Ezg 25

EMISSION CONTROL SYSTEMS
CONTENTS
page page
EVAPORATIVE EMISSION CONTROLS . . . . . . . . 12 ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . . 1
ON-BOARD DIAGNOSTICS
INDEX
page page
GENERAL INFORMATION
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . 1
DESCRIPTION AND OPERATION
CIRCUIT ACTUATION TEST MODE . . . . . . . . . . . 2
COMPONENT MONITORS . . . . . . . . . . . . . . . . . 10
DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . 2
HIGH AND LOW LIMITS . . . . . . . . . . . . . . . . . . . 11
LOAD VALUE . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
MALFUNCTION INDICATOR LAMP (MIL) . . . . . . . 2
MONITORED SYSTEMS . . . . . . . . . . . . . . . . . . . . 7
NON-MONITORED CIRCUITS . . . . . . . . . . . . . . 10
STATE DISPLAY TEST MODE . . . . . . . . . . . . . . . 2
TRIP DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . 10
GENERAL INFORMATION
SYSTEM DESCRIPTION
The Powertrai n Control Modul e (PCM) moni tors
many di fferent ci rcui ts i n the fuel i njecti on, i gni ti on,
emi ssi on and engi ne systems. I f the PCM senses a
probl em wi th a moni tored ci rcui t often enough to
i ndi cate an actual probl em, i t stores a Di agnosti c
Troubl e Code (DTC) i n the PCMs memory. I f the
code appl i es to a non-emi ssi ons rel ated component or
system, and the probl em i s repai red or ceases to
exi st, the PCM cancel s the code after 40 warm-up
cycl es. Di agnosti c troubl e codes that affect vehi cl e
emi ssi ons i l l umi nate the Mal functi on I ndi cator
(check engi ne) Lamp. Refer to Mal functi on I ndi cator
Lamp i n thi s secti on.
Certai n cri teri a must be met before the PCM
stores a DTC i n memory. The cri teri a may be a spe-
ci fi c range of engi ne RPM, engi ne temperature,
and/or i nput vol tage to the PCM.
The PCM mi ght not store a DTC for a moni tored
ci rcui t even though a mal functi on has occurred. Thi s
may happen because one of the DTC cri teri a for the
ci rcui t has not been met. For example, assume the
di agnosti c troubl e code cri teri a requi res the PCM to
moni tor the ci rcui t onl y when the engi ne operates
between 750 and 2000 RPM. Suppose the sensors
output ci rcui t shorts to ground when engi ne operates
above 2400 RPM (resul ti ng i n 0 vol t i nput to the
PCM). Because the condi ti on happens at an engi ne
speed above the maxi mum threshol d (2000 rpm), the
PCM wi l l not store a DTC.
There are several operati ng condi ti ons for whi ch
the PCM moni tors and sets DTCs. Refer to Moni -
tored Systems, Components, and Non-Moni tored Ci r-
cui ts i n thi s secti on.
Techni ci ans must retri eve stored DTCs by connect-
i ng the DRB scan tool (or an equi val ent scan tool ) to
the 16way data l i nk connector (Fi g. 1). Refer to
Di agnosti c Troubl e Codes i n thi s secti on.
ZJ EMISSION CONTROL SYSTEMS 25 - 1
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For
instance, pulling a spark plug wire to perform a
spark test may set the misfire code. When a repair
is completed and verified, connect the DRB scan
tool to the 16way data link connector to erase all
DTCs and extinguish the MIL (check engine lamp).
MALFUNCTION INDICATOR LAMP (MIL)
As a functi onal test, the MI L (check engi ne) i l l umi -
nates at key-on before engi ne cranki ng. Whenever
the Powertrai n Control Modul e (PCM) sets a Di ag-
nosti c Troubl e Code (DTC) that affects vehi cl e emi s-
si ons, i t i l l umi nates the MI L. I f a probl em i s
detected, the PCM sends a message to the i nstru-
ment cl uster to i l l umi nate the l amp. The PCM i l l u-
mi nates the MI L onl y for DTCs that affect vehi cl e
emi ssi ons. There are some moni tors that may take
two consecuti ve tri ps, wi th a detected faul t, before
the MI L i s i l l umi nated. The MI L stays on conti nu-
ousl y when the PCM has entered a Li mp-I n mode or
i denti fi ed a fai l ed emi ssi on component. Refer to the
Di agnosti c Troubl e Code charts i n thi s group for
emi ssi on rel ated codes.
Al so, the MI L ei ther fl ashes or i l l umi nates conti n-
uousl y when the PCM detects acti ve engi ne mi sfi re.
Refer to Mi sfi re Moni tori ng i n thi s secti on.
Addi ti onal l y, the PCM may reset (turn off) the MI L
when one of the fol l owi ng occur:
PCM does not detect the mal functi on for 3 consec-
uti ve tri ps (except mi sfi re and Fuel system Moni tors).
PCM does not detect a mal functi on whi l e per-
formi ng three successi ve engi ne mi sfi re or fuel sys-
tem tests. The PCM performs these tests whi l e the
engi ne i s operati ng wi thi n 375 RPM of and wi thi n
10 % of the l oad of the operati ng condi ti on at whi ch
the mal functi on was fi rst detected.
STATE DISPLAY TEST MODE
The swi tch i nputs to the Powertrai n Control Modul e
(PCM) have two recogni zed states; HI GH and LOW. For
thi s reason, the PCM cannot recogni ze the di fference
between a sel ected swi tch posi ti on versus an open ci r-
cui t, a short ci rcui t, or a defecti ve swi tch. I f the State
Di spl ay screen shows the change from HI GH to LOW or
LOW to HI GH, assume the enti re swi tch ci rcui t to the
PCM functi ons properl y. Connect the DRB scan tool to
the data l i nk connector and access the state di spl ay
screen. Then access ei ther State Di spl ay I nputs and
Outputs or State Di spl ay Sensors.
CIRCUIT ACTUATION TEST MODE
The Ci rcui t Actuati on Test Mode checks for proper
operati on of output ci rcui ts or devi ces the Powertrai n
Control Modul e (PCM) may not i nternal l y recogni ze.
