Ion Redline sounds like a Subaru, but it comes and goes?

NYSpeed Automotive
1

2004 Ion Redline
K&N filter
2.8 pulley
60lb injectors
2.5" axle back (stock header/DP/cat)
Tuned with HPTuners

It stated maybe a month ago. I left work (car was cold, and it was 75ish outside), and made it about a mile down the road to a red light. I go to pull away from the light, and all of a sudden it sounds like I’m drive a Subaru. I pull into a parking lot and shut it off… wait a min or so, fire it back up, and it runs fine. Then the CEL comes on. I go to the truck, grab my scanner, and read the code. It is a random misfire P0300.

A couple of weeks go by, and I don’t see the issue again. Then last week it happened when I left work, and then again last night (always when I leave work… that’s odd).

The last two times I didn’t get a P0300 code, the car just ran like crap. Turning the car off, waiting a min or two, and then firing it back up seems to fix it.

It feels like it is just dropping a cylinder, and at first I thought maybe it was a cam angle sensor, but that should throw a code. I pulled the plugs (gapped at .032) last week when it happened, and they look fine. Cleaned the MAF thinking maybe there was K&N oil on it.

Any ideas?

2

Coilpacks on these cars?

3

Your MAF is likely dirty or bad man… try getting some MAF cleaner first, take the MAF out of the intake and spray is well… don’t rub it or anything though. See if that takes care of the issue it’s pretty common on these cars because the MAF placement is so low and close to the filter it gets dirty pretty quickly… especially if you have an aftermarket intake syatem.

4

Usually when that happens number 4 cylinder is on the way out. You have any cooling mods done to that car? I know alot of people have this problem on lsj cobalts…

5

It has individual coils, and I was getting a random misfire code, and not on a specific cylinder.

It was just cleaned, maybe I will just replace it.

Nope, next on my list is a HE, and end plate.

I will do a compression check, but if I was loosing #4 it should be constant.

6

bingo

7

When you break a ringland on a cylinder it will not be a random thing… it will be constant and also would be smoking. I would take a serious look at the MAF as the issue. Are you running an aftermarket intake on the car? Sometimes certain intakes put the MAF in the wrong position which can result in some funky readings as well.

Do you have HPTuners? If so you could scan the car while driving and read the MAF frequency to see if it is acting weird or fluctuating irratically.

My MAF went bad in my Cobalt maybe 6 months or so ago so I upgraded to a high freg. LT1 as I was maxing the stock one out on my setup.

You may also want to look at your plugs and gaps… what are you running for plugs and gap now?

8

Did you try replacing the plug wires?

9

wtf is a subaru suppossed to sound like?

10

^ putter putter putter

11

Really? Cause coil on plug cars have plug wires?

12

just throw a TVS on there and you’ll be fine lol…but like stated i would start with the MAF and then the plugs :tup:

13

I didn’t know it had COP…

14

Plugs are fine, please go back and read my 1st post.

Turbotsi, stick to bowling :slight_smile:

UBEng… may god have mercy on your soul

15

Maybe I’m just randomly thinking aloud but why would the MAF cause this issue? I never once had an issue with mine and I had 3 different intakes on my car and never once cleaned it or replaced it. My car did have idle and coastdown issues from the larger injectors in cold weather. If it were me I’d check the coilpacks and do a compression check and maybe log the car while just regular driving. My car also had that p0300 code for awhile after tuning, but mike at new era took care of it. Something with VE tables if I remember correctly

16

Yeah, we went back over the VE tables, and they should be straight. I have a MAF on will call, and will be picking it up later today. Non-metered, or mis-metered air would cause it to read the wrong cell, and give me improper fuel and timing.

If one of the coils was an issue, then I should get a misfire on a specific cylinder, and not a P0300.

I will run around with that for a while, and pop in to innovative and log it. It is odd because it really only happens when I leave work. If it was a cold start thing it should happen more in the morning (never happened on my way to work).

