It's actually a well looked after car. 80k on the clock, everything works, nice clean engine, mechanics all fine. The ash tray hasn't even had a cigarette in it.
It's had two previous owners and sailed through its last MOT. It should hopefully be a good car when I get this power issue sorted.
What are the multirams if you don't mind me asking?
Cheers.
Could the head gaskets be responsible for this if they were failing?
Disconnecting a plug lead on a 2.5V6 won't necessariy throw a fault code ;)P0300 Random/multiple cylinder misfire detected
Disconnecting a plug lead on a 2.5V6 won't necessariy throw a fault code ;)P0300 Random/multiple cylinder misfire detected
P0301 Cylinder 1 Misfire Detected
P0302 Cylinder 2 Misfire Detected
P0303 Cylinder 3 Misfire Detected
P0304 Cylinder 4 Misfire Detected
P0305 Cylinder 5 Misfire Detected
P0306 Cylinder 6 Misfire Detected
No fault will always throw a code but with OBDII misfire detection is pretty good, primary info is from the crank sensor.
Above are codes for Mototronic ME 3.11 which is fitted to dbw motors (2.6 & 3.2V6) - the 2.5 and 3.0 V6 uses the Mototronic 2.8.1 - different codes and misfires not recognised or coded ::)
i had a problem once with the ecu coolent temp sensor the car would run ok then all of a sudden it over rev and over fuel and cut tempermental it was fitted a new sensor and it was on the other hand the past few months my car was really lumpy on idle and fuel wasnt great at all and sounded rough and slow every so slighty what i found was that after unblocking my heater matrix the problem was cured because were the ecu temp sensor sits in the coolent bridge the outlet pipe that comes out of the matrix goes back to the coolent bridge the temp sensor was getting proper hat water in stead of look warm getting wrong signal in turn cause low power the car is running great and fuel consumption is better cause the sensor is sending the right signals before the ecu was thinking the car was cold and still giving out loads of fuel how does the heater feel in your car .
Read the maintenance guides mate ;)
Non dbw Omegas are not OBDII compliant!!
If you don't believe me look here at TBs post #1 http://oldsite.omegaowners.com/forum/YaBB.pl?num=1176839367/0 (http://oldsite.omegaowners.com/forum/YaBB.pl?num=1176839367/0)
Disconnecting a plug lead on a 2.5V6 won't necessariy throw a fault code ;)P0300 Random/multiple cylinder misfire detected
P0301 Cylinder 1 Misfire Detected
P0302 Cylinder 2 Misfire Detected
P0303 Cylinder 3 Misfire Detected
P0304 Cylinder 4 Misfire Detected
P0305 Cylinder 5 Misfire Detected
P0306 Cylinder 6 Misfire Detected
No fault will always throw a code but with OBDII misfire detection is pretty good, primary info is from the crank sensor.
misfire detection is via the crank sensor, the camshaft sensor is used for cylinder identification.
misfire detection is via the crank sensor, the camshaft sensor is used for cylinder identification.
OBD1 codes for GM are
12 System normal
13 oxygen sensor circuit open
14 coolant sensor high resistance or shorted
15 coolant sensor circuit low or open
16 direct ignition system (DIS) fault in circuit
17 cam position sensor fault
18 crank or cam sensor error
19 crank sensor circuit fault
21 tps sensor out of range
22 tps sensor signal voltage low
23 intake air temp sensor out of range, low
24 vehicle speed (vss) sensor circuit fault
25 air temp sensor sensor out of range, high
26 quad-driver module (computer) circuit #1 fault
27 quad-driver module (computer) 2nd gear circuit
28 quad-driver module (computer) circuit #2 fault
29 quad driver module (computer) 4th gear circuit
31 cam position sensor fault
32 egr circuit fault
33 map sensor signal out of range, high
34 map sensor signal out of range, low
35 idle air control sensor circuit fault
36 ignition system circuit error
38 brake input circuit fault
39 clutch input circuit fault
41 cam sensor circuit fault, igntion control circuit fault
42 electronic spark timing (EST) circuit grounded
43 knock sensor
or electronic spark control circuit fault
44 oxygen sensor lean exhaust
45 oxygen sensor rich exhaust
46 pass-key II circuit or ps.pressure switch circuit fault
47 pcm-bcm data circuit
48 misfire diagnosis
51 calibration error, mem-cal, ecm or eeprom failure
52 engine oil temperature circuit, low temperature indicated
53 battery voltage error or egr or pass-key II circuit
54 egr system failure or fuel pump circuit low voltage
55 a/d converter error or pcm not grounded or lean fuel or frounded reference voltage
56 quad-driver module #2 circuit
57 boost control problem
58 vehicle anti-theft system fuel enable circuit
61 a/c system performance or degraded oxygen sensor signal
62 engine oil temperature high temperature indicated
63 oxygen sensor right side circuit open or map sensor out of range
64 oxygen sensor right side lean exhaust indicated
65 oxygen sensor right side rich exhaust indicated
66 a/c pressure sensor circuit low pressure
67 a/c pressure sensor circuit or a/c clutch circuit failure
68 a/c compressor relay circuit failure
69 a/c clutch circuit head pressure high
70 a/c refrigerant pressure circuit high
71 a/c evaporator temperature sensor circuit low
72 gear selector switch circuit
73 a/c evaporator temperature circuit high
75 digital egr #1 solenoid error
76 digital egr #2 solenoid error
77 digital egr #3 solenoid error
79 vehicle speed sensor (vss) circuit signal high
80 vehicle speed sensor (vss) circuit signal low
81 brake input circuit fault
82 ignition control (IC) 3X signal error
85 prom error
86 analog/digital ecm error
87 eeprom error
99 power management
Misfire detection is via the crank sensor have a read http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf (http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf)
The knock sensor is to detect pre detonation, no spark = no detonation at all. So why anyone would think the knock sensor is involved I do not know, there will be no knock if there is no spark.
