W 202 200 Kompressor-Miss fire

[Actro]

Re: W 202 200 Kompressor-Miss fire

Ovako,javlja se u voznji na plin,ali kada se javi missfire na plinu i ako tada prebacim na benzin motor i dalje trokira,na prvom klipu nema varnice,e sada nekada se greska resetuje cim ugasim pa upalim auto ali desavalo se nekada da u narednih nekoliko paljenja auto na benzinu jos trokira i onda samo od jednom pocne da radi normalno.

[Actro]

Re: W 202 200 Kompressor-Miss fire

Da li neko moze da mi kaze kod kojeg dobavljaca mogu da nabavim multiventli sa Fi 8 izlazom za tocak-bocu?

[ale944]

Re: W 202 200 Kompressor-Miss fire

http://www.unionkaric.rs/

[Actro]

Re: W 202 200 Kompressor-Miss fire

Hvala Ale.zvao sam ih,nemaju takav ventil ali su mi dali upustva kako da resim,kako oni to rade i za neke jace motore,odsmah na izlazu iz multi ventila da poistavim reduktor sa Fi 6 na Fi 8,i da ne vucem dbe fi6 vec samo jednu Fi8 pa da kod isparivaca pravim racvu na dve fi6.Tako cu i da uradim,oni tvrde da je to dobro resenje.

[DRAGANFORD]

Re: W 202 200 Kompressor-Miss fire

strucno pitanje.kakve veze imaju benziske dizne sa izostankom paljenja na prvom cilindru? p0301

[Gavra]

Re: W 202 200 Kompressor-Miss fire

Sta tacno znaci P0301?!

[DRAGANFORD]

Re: W 202 200 Kompressor-Miss fire

Voleo bih da cujem tvoje objasnjenje,dali si diagnostikovao tu gresku i na kojim vozilima.hvala

[TECA]

Re: W 202 200 Kompressor-Miss fire

Ma sta ste se dovatili tog P0301.dajte objasniti P0300
A danas mi dodje i logan sa P0303....al mi prave remetu a ja u guzvi i sta dalje da gledam....?

[Gavra]

Re: W 202 200 Kompressor-Miss fire

strucno pitanje.kakve veze imaju benziske dizne sa izostankom paljenja na prvom cilindru? p0301

. P0300 random misfire detected u bukvalnom prevodu znaci visestruki prekid varnice. uobicajena greska na ford focus sohc kada su prljave dizne/benziske/

Procitaj ponovo sta pises,onda razmisli.......

[DRAGANFORD]

Re: W 202 200 Kompressor-Miss fire

znam ja sta sam napisao i kako sam resavao ovaj problem ali me zanima iskustvo mojih kolega sa ovim problemom.vlasnik mercedesa ima slican problem i treba mu pomoci zato se obratio na ovom forumu. Na kosovu sigurno nema strucnjaka kao u beogradu i svaka pomoc verovatno bi dobrodosla.kako se ovaj problem manifestuje na vozilima opel.ford.chrysler ili chevrolet nemora da znaci da se isto manifestuje i kod mercedesa.

[Gavra]

Re: W 202 200 Kompressor-Miss fire

MISFIRE monitor:

There are two different misfire monitoring technologies used in the 2000 MY. They are Low Data Rate (LDR) and
High Data Rate (HDR). 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. HDR is
being phased in on these engines to meet the” full-range” misfire phase-in requirements specified in the OBD-II
regulations.

LOW DATA RATE SYSTEM

The LDR Misfire Monitor uses a low-data-rate crankshaft position signal, (i.e. one position reference signal at 10
deg BTDC for each cylinder event). The PCM calculates crankshaft rotational velocity for each cylinder from this
crankshaft position signal. The acceleration for each cylinder can then be calculated using successive velocity
values. The changes in overall engine rpm are removed by subtracting the median engine acceleration over a
complete engine cycle. The resulting deviant cylinder acceleration values are used in evaluating misfire in the
“General Misfire Algorithm Processing” section below.
“Profile correction” software is used to “learn” and correct for mechanical inaccuracies in crankshaft tooth spacing
under de-fueled engine conditions (requires three 60 to 40 mph no-braking decels after Keep Alive Memory has
been reset). These learned corrections improve the high-rpm capability of the monitor for most engines. The
misfire monitor is not active until a profile has been learned.

