P0300
Diagnostic Chart (Part 1 Of 3):
Diagnostic Chart (Part 2 Of 3):
Diagnostic Chart (Part 3 Of 3):
Refer to Engine Controls Schematic Ignition System, knock Sensor
CIRCUIT DESCRIPTION
The Powertrain Control Module (PCM) detects a misfire by monitoring the 3X reference from the Ignition Control (IC) module and the camshaft position input signals from the Camshaft Position (CMP) sensor. The PCM monitors crankshaft speed variation such as reference period differences, in order to determine if a misfire is occurring.
If 2 percent or more of all cylinder firing events are misfires, the emissions levels may exceed the mandated standards. The PCM determines the misfire level based on the number of misfire events that are 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 in order to alert the vehicle operator of the potential of catalyst damage.
CONDITIONS FOR RUNNING THE DTC
^ No TP, MAP, ECT, CKP, CMP, MAF sensor, or VSS DTCs are set.
^ The engine speed is between 525-5,900 RPM.
^ The system voltage is between 9.0-18.0 volts.
^ The ECT indicates an engine temperature between -7°C (21°F) and 125°C (255°F).
^ The throttle angle is steady.
CONDITIONS FOR SETTING THE DTC
The PCM detects a crankshaft RPM variation that indicates a misfire sufficient to cause three-way catalytic converter damage or emissions levels that exceed mandated standard.
ACTION TAKEN WHEN THE DTC SETS
^ The PCM will illuminate the Malfunction Indicator Lamp (MIL) during the second consecutive trip in which the diagnostic has run and failed.
^ If the vehicle is equipped with traction control, the PCM will command the Electronic Brake And Traction Control Module (EBTCM) via the serial data circuit to turn OFF traction control, and the EBTCM will illuminate the TRACTION OFF lamp.
^ The PCM will store the conditions which were present when the DTC set as Freeze Frame and Failure Records data if sufficient misfire to damage the converter is detected during the first trip.
^ The PCM will flash the MIL if a catalyst-damaging misfire is detected.
CONDITIONS FOR CLEARING THE MIL/DTC
^ The PCM will turn OFF the MIL during the third consecutive trip in which the diagnostic has been 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 used to identify the misfiring cylinder. If the DTC P0300 is currently stored as Test Failed since Code Clear, the misfire history counters, Misfire Hist. (#1- #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 sensor have recently been replaced, and the CKP System Variation Learn Procedure has not been performed. If the diagnostic table does not identify a problem then perform the CKP System Variation Learn Procedure. The crankshaft position variation learn procedure should be performed if any of the following conditions exist: Testing and Inspection
The scan tool displayed misfire counter values (Misfire Hist. #1 through #6) can be used to determine whether the misfire is isolated to a single cylinder or to a cylinder pair, that is, cylinders that share ignition coils 1/4, 2/5, or 3/6. If most misfire activity is isolated to a cylinder pair, inspect for:
^ A PCM that has been damaged.
^ DTC P1336 has set.
^ The engine has been replaced.
^ The crankshaft has been replaced.
^ The crankshaft balancer has been replaced.
^ The crankshaft position sensor has been replaced.
^ Secondary ignition wires - Inspect the wires of the affected cylinder pair for disconnected ignition wires or for excessive resistance. The wires should measure less than 600 ohms per foot (1968 ohms per meter).
^ A damaged or faulty ignition coil - Inspect for cracks, carbon tracking, or other damage. Also check the coil's secondary resistance. Secondary resistance should be between 5000-8000 ohms (5K-8K 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:
^ The system grounds - Ensure all connections are clean and properly tightened.
^ The 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.
^ The air induction system-Air leaks into the induction system which bypass the MAF sensor will cause a lean condition. Check for:
- Disconnected or damaged vacuum hoses
- An incorrectly installed or faulty crankcase ventilation valve
- Vacuum leaks at the throttle body, the EGR valve, and the intake manifold mounting surfaces
^ The 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. Fuel System Pressure Test
^ The injectors - Perform an injector coil/balance test in order to locate the faulty injectors that are contributing to a lean or flooding condition. In addition to the above test, check the condition of the injector O-rings. Component Tests and General Diagnostics
^ The EGR - Inspect for a leaking valve, adapter, or feed pipes which will contribute to a lean condition or excessive EGR flow.
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.
^ Poor terminal connection - Inspect the harness connectors for backed out terminals, improper mating, broken locks, improperly formed or damaged terminals, and faulty terminal to wire connection. Use a corresponding mating terminal to test for proper tension.
^ 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.
^ PCM and engine grounds for clean and secure connections
If the DTC is determined to be intermittent, reviewing the Failure Records can be useful in determining when the DTC was last set.
TEST DESCRIPTION
The numbers below refer to the step numbers on the diagnostic table.
2. 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 set. If any of the indicated DTCs are set with DTC P0300, diagnose and repair the other DTC before using the DTC P0300 table.
3. The Misfire Current Cyl # display may normally display a small amount of activity, typically 0 - 10 counts, but should not steadily increment during an entire 200-revolution test sample period.
4. Depending on the cause of the misfire, the Misfire History Cyl # 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 the items that are associated with the cylinders that has the largest number of counts stored in the Misfire History Cyl # counter.
5. If the misfiring cylinders are companion cylinders, the condition is most likely linked to the ignition system.
9. Inspect for faulty terminal connection, grooves, corrosion, pitting, and loose fit.
17. Inspect for the following conditions that may contribute to the engine misfire: incorrect engine oil pressure, a damaged accessory drive belt or pulley, or a damaged driven accessory, such as a generator, a water pump, a drive belt tensioner, or loose or broken motor mounts.