The PCM attempts to acti vate these outputs and
al l ow an observer to veri fy proper operati on. Most of
the tests provi de an audi bl e or vi sual i ndi cati on of
devi ce operati on (cl i ck of rel ay contacts, fuel spray,
etc.). Except for i ntermi ttent condi ti ons, i f a devi ce
functi ons properl y duri ng testi ng, assume the devi ce,
i ts associ ated wi ri ng, and dri ver ci rcui t work cor-
rectl y. Connect the DRB scan tool to the data l i nk
connector and access the Actuators screen.
DIAGNOSTIC TROUBLE CODES
A Di agnosti c Troubl e Code (DTC) i ndi cates the PCM
has recogni zed an abnormal condi ti on i n the system.
Diagnostic trouble codes are the results of a
system or circuit failure, but do not directly
identify the failed component or components.
Techni ci ans must retri eve stored DTCs by connect-
i ng the DRB scan tool (or an equi val ent scan tool ) to
the 16way data l i nk connector (Fi g. 1).
NOTE: For a list of DTCs, refer to the charts in this
section.
OBTAINING DIAGNOSTIC TROUBLE CODES
WARNING: APPLY PARKING BRAKE AND/OR
BLOCK WHEELS BEFORE PERFORMING ANY TEST
ON AN OPERATING ENGINE.
(1) Connect the DRB scan tool to data l i nk (di ag-
nosti c) connector.
(2) Turn the i gni ti on swi tch on, access Read Faul t
Screen. Record al l the DTCs shown on the DRB scan tool .
(3) To erase DTCs, use the Erase Troubl e Code
data screen on the DRB scan tool .
Fig. 1 Data Link (Diagnostic) Connector Location
25 - 2 EMISSION CONTROL SYSTEMS ZJ
GENERAL INFORMATION (Continued)
DIAGNOSTIC TROUBLE CODE DESCRIPTIONS
*Check Engi ne Lamp (MI L)wi l l i l l umi nate duri ng engi ne operati on i f thi s Di agnosti c Troubl e Code was recorded.
Hex
Code
Generic
Scan
Tool
Code
DRB Scan Tool Display Description of Diagnostic Trouble Code
00 DTC Error
*01 P0340 No Cam Signal at PCM No camshaft signal detected during engine
cranking.
*02 P0601 Internal Controller Failure PCM Internal fault condition detected.
05 P0162 Charging System Voltage Too Low Battery voltage sense input below target
charging during engine operation. Also, no
significant change detected in battery voltage
during active test of generator output circuit.
06 P1594 Charging System Voltage Too High Battery voltage sense input above target
charging voltage during engine operation.
0A P1388 Auto Shutdown Relay Control Circuit An open or shorted condition detected in the
auto shutdown relay circuit.
0B P0622 Generator Field Not Switching Properly An open or shorted condition detected in the
generator field control circuit.
*0C P0743 Torque Converter Clutch Soleniod/Trans
Relay Circuits
An open or shorted condition detected in the
torque converter part throttle unlock solenoid
control circuit (3 speed auto RH trans. only).
0F P1595 Speed Control Solenoid Circuits An open or shorted condition detected in the
Speed Control vacuum or vent solenoid circuits.
10 P0645 A/C Clutch Relay Circuit An open or shorted condition detected in the
A/C clutch relay circuit.
*12 P0443 EVAP Purge Solenoid Circuit An open or shorted condition detected in the
duty cycle purge solenoid circuit.
*13 P0203 Injector #3 Control Circuit Injector #3 output driver does not respond
properly to the control signal.
or
or
*19 P0505 Idle Air Control Motor Circuits A shorted or open condition detected in one or
more of the idle air control motor circuits.
*1A P0122 Throttle Position Sensor Voltage Low Throttle position sensor input below the
minimum acceptable voltage
or
*1B P0123 Throttle Position Sensor Voltage High Throttle position sensor input above the
maximum acceptable voltage.
DESCRIPTION AND OPERATION (Continued)
Hex
Code
Generic
Scan
Tool
Code
*1E P0117 ECT Sensor Voltage Too Low Engine coolant temperature sensor input below
minimum acceptable voltage.
or
*1F P0118 ECT Sensor Voltage Too High Engine coolant temperature sensor input above
21 P1281 Engine Is Cold Too Long Engine did not reach operating temperature
within acceptable limits.
*23 P0500 No Vehicle Speed Sensor Signal No vehicle speed sensor signal detected during
road load conditions.
*24 P0107 MAP Sensor Voltage Too Low MAP sensor input below minimum acceptable
voltage.
or
*25 P0108 MAP Sensor Voltage Too High MAP sensor input above maximum acceptable
voltage.
*27 P1297 No Change in MAP From Start to Run No difference recognized between the engine
MAP reading and the barometric (atmospheric)
pressure reading from start-up.
28 P0320 No Crank Reference Signal at PCM No crank reference signal detected during
engine cranking.
2B P0351 Ignition Coil #1 Primary Circuit Peak primary circuit current not achieved with
maximum dwell time.
*2C P1389 No ASD Relay Output Voltage at PCM An Open condition Detected In The ASD Relay
Output Circuit.
31 P1696 PCM Failure EEPROM Write Denied Unsuccessful attempt to write to an EEPROM
location by the PCM.
*32 P0753 Trans 3-4 Shift Sol/Trans Relay Circuits Current state of output port for the solenoid is
different from expected state.
*39 P0112 Intake Air Temp Sensor Voltage Low Intake air temperature sensor input below the
or
*3A P0113 Intake Air Temp Sensor Voltage High Intake air temperature sensor input above the
minimum acceptable voltage.
*3D P0204 Injector #4 Control Circuit Injector #4 output driver does not respond
*3E P0132 Left Upstream O2S Shorted to Voltage Oxygen sensor input voltage maintained above
the normal operating range.
44 PO600 PCM Failure SPI Communications PCM internal fault condition detected
or
Hex
Code
Generic
Scan
Tool
Code
4A P0712 Trans Temp Sensor Voltage Too Low Voltage less than 1.55 volts.
or
4B P0713 Trans Temp Sensor Voltage Too High Voltage greater than 3.76 volts.
