dtc p1380 misfire

[badprix]

i was checking to see if anyone had any information that would help me with this 1380 dtc. its a misfire it seems to be worst when engine is cold but seems to go away almost completly once engine is nice and hot. iam just starting to work on my car instead of bring it to mech. so any help would be great.

97 se with 99 l67 engine swap, tranny swap, headers, ic, hi speed fans, smaller pulley, msd coil, prj pro wires, ls1 tb package, 9" cone filter, hi flow fuel reg, and i think thas about it maybe a few small things i forgot.

thanks alot

[archemedes]

what plugs are you running? When at the dealership we had a problem with s10's with a cold miss, and it ended up being they didn't like the plugs gm sourced

[badprix]

i have changed them out twice with different brands. i check my injectors and coils.
now i have delcos had autolites before. also got new plug wires. still same ****.
i read something about traction control might be the problem but i dont know much about it.

[badprix]

Someone plz give me some feedback

[Toasty]

only thing i can come up with is P1380 Misfire Detected - Rough Road Data Not Available

but not sure how to proceed from there.

[Sabrewings]

Found this in the GM SI manual:

DTC P1380
Circuit Description
The powertrain control module (PCM) receives rough road information from the electronic brake control module (EBCM) on the serial data circuit. The PCM uses the rough road information to enhance the misfire diagnostic by distinguishing crankshaft speed variations caused by driving on rough road surfaces from variations caused by true misfires. The EBCM transmits rough road information based on inputs from the wheel speed sensors. If the EBCM detects a condition which prevents proper identification of rough road situations while a misfire condition is being detected by the PCM, DTC P1380 will set.

Conditions for Running the DTC
Engine load is less than 87 percent.
Engine speed is less than 5000 RPM.
Vehicle speed is more than 16 km/h (10 mph).
A Misfire DTC is occurring and requesting the malfunction indicator lamp (MIL) to be illuminated.
Conditions for Setting the DTC
The PCM has detected a EBCM rough road sensing error.

Action Taken When the DTC Sets
The control module stores the DTC information into memory when the diagnostic runs and fails.
The malfunction indicator lamp (MIL) will not illuminate.
The control module records the operating conditions at the time the diagnostic fails. The control module stores this information in the Failure Records.
The driver information center, if equipped, may display a message.
Conditions for Clearing the DTC
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 non-emission related diagnostic.
Clear the DTC with a scan tool.

There's also a bulletin about aftermarket car alarms possibly causing this DTC to be set.

[badprix]

so what you are sayin is that the misfire is from something else but i also have an issue with my ebcm?
If the EBCM detects a condition which prevents proper identification of rough road situations while a misfire condition is being detected by the PCM, DTC P1380 will set.

also if it is my aftermarket alarm by removing it should the misfire stop?

[TDCRacing]

Did you fix it? Having the same problem.

[BADAZGTP]

I found this info on the trouble code. Hopefully it will help.

Starting in 1998, Ford began using variable camshaft timing (VCT) on the 2.0L DOHC engine used in the Contour/Mystique and Escort cars. The purpose of varying the exhaust camshaft timing on these engines is to help reduce emissions similar to the way an EGR valve would, and also to help increase fuel economy. By retarding the exhaust cam timing, some of the inert exhaust gas is left in the cylinder for the next intake stroke. This in turn cools the combustion chamber, reducing NOx and HC emissions. With the VCT, there is no need for an EGR valve, since retarding the exhaust camshaft timing creates the same effect.

The total amount the exhaust cam can be retarded is 30 degrees (60 degrees of crankshaft revolution). The exhaust camshaft has a reluctor ring on it to trigger the camshaft position sensor. The reluctor ring consists of four equally spaced teeth, with one additional tooth in the middle to designate where the TDC is. Sometimes the reluctor ring is called a 4+1.

When the PCM compares the camshaft position sensor signal to the crankshaft position sensor signal, it can then determine where the camshaft is and if it is moving properly when it commands the VCT solenoid to actuate. The VCT solenoid is supplied with engine oil pressure and uses that internally to create a mechanical force to adjust the position of the exhaust cam gear on the exhaust cam.

The cam gear is spring-loaded in the fully advanced position, so if the VCT solenoid becomes damaged or malfunctions, the car will still maintain normal operation and performance. However, if the cam gear mechanism malfunctions, or if the timing belt is installed incorrectly, the exhaust cam can end up in the fully retarded position, giving you the same effect as having an EGR valve stuck wide open ... rough idle, stalling, hesitation on tip in, etc.

Three codes relate to this system: Code P1380 VCT Solenoid Malfunction, Code P1381 VCT Over-Advanced and Code P1383 VCT Over-Retarded.

Code P1380 is strictly related to the electrical circuit of the solenoid, PCM and wiring. If the PCM tries to energize the VCT solenoid and doesn't see any current flow or too much current flow, Code P1380 will set. The normal resistance of the VCT solenoid is 3 to 6 ohms. That resistance should not change by any noticeable amount even with changes in temperature. If the resistance is OK at the PCM connector for the VCT solenoid (measuring from the vehicle power circuit, pin 71 or 97, to the control pin for the solenoid - usually pin 44 or 45), you can also perform an amp draw test on the circuit. With the PCM disconnected, turn the key on. Using a digital ammeter, place the negative lead of the meter on battery negative, and place the positive lead to the control pin for the VCT solenoid. The amp draw should be in the 2 to 4 amp range. Only leave the solenoid grounded long enough to get a reading, preferably no more than one or two seconds. The PCM normally duty cycles it, so leaving it fully grounded for more than a couple of seconds can cause damage to a solenoid that is still in working order.

Here's another test you can do to make sure it is mechanically working: With engine running, using a jumper wire, backprobe the ground side of the VCT solenoid. Then rev the engine up to 2,500 to 3,000 rpm and momentarily ground the VCT solenoid; again, only for one to two seconds. You should hear a noticeable difference in the way the engine runs.

This same test can be performed to help diagnose a Code P1381, which indicates that when the PCM commanded the VCT solenoid to operate and retard the cam timing, it did not see any or enough change. This can be caused by a mechanical problem with the cam gear assembly, a bad VCT solenoid, or a problem with contaminated engine oil. Since the VCT solenoid relies heavily on oil flow to create the force to move the cam gear assembly, anything that causes poor oil flow, such as dirty oil, metal chips or flakes in the oil, can affect how well the VCT solenoid functions.

Code P1383 indicates the cam is too far retarded during its “at-rest” position. The majority of the time when we see this code, it has set because the timing belt was installed incorrectly. Be sure to check the basics ... make sure the cams and crankshaft are in time.

Armed with this information, hopefully the next time one of these cars comes in to your shop you will be able to quickly and efficiently diagnose the problem! Remember, if you need help, we are just a phone call away!