Al, you've gotta be one of the most passionate professionals in the industry. You lucky bastard with your awesome job. good luck

 

4G63<OOOO - I have the exact problem you have. Steady between 70-75 in 5th gear, the hiccup and CEL. I had it 4 times since the beginning of September and always on a longer trip. Had it with my stock airbox and with the HKS RS kit. Also 2 different ECUs (Al, remember me). After the hiccup, car is fine. stupid code.

 

I am working on the solution as we speak - man this is a tough job . . . Kind of like having to have sexual relations with a **** star!

 

...the big question is why some have the P0300 and others not?

I had a noise problem with a piece of equipment at work. We kept looking at the signal sensors, we later learned that the signal wire shared the same conduit as the power wire, a big no-no. Separating the cables eliminated the problem.

Could something similar be ocurring here? just a thought...

 

On this subject vehicle I have determined through very hard work the 0300 code is related to serious drivetrain noise and vibration which started with the installation of the Exed Twin Carbion clutch which has the benefit of greatly reducing weight off the input shaft of the transmission but at the same time increasing deceleration noise. All aftermarket clucthes add some drivetrain noise on decel. The stock unit is specifically designed to adsorb and reduce the sound. It seems the ultra light weight carbon clutch makes more sounds (or adsorbs less more accuaretly) than the normal twin carbon.

At the present time I have just become a Ecutek dealer and they are working on a new Evo reflash platform. I am sharing data with them and I have good hopes that with the new flash platform we will have the ability to totaly eliminate this pesky code.

For the record, the Mitsubishi update recall 0300 flash is not very effective at resolving this problem. It helps some cars and has no effect on others.

If you think OBDII sucks - wait till OBDIII comes out !

Also - there are some bad things in store for the 2005 guys with their ODBII ecus - (which I dont care to talk about now)

peace

 

Is'nt that b/c the clutch and flywheel are not "mated" (stock flywheel - heavy and aftermarket clutch - light).... Or are you running an aftermarket flywheel aswell?

 

that job would ROCK!!!

 

yesss....how come mine gets it.....and others don't?

 

I found this interesting, hope it helps in the diagnosis.
I hope not to infringe to any copyrights, this information can be obtained off their website. Full credit given to:
AutoEnginuity ScanTool User Guide
Appendix D: Engine Management Systems
Understanding Misfires
A misfire is an incomplete combustion event that will cause an increase in emissions or catalyst damage. There can be two types of misfires: 1) Type A Catalyst Damaging; and, 2) Type B Emissions Threatening. The difference between the two is only the frequency at which the misfire occurs. The OBD-II standard has gotten progressively more stringent on what are considered Type A and Type B misfires. A misfire can be in an individual cylinder or multiple cylinders. Some vehicles do not have the ability to differentiate between individual cylinder misfire and multiple misfires and may consider it a random misfire.

Detecting a misfire is a very complex process. The crankshaft vibrates slightly when each cylinder fires. If a misfire occurs, the crankshaft rotation speed changes rapidly. The ECM monitors the crankshaft rotation speed based on the output pulses from the crankshaft or camshaft position sensor. By monitoring changes in the crankshaft rotation speed, the ECM counts the number of misfires and attempts to determine which cylinder is misfiring. Since the normal rotational frequency of a motor is known by the ECM, it only has to detect subtle variations. Since a lot of things can influence the crankshaft rotational frequency, the ECM must have a way to ignore false misfires. Therefore, the enabling conditions to run the misfire monitor are chosen specifically to mitigate the detection of a false misfire.

Common enabling conditions are sufficient fuel (at least 10 - 15%), a learned crank position sensor (GM), no accessories running, vehicle at operating temperature, and the crankshaft rotating at so many RPMs.

Several notable reasons why the misfire monitor will be temporarily disabled are: 1) fuel delivery issues such as fuel starvation and sloshing of the fuel; 2) rough road conditions or deceleration which cause the crankshaft to vibrate or be driven from the drivetrain;
3) accessories driven off the accessory belt (A/C systems); and, 4) fuel delivery changes such as wide-open throttle or heavy acceleration.
Because of the complexity of detecting misfires with such low resolution systems, manufacturers are constantly changing their detection algorithms. The need to check for TSBs in the case of a misfire code is imperative to prevent wasted time tracking down a false misfire detection.

A scan tool is one of many tools that you’ll need to track down a misfire. We recommend starting with examining the Freeze Frame data if your vehicle provides it. The context of the misfire is a great place to get an idea of the driving conditions the vehicle was under when it detected the misfire. (Don’t forget Freeze Frame information is slow-updating on most vehicles and can have a full second between the first stored sensor value and the last.)

Check the Mode 6 data for Fords or misfire sensors for GM and Toyota. In the case of Ford, a generic scan tool that reports Mode 6 data can actually report individual cylinder misfire counts and the maximum threshold before a code will be triggered. With the GM and Toyota enhanced interfaces you can access the proprietary sensors used to count individual cylinder misfires.

Isolate if the issue is fuel delivery by examining the Freeze Frame fuel trims and the fuel trims at idle. Don’t forget to check fuel trims across the fuel banks if you have a multiple bank vehicle. You can reproduce the conditions by taking the vehicle for a test drive and putting the vehicle in fuel enrichment mode by going wide-open throttle. You should see a rich mixture during WOT. To find out if it’s spark related. Check the condition of the spark plugs. Look for oil, carbonizing, or cracks. Also, if your vehicle uses coil packs, try relocating them and see if the misfire relocates.

 

interesting................
simply put, mine happens during steady, light throttle application
about -10 vacuum, 5th gear, about 80+ miles, 3500+ rpm's.

so random, unpredictable....too crazy....that I don't really care anymore.
accepted the fact that the only possible solution (in my situation) is to get rid of the car.
if only it doesn't kick _ss on the track.....

 

Hey DynoFlash Al, any updates on this???