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Bought from auction. Did some bodywork and drove it yesterday for the first time. Ran normal for about 6-7 miles. Then started to misfire. Sporadic at first, then quickly became consistent, while under load and at idle. Parked it in the driveway and walked away from it. Checked it out this morning, no obvious issues. No sign of misfire upon startup, drove 7-8 miles and misfire started again. Same as before, first sporadic and then consistent. Codes p0202/p0302. I've attached a screen shot. Any ideas? I'd greatly appreciate any advice. Thanks guys
 

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Check injector 2 wiring before buying anything. The 1.4 plugs and coils seem to fail early.

28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0202-00–FUEL INJECTOR 2 CIRCUIT OPEN

125441


Theory of Operation

The Fuel Injector is supplied power from the Automatic Shut Down (ASD) Relay Output circuit. The Powertrain Control Module (PCM) provides a Pulse Width Modulated (PWM) ground to the injector's solenoid coil to inject pressurized fuel just upstream of each cylinder's intake valve. Each injector receives a unique pulse width based on that cylinder's fuel requirements. The PCM determines this fuel requirement by monitoring engine operating parameters through various sensors and then calculating the appropriate amount of fuel to be injected. The optimum amount of injected fuel depends on conditions such as engine and ambient temperatures, engine speed and workload, and exhaust gas composition.

The Powertrain Control Module (PCM) monitors the continuity of the injector circuits as well as the voltage spike created by the collapse of the magnetic field in the injector coil.

When Monitored and Set Conditions

When Monitored: This diagnostic runs continuously when the following conditions are met:

•With the engine running.
•Battery voltage greater than 12.0 volts.
•Engine speed less than 3000 rpm.


Set Conditions:

•The Powertrain Control Module (PCM) monitors the continuity of the injector circuits as well as the voltage spike created by the collapse of the magnetic field in the injector coil. Any condition that reduces the maximum current flow or the magnitude of the voltage spike can cause this DTC to set.


Default Actions:

•The MIL light will illuminate.


Possible Causes

FUEL INJECTOR 2 CONNECTOR OR WIRING
ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR 2 CONTROL CIRCUIT SHORTED TO GROUND
FUEL INJECTOR 2 CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR 2
POWERTRAIN CONTROL MODULE (PCM)



28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0302-00-CYLINDER 2 MISFIRE

125442


Theory of Operation

The misfire detection monitor software strategy in the Powertrain Control Module (PCM) is designed to detect an engine misfire. The PCM uses the Crankshaft (CKP) and Camshaft (CMP) sensors to determine when an engine misfire event is occurring and determine individual misfire events by monitoring the crankshaft rotational speed. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality or metering, low compression, lack of spark or unmetered air or coolant entering the engine intake air system. On engines equipped with Exhaust Gas Recirculation (EGR), another possible cause is unwanted EGR flow. In the case of multiple cylinders misfiring or the PCM not determining the specific cylinder misfiring, P0300 Multiple Cylinder Misfire will set.

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs continuously when the engine is running and the adaptive numerator has been successfully updated.


Set Conditions:

•The threshold to set the fault is application specific; it is tied to the level of misfire that will cause emissions to increase to 1.5 times the standard or in some cases 1%. It is always a two trip fault above the calibrated rpm.


Default Actions:

•MIL light will illuminate.


Possible Causes

ASD OUTPUT CIRCUIT
INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
SPARK PLUG
IGNITION COIL
FUEL PUMP INLET STRAINER PLUGGED
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
FUEL PRESSURE LEAK DOWN
FUEL INJECTOR
ENGINE MECHANICAL
POWERTRAIN CONTROL MODULE (PCM)
 

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Discussion Starter #3
Check injector 2 wiring before buying anything. The 1.4 plugs and coils seem to fail early.

