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Message: <blockquote data-quote="sam92lx" data-source="post: 654233" data-attributes="member: 10151">something like this..Code DescriptionP0320 Ignition Engine Speed Input Circuit MalfunctionPrinter FriendlyP0320 Ignition Engine Speed Input Circuit MalfunctionPossible Causes Setting ConditionsVerify that the vehicle Antitheft system is operationalInspect for any Aftermarket 2-way radio problemsInspect for signs of "arcing" at one or more of the ignition coilsVerify that the Inertia Fuel Switch (IFS) is set properly (reset)Engine running; and the PCM detected two or more successive erratic PIP signals during the self-test.This code sets in 2 Trip(s).This code will turn on the MIL (Malfunction Indicator Lamp)Malfunction Indicator LampThe Malfunction Indicator Lamp (MIL) alerts the driver that the Powertrain Control Module (PCM) or Transmission Control Module (TCM) has detected an OBD II emission-related component or system fault. When this type of malfunction occurs, an OBD Diagnostic Trouble Code (DTC) will be set. The MIL is located on the instrument cluster and is labeled CHECK ENGINE, SERVICE ENGINE SOON, or it is identified with the ISO standard engine symbol (which is a picture of an engine).Prove-Out TestThe instrument cluster (IC) and other vehicle modules carry out a display prove-out to verify that all module controlled warning/indicator lamps and monitored systems are functioning correctly within the instrument cluster (IC). The instrument cluster (IC) and other modules such as the Powertrain Control Module (PCM) provide a timed prove-out while other indicators illuminate until engine start up. When the ignition switch is cycled to the "on" position with the engine off, the indicators illuminate to prove-out for 3 seconds.Instrument Cluster (Gateway) FunctionThe instrument cluster (IC) acts as a gateway module by receiving information in one format and transmitting it to other modules using another format. For example, the instrument cluster (IC) receives the vehicle speed data from the PCM over the HS-CAN, converts the data into a MS-CAN message and sends (gateways) the message to other network modules such as the HVAC module, the tire pressure monitoring system (TPMS), the parking aid module (PAM), and the SJB. This enables network communication between modules that do not communicate using the same network (HS-CAN or the MS-CAN).COMPONENT MONITOR DRIVE CYCLE INSTRUCTIONSDo not turn off the ignition switch during the test procedure.All Onboard System Readiness (OSR) codes are cleared when the battery is disconnected or when the Powertrain Control Module (PCM) is cleared with the Scan Tool.This drive cycle can be used to determine if the Readiness code for this Monitor will run and complete, and if the MIL will remain off after the vehicle is driven.Operating Ranges: Whenever a range of values is provided, try to operate the vehicle in the middle of the range. For example, if the vehicle speed range calls for 45-55 mph, operate the vehicle at as close as possible to 50 mph. Or if the engine speed should be 1,000-2,000 rpm, try to operate the engine at 1,500 rpm.Scan Tool Data: There are certain Parameter Identification (PID) values that must be within range before this Monitor will "run". It can be helpful to pull up those PID items on the Scan Tool so an assistant can view them during testing.The Readiness code for this Monitor defaults to "continuous" or "monitoring" because this Monitor runs continuously when the engine is cranking or running.COMPONENT MONITOR PRETEST CONDITIONSMIL is off.No Emission related DTC's are present.IAT sensor signal between 40-100?F.TEST PROCEDUREConnect the Scan Tool to the data link connector (DLC). Turn the key on and bring up the ECT PID and IAT PID on the Scan Tool. Verify that the IAT PID is between 40-100?F.Use the Scan Tool to clear any stored DTC's and to reset the OSR Monitors. Note that DTC P1000 will appear once all of the trouble codes are cleared. Start the engine without turning off the ignition key. Allow the engine to run at idle speed for 15 seconds.Accelerate at part-throttle to 40 mph and maintain that speed