display on the scan tool. Does the Misfire History Cylinder number display a very large value for more than one cylinder? | -- | |||||||||
Are the misfire values displayed on the Misfire History Cyl # related to companion cylinders (i.e 1--4, 2--5, 3--6)? | -- | |||||||||
6 | Perform a visual inspection of the following areas:
Did you find and correct the condition? | -- | ||||||||
7 | Test the fuel pressure. Is the fuel pressure within the specified values? | 333-375 kPa (41-47 psi) | ||||||||
8 | Test for proper fuel injector operation. Refer to Fuel Injector Solenoid Coil Test - Engine Coolant Temperature Between 10-35 Degrees C (50-95 Degrees F) or Fuel Injector Solenoid Coil Test - Engine Coolant Temperature Outside 10-35 Degrees C (50-95 Degrees F) . Did you find and correct the condition? | -- | ||||||||
Important: : If carbon tracking is apparent at either end of the spark plug wires, replace the affected ignition wire and the associated ignition coil.
Did you find and correct the condition? | -- | |||||||||
10 |
Is a spark present? | -- | ||||||||
11 |
Did you find and correct the condition? | 1 968 ohms per meter (600 ohms per foot) | ||||||||
12 |
Did you find and correct the condition? | 5K-8K ohms (5,000-8,000 ohms) | ||||||||
13 |
Did you find and correct the condition? | -- | ||||||||
14 |
Important: : Be sure to reinstall the fuel injector fuse. Does the test lamp blink? | -- | ||||||||
15 |
Did you find and correct the condition? | -- | Go to Base Engine Misfire Diagnosis in Engine Mechanical | |||||||
16 | Visually inspect the spark plugs for the following conditions: Important: : If carbon tracking is apparent on any of the spark plugs, replace the affected spark plugs and the associated ignition wires. Refer to Spark Plug Replacement in Engine Electrical.
Did you find and correct the condition? | -- | ||||||||
Reinstall the spark plug. Refer to Spark Plug Replacement in Engine Electrical.
Did you find and correct the condition? | -- | |||||||||
18 | If the condition occurs while driving, check for transaxle TCC problems. Refer to Torque Converter Diagnosis in Automatic Transaxle-4T65-E. Did you find and correct the condition? | -- | ||||||||
19 | Test for contaminants in the fuel. Refer to Alcohol/Contaminants-in-Fuel Diagnosis . Did you find and correct the condition? | -- | Go to Diagnostic Aids | |||||||
20 | Replace the ignition coils associated with the misfiring cylinders. Refer to Ignition Coil Replacement . Did you complete the replacement? | -- | -- | |||||||
21 | Replace the ignition control module. Refer to Ignition Control Module Replacement . Did you complete the replacement? | -- | -- | |||||||
22 |
Is the Misfire Current Cylinder number display incrementing for any cylinder, indicating a misfire currently occurring? | -- | System OK |