*4F P0207 Injector #7 Control Circuit Injector #7 output driver does not respond
or
52 P1683 S/C Power Ckt Malfuntion detected with power feed to speed
control servo solenoids
56 P1596 Speed Control Switch Always High Speed control switch input above the maximum
acceptable voltage.
or
57 P1597 Speed Control Switch Always Low Speed control switch input below the minimum
acceptable voltage.
65 P1282 Fuel Pump Relay Control Circuit An open or shorted condition detected in the
fuel pump relay control circuit.
*66 P0133 or
P0152
Left Upstream O2S Slow Response Oxygen sensor response slower than minimum
required switching frequency.
or
*67 P0135 Left Upstream O2S Heater Failure Upstream oxygen sensor heating element circuit
malfunction
*69 P0141 Downstream,Left Bank Downstream or
Pre-Catalyst Heater Failure
Oxygen sensor heating element circuit
malfunction.
*6A P0300 Multiple Cylinder Mis-fire Misfire detected in multiple cylinders.
or
*6B P0301 Cylinder #1 Mis-fire Misfire detected in cylinder #1.
or
*6C P0302 Cylinder #2 Mis-fire Misfire detected in cylinder #2.
or
*6D P0303 Cylinder #3 Mis-fire Misfire detected in cylinder #3.
or
*6E P0304 Cylinder #4 Mis-fire Misfire detected in cylinder #4.
*70 P0420 Left Bank Catalytic (or just) Catalytic
Efficency Failure
Catalyst efficiency below required level.
*71 P0441 Evap Purge Flow Monitor Failure Insufficient or excessive vapor flow detected
during evaporative emission system operation.
*72 P1899 P/N Switch Stuck in Park or in Gear Incorrect input state detected for the Park/
Neutral switch, auto. trans. only.
*76 P0172 Left Bank or Fuel System Rich A rich air/fuel mixture has been indicated by an
abnormally lean correction factor.
*77 P0171 Right Rear (or just) Fuel System Lean A lean air/fuel mixture has been indicated by an
abnormally rich correction factor.
Hex
Code
Generic
Scan
Tool
Code
*7E P0138 Left Bank Downstream or Downstream
and Pre-Catalyst O2S Shorted to Voltage
Oxygen sensor input voltage maintained above
the normal operating range.
*80 P0125 Closed Loop Temp Not Reached Engine does not reach 20F within 5 minutes
with a vehicle speed signal.
*84 P0121 TPS Voltage Does Not Agree With MAP TPS signal does not correlate to MAP sensor
*87 P1296 No 5 Volts To MAP Sensor 5 Volt output to MAP sensor open.
*8A P1294 Target Idle Not Reached Actual idle speed does not equal target idle
speed.
*8D P1756 Governor Pressure Not Equal to Target
@ 15-20 PSI
Governor sensor input not between 10 and 25
psi when requested.
or
*8E P1757 Governor Pressure Above 3 PSI In Gear
With 0 MPH
Governor pressure greater than 3 psi when
requested to be 0 psi.
*94 P0740 Torq Conv Clu, No RPM Drop At Lockup Relationship between engine speed and vehicle
speed indicates no torque converter clutch
engagement (auto. trans. only).
95 P0462 Fuel Level Sending Unit Volts Too Low Open circuit between PCM and fuel gauge
sending unit.
or
96 P0463 Fuel Level Sending Unit Volts Too High Circuit shorted to voltage between PCM and
fuel gauge sending unit.
or
97 P0460 Fuel Level Unit No Change Over Miles No movement of fuel level sender detected.
*99 P1493 Ambient/Batt Temp Sen VoltsToo Low Battery temperature sensor input voltage below
an acceptable range.
or
*9A P1492 Ambient/Batt Temp Sensor VoltsToo High Battery temperature sensor input voltage above
an acceptable range.
*9B P0131 Left Bank and Upstream O2S Shorted to
Ground
O2 sensor voltage too low, tested after cold
start.
or
*9C P0137 Downstream, Left Bank Downstream and
Pre-Catalyst O2S Shorted to Ground
O2 sensor voltage too low, tested after cold
start.
*9D P1391 Intermittent Loss of CMP or CKP Intermittent loss of either camshaft or crankshaft
position sensor
*A0 P0442 Evap Leak Monitor Small Leak Detected A small leak has been detected by the leak
detection monitor
or
*A1 P0455 Evap Leak Monitor Large Leak Detected The leak detection monitor is unable to
pressurize Evap system, indicating a large leak.
A4 P0711 Trans Temp Sensor, No Rise After Start Sump temp did not rise more than 16F within
10 minutes when starting temp is below
40F or sump temp is above 260F with coolant
below 100F.
Hex
Code
Generic
Scan
Tool
Code
*A5 P0783 3-4 Shift Sol, No RPM Drop @ 3-4 Shift The ratio of engine rpm/output shaft speed did
not change beyond on the minimum required.
*A6 P0720 Low Ouput Spd Sensor RPM Above 15
mph
Output shaft speed is less than 60 rpm with
vehicle speed above 15 mph.
*A7 P1764 Governor Pessure Sensor Volts Too Low Voltage less than .10 volts.
or
*A8 P1763 Governor Pressure Sensor Volts Too HI Voltage greater than 4.89 volts.
or
*A9 P1762 Governor Press Sen Offset Volts Too Lo
or High
Sensor input greater or less than calibration for
3 consecutive Neutral/Park occurances.
*AB P0748 Governor Pressure Sol Control/Trans
Relay Circuits
Current state of solenoid output port is different
than expected.
*AD P1765 Trans 12 Volt Supply Relay Ctrl Circuit Current state of solenoid output port is different
than expeted.
*AE P0305 Cylinder #5 Mis-fire Misfire detected in cylinder #5.
or
*AF P0306 Cylinder #6 Mis-fire Misfire detected in cylinder #6.
or
*B0 P0307 Cylinder #7 Mis-fire Misfire detected in cylinder #7.
or
*B1 P0308 Cylinder #8 Mis-fire Misfire detected in cylinder #8.