17

On a MAF based car the MAF controls nearly all fueling so a faulty one could easily give random misfires.

The reason why it’s doing it on initial startup is likely more because of open loop/closed loop rather than ambient temperature IMO. Personally I would be willing to put money on it being the MAF sensor or MAF related.

Many of the name brand intakes work just fine for MAF positioning but some of the cheaper “ebay” ones place the MAF too close or too far away from the filter thus causing innacurate airflow readings and rich or lean conditions.

18

Word. Maybe shoot a PM to mike at new era too. I know he’s tuned a bunch of lsj cars. Not saying you can’t figure it out yourself but he might be more helpful than alot of the info you get from forums. Good luck homie

19

Yeah, it is still using the stock intake, the Ion one doesn’t suck as bad as the Cobalt one did, so positioning shouldn’t be the issue; however, I am in agreement that it is most likely the cause of the problem. It’s a shame that cleaning it didn’t fix it. :frowning:

20

DTC P0300
System Description
The powertrain control module (PCM) uses information from the crankshaft position (CKP) sensor and the ignition control (IC) module in order to determine when an engine misfire is occurring. By monitoring variations in the crankshaft rotation speed for each cylinder, the PCM is able to detect individual misfire events. A misfire rate that is high enough can cause the 3-way catalytic converter (TWC) to overheat under certain driving conditions. The malfunction indicator lamp (MIL) will flash ON and OFF when the conditions for TWC overheating are present. If the PCM detects a misfire rate sufficient to cause emission levels to exceed mandated standards, DTC P0300 will set.

Conditions for Running the DTC
• DTCs P0107, P0112, P0113, P0117, P0118, P0120, P0121, P0125, P0131, P0132, P0133, P0134, P0171, P0172, P0220, P0336, P0502, P0506, P0507, P0601, P1133, P1621, P2135 are not set.

•  The engine speed is between 469-6,400 RPM. 

•  The ignition voltage is between 9-17 volts. 

•  The engine coolant temperature (ECT) is between -7 and +123°C (20-254°F). 

•  The engine has been running for more than 5 seconds. 

•  The throttle position (TP) has not increased more than 8 percent in 1 second. 

•  The TP has not decreased more than 1.5 percent in 1 second.

Conditions for Setting the DTC
The PCM is detecting a crankshaft rotation speed variation indicating a misfire sufficient to cause emission levels to exceed mandated standards.

Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.

•  The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

Conditions for Clearing the MIL/DTC
• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.

•  A current DTC, Last Test Failed, clears when the diagnostic runs and passes. 

•  A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic. 

•  Clear the MIL and the DTC with a scan tool.

Test Description
The number below refers to the step number on the diagnostic table.

2.If the actual CKP variation values are not within the learned values, the misfire counters may increment.

Step
Action
Values
Yes
No

1
Did you perform the Diagnostic System Check-Engine Controls?

Go to Step 2
Go to Diagnostic System Check - Engine Controls

2
Important: You must perform the crankshaft position (CKP) system variation learn procedure before proceeding with this diagnostic table. Refer to Crankshaft Position System Variation Learn .

•Start the engine.
•Allow the engine to idle or operate within the conditions listed in the Freeze Frame/Failure Records.
•Monitor all of the Misfire counters with the scan tool.
Are any of the Misfire Current counters incrementing?

Go to Step 3
Go to Intermittent Conditions

3
Are any other DTCs set?

Go to Diagnostic Trouble Code (DTC) List
Go to Step 4

4
Can any abnormal engine noise be heard?

Go to Symptoms - Engine Mechanical in Engine Mechanical
Go to Step 5

5
•Start and idle the engine.
•Compare the manifold absolute pressure (MAP) voltage indicated by the scan tool with the typical scan data. Refer to Scan Tool Data List .
Is the indicated value more than the typical value?