28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0202-00–FUEL INJECTOR 2 CIRCUIT OPEN

View attachment 125441

Theory of Operation

The Fuel Injector is supplied power from the Automatic Shut Down (ASD) Relay Output circuit. The Powertrain Control Module (PCM) provides a Pulse Width Modulated (PWM) ground to the injector's solenoid coil to inject pressurized fuel just upstream of each cylinder's intake valve. Each injector receives a unique pulse width based on that cylinder's fuel requirements. The PCM determines this fuel requirement by monitoring engine operating parameters through various sensors and then calculating the appropriate amount of fuel to be injected. The optimum amount of injected fuel depends on conditions such as engine and ambient temperatures, engine speed and workload, and exhaust gas composition.

The Powertrain Control Module (PCM) monitors the continuity of the injector circuits as well as the voltage spike created by the collapse of the magnetic field in the injector coil.

When Monitored and Set Conditions

When Monitored: This diagnostic runs continuously when the following conditions are met:

•With the engine running.
•Battery voltage greater than 12.0 volts.
•Engine speed less than 3000 rpm.


Set Conditions:

•The Powertrain Control Module (PCM) monitors the continuity of the injector circuits as well as the voltage spike created by the collapse of the magnetic field in the injector coil. Any condition that reduces the maximum current flow or the magnitude of the voltage spike can cause this DTC to set.


Default Actions:

•The MIL light will illuminate.


Possible Causes

FUEL INJECTOR 2 CONNECTOR OR WIRING
ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR 2 CONTROL CIRCUIT SHORTED TO GROUND
FUEL INJECTOR 2 CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUEL INJECTOR 2
POWERTRAIN CONTROL MODULE (PCM)



28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0302-00-CYLINDER 2 MISFIRE

View attachment 125442

Theory of Operation

The misfire detection monitor software strategy in the Powertrain Control Module (PCM) is designed to detect an engine misfire. The PCM uses the Crankshaft (CKP) and Camshaft (CMP) sensors to determine when an engine misfire event is occurring and determine individual misfire events by monitoring the crankshaft rotational speed. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality or metering, low compression, lack of spark or unmetered air or coolant entering the engine intake air system. On engines equipped with Exhaust Gas Recirculation (EGR), another possible cause is unwanted EGR flow. In the case of multiple cylinders misfiring or the PCM not determining the specific cylinder misfiring, P0300 Multiple Cylinder Misfire will set.

When Monitored and Set Conditions

When Monitored:

•This diagnostic runs continuously when the engine is running and the adaptive numerator has been successfully updated.


Set Conditions:

•The threshold to set the fault is application specific; it is tied to the level of misfire that will cause emissions to increase to 1.5 times the standard or in some cases 1%. It is always a two trip fault above the calibrated rpm.


Default Actions:

•MIL light will illuminate.


Possible Causes

ASD OUTPUT CIRCUIT
INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
SPARK PLUG
IGNITION COIL
FUEL PUMP INLET STRAINER PLUGGED
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
FUEL PRESSURE LEAK DOWN
FUEL INJECTOR
ENGINE MECHANICAL
POWERTRAIN CONTROL MODULE (PCM)
Great amount of info, thank you. I'll let you know the outcome
 

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As far as the evap codes, it could be the gas cap, but frequently it is a small crack in a hose or the ESIM. Evap codes on a turbo engine can affect how it runs.

28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0456-00-EVAP PURGE SYSTEM SMALL LEAK

125443

125444


Theory of Operation

EVAPORATIVE SYSTEM OVERVIEW: The Powertrain Control Module (PCM) monitors the Evaporative Emission System operation. The primary concern being monitored is the integrity of the system against leaks. The basic strategy used is that in a sealed system, pressure will naturally increase or decrease in relation to temperature. As temperature increases, so does pressure inside the system. And conversely, as temperature decreases, pressure in the system will decrease as well and will eventually turn into a vacuum if no leaks are present. Even the smallest of leaks can be accurately detected in this manner. The ESIM has multiple functions. There are two weighted seals that keep the system normally closed from the atmosphere. The weighted seals are used to maintain the system pressure between +1 inch of water and -2 inches of water. Anytime (engine-on or engine-off) that pressure or vacuum reaches these thresholds, the weights will lift and provide relief. There is also an internal vacuum actuated switch that closes when the vacuum reaches a calibrated value. This is beneficial because the induced vacuum during a subsequent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay from a higher built up pressure.