until the ECT PID reaches 170?F (77?C). Bring the vehicle to a stop, and then allow the engine to idle with the transmission in Drive (in Neutral for M/T) for 2 minutes.Then accelerate at moderate throttle in Overdrive (if equipped with O/D) to 50 mph (80 km/h) and maintain that speed for 15 seconds. Bring the vehicle to a stop, change out of Overdrive, and then accelerate to 40 mph (64 km/h) and maintain that speed for 15 seconds. Bring the vehicle to a stop and allow the engine to idle for 15 seconds. Repeat this step at least 5 times.Check for any Pending codes in the Generic OBD II section of the Scan Tool. If no Pending codes are set, the Component Monitor test is complete. If any Pending codes are set, refer to the appropriate trouble code repair information to make the repair.Printer FriendlyP0300 Random Misfire DetectedPossible Causes Setting ConditionsEVAP system problem or the EVAP canister is fuel saturatedIgnition system fault (coil, plug) affecting multiple cylindersMAF sensor contamination (it can cause a very lean condition)Vehicle driven while very low on fuel (less than 1/8 of a tank)Base engine mechanical fault that affects multiple cylindersCheck for air leaks in the EGR system and in the related hoses and/or valveCheck for air leaks in the PCV system and in its related hoses and/or valveCheck for blocked EGR passages or pipesCheck for an EGR valve that is stickingCMP sensor malfunctionFuel metering fault (fuel pressure too low or high or fuel supply contaminated)DTC P0136, P0156, P0171, P0172, P0174, P0175, P1130 and P1150 not set; engine running under positive torque conditions and the PCM detected a misfire in the 200 rpm range (Catalyst Damaging - 1T) or 1,000 rpm range (High Emissions - 2T) in multiple cylinders. This code also sets if the PCM cannot identify which cylinder is misfiring. There are three different misfire monitoring technologies used on these vehicles: Low Data Rate (LDR), High Data Rate (HDR), and Neural Network Misfire (NNM). The LDR system is capable of meeting the FTP monitoring requirements on most engines and is capable of meeting ?full-range? misfire monitoring requirements on 4-cylinder engines. The HDR system is capable of meeting ?full-range? misfire monitoring requirements on 6 and 8 cylinder engines, but not on V-10 or V-12 engines. Neural Network Misfire detection is being used on the 6.8L V-10 in order to achieve "full-range" capability. All software allows for detection of any misfires that occur within 6 engine revolutions after the engine begins cranking. This meets the OBD-II requirement to identify misfires within 2 engine revolutions after exceeding the warm drive, idle rpm.This code sets in 2 Trip(s).This code will turn on the MIL (Malfunction Indicator Lamp)Malfunction Indicator LampThe Malfunction Indicator Lamp (MIL) alerts the driver that the Powertrain Control Module (PCM) or Transmission Control Module (TCM) has detected an OBD II emission-related component or system fault. When this type of malfunction occurs, an OBD Diagnostic Trouble Code (DTC) will be set. The MIL is located on the instrument cluster and is labeled CHECK ENGINE, SERVICE ENGINE SOON, or it is identified with the ISO standard engine symbol (which is a picture of an engine).Prove-Out TestThe instrument cluster (IC) and other vehicle modules carry out a display prove-out to verify that all module controlled warning/indicator lamps and monitored systems are functioning correctly within the instrument cluster (IC). The instrument cluster (IC) and other modules such as the Powertrain Control Module (PCM) provide a timed prove-out while other indicators illuminate until engine start up. When the ignition switch is cycled to the "on" position with the engine off, the indicators illuminate to prove-out for 3 seconds.Instrument Cluster (Gateway) FunctionThe instrument cluster (IC) acts as a gateway module by receiving information in one format and transmitting it to other modules using another format. For example, the instrument cluster (IC) receives the vehicle speed data from the PCM over the HS-CAN, converts the data into a MS-CAN message and sends (gateways) the message to other network