Go to DTC P0108
Go to Step 6

6
Inspect the following components:

•  The vacuum hoses and seals for splits, restrictions, and improper connections--Refer to Emission Hose Routing Diagram . 

•  The crankcase ventilation system for vacuum leaks--Refer to Crankcase Ventilation System Inspection/Diagnosis in Engine Mechanical. 

•  The powertrain control module (PCM) grounds for corrosion and loose connections--Refer to Ground Distribution Schematics in Wiring Systems. 

•  The exhaust system for restrictions--Refer to Restricted Exhaust in Engine Exhaust. 

•  The fuel for contamination--Refer to Alcohol/Contaminants-in-Fuel Diagnosis .

Did you find and correct the condition?

Go to Step 20
Go to Step 7

7
•Turn OFF the ignition.
•Remove the fuel pump relay. Refer to Relay Replacement in Wiring Systems.
•Remove the ignition coil housing assembly, keeping the ignition control (IC) module assembly connected to the harness connector. Refer to Ignition Coil Replacement .
Important: Not grounding the IC module housing may cause an erratic spark.

•Connect a jumper wire between the top of the IC module and a good ground.
•Install the J 36012-A (SA91992) Ignition System Diagnosis Harness.
•Install a J 26792 (J 43883) Spark Tester on the #1 spark plug jumper wire.
•Ground the #4 spark plug jumper wire. The #4 wire is the companion to #1.
•Crank the engine with the remaining spark plug wires connected.
•Repeat the above steps by installing the spark tester on #4 and grounding #1. Do the same for the #2 and the #3 spark plugs. Ensure the companion wire is grounded.
Does the spark tester spark on all cylinders?

Go to Step 8
Go to Electronic Ignition (EI) System Diagnosis

8
•Remove the spark plug from the cylinder that indicated a misfire. Refer to Spark Plug Replacement .
•Inspect the spark plug. Refer to Spark Plug Inspection .
Does the spark plug appear to be OK?

Go to Step 9
Go to Step 10

9
•Exchange the suspected spark plug with another cylinder that is operating properly. Refer to Spark Plug Replacement .
•Operate the vehicle under the same conditions that the misfire occurred.
Did the misfire move with the spark plug?

Go to Step 16
Go to Step 13

10
Is the spark plug oil or coolant fouled?

Go to Symptoms - Engine Mechanical in Engine Mechanical
Go to Step 11

11
Is the spark plug gas fouled?

Go to Step 14
Go to Step 12

12
Did the spark plug show any signs of being cracked, worn, or improperly gapped?

Go to Step 15
Go to Step 13

13
Perform the fuel injector coil test. Refer to Fuel Injector Solenoid Coil Test .

Did you find and correct the condition?

Go to Step 17
Go to Symptoms - Engine Mechanical in Engine Mechanical

14
Perform the fuel system diagnosis. Refer to Fuel System Diagnosis .

Did you find and correct the condition?

Go to Step 17
Go to Symptoms - Engine Mechanical in Engine Mechanical

15
Replace or gap the spark plug. Refer to Spark Plug Replacement .

Did you complete the action?

Go to Step 17

16
Replace the faulty spark plug. Refer to Spark Plug Replacement .

Did you complete the replacement?

Go to Step 17

17
Was the customer concern the MIL flashing?

Go to Step 18
Go to Step 19

18
•Operate the vehicle at the specified value for 4 minutes.
•Operate the vehicle within the Conditions for Running the DTC P0420 as specified in the supporting text. Refer to DTC P0420 .
Does the DTC run and pass?
2,500 RPM
Go to Step 19
Go to DTC P0420

19
•Clear the DTCs with a scan tool.
•Turn OFF the ignition for 30 seconds.
•Start the engine.
•Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records.
Did the DTC fail this ignition?

Go to Step 2
Go to Step 20

20
Observe the Capture Info with a scan tool.

Are there any DTCs that have not been diagnosed?

Go to Diagnostic Trouble Code (DTC) List
System OK