Lying Dealership says compression is the issue
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Joined: Sep 2012
Posts: 411
Likes: 2
From: Behind the wheel
I agree that it could be that, but The ssv and the vdi both move by hand and operate when the engine is revved, so i dont know how. I can't test the APV, but if it was stuck, wouldn't it throw a code? What the car does is: when accelerating (in first), the RPMs climb normally to about 4750 or 5k and then the car then it acts like i let off the gas and the RPMs stop climbing, then they start climbing again but slacks off in power and the RPMs slow way down in their climb. They keep climbing, but SLOWLY. Sometimes they even stop climbing if I'm on a hill. The power comes and goes several times as the RPMs continue to climb and then power (I don't know if its as much as it should have) comes back at about 6k or 6500
Again, I'm going to fall back upon the ECU doing its job in the diagnostics department. Your best bet is to follow the published troubleshooting procedure:
There's a 20 step troubleshooting procedure here: http://www.williamperrine.com/RX_8_M...ineControl.pdf
Code:
DTC P0301 DTC P0302  Front rotor misfire detected Rear rotor misfire detected  DETECTION CONDITION • The PCM monitors eccentric shaft position sensor input signal interval time. The PCM calculates the change of the interval time for each rotor. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding rotor. While the engine is running, the PCM counts the number of misfires that occurred at 200 eccentric shaft revolutions and 1,000 eccentric shaft revolutions and calculates misfire ratio for each eccentric shaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or affect emission performance, has occurred. Diagnostic support note • This is a continuous monitor (Misfire). • The MIL illuminates if the PCM detects the misfire which affects emission performance in two consecutive drive cycles or in one drive cycle while the DTC for the same malfunction has been stored in the PCM. • The MIL flashes if the PCM detects the misfire which can damage the catalytic converter during the first drive cycle. Therefore, PENDING CODE is not available while the MIL flashes. • PENDING CODE is available if the PCM detects the misfire which affects emission performance during the first drive cycle. • FREEZE FRAME DATA is available. • The DTC is stored in the PCM memory. POSSIBLE CAUSE • Eccentric shaft position sensor malfunction • Spark plug malfunction • High-tension lead malfunction • Excess air suction in intake-air system • Fuel injector malfunction • Leakage engine coolant • Insufficient compression • Metering oil pump malfunction • Engine oil condition malfunction • Rised oil pressure • Oil passage malfunction • Engine malfunction • ECT • Fuel • Fuel sensor malfunction • line pressure malfunction pump unit malfunction • PCM malfunction
Thread Starter
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Joined: Sep 2012
Posts: 411
Likes: 2
From: Behind the wheel
Again, I'm going to fall back upon the ECU doing its job in the diagnostics department. Your best bet is to follow the published troubleshooting procedure:
There's a 20 step troubleshooting procedure here: http://www.williamperrine.com/RX_8_M...ineControl.pdf
Code:
DTC P0301 DTC P0302  Front rotor misfire detected Rear rotor misfire detected  DETECTION CONDITION • The PCM monitors eccentric shaft position sensor input signal interval time. The PCM calculates the change of the interval time for each rotor. If the change of interval time exceeds the preprogrammed criteria, the PCM detects a misfire in the corresponding rotor. While the engine is running, the PCM counts the number of misfires that occurred at 200 eccentric shaft revolutions and 1,000 eccentric shaft revolutions and calculates misfire ratio for each eccentric shaft revolution. If the ratio exceeds the preprogrammed criteria, the PCM determines that a misfire, which can damage the catalytic converter or affect emission performance, has occurred. Diagnostic support note • This is a continuous monitor (Misfire). • The MIL illuminates if the PCM detects the misfire which affects emission performance in two consecutive drive cycles or in one drive cycle while the DTC for the same malfunction has been stored in the PCM. • The MIL flashes if the PCM detects the misfire which can damage the catalytic converter during the first drive cycle. Therefore, PENDING CODE is not available while the MIL flashes. • PENDING CODE is available if the PCM detects the misfire which affects emission performance during the first drive cycle. • FREEZE FRAME DATA is available. • The DTC is stored in the PCM memory. POSSIBLE CAUSE • Eccentric shaft position sensor malfunction • Spark plug malfunction • High-tension lead malfunction • Excess air suction in intake-air system • Fuel injector malfunction • Leakage engine coolant • Insufficient compression • Metering oil pump malfunction • Engine oil condition malfunction • Rised oil pressure • Oil passage malfunction • Engine malfunction • ECT • Fuel • Fuel sensor malfunction • line pressure malfunction pump unit malfunction • PCM malfunction
NO A/C :(
Joined: Jul 2009
Posts: 656
Likes: 0
From: Silver Spring, MD
Don't know if this was resolved but I'll make a suggestion. Remove UIM and check VAC lines going to the SSV/ VDI solenoids. For the life of me, could not figure out what cause the choke feeling from 5500-7k and then exploded with power to 9k. My obd reader for the most part was reading normal numbers. Just because, you can move the ssv or vdi freely by hand does not mean it will cycle properly with a hose that could have come off or most likely left disconnected from the solenoid. This small mistake had me thinking the car was taking a dump for a month. No codes were given either.
Thread Starter
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Joined: Sep 2012
Posts: 411
Likes: 2
From: Behind the wheel
Don't know if this was resolved but I'll make a suggestion. Remove UIM and check VAC lines going to the SSV/ VDI solenoids. For the life of me, could not figure out what cause the choke feeling from 5500-7k and then exploded with power to 9k. My obd reader for the most part was reading normal numbers. Just because, you can move the ssv or vdi freely by hand does not mean it will cycle properly with a hose that could have come off or most likely left disconnected from the solenoid. This small mistake had me thinking the car was taking a dump for a month. No codes were given either.
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