modules such as the HVAC module, the tire pressure monitoring system (TPMS), the parking aid module (PAM), and the SJB. This enables network communication between modules that do not communicate using the same network (HS-CAN or the MS-CAN).MISFIRE MONITOR DRIVE CYCLE INSTRUCTIONSDo not turn off the ignition switch during the test procedure.All Readiness codes are cleared when the battery is disconnected or when the Powertrain Control Module (PCM) is cleared with the Scan Tool.This drive cycle can be used to determine if the Readiness code for this Monitor will run and complete, and if the MIL will remain off after the vehicle is driven.Operating Ranges: Whenever a range of values is provided, try to operate the vehicle in the middle of the range. For example, if the vehicle speed range calls for 45-55 mph, operate the vehicle at as close as possible to 50 mph. Or if the engine speed should be 1,000-2,000 rpm, try to operate the engine at 1,500 rpm.Scan Tool Data: There are certain Parameter Identification (PID) values that must be within range before this Monitor will "run". It can be helpful to pull up those PID items on the Scan Tool so an assistant can view them during testing.The Readiness code for this Monitor defaults to "continuous" or "monitoring" because this Monitor runs continuously whenever the engine is running.MISFIRE MONITOR PRETEST CONDITIONSMIL is off.No Emission related DTC's are present.ECT signal between 20?F-250?F.FLI signal between 15-85%.TEST PROCEDUREConnect the Scan Tool to the data link connector (DLC). Turn the key on and bring up the ECT PID and FLI PID on the Scan Tool. Verify that the FLI PID is at least 15% (the fuel tank level is at least 15% full).Start the engine and allow it to run until the ECT PID reaches 130?F.Turn to key on, engine off. Use the Scan Tool to clear any stored DTC's and to reset the OSR Monitors. Note that DTC P1000 will appear once all of the trouble codes are cleared. Start the engine without turning off the ignition key.Drive the vehicle at a constant speed of 55-60 mph for several minutes. Then decelerate to below 40 mph (64 km/h) when no traffic interference occurs. Accelerate at wide open throttle to allow the transmission to shift (at red-line if equipped with a tachometer); immediately return back to normal speed limits.Then accelerate at part-throttle to 60 mph (97 km/h) and maintain that speed for at least 30 seconds. Decelerate without touching the throttle from 60 mph (97 km/h) to 40 mph (64 km/h). Repeat this step at least 3 times. Bring the vehicle to a stop, but do not turn off the ignition key.Check for any Pending codes in the Generic OBD II section of the Scan Tool and that DTC P1000 has been erased. If no Pending codes are set, and DTC P1000 is erased, the Misfire Monitor test is complete. If any Pending codes are set, refer to the appropriate trouble code repair information to make the repair.Customer Concern: The MIL is on setting Keep Alive Memory (KAM) code P1443. Tests revealed the Purge Flow (PF) sensor voltage was 1.4 volts at key on and at idle.Tests/Procedures: 1. Check the Black/White (BK/WH) wire of the PF sensor to verify it is a good ground.2. Check the PF sensor signal voltage with the vacuum line that runs between the sensor and the Canister Purge (CANP) solenoid disconnected. Voltage should increase 2.0 volts above the static key on reading after starting the engine with vacuum drawing through the sensor.3. If the ground circuit checks to be ok and the sensor voltage does not increase as stated, replace the PF sensor.4. If the PF sensor voltage increases as it should have, reconnect the vacuum line between the sensor and the solenoid. Backprobe the Grey/Yellow (GY/Y) wire of the Canister Purge (CANP) solenoid and ground it with the engine idling. This should cause the sensor voltage to again increase to about 3.5 volts or more.5. If the sensor voltage responded when the vacuum line was disconnected but did not change when the GY/Y wire was grounded through the jumper wire with the vacuum line connected, replace the CANP solenoid.Potential Causes: Canister Purge (CANP) SolenoidPF SensorPF Sensor CircuitDiagnostic Codes: P1443</blockquote>