HIGH DATA RATE SYSTEM

The HDR Misfire Monitor uses a high data rate crankshaft position signal, (i.e. 18 position references per
crankshaft revolution [20 on a V-10]). This high-resolution signal is processed using two different algorithms. The
first algorithm, called pattern cancellation, is optimized to detect low rates of misfire. The algorithm learns the
normal pattern of cylinder accelerations from the mostly good firing events and is then able to accurately detect
deviations from that pattern. The second algorithm is optimized to detect “hard” misfires, i.e. one or more
continuously misfiring cylinders. This algorithm filters the high-resolution crankshaft velocity signal to remove some
of the crankshaft torsional vibrations that degrade signal to noise. This significantly improves detection capability for
continuous misfires. Both algorithms produce a deviant cylinder acceleration value, which is used in evaluating
misfire in the “General Misfire Algorithm Processing” section below.
Due to the high data processing requirements, the HDR algorithms could not be implemented in the PCM
microprocessor. They are implemented in a separate chip in the PCM called an “AICE” chip. The PCM
microprocessor communicates with the AICE chip using a dedicated serial communication link. The output of the
AICE chip (the cylinder acceleration values) is sent to the PCM microprocessor for additional processing as
described below. Lack of serial communication between the AICE chip and the PCM microprocessor, or an
inability to synchronize the crank or cam sensors inputs sets a P1309 DTC.
“Profile correction” software is used to “learn” and correct for mechanical inaccuracies in crankshaft tooth spacing
under de-fueled engine conditions (requires three 60 to 40 mph no-braking decels after Keep Alive Memory has
been reset). If KAM has been reset, the PCM microprocessor initiates a special routine which computes correction
factors for each of the 18 (or 20) position references and sends these correction factors back to the AICE chip to
be used for subsequent misfire signal processing. These learned corrections improve the high rpm capability of the
monitor. The misfire monitor is not active until a profile has been learned.

Generic Misfire algorithm processing

The acceleration that a piston undergoes during a normal firing event is directly related to the amount of torque that
cylinder produces. The calculated piston/cylinder acceleration value(s) are compared to a misfire threshold that is
continuously adjusted based on inferred engine torque. Deviant accelerations exceeding the threshold are
conditionally labeled as misfires.
The calculated deviant acceleration value(s) are also evaluated for noise. Normally, misfire results in a nonsymmetrical
loss of cylinder acceleration. Mechanical noise, such as rough roads or high rpm/light load conditions,
will produce symmetrical acceleration variations. Cylinder events that indicate excessive deviant accelerations of
this type are considered noise. Noise-free deviant acceleration exceeding a given threshold is labeled a misfire.
The number of misfires are counted over a continuous 200 revolution and 1000 revolution period. (The revolution
counters are not reset if the misfire monitor is temporarily disabled such as for negative torque mode, etc.) At the
end of the evaluation period, the total misfire rate and the misfire rate for each individual cylinder is computed. The
misfire rate evaluated every 200 revolution period (Type A) and compared to a threshold value obtained from an
engine speed/load table. This misfire threshold is designed to prevent damage to the catalyst due to sustained
excessive temperature (1600°F for Pt/Pd/Rh conventional washcoat, 1650°F for Pt/Pd/Rh advanced washcoat and
1800°F for Pd-only high tech washcoat). If the misfire threshold is exceeded and the catalyst temperature model
calculates a catalyst mid-bed temperature that exceeds the catalyst damage threshold, the MIL blinks at a 1 Hz
rate while the misfire is present. If the threshold is again exceeded on a subsequent driving cycle, the MIL is
illuminated.
If a single cylinder is determined to be consistently misfiring in excess of the catalyst damage criteria, the fuel
injector to that cylinder may be shut off for 30 seconds to prevent catalyst damage. Up to two cylinders may be
disabled at the same time. This fuel shut-off feature is used on many 8-cylinder engine and some 6-cylinder
engines. It is never used on a 4-cylinder engine. After 30 seconds, the injector is re-enabled. If misfire on that
cylinder is again detected after 200 revs (about 5 to 10 seconds), the fuel injector will be shut off again and the
process will repeat until the misfire is no longer present. Note that ignition coil primary circuit failures (see CCM
section) will trigger the same type of fuel injector disablement.
Next, the misfire rate is evaluated every 1000 rev period and compared to a single (Type B) threshold value to
indicate an emission-threshold malfunction, which can be either a single 1000 rev exceedence from startup or four
subsequent 1000 rev exceedences on a drive cycle after start-up.

