P300 and P0340 while cruising?

[TurfBurn]

Also, if you have CP pistons, they are dish style pistons and maintain our quench area, so you'll be ok in that department... but not sure what you are running.. as long as you had that 3/8" wide flat lip around the edge of your pistons you'll be ok from the quench standpoint.

Have you gone through multiple tanks of gas yet??? I'm wondering if you just have water in the lines as that will like to show up at higher rpm's in some cases... try getting gas from different places to see how it goes.

 

[TurfBurn]

Can you get the car to push past that rpm or not? From what I can hear in the video it sounds a lot like a "soft" rev limit rather than a "hard" limit... meaning fuel rather than ignition... I'll watch it again... but I'm curious if you see anything happen AFR wise at that point (but the wideband you have is a little slower so it may not show it), and if you can move past it or if it gets worse etc.

Later!

 

[TurfBurn]

I verified that the camshaft sensor ONLY does ignition ADVANCE, and fuel injection timing.

It is applied to the catalyst, misfire, evapsys, fuel sys, oxygen sensor, and EGR monitors... (doesn't control them.. just used in the monitoring systems)

 

[TurfBurn]

DTC P0300 Random misfire detection
DETECTION
CONDITION
PCM monitors CKP sensor input signal interval time. PCM calculates the change of the interval time for
each cylinder. If the change of interval time exceeds the preprogrammed criteria, PCM detects a misfire in
the corresponding cylinder. While the engine is running, PCM counts the number of misfires that occurred
at 200 crankshaft revolutions and 1,000 crankshaft revolutions and calculates misfire ratio for each
crankshaft revolution. If the ratio exceeds the preprogrammed criteria, PCM determines that a misfire,
which can damage the catalytic converter or affect emission performance, has occurred.
Diagnostic support note
This is a continuous monitor (MISFIRE).
MIL illuminates if PCM detects the misfire which affects emission performance in two consecutive drive
cycles.
PENDING CODE is available if PCM detects the misfire which affects emission performance during first
drive cycle.
MIL flashes if PCM detects the misfire which can damage the catalytic converter during first drive cycle.
Therefore, PENDING CODE is not available while MIL flashes.
FREEZE FRAME DATA is available.
DTC is stored in PCM memory.
ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (FS)]
0102B72
Diagnostic procedure
POSSIBLE
CAUSE
CKP sensor malfunction
CMP sensor malfunction
Ignition coil malfunction
High-tension lead malfunction
MAF sensor contamination
Excess air suction in intake-air system (between MAF sensor and dynamic chamber)
Fuel pump malfunction
Fuel pressure regulator malfunction
Fuel line clogged
Fuel filter clogged
Fuel leakage in fuel line
Purge control solenoid valve malfunction
PCV valve malfunction
EGR valve malfunction
Vacuum hoses damages or improper connection
Related connector and terminal malfunction
Related wiring harness malfunction
Poor fuel quality

 

[TurfBurn]

DTC P0340 CMP sensor circuit malfunction
DETECTION
CONDITION
PCM monitors input voltage from CMP sensor while MAF is above 2.2 g/s {0.29 ib/min}. if PCM does not
receive pulse signal the proper pulse signal timing basis on the CKP sensor signal, determines that CMP
circuit has malfunction.
Diagnostic support note
This is a continuous monitor (CCM).
MIL illuminates if PCM detects the above malfunction conditions during first drive cycle. Therefore,
PENDING CODE is not available.
FREEZE FRAME DATA is available.
DTC is stored in PCM memory.
ON-BOARD DIAGNOSTIC [ENGINE CONTROL SYSTEM (FS)]
0102B81
0102B
Diagnostic procedure
POSSIBLE
CAUSE
CMP sensor malfunction
Connector or terminal malfunction
CMP sensor is dirty.
Short to ground between CMP sensor terminal A and PCM terminal 85
Short to ground between CMP sensor terminal B and PCM terminal 86
Open circuit between CMP sensor terminal A and PCM terminal 85
Open circuit between CMP sensor terminal B and PCM terminal 86
CKP sensor pulse wheel malfunction

 

[Kooldino]

Also, if you have CP pistons, they are dish style pistons and maintain our quench area, so you'll be ok in that department... but not sure what you are running.. as long as you had that 3/8" wide flat lip around the edge of your pistons you'll be ok from the quench standpoint.

Yeah, that's what I have. Ok, cool.

Have you gone through multiple tanks of gas yet???

Yes. Although I somewhat suspect my fuel filter.

I'm wondering if you just have water in the lines as that will like to show up at higher rpm's in some cases... try getting gas from different places to see how it goes.

I've tried that. I also put in some Lucas fuel system treatment.

 

[Kooldino]

Can you get the car to push past that rpm or not? From what I can hear in the video it sounds a lot like a "soft" rev limit rather than a "hard" limit... meaning fuel rather than ignition... I'll watch it again... but I'm curious if you see anything happen AFR wise at that point (but the wideband you have is a little slower so it may not show it), and if you can move past it or if it gets worse etc.

Later!

Well, i just went out and tried it just now, and while it eventually breaks up (at 6800rpm in neutral), I can continue to rev. Depending on temp, some days are worse than others with this issue. Today isn't bad, but a week ago it was horrible.

A week ago, I may not have been able to make it past X rpm on a given day, but I'm not sure.

 

[TurfBurn]

Sea foam LOL... If you can try popping off the valve cover and getting pics of the nubs on the cam gear for the cam sensor and see if there is anything up with that. There are a series of checks to run on the cam sensor that will identify if it is reading that cam ok or not. I find it interesting that the spec for the cam sensor function specifically indicates a level of air required to generate the code... I don't know how low it is (I can't remember the number right now) as it may just be "the car is idling" as far as amount... but if it is a bit more than that, it could be part of your issue's appearance or lack thereof.

