P0303
P0302 Cylinder 3 Misfire
System Description
The powertrain control module (PCM)/engine control module (ECM) monitors the crankshaft and camshaft position to detect if the engine is misfiring. The PCM/ECM looks for a quick drop in crankshaft speed. This test is executed in blocks of 100 camshaft revolution tests. It may take between one to several tests to store a Diagnostic Trouble Code (DTC) and illuminate the Malfunction Indicator Lamp (MIL). Under light misfire conditions, it may also take more than one trip to set a DTC. Severe misfire will flash the MIL indication that catalyst damage is possible. The Torque Converter Clutch (TCC) is disabled momentarily to determine if the misfire was due to a rough road condition (automatic transaxle only).
Conditions for Setting the DTC
- DTCs P0106, P0107, P0108, P0117, P0118, P0121, P0122, P0123, P0336, P0337, P0341, P0342, and P0502, not set.
- Air conditioner compressor clutch has not lust engaged or disengaged.
- Engine load and engine speed are in a detectable region and are at or above zero torque.
- Camshaft Position (CMP) sensor is in synchronization.
- Exhaust Gas Recirculation (EGR) flow diagnostic is not in progress.
- Fuel level is greater than or equal to 10% rated tank capacity.
- Deceleration fuel cutoff not active.
- Fuel is not shut off from high engine speed of 6150 for AT and 6500 for MT in drive, and 4000 in Park for AT
- No automatic transaxle shifting.
- Throttle position change is less than 4.0% per 100 ms.
- Throttle position is greater than 7% when vehicle speed is greater than 1 mph.
- Have not encountered an abusive engine speed of 6300 for AT and 6200 for MT.
- 35 engine cycles have occurred since cranking has started.
- Engine speed is between 600 and 6250 rpm.
- Vehicle voltage is between 11 and 16 volts.
- Start-up Coolant is between -19 °F (7.0 °C) and 248 °F (120 °C), or if start-up Coolant is less than 19 °F (-7.0 °C) then wait until coolant temperature is greater than 70 °F (21 °C).
- The engine speed is less than or equal to 2800 rpm when the crank angle sensing error has not been learned.
- Crankshaft speed patterns are normal.
- There is the correct ratio between crankshaft position sensor pulse and camshaft position sensor pulses.
Action Taken When the DTC Sets
- The MIL will illuminate after two consecutive ignition cycles in which the diagnostic runs with the fault active.
Or
- The MIL will illuminate immediately and flash if misfire is present (automatic only).
- The PCM/ECM will record operating conditions at the time the diagnostic fails. This information will be stored in the Freeze Frame and Failure Records buffers.
- A history DTC is stored.
Conditions for Clearing the MIL/DTC
- The MIL will turn off after three consecutive ignition cycles in which the diagnostic runs without a fault within the freeze frame conditions that the DTC failed.
- A history DTC will clear after 40 consecutive warm-up cycles without a fault.
- DTC(s) can be cleared by using the scan tool.
Diagnostic Aids
An intermittent can also be the result of a defective reluctor wheel. Remove the CKP sensor and inspect the reluctor wheel through the sensor mount hole. Check for porosity and condition of wheel. If the DTC is intermittent, refer to "Symptoms Diagnosis".
Step 1 - 14:
Step 15 - 27:
Test Description
Number(s) below refer to the step number(s) on the Diagnostic Table.
1. The On-Board Diagnostic (OBD II) System Check prompts the technician to complete some basic checks and store the freeze frame and failure records data on the scan tool if applicable. This creates an electronic copy of the data taken when the malfunction occurred. The information is then stored on the scan tool for later reference.
3. A visual/physical inspection should include checking the following components:
- The wiring for proper connections, pinches or cuts.
- The PCM/ECM grounds for being clean and tight.
- The vacuum hoses for splits, kinks, and proper connections as shown on the Vehicle Emission Information label. Check thoroughly for any type of leak or restriction.
- For air leaks at the throttle body mounting area and intake manifold sealing surfaces.
5. When all the accumulators are relatively equal, then the misfire is being caused by something that affects the entire engine. When they are not then the misfire is being caused by something that is specific to two or more cylinders.
6. Whenever the misfire is not present operating the vehicle may be necessary to duplicate the conditions in the Freeze Frame Data in order to detect misfire. Depending on the engine load, the conditions may have to be maintained for up to 20 seconds. Whenever the misfire accumulators start to increment, then misfire is present. A history misfire counter will store the number of misfires that have occurred until the DTC is cleared.
8. Check the fuel for water, alcohol, etc.
9. A basic engine problem that affects all cylinders is the only possibility at this point. (Cam timing, throttle body leak, restricted air flow, etc.)
11. Tests the ignition system voltage output using a spark tester.
12. Replace any spark plugs that are worn, cracked or fouled.
13. Checks for voltage at the ignition feed circuit.
18. Whenever the driver circuit is shorted to ground, the light will be on steady. When the driver circuit is shorted to voltage or open, the light will be off.
19. Since voltage is supplied to the fuel injector on a single circuit, the malfunction could only be a poor connection or open in the fuel injector harness. An open before the harness would result in an "Engine Cranks But Will Not Run" complaint.
28. Before replacing the PCM/ECM, check terminals for improper mating, broken locks, or physical damage to the wiring harness. The replacement PCM/ECM must be programmed. Refer to the latest Techline procedure for PCM/ECM reprogramming.