*B7 P1495 Leak Detection Pump Solenoid Circuit Leak detection pump solenoid circuit fault (open
or short)
or
*B8 P1494 Leak detection pump SW or mechanical
fault
Leak detection pump switch does not respond
to input.
*BA P1398 No Crank Sensr Learn CKP sensor target windows have too much
variation
*BB P1486 Evap leak monitor pinched hose
found
Plug or pinch detected between purge solenoid
and fuel tank
BC P0751 O/D Switch Pressed (LO) More Than 5
Min
Overdrive Off switch input too low for more than
5 minutes.
*CO P0133 or
P1195
Cat mon slow O2 1/1 A slow switching oxygen sensor has been
detected in bank 1/1 during catalyst monitor
test.
*C2 P0129 or
P1197
Cat mon slow O2 1/2 A slow switching oxygen sensor has been
detected in bank 1/2 during catalyst monitor
test.
MONITORED SYSTEMS
There are new el ectroni c ci rcui t moni tors that
check fuel , emi ssi on, engi ne and i gni ti on perfor-
mance. These moni tors use i nformati on from vari ous
sensor ci rcui ts to i ndi cate the overal l operati on of the
fuel , engi ne, i gni ti on and emi ssi on systems and thus
the emi ssi ons performance of the vehi cl e.
The fuel , engi ne, i gni ti on and emi ssi on systems
moni tors do not i ndi cate a speci fi c component prob-
l em. They do i ndi cate that there i s an i mpl i ed prob-
l em wi thi n one of the systems and that a speci fi c
probl em must be di agnosed.
I f any of these moni tors detect a probl em affecti ng
vehi cl e emi ssi ons, the Mal functi on I ndi cator (Check
Engi ne) Lamp wi l l be i l l umi nated. These moni tors
generate Di agnosti c Troubl e Codes that can be di s-
pl ayed wi th the check engi ne l amp or a scan tool .
The fol l owi ng i s a l i st of the system moni tors:
Mi sfi re Moni tor
Fuel System Moni tor
Oxygen Sensor Moni tor
Oxygen Sensor Heater Moni tor
Catal yst Moni tor
Leak Detecti on Pump Moni tor (i f equi pped)
Al l these system moni tors requi re two consecuti ve
tri ps wi th the mal functi on present to set a faul t.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
The fol l owi ng i s an operati on and descri pti on of
each system moni tor:
OXYGEN SENSOR (O2S) MONITOR
Effecti ve control of exhaust emi ssi ons i s achi eved
by an oxygen feedback system. The most i mportant
el ement of the feedback system i s the O2S. The O2S
i s l ocated i n the exhaust path. Once i t reaches oper-
ati ng temperature 300 to 350C (572 to 662F), the
sensor generates a vol tage that i s i nversel y propor-
ti onal to the amount of oxygen i n the exhaust. The
i nformati on obtai ned by the sensor i s used to cal cu-
l ate the fuel i njector pul se wi dth. Thi s mai ntai ns a
14.7 to 1 Ai r Fuel (A/F) rati o. At thi s mi xture rati o,
the catal yst works best to remove hydrocarbons (HC),
carbon monoxi de (CO) and ni trogen oxi de (NOx) from
the exhaust.
The O2S i s al so the mai n sensi ng el ement for the
Catal yst and Fuel Moni tors.
The O2S can fai l i n any or al l of the fol l owi ng
manners:
sl ow response rate
reduced output vol tage
dynami c shi ft
shorted or open ci rcui ts
Response rate i s the ti me requi red for the sensor to
swi tch from l ean to ri ch once i t i s exposed to a ri cher
than opti mum A/F mi xture or vi ce versa. As the sen-
sor starts mal functi oni ng, i t coul d take l onger to
detect the changes i n the oxygen content of the
exhaust gas.
The output vol tage of the O2S ranges from 0 to 1
vol t. A good sensor can easi l y generate any output
vol tage i n thi s range as i t i s exposed to di fferent con-
centrati ons of oxygen. To detect a shi ft i n the A/F
mi xture (l ean or ri ch), the output vol tage has to
change beyond a threshol d val ue. A mal functi oni ng
sensor coul d have di ffi cul ty changi ng beyond the
threshol d val ue.
OXYGEN SENSOR HEATER MONITOR
I f there i s an oxygen sensor (O2S) shorted to vol t-
age DTC, as wel l as a O2S heater DTC, the O2S
faul t MUST be repai red fi rst. Before checki ng the
O2S faul t, veri fy that the heater ci rcui t i s operati ng
correctl y.
Effecti ve control of exhaust emi ssi ons i s achi eved
by an oxygen feedback system. The most i mportant
el ement of the feedback system i s the O2S. The O2S
i s l ocated i n the exhaust path. Once i t reaches oper-
ati ng temperature 300 to 350C (572 to 662F), the
sensor generates a vol tage that i s i nversel y propor-
ti onal to the amount of oxygen i n the exhaust. The
i nformati on obtai ned by the sensor i s used to cal cu-
l ate the fuel i njector pul se wi dth. Thi s mai ntai ns a
14.7 to 1 Ai r Fuel (A/F) rati o. At thi s mi xture rati o,
the catal yst works best to remove hydrocarbons (HC),
carbon monoxi de (CO) and ni trogen oxi de (NOx) from
the exhaust.
The vol tage readi ngs taken from the O2S sensor
are very temperature sensi ti ve. The readi ngs are not
accurate bel ow 300C. Heati ng of the O2S sensor i s
done to al l ow the engi ne control l er to shi ft to cl osed
l oop control as soon as possi bl e. The heati ng el ement
used to heat the O2S sensor must be tested to ensure
that i t i s heati ng the sensor properl y.
The O2S sensor ci rcui t i s moni tored for a drop i n
vol tage. The sensor output i s used to test the heater
by i sol ati ng the effect of the heater el ement on the
O2S sensor output vol tage from the other effects.
LEAK DETECTION PUMP MONITOR (IF
EQUIPPED)
The l eak detecti on assembl y i ncorporates two pri -
mary functi ons: i t must detect a l eak i n the evapora-
ti ve system and seal the evaporati ve system so the
l eak detecti on test can be run.