ESIM SWITCH STUCK CLOSED MONITOR: At ignition off, the state of the ESIM switch is evaluated. If the switch is open, a pass flag is set and PCM will complete power down. If the switch is closed, the PCM will wait a calibrated delay time and open the OBD Vent Valve. This should vent the vacuum in the Fuel Tank to atmosphere through the Intake Manifold. If the switch opens, a pass flag is set and the PCM will power down. If the PCM detects that the ESIM switch is still closed after a calibrated time, an error is detected and a switch stuck closed failure is set at the next engine run cycle.

SMALL LEAK MONITOR: This is an accumulative monitor and the data from each valid event is recorded and added to the previously recorded events. The PCM timer records the engine on/drive cycle and engine off time for each small leak monitor event. For an event to be valid the PCM must see;

1.An engine on/drive cycle for a minimum of 10 minutes.

NOTE: The engine on timer will stop counting after a maximum of 26 minutes.

2.And, when the engine is shut down, an engine off timer starts. There is a 12 minute delay time in which the PCM will ignore ESIM Switch input. The engine off timer period will continue to count until one of the three conditions exist:
•The engine is started without a switch closure during the event.

NOTE: At the next key on cycle a determination is made as to whether the event was valid and the information is kept.

•An ESIM Switch closed input is received after the 12 minute delay during the event.

NOTE: If the switch closed input is received, the PCM records that the switch has closed, stores the engine shut down time, then goes to sleep.

•After a maximum of 1051 minutes without an ESIM Switch closure during the event.

The accumulative monitor will increment and start over after both timers have reached a calibrated threshold (Engine on - 100 minutes and Engine off - 4200 minutes). When the monitor has exceeded the calibrated accumulated engine on and engine off thresholds, the system is evaluated and the accumulated timer starts over.

LEAK SIZE DETERMINATION: If the PCM did not see an ESIM Switch closed signal during the previous ignition off cycle, and the event was valid, an intrusive leak test is run to determine if a large leak is present on the next cold start.

Immediately after start-up, while the engine is cold, the Purge Solenoid is opened to create a vacuum in the evaporative system to a calibrated vacuum point that is beyond the ESIM Switch closing threshold. The pass/fail time will vary based on the total fuel volume at the time of the test.

•If the switch does not close at all during purging, because of a switch that is stuck open or vacuum cannot be created below 1.0 in Hg within a calibrated time threshold, it is determined to be a general evaporative system failure (P0440).
•If vacuum is created and the switch has closed, the PCM monitors how long it takes for the switch to open. If the switch opens before the maximum calibrated time, it is determined to be a large leak (P0455).
•If vacuum is created and the switch has closed, the PCM monitors how long it takes for the switch to open. If the switch stays closed longer than a maximum calibrated time before opening, it is determined that a large leak is not present and the Small Leak Monitor will continue to run until the accumulative monitor increments. If no ESIM Switch closures were recorded during the entire increment, it is determined that a small leak is present (P0456)

PURGE FLOW MONITOR: The operation of the Purge Solenoid and evaporative purge flow is monitored using inputs from the ESIM Switch and Fuel Tank Pressure Sensor. The Purge Flow Monitor will only run if the Small Leak Monitor recorded a pass on the previous ignition off event and the test data was valid. Because the leak detection diagnostics can only verify that the fuel tank system is sealed while the purge valve is closed, it cannot determine if the purge line between the solenoid and Intake Manifold is pinched or leaking. The Purge Flow Monitor is needed to verify these failure modes. The Purge Flow Monitor works on the premise that as flow through the system increases, so does the pressure drop in the system. The PCM monitors the Fuel Tank Pressure Sensor and looks for increasing vacuum in the Fuel Tank with increasing purge flow. Conversely, it looks for decreasing vacuum in the Fuel Tank with decreasing flow.