Profile Correction

"Profile correction" software is used to "learn" and correct for mechanical inaccuracies in the crankshaft position
wheel tooth spacing. Since the sum of all the angles between crankshaft teeth must equal 360o, a correction factor
can be calculated for each misfire sample interval that makes all the angles between individual teeth equal. To
prevent any fueling or combustion differences from affecting the correction factors, learning is done during decelfuel
cutout.
The correction factors are learned during closed-throttle, non-braking, de-fueled decelerations in the 60 to 40 mph
range after exceeding 60 mph (likely to correspond to a freeway exit condition). In order to minimize the learning
time for the correction factors, a more aggressive decel-fuel cutout strategy may be employed when the conditions
for learning are present. The corrections are typically learned in a single deceleration, but can be learned during up
to 3 such decelerations. The "mature" correction factors are the average of a selected number of samples. A low
data rate misfire system will typically learn 4 such corrections in this interval, while a high data rate system will learn
36 or 40 in the same interval (data is actually processed in the AICE chip). In order to assure the accuracy of these
corrections, a tolerance is placed on the incoming values such that an individual correction factor must be
repeatable within the tolerance during learning This is to reduce the possibility of learning corrections on rough
road conditions which could limit misfire detection capability.
Since inaccuracies in the wheel tooth spacing can produce a false indication of misfire, the misfire monitor is not
active until the corrections are learned. In the event of battery disconnection or loss of Keep Alive Memory the
correction factors are lost and must be relearned.

Za strucne detalje cemo od ponedeljka kad budem imao vise vremena,taman dok svaris gradivo

[DRAGANFORD]

Re: W 202 200 Kompressor-Miss fire

www.random-misfire.com/ netreba coveku gradivo i znanje / tvoje ili moje/vec ispravan mercedes.pricaj srpski date ceo svet razume

[deki-ascona]

Re: W 202 200 Kompressor-Miss fire

Mislio sam da su mehanicari neki vanserijski strucnjaci, kad ono svaki kod ima svoju web stranicu

[DRAGANFORD]

Re: W 202 200 Kompressor-Miss fire

vanserijski strucnjaci. ima ih brate nego negovore srpski pa ih slabo razumemo stasu hteli da kazu.

[Plinadzija]

Re: W 202 200 Kompressor-Miss fire

Ako zelite da se ne bavite engleskim jezikom popravljajte ladu, moskvica, yugo...ili promenite profesiju. Ja sam ovaj forum razumeo kao bazu znanja i razmenu iskustava a ne ucenje jezika i prevodjenje stranica. Tako da, potrudite se oko jezika, covek vam je dao objasnjenje kompletno posto vas je mrzelo/niste umeli da potrazite sami po internetu. Da sam ja na Vasem mestu, cenio bih to sto se potrudio umesto mene.