Also, you may be getting electrical noise... check to make sure there grounding of the motor is good and the connector is seated well. The black cable that the CAM sensor runs in has a shielding in the outer wall of it. That shielding comes out as a black crappy looking wire about 5" from the ECU connector that than turns and goes up to the left toward the driver side through the wire loom. If you are getting a poor ground the signal will break up at higher rpm's and that could lead to this failure as well.

 

[Kooldino]

I verified that the camshaft sensor ONLY does ignition ADVANCE, and fuel injection timing.

How'd you find that out?

It is applied to the catalyst, misfire, evapsys, fuel sys, oxygen sensor, and EGR monitors... (doesn't control them.. just used in the monitoring systems)

Ahh. So even if I pulled that cam gear sensor out, the car could still theoretically run? IE, it doesn't actually have any say in what the ECU does?

 

[TurfBurn]

How'd I find that out... I know how to read the FS Control system specs on ugly.net .

In theory it would probably run... but I don't recommend trying it... it likely would go into limp mode of some sort... it can't damage the engine as the ECU should be smart enough to deal with a missing sensor, but it will be blind for ignition advance and retard... those systems I listed are the monitoring systems that the ECU considers what the CMP sensor input is when determining what to do... ignition advance and fuel injection timing are the systems the CMP has direct control/affect on.

 

[Kooldino]

DTC P0300 Random misfire detection
FREEZE FRAME DATA is available.

I've seen a "Freeze Frame" option on my OBD-II scanner...what exactly is it?

CKP sensor malfunction
CMP sensor malfunction

Which sensor is which here?

High-tension lead malfunction

What's a "high tension lead"?

MAF sensor contamination

I'll try another one soon.

Fuel filter clogged

Well, I'll order a new fuel filter. Can't hurt to change it. Anyone know how to do it?

Fuel leakage in fuel line

I'll double check this.

Purge control solenoid valve malfunction

???

EGR valve malfunction

Well, my EGR is welded shut.

Vacuum hoses damages or improper connection

Checked that best I can.

Related connector and terminal malfunction
Related wiring harness malfunction

God, I hope not.

Poor fuel quality

Doubtful

 

[Kooldino]

POSSIBLE
CAUSE
CMP sensor malfunction
Connector or terminal malfunction
CMP sensor is dirty.
Short to ground between CMP sensor terminal A and PCM terminal 85
Short to ground between CMP sensor terminal B and PCM terminal 86
Open circuit between CMP sensor terminal A and PCM terminal 85
Open circuit between CMP sensor terminal B and PCM terminal 86
CKP sensor pulse wheel malfunction

Oh, fun. It's going to be a long weekend.

 

[TurfBurn]

You use quotes more than any man should.. damn you make it hard to reply! LOL...

I've seen a "Freeze Frame" option on my OBD-II scanner...what exactly is it?

Freeze frame should be a snapshot of OBD-II data from the moment the error occured.

CKP= crank angle sensor
CMP = camshaft position sensor

What's a "high tension lead"? = Spark plug wire

Purge solenoid is that little upright bastard on the back driver side of the motor that controls the air flow through the charcoal canister as connected to the fuel tank vent and the intake manifold

 

[Kooldino]

Tried another test tonight. I used the MPI to fire my extra injectors OFF of boost in the area of the map where I was revving in neutral.

Doing this, I was able to achieve an 11:1 air fuel ratio, says my WBO2

However, I still had the exact same problem as I did immediately before I added fuel. I couldn't break 5000rpm.

 

[MPNick]

Tried another test tonight. I used the MPI to fire my extra injectors OFF of boost in the area of the map where I was revving in neutral.

Doing this, I was able to achieve an 11:1 air fuel ratio, says my WBO2

However, I still had the exact same problem as I did immediately before I added fuel. I couldn't break 5000rpm.

What about the Vics or VTCS opening. On some cars/engines[none Mazda] you cannot rev them to high out of gear because the second set of throttle blades will open when there is no load and cause a bad stumble.

 

[Kooldino]

What about the Vics or VTCS opening. On some cars/engines[none Mazda] you cannot rev them to high out of gear because the second set of throttle blades will open when there is no load and cause a bad stumble.

Well, perhaps someone with a properly working setup can test this out for us, but I'm 99.9% sure that I've been able to rev to the rev limiter in neutral before.

 

[MPNick]

Well, perhaps someone with a properly working setup can test this out for us, but I'm 99.9% sure that I've been able to rev to the rev limiter in neutral before.

I just have seen on some cars that out of gear you get to the point where is sounds like a rev limit comes on way before the real redline.

 

[Kooldino]

I just have seen on some cars that out of gear you get to the point where is sounds like a rev limit comes on way before the real redline.

Well, even if we did have that on these cars, I'd still clearly have a problem. The area that I can't rev past varies from 4000 to 7000 rpm, depending on temperature, mostly.

 

[MPNick]

Well, even if we did have that on these cars, I'd still clearly have a problem. The area that I can't rev past varies from 4000 to 7000 rpm, depending on temperature, mostly.

Maybe you do have a problem. But keep in mind you no longer have a stock stock. Try pulling the line off of the Vics/VTCS so they do not open. See if this makes a change.

 

[Kooldino]

Maybe you do have a problem. But keep in mind you no longer have a stock stock. Try pulling the line off of the Vics/VTCS so they do not open. See if this makes a change.

Sure, will do. Currently the VTCS line is already pulled (so it shouldn't ever engage), so I'll pull the VICS one.