•With the engine running and enable conditions met, the non-intrusive purge monitor looks for a calibrated increase in vacuum in the fuel tank with increased purge flow, referred to as phase 1. If phase 1 passes, the purge monitor looks for a calibrated decrease in vacuum in the Fuel Tank with decreasing purge flow, referred to as phase 2. If phase 2 passes, the purge monitor is complete. If the purge flow monitor fails either phase, or does not complete both phases within a specified time, an intrusive test is initiated to verify the results from the non-intrusive test.
•The intrusive diagnostic uses the same two phases to analyze the system. However, the intrusive test actuates the Purge Solenoid such that the differences are much more pronounced allowing a more accurate test result. If the PCM detects a failure during the intrusive test, a purge system performance fault is set (P0441).


PURGE FLOW MONITOR IN BOOST: Turbocharged engines purge while the engine is in boost. This is achieved by having additional purge hoses and Hardware. The Boost purge monitor is used to check that this part of the Evaporative emissions system is correctly operating. The Purge flow monitor in boost is enabled to run this trip the exact same way as Purge Flow Monitor.

•The Turbo Purge Monitor will only go intrusive on this trip after a small leak passing event.
•The Monitor will only run when there is a sustained stable boost condition and not when the vehicle is at wide open throttle.
•The Monitor waits a calibrated time while stabilized boost is achieved, it then turns on the OBD Bypass Valve (#19) to relieve vacuum only. It then turns on the purge and the monitor looks for only a phase 1 decrease in vacuum in the fuel tank. If the vacuum cannot be achieved the monitor fails. (P1CEA)


When Monitored and Set Conditions

When Monitored: This diagnostic runs when the following conditions are met:

•After the ignition is off for a calibrated time.
•Fuel level less than 88%.
•Ambient temperature between 4°C and 43°C (39°F and 109°F).
•Elevation is below 8000 feet.


Set Conditions:

•If no ESIM Switch closures were recorded during an entire accumulative increment, it is determined that a small leak is present.


Default Actions:

•The MIL light will illuminate.


Possible Causes

ESIM INTERNAL CHECK VALVES LEAKING
PURGE SOLENOID LEAKING
SMALL EVAP SYSTEM LEAK


28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0457-00-LOOSE FUEL CAP

Theory of Operation

The fuel level is recorded by the Powertrain Control Module (PCM) when the ignition key is turned off, and is compared to the fuel level at the next ignition key on cycle. If the PCM recognizes a 25% increase in fuel level, the Leak Test Monitor is initiated. If the Large leak test fails it is determined that the Fuel Filler Cap is faulty or not installed properly, or the Capless Fuel Filler Assembly flap did not seal properly after fueling. A LOOSE GAS CAP message will be displayed on the cluster to inform the customer.


When Monitored and Set Conditions

When Monitored:

•The Powertrain Control Module (PCM) detects a 25% increase in fuel level from the previous ignition on state.


Set Conditions:

•The Powertrain Control Module (PCM) initiates an intrusive test after a 25% fuel level increase and the ESIM Switch either opened before the maximum calibrated time, or the ESIM Switch did not close at all.


Default Actions:

•Loose Gas Cap light will illuminate.


POSSIBLE CAUSES

LOOSE OR MISSING FUEL FILLER CAP
LARGE EVAP SYSTEM LEAK
 

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Discussion Starter #5
It actually no longer has the evap codes. Those were old codes that I'm assuming the previous owner had to deal with. Mine are only the top 2 regarding cylinder 2.
 
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