Misfire Monitor Specifications
Misfire Monitor Operation: DTCs P0300 to P0310 (general and specific cylinder misfire), P1309 (no cam/crank synchronization, AICE chip malfunction), P1336 (no cam/crank synchronization), P0606 (AICE chip malfunction), P0315 (unable to learn profile), P0316 (misfire during first 1,000 revs after start-up). The Monitor execution is Continuous, misfire rate calculated every 200 or 1000 revs. The Monitor does not have a specific sequence. The Sensors CKP and CMP have to be OK to run the monitor. The Monitoring Duration is the Entire driving cycle (see disablement conditions below)
Typical misfire monitor entry conditions: Entry condition Minimum Maximum Time since engine start-up is 0 seconds, Engine Coolant Temperature is 20 to 250 degrees F, RPM Range is (Full-Range Misfire certified, with 2 rev delay) 2 revs after exceeding 150 rpm below drive idle rpm to redline on tach or fuel cutoff, Profile correction factors learned in KAM are "Yes", and Fuel tank level 15%.
Typical misfire temporary disablement conditions: Temporary disablement conditions: Closed throttle decel (negative torque, engine being driven), Fuel shut-off due to vehicle-speed limiting or engine-rpm limiting mode, and a High rate of change of torque (heavy throttle tip-in or tip out)
The Profile Learning operation includes: DTCs: P0315 - unable to learn profile in three 60 to 40 mph decels P1309 - AICE chip communication failure, Monitor Execution is once per KAM reset, The Monitor Sequence: Profile must be learned before misfire monitor is active, Sensors required to be OK: CKP, CMP, no AICE communication errors, CKP/CMP in synch, The Monitoring Duration; 10 cumulative seconds in conditions (a maximum of three 60-40 mph defueled decels)
Typical profile learning entry conditions: Entry conditions from Minimum to Maximum: Engine in decel-fuel cutout mode for 4 engine cycles, the Brakes are not applied, the Engine RPM is 1300 to 3700 rpm, the Change in is less than RPM 600, the Vehicle Speed is 30 to 75 mph, and the Learning tolerance is 1%.
Background "Why Torque Based ETC"
Torque based ETC enables aggressive automatic transmission shift schedules (earlier upshifts and later downshifts). This is possible by adjusting the throttle angle to achieve the same wheel torque during shifts, and by calculating this desired torque, the system prevents engine lugging (low RPM and low manifold vacuum) while still delivering the performance and torque requested by the driver.
It also enables many fuel economy/emission improvement technologies such as
- VCT (deliver same torque during transitions)
- Hybrid Electric Vehicle (HEV)
Torque based ETC also results is a less intrusive vehicle and engine speed limiting, along with smoother traction control.
Other generic benefits of ETC are
- Eliminate cruise control actuators
- Eliminate Idle Air Control (IAC) Bypass actuator
- Better airflow range
- Packaging (no cable)
- More responsive powertrain at altitude and improved shift quality
It should be noted that the ETC system includes a wrench light on the instrument cluster that illuminates when a fault is detected. Faults are also accompanied by DTCS and the "Check Engine Soon" light.