2015 Ford Focus 1.6 Duratec - P030092: Ignition Loss on 2nd & 3rd Cylinder, Uneven Engine Issue

Hello,
there was a similar topic here, but I set up a new one because that was resolved and there were some other malfunctions.
I am fighting the Focus of 2015 with the 1.6 duratec engine with 45 thousand km. After starting the car works properly for 1-2 minutes, after which it starts walking unevenly. In real terms, it can be seen that the ignition falls on the 2nd and 3rd cylinder, most likely because the engine controller depletes the mixture, reducing the injection time for the 2nd and 3rd injection. (Ignitions fall out like injection times look as follows: 1.cyl: about 5ms; 2.cyl: about 3ms; 3.cyl: about 3ms; 4.cyl: about 5ms. During the ride, most of the time is good, it has power, it doesn't tug, sometimes he can only silence for a moment (then ignites for 2 and 3 cyl) but does not feel the characteristic ignition falling out, as when piercing a spark.
What I did / checked:
- I changed the candles to iridium DENSO according to the catalog - they were mounted nickel-plated
- compression after 14atm
- injections swapped, coil replaced, wires not pierced
- disconnecting the flow meter and probes does not change anything - ignition continues to fall on 2 and 3 cyl
- unscrewing the probe in front of the catalyst also gives nothing, i.e.
- disconnecting the variable valve timing adjusters also changes nothing
- air-tight intake
- fuel pressure OK
- damper cleaned, potentiometers approx
- the beam is also OK
Before eliminating the above components, I reset the G-SCAN2 adaptation values every time
I can't understand why the engine control unit reduces the injection time to 2 and 3, since the consequence is a loss of ignition.
I'm counting on brainstorming

I have the same problem. Did you fix the fault?

In 14min it is difficult to deal with the fault

In fact, I have only now noticed.

How about the temperatures? For me, the engine temperature sensor worked for a long time at 100 degrees Celsius and the 2nd stage of the fan did not turn on. In addition, when the error is saved, the computer registers that this occurs at a temperature of -27 degrees ....

Is there manual valve adjustment? If so, maybe check?

It is supposed to be regulated, the engine in old technology, not what ecoBoost
Valve clearance
Cold
Inlet 0.17 - 0.23 (mm)
Outlet 0.31 - 0.37 (mm)

Added after 2 [minutes]:

For now, I have made a basic adaptation of the driver and it has improved. I will test tomorrow and let you know but the driver could get lost - we have hard times ...

I went to check specifically. There are no, there are glasses.

mc2_ wrote:

For now, I have made a basic adaptation of the driver and it has improved. I will test tomorrow and let you know but the driver could get lost - we have hard times ...

for me at the first reset it was also good for 10 minutes and on nickel candles. I did the reset on a warm engine. You also ignite the 2 and 3 cyl and also impoverish the dose on them?

Hello. Adjustment of valves in this engine is probably carried out as in the older version of Ti-VCT by replacing the tappets (or if you prefer glasses) with others of the appropriate thickness to determine the appropriate clearance. It takes a long time to work because the camshafts need to be dismantled ...

And what do STFT and LTFT look for bank1 and bank2 after a long drive? What are the idle values and what are the higher speeds while driving? Maybe this will tell us something?
The ignition coil is dual even though it has 4 outputs and maybe the problem is in the engine harness (short circuit, interruption) on one of the two ignition initiation wires? In this case, the ignition on just 2 cylinders will fall out. Pairs of cylinders on which a spark occurs simultaneously are 1.4 and 2.3.
These are just guesses but maybe they'll suggest something?

Thanks for showing interest. I checked the coil inputs with an oscilloscope, the signal is the same all the time, no interruption, no interference, short to ground. I even dismantled the connector and corrected the pins. If I find the same somewhere, I will list them.
When driving the probe in front of the catalyst all the time works nicely from 0.1 to 0.9, and behind the catalyst there is the same graph, they even coincide (i.e. at the same time one probe and the other have an extreme), but of course they reduce the amplitude. A little low frequency. I'll take pictures tomorrow and send it.
However, at low speed I had a probe that barely began to change voltage, and the ignition was falling out. I will look more closely at this tomorrow.
Added after 12 [hours] 9 [minutes]:
The second attachment is the work of the probe at low speed when the ignition falls out, the first is the work of the probe at high speed, then the ignition does not fall out, but the injection time at 2 and 3 cyl is less.
There is no time on the chart, the time that is on the chart is 8s

For me, the reset did not have a lasting effect. The fault has returned. I lost the concept - like in the second case it is almost a new car ...

And what are the corrections for short and long-term fuel doses? (STFT LTFT)
The probe after the catalyst at idle or constant load should have a signal of about 0.6-0.8 V and should not oscillate like the first. (of course with hot catalyst)
And one more question: what is the catalyst? Double or Single? There are 4 lambda probes in the binary system.

dare23 wrote:

And what are the corrections for short and long-term fuel doses? (STFT LTFT)
The probe after the catalyst at idle or constant load should have a signal of about 0.6-0.8 V and should not oscillate like the first. (of course with hot catalyst)
And one more question: what is the catalyst? Double or Single? There are 4 lambda probes in the binary system.

in the first case the catalyst was not warmed up, hence the incorrect amplitude.
Short-term of what I remember was 13%, long-term I do not know, but after 5 minutes from starting the car is practically only on two cylinders, so it's hard for a reliable result.
unfortunately it is single.
If I unhook everything responsible for the mixture, variable geometry, leaving only the throttle, shaft position sensor and shaft position sensors, then the ignition continues to fall out on 2 and 3 cyl. Oh, injection angle is still the same on all cylinders, i.e. knocking can probably be ruled out. Although it seems to me that there is not even a knock sensor there.
Maybe the shaft position sensor sees too much angular acceleration and therefore impoverishes the dose? Can something happen there with lace? win a face, loosen, break? What do you think about it

A strange case and at the same time very interesting. I don't want to believe in a broken impulse wheel shaft. I wonder if the injection time of 5 ms is not too long because it should usually oscillate around 3 ms. But when we pay attention to the firing order (3421) it may be due to corrections after lost ignitions on the 2nd and 3rd cylinder. It is possible that cylinder 4 corrects revolutions after a lost ignition on the third cylinder, etc. and hence the increased injection time, so maybe you should not focus on the reduced fuel dose on cylinders 2 and 3, but look for the reasons elsewhere. And after unplugging "everything" responsible for the composition of the mixture, the adaptive values were deleted? I am also interested in long-term correction because if it is also in the black it means that the controller is trying to enrich the mixture due to the detected large amount of oxygen supplied to obtain the stoichiometric composition.
The fault occurred suddenly or manifested gradually? Engine "takes" oil? I would also substitute the WN cables for trial.

Apparently the cables were replaced by a mechanic who repaired the car in front of me. I was checking the breakthroughs on the table, but now I was just thinking about measuring their resistance. The mechanic replaced, but certainly did not delete adaptive values.
Yes, I unpinned "everything" and deleted the adaptive values. I did the same on the first probe chart, wanting to eliminate the catalyst. (In the Russian forum I found info that someone had such a case and helped the catalyst replacement)
The values certainly reset correctly, because at the beginning the injection times are exactly the same on each cylinder.
If the values are not deleted immediately after firing, the times are different.
The customer said no oil was added. And if the fault occurred suddenly, it is hard to say because the car is in a rental company.

Did you solve the problem? Because I didn't and the car drove away and I'm curious ...

After the oil change the customer did not return, so it is rather good. Or someone else is worried