The pri mary components wi thi n the assembl y are:
A three port sol enoi d that acti vates both of the func-
ti ons l i sted above; a pump whi ch contai ns a swi tch,
two check val ves and a spri ng/di aphragm, a cani ster
vent val ve (CVV) seal whi ch contai ns a spri ng l oaded
vent seal val ve.
I mmedi atel y after a col d start, between predeter-
mi ned temperature threshol ds l i mi ts, the three port
sol enoi d i s bri efl y energi zed. Thi s i ni ti al i zes the
pump by drawi ng ai r i nto the pump cavi ty and al so
cl oses the vent seal . Duri ng non test condi ti ons the
vent seal i s hel d open by the pump di aphragm
assembl y whi ch pushes i t open at the ful l travel posi -
ti on. The vent seal wi l l remai n cl osed whi l e the
pump i s cycl i ng due to the reed swi tch tri ggeri ng of
the three port sol enoi d that prevents the di aphragm
assembl y from reachi ng ful l travel . After the bri ef
i ni ti al i zati on peri od, the sol enoi d i s de-energi zed
al l owi ng atmospheri c pressure to enter the pump
cavi ty, thus permi tti ng the spri ng to dri ve the di a-
phragm whi ch forces ai r out of the pump cavi ty and
i nto the vent system. When the sol enoi d i s energi zed
and de energi zed, the cycl e i s repeated creati ng fl ow
i n typi cal di aphragm pump fashi on. The pump i s con-
trol l ed i n 2 modes:
Pump Mode: The pump i s cycl ed at a fi xed rate to
achi eve a rapi d pressure bui l d i n order to shorten the
overal l test l ength.
Test Mode: The sol enoi d i s energi zed wi th a fi xed
durati on pul se. Subsequent fi xed pul ses occur when
the di aphragm reaches the Swi tch cl osure poi nt.
The spri ng i n the pump i s set so that the system
wi l l achi eve an equal i zed pressure of about 7.5 H20.
The cycl e rate of pump strokes i s qui te rapi d as the
system begi ns to pump up to thi s pressure. As the
pressure i ncreases, the cycl e rate starts to drop off. I f
there i s no l eak i n the system, the pump woul d even-
tual l y stop pumpi ng at the equal i zed pressure. I f
there i s a l eak, i t wi l l conti nue to pump at a rate rep-
resentati ve of the fl ow characteri sti c of the si ze of the
l eak. From thi s i nformati on we can determi ne i f the
l eak i s l arger than the requi red detecti on l i mi t (cur-
rentl y set at .040 ori fi ce by CARB). I f a l eak i s
reveal ed duri ng the l eak test porti on of the test, the
test i s termi nated at the end of the test mode and no
further system checks wi l l be performed.
After passi ng the l eak detecti on phase of the test,
system pressure i s mai ntai ned by turni ng on the
LDPs sol enoi d unti l the purge system i s acti vated.
Purge acti vati on i n effect creates a l eak. The cycl e
rate i s agai n i nterrogated and when i t i ncreases due
to the fl ow through the purge system, the l eak check
porti on of the di agnosti c i s compl ete.
The cani ster vent val ve wi l l unseal the system
after compl eti on of the test sequence as the pump
di aphragm assembl y moves to the ful l travel posi ti on.
Evaporati ve system functi onal i ty wi l l be veri fi ed by
usi ng the stri cter evap purge fl ow moni tor. At an
appropri ate warm i dl e the LDP wi l l be energi zed to
seal the cani ster vent. The purge fl ow wi l l be cl ocked
up from some smal l val ue i n an attempt to see a
shi ft i n the 02 control system. I f fuel vapor, i ndi cated
by a shi ft i n the 02 control , i s present the test i s
passed. I f not, i t i s assumed that the purge system i s
not functi oni ng i n some respect. The LDP i s agai n
turned off and the test i s ended.
MISFIRE MONITOR
Excessi ve engi ne mi sfi re resul ts i n i ncreased cata-
l yst temperature and causes an i ncrease i n HC emi s-
si ons. Severe mi sfi res coul d cause catal yst damage.
To prevent catal yti c convertor damage, the PCM
moni tors engi ne mi sfi re.
The Powertrai n Control Modul e (PCM) moni tors
for mi sfi re duri ng most engi ne operati ng condi ti ons
(posi ti ve torque) by l ooki ng at changes i n the crank-
shaft speed. I f a mi sfi re occurs the speed of the
crankshaft wi l l vary more than normal .
FUEL SYSTEM MONITOR
To compl y wi th cl ean ai r regul ati ons, vehi cl es are
equi pped wi th catal yti c converters. These converters
reduce the emi ssi on of hydrocarbons, oxi des of ni tro-
gen and carbon monoxi de. The catal yst works best
when the Ai r Fuel (A/F) rati o i s at or near the opti -
mum of 14.7 to 1.
The PCM i s programmed to mai ntai n the opti mum
ai r/fuel rati o of 14.7 to 1. Thi s i s done by maki ng
short term correcti ons i n the fuel i njector pul se wi dth
based on the O2S sensor output. The programmed
memory acts as a sel f cal i brati on tool that the engi ne
control l er uses to compensate for vari ati ons i n engi ne
speci fi cati ons, sensor tol erances and engi ne fati gue
over the l i fe span of the engi ne. By moni tori ng the
actual fuel -ai r rati o wi th the O2S sensor (short term)
and mul ti pl yi ng that wi th the program l ong-term
(adapti ve) memory and compari ng that to the l i mi t,
i t can be determi ned whether i t wi l l pass an emi s-
si ons test. I f a mal functi on occurs such that the PCM
cannot mai ntai n the opti mum A/F rati o, then the
MI L wi l l be i l l umi nated.
CATALYST MONITOR
To compl y wi th cl ean ai r regul ati ons, vehi cl es are
equi pped wi th catal yti c converters. These converters
reduce the emi ssi on of hydrocarbons, oxi des of ni tro-
gen and carbon monoxi de.
Normal vehi cl e mi l es or engi ne mi sfi re can cause a
catal yst to decay. A mel tdown of the cerami c core can
cause a reducti on of the exhaust passage. Thi s can
i ncrease vehi cl e emi ssi ons and deteri orate engi ne
performance, dri veabi l i ty and fuel economy.