yep as I said "misfire detection is via the crank sensor, the camshaft sensor is used for cylinder identification." 8)"When misfire occurs the crankshaft actually slows down and
this change in RPM is sensed by the PCM, which also uses the Camshaft sensor for cylinder identification"
yep.. as said above by admins, there is no way the ecu to identify which cylinder missfires by crankshaft sensor alone..
yep as I said "misfire detection is via the crank sensor, the camshaft sensor is used for cylinder identification." 8)"When misfire occurs the crankshaft actually slows down and
this change in RPM is sensed by the PCM, which also uses the Camshaft sensor for cylinder identification"
yep.. as said above by admins, there is no way the ecu to identify which cylinder missfires by crankshaft sensor alone..
And to clarify what the artricle I referenced says if read in full and not quoted selectively "Cylinder misfire is calculated by the PCM through the Crankshaft Sensor input." http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf
(http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf)
yep as I said "misfire detection is via the crank sensor, the camshaft sensor is used for cylinder identification." 8)"When misfire occurs the crankshaft actually slows down and
this change in RPM is sensed by the PCM, which also uses the Camshaft sensor for cylinder identification"
yep.. as said above by admins, there is no way the ecu to identify which cylinder missfires by crankshaft sensor alone..
And to clarify what the artricle I referenced says if read in full and not quoted selectively "Cylinder misfire is calculated by the PCM through the Crankshaft Sensor input." http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf
(http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf)
"When misfire occurs the crankshaft actually slows down andyep as I said "misfire detection is via the crank sensor, the camshaft sensor is used for cylinder identification." 8)
this change in RPM is sensed by the PCM, which also uses the Camshaft sensor for cylinder identification"
yep.. as said above by admins, there is no way the ecu to identify which cylinder missfires by crankshaft sensor alone..
And to clarify what the artricle I referenced says if read in full and not quoted selectively "Cylinder misfire is calculated by the PCM through the Crankshaft Sensor input." http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf
(http://www.magnaflow.com/07techtips/TechBulletin/TB80011.pdf)
Apologies for prolonging the off topic rambling ::) but
misfire detection can be sensed either by
1. using the knock detectors to sense a normal firing pulse (as opposed to the larger signal given by a pre-ignition or knock) (as already stated this is the method used by EOBD compliant Omegas)
2. by sensing the angular acceleration of the crank by use of the crank sensor. The ECU knows which cylinder it wanted to fire because it has access to the cam position sensor. I am pretty certain that VW have used this method of misfire detection but as already stated THIS IS NOT THE METHOD USED IN THE OMEGA.
The only person on this forum that can answer this post correctly and end it is TBThere are many people on this site who are far cleverer than I will ever be. 2 of them have already posted on this thread.
The only person on this forum that can answer this post correctly and end it is TBThere are many people on this site who are far cleverer than I will ever be. 2 of them have already posted on this thread.
Poor running, with no codes, and fuel trims and MAF reading in normal range, I'd always suggest checking HT in first instance.
Obviously not everyone can read live data on pre EOBD Omegas, so trying with MAF disconnected and then Lamdas disconnected (and MAF plugged back in) is a way of getting a feel for what might be happening within the ECU. Caution has to be paid to cat health normally when doing this though, esp playing with lamdas.
The only person on this forum that can answer this post correctly and end it is TBThere are many people on this site who are far cleverer than I will ever be. 2 of them have already posted on this thread.
Poor running, with no codes, and fuel trims and MAF reading in normal range, I'd always suggest checking HT in first instance.
Obviously not everyone can read live data on pre EOBD Omegas, so trying with MAF disconnected and then Lamdas disconnected (and MAF plugged back in) is a way of getting a feel for what might be happening within the ECU. Caution has to be paid to cat health normally when doing this though, esp playing with lamdas.
I never knew you thought of me so highly :D :D :D ;D ;D ;D
The only person on this forum that can answer this post correctly and end it is TBThere are many people on this site who are far cleverer than I will ever be. 2 of them have already posted on this thread.
Poor running, with no codes, and fuel trims and MAF reading in normal range, I'd always suggest checking HT in first instance.
Obviously not everyone can read live data on pre EOBD Omegas, so trying with MAF disconnected and then Lamdas disconnected (and MAF plugged back in) is a way of getting a feel for what might be happening within the ECU. Caution has to be paid to cat health normally when doing this though, esp playing with lamdas.
I never knew you thought of me so highly :D :D :D ;D ;D ;D
Sorry mate think he means dbdb ;D ;D ;D ;D ;D Don't be upset though Webs ;)