The catal yst moni tor uses dual oxygen sensors
(O2Ss) to moni tor the effi ci ency of the converter. The
dual O2Ss sensor strategy i s based on the fact that
as a catal yst deteri orates, i ts oxygen storage capaci ty
and i ts effi ci ency are both reduced. By moni tori ng
the oxygen storage capaci ty of a catal yst, i ts effi -
ci ency can be i ndi rectl y cal cul ated. The upstream
O2S i s used to detect the amount of oxygen i n the
exhaust gas before the gas enters the catal yti c con-
verter. The PCM cal cul ates the A/F mi xture from the
output of the O2S. A l ow vol tage i ndi cates hi gh oxy-
gen content (l ean mi xture). A hi gh vol tage i ndi cates a
l ow content of oxygen (ri ch mi xture).
When the upstream O2S detects a l ean condi ti on,
there i s an abundance of oxygen i n the exhaust gas.
A functi oni ng converter woul d store thi s oxygen so i t
can use i t for the oxi dati on of HC and CO. As the
converter absorbs the oxygen, there wi l l be a l ack of
oxygen downstream of the converter. The output of
the downstream O2S wi l l i ndi cate l i mi ted acti vi ty i n
thi s condi ti on.
As the converter l oses the abi l i ty to store oxygen,
the condi ti on can be detected from the behavi or of
the downstream O2S. When the effi ci ency drops, no
chemi cal reacti on takes pl ace. Thi s means the con-
centrati on of oxygen wi l l be the same downstream as
upstream. The output vol tage of the downstream
O2S copi es the vol tage of the upstream sensor. The
onl y di fference i s a ti me l ag (seen by the PCM)
between the swi tchi ng of the O2Ss.
To moni tor the system, the number of l ean-to-ri ch
swi tches of upstream and downstream O2Ss i s
counted. The rati o of downstream swi tches to
upstream swi tches i s used to determi ne whether the
catal yst i s operati ng properl y. An effecti ve catal yst
wi l l have fewer downstream swi tches than i t has
upstream swi tches i .e., a rati o cl oser to zero. For a
total l y i neffecti ve catal yst, thi s rati o wi l l be one-to-
one, i ndi cati ng that no oxi dati on occurs i n the devi ce.
The system must be moni tored so that when cata-
l yst effi ci ency deteri orates and exhaust emi ssi ons
i ncrease to over the l egal l i mi t, the MI L (check
engi ne l amp) wi l l be i l l umi nated.
TRIP DEFINITION
The term Tri p has di fferent meani ngs dependi ng
on what the ci rcumstances are. I f the MI L (Mal func-
ti on I ndi cator Lamp) i s OFF, a Tri p i s defi ned as
when the Oxygen Sensor Moni tor and the Catal yst
Moni tor have been compl eted i n the same dri ve cycl e.
When any Emi ssi on DTC i s set, the MI L on the
dash i s turned ON. When the MI L i s ON, i t takes 3
good tri ps to turn the MI L OFF. I n thi s case, i t
depends on what type of DTC i s set to know what a
Tri p i s.
For the Fuel Moni tor or Mi s-Fi re Moni tor (conti n-
uous moni tor), the vehi cl e must be operated i n the
Si mi l ar Condi ti on Wi ndow for a speci fi ed amount of
ti me to be consi dered a Good Tri p.
I f a Non-Conti uous OBDI I Moni tor, such as:
Oxygen Sensor
Catal yst Moni tor
Purge Fl ow Moni tor
Leak Detecti on Pump Moni tor (i f equi pped)
EGR Moni tor (i f equi pped)
Oxygen Sensor Heater Moni tor
fai l s twi ce i n a row and turns ON the MI L, re-run-
ni ng that moni tor whi ch previ ousl y fai l ed, on the
next start-up and passi ng the moni tor i s consi dered
to be a Good Tri p.
I f any other Emi ssi on DTC i s set (not an OBDI I
Moni tor), a Good Tri p i s consi dered to be when the
Oxygen Sensor Moni tor and Catal yst Moni tor have
been compl eted; or 2 Mi nutes of engi ne run ti me i f
the Oxygen Sensor Moni tor or Catal yst Moni tor have
been stopped from runni ng.
I t can take up to 2 Fai l ures i n a row to turn on the
MI L. After the MI L i s ON, i t takes 3 Good Tri ps to
turn the MI L OFF. After the MI L i s OFF, the PCM
wi l l sel f-erase the DTC after 40 Warm-up cycl es. A
Warm-up cycl e i s counted when the ECT (Engi ne
Cool ant Temperature Sensor) has crossed 160F and
has ri sen by at l east 40F si nce the engi ne has been
started.
COMPONENT MONITORS
There are several components that wi l l affect vehi -
cl e emi ssi ons i f they mal functi on. I f one of these com-
ponents mal functi ons the Mal functi on I ndi cator
Lamp (Check Engi ne) wi l l i l l umi nate.
Some of the component moni tors are checki ng for
proper operati on of the part. El ectri cal l y operated
components now have i nput (rati onal i ty) and output
(functi onal i ty) checks. Previ ousl y, a component l i ke
the Throttl e Posi ti on sensor (TPS) was checked by
the PCM for an open or shorted ci rcui t. I f one of
these condi ti ons occurred, a DTC was set. Now there
i s a check to ensure that the component i s worki ng.
Thi s i s done by watchi ng for a TPS i ndi cati on of a
greater or l esser throttl e openi ng than MAP and
engi ne rpm i ndi cate. I n the case of the TPS, i f engi ne
vacuum i s hi gh and engi ne rpm i s 1600 or greater
and the TPS i ndi cates a l arge throttl e openi ng, a
DTC wi l l be set. The same appl i es to l ow vacuum i f
the TPS i ndi cates a smal l throttl e openi ng.
Al l open/short ci rcui t checks or any component that
has an associ ated l i mp i n wi l l set a faul t after 1 tri p
wi th the mal functi on present. Components wi thout
an associ ated l i mp i n wi l l take two tri ps to i l l umi -
nate the MI L.
Refer to the Di agnosti c Troubl e Codes Descri pti on
Charts i n thi s secti on and the appropri ate Power-
trai n Di agnosti c Procedure Manual for di agnosti c
procedures.
NON-MONITORED CIRCUITS
The PCM does not moni tor the fol l owi ng ci rcui ts,
systems and condi ti ons that coul d have mal functi ons
causi ng dri veabi l i ty probl ems. The PCM mi ght not
store di agnosti c troubl e codes for these condi ti ons.
However, probl ems wi th these systems may cause the
PCM to store di agnosti c troubl e codes for other sys-
tems or components. For exampl e, a fuel pressure
probl em wi l l not regi ster a faul t di rectl y, but coul d
cause a ri ch/l ean condi ti on or mi sfi re. Thi s coul d
cause the PCM to store an oxygen sensor or mi sfi re
di agnosti c troubl e code
FUEL PRESSURE
The fuel pressure regul ator control s fuel system
pressure. The PCM cannot detect a cl ogged fuel
pump i nl et fi l ter, cl ogged i n-l i ne fuel fi l ter, or a
pi nched fuel suppl y or return l i ne. However, these
coul d resul t i n a ri ch or l ean condi ti on causi ng the
PCM to store an oxygen sensor or fuel system di ag-
nosti c troubl e code.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an i noperati ve i gni ti on coi l ,
foul ed or worn spark pl ugs, i gni ti on cross fi ri ng, or
open spark pl ug cabl es.
CYLINDER COMPRESSION
The PCM cannot detect uneven, l ow, or hi gh engi ne
cyl i nder compressi on.
EXHAUST SYSTEM
The PCM cannot detect a pl ugged, restri cted or
l eaki ng exhaust system, al though i t may set a fuel
system faul t.
FUEL INJ ECTOR MECHANICAL
MALFUNCTIONS
The PCM cannot determi ne i f a fuel i njector i s
cl ogged, the needl e i s sti cki ng or i f the wrong i njector
i s i nstal l ed. However, these coul d resul t i n a ri ch or
l ean condi ti on causi ng the PCM to store a di agnosti c
troubl e code for ei ther mi sfi re, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Al though the PCM moni tors engi ne exhaust oxygen
content when the system i s i n cl osed l oop, i t cannot
determi ne excessi ve oi l consumpti on.
THROTTLE BODY AIR FLOW
The PCM cannot detect a cl ogged or restri cted ai r
cl eaner i nl et or fi l ter el ement.
VACUUM ASSIST
The PCM cannot detect l eaks or restri cti ons i n the
vacuum ci rcui ts of vacuum assi sted engi ne control
system devi ces. However, these coul d cause the PCM
to store a MAP sensor di agnosti c troubl e code and
cause a hi gh i dl e condi ti on.
PCM SYSTEM GROUND
The PCM cannot determi ne a poor system ground.
However, one or more di agnosti c troubl e codes may
be generated as a resul t of thi s condi ti on. The mod-
ul e shoul d be mounted to the body at al l ti mes, al so
duri ng di agnosti c.
PCM CONNECTOR ENGAGEMENT
The PCM may not be abl e to determi ne spread or
damaged connector pi ns. However, i t mi ght store
di agnosti c troubl e codes as a resul t of spread connec-
tor pi ns.
HIGH AND LOW LIMITS
The PCM compares i nput si gnal vol tages from each
i nput devi ce wi th establ i shed hi gh and l ow l i mi ts for
the devi ce. I f the i nput vol tage i s not wi thi n l i mi ts
and other cri teri a are met, the PCM stores a di agnos-
ti c troubl e code i n memory. Other di agnosti c troubl e
code cri teri a mi ght i ncl ude engi ne RPM l i mi ts or
i nput vol tages from other sensors or swi tches that
must be present before veri fyi ng a di agnosti c troubl e
code condi ti on.
LOAD VALUE
ENGINE IDLE/NEUTRAL 2500 RPM/NEUTRAL
All Engines 2% to 8% of Maximum Load 9% to 17% of Maximum Load
EVAPORATIVE EMISSION CONTROLS
INDEX
page page
CRANKCASE BREATHER/FILTER5.2L/5.9L
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
CRANKCASE VENTILATION (CCV) SYSTEM
4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DUTY CYCLE EVAP CANISTER PURGE
SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
EVAPORATION (EVAP) CANISTER . . . . . . . . . . . 12
EVAPORATION CONTROL SYSTEM . . . . . . . . . 12
LEAK DETECTION PUMP (LDP) . . . . . . . . . . . . . 13
POSITIVE CRANKCASE VENTILATION (PCV)
SYSTEM5.2L/5.9L ENGINE . . . . . . . . . . . . . 14
ROLLOVER VALVE . . . . . . . . . . . . . . . . . . . . . . . 12
VEHICLE EMISSION CONTROL INFORMATION
(VECI) LABEL . . . . . . . . . . . . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING
PCV VALVE TEST5.2L/5.9L ENGINE . . . . . . . . 16
VACUUM SCHEMATICS . . . . . . . . . . . . . . . . . . . 17
REMOVAL AND INSTALLATION
EVAPORATIVE (EVAP) CANISTER . . . . . . . . . . . 17
EVAPORATIVE CANISTER PURGE
SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ROLLOVER VALVE(S) . . . . . . . . . . . . . . . . . . . . 18
SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 19
EVAPORATION CONTROL SYSTEM
The evaporati on control system prevents the emi s-
si on of fuel tank vapors i nto the atmosphere. When
fuel evaporates i n the fuel tank, the vapors pass
through vent hoses or tubes to a charcoal fi l l ed evap-
orati ve cani ster. The cani ster temporari l y hol ds the
vapors. The Powertrai n Control Modul e (PCM) al l ows
i ntake mani fol d vacuum to draw vapors i nto the com-
busti on chambers duri ng certai n operati ng condi -
ti ons.
Al l engi nes use a duty cycl e purge system. The
PCM control s vapor fl ow by operati ng the duty cycl e
EVAP purge sol enoi d. Refer to Duty Cycl e EVAP
Cani ster Purge Sol enoi d i n thi s secti on.
When equi pped wi th certai n emi ssi ons packages, a
Leak Detecti on Pump (LDP) wi l l be used as part of
the evaporati ve system. Thi s pump i s used as part of
OBD I I requi rements. Refer to Leak Detecti on Pump
i n thi s group for addi ti onal i nformati on.
NOTE: The evaporative system uses specially man-
ufactured hoses. If replacement becomes neces-
sary, only use fuel resistant hose.
ROLLOVER VALVE
The fuel tank i s equi pped wi th a rol l over val ve.
The val ve i s l ocated on the top of the fuel tank (Fi g.
1). The val ve wi l l prevent fuel fl ow through the fuel
tank vent (EVAP) hoses i n the event of an acci dental
vehi cl e rol l over. The EVAP cani ster draws fuel vapors
from the fuel tank through thi s val ve.
The val ve cannot be servi ced separatel y. I f repl ace-
ment i s necessary, the fuel tank must be repl aced.
Refer to Fuel Tank removal and i nstal l ati on i n thi s
group.
EVAPORATION (EVAP) CANISTER
A mai ntenance free, EVAP cani ster i s used on al l
vehi cl es. The EVAP cani ster i s l ocated bel ow the l eft
front headl amp (Fi g. 2). The EVAP cani ster i s fi l l ed
wi th granul es of an acti vated carbon mi xture. Fuel
vapors enteri ng the EVAP cani ster are absorbed by
the charcoal granul es.
Fuel tank pressure vents i nto the EVAP cani ster.
Fuel vapors are temporari l y hel d i n the cani ster unti l
Fig. 1 Rollover Valve Location
they can be drawn i nto the i ntake mani fol d. The duty
cycl e EVAP cani ster purge sol enoi d al l ows the EVAP
cani ster to be purged at predetermi ned ti mes and at
certai n engi ne operati ng condi ti ons.
DUTY CYCLE EVAP CANISTER PURGE SOLENOID
The 4.0L si x-cyl i nder and 5.2L/5.9L V-8 engi nes
are equi pped wi th a duty cycl e EVAP cani ster purge
sol enoi d. The sol enoi d regul ates the rate of vapor
fl ow from the EVAP cani ster to the i ntake mani fol d.
The Powertrai n Control Modul e (PCM) operates the
sol enoi d.
Duri ng the col d start warm-up peri od and the hot
start ti me del ay, the PCM does not energi ze the sol e-
noi d. When de-energi zed, no vapors are purged. The
PCM de-energi zes the sol enoi d duri ng open l oop oper-
ati on.
The engi ne enters cl osed l oop operati on after i t
reaches a speci fi ed temperature and the ti me del ay
ends. Duri ng cl osed l oop operati on, the PCM cycl es
(energi zes and de-energi zes) the sol enoi d 5 or 10
ti mes per second, dependi ng upon operati ng condi -
ti ons. The PCM vari es the vapor fl ow rate by chang-
i ng sol enoi d pul se wi dth. Pul se wi dth i s the amount
of ti me that the sol enoi d i s energi zed. The PCM
adjusts sol enoi d pul se wi dth based on engi ne operat-
i ng condi ti on.
The sol enoi d attaches to a bracket l ocated on the
l eft/i nner fender (Fi g. 3).
LEAK DETECTION PUMP (LDP)
The Leak Detecti on Pump (LDP) i s used onl y wi th
certai n emi ssi on packages.
The LDP i s a devi ce used to detect a l eak i n the
evaporati ve system.
The pump contai ns a 3 port sol enoi d, a pump that
contai ns a swi tch, a spri ng l oaded cani ster vent val ve
seal , 2 check val ves and a spri ng/di aphragm.
I mmedi atel y after a col d start, engi ne temperature
between 40F and 86F, the 3 port sol enoi d i s bri efl y
energi zed. Thi s i ni ti al i zes the pump by drawi ng ai r
i nto the pump cavi ty and al so cl oses the vent seal .
Duri ng non-test test condi ti ons, the vent seal i s hel d
open by the pump di aphragm assembl y whi ch pushes
i t open at the ful l travel posi ti on. The vent seal wi l l
remai n cl osed whi l e the pump i s cycl i ng. Thi s i s due
to the operati on of the 3 port sol enoi d whi ch prevents
the di aphragm assembl y from reachi ng ful l travel .
After the bri ef i ni ti al i zati on peri od, the sol enoi d i s
de-energi zed, al l owi ng atmospheri c pressure to enter
the pump cavi ty. Thi s permi ts the spri ng to dri ve the
di aphragm whi ch forces ai r out of the pump cavi ty
and i nto the vent system. When the sol enoi d i s ener-
gi zed and de-energi zed, the cycl e i s repeated creati ng
fl ow i n typi cal di aphragm pump fashi on. The pump
i s control l ed i n 2 modes:
PUMP MODE: The pump i s cycl ed at a fi xed rate
to achi eve a rapi d pressure bui l d i n order to shorten
the overal l test ti me.
TEST MODE: The sol enoi d i s energi zed wi th a
fi xed durati on pul se. Subsequent fi xed pul ses occur
when the di aphragm reaches the swi tch cl osure
poi nt.
Fig. 2 EVAP Canister Location
Fig. 3 Duty Cycle EVAP Purge Solenoid Location
(Shown Without LDP)
The spri ng i n the pump i s set so that the system
wi l l achi eve an equal i zed pressure of about 7.5 i nches
of water.
When the pump starts, the cycl e rate i s qui te hi gh.
As the system becomes pressuri zed pump rate drops.
I f there i s no l eak the pump wi l l qui t. I f there i s a
l eak, the test i s termi nated at the end of the test
mode.
I f there i s no l eak, the purge moni tor i s run. I f the
cycl e rate i ncreases due to the fl ow through the
purge system, the test i s passed and the di agnosti c i s
compl ete.
The cani ster vent val ve wi l l unseal the system
after compl eti on of the test sequence as the pump
di aphragm assembl y moves to the ful l travel posi ti on.
POSITIVE CRANKCASE VENTILATION (PCV)
SYSTEM5. 2L/5. 9L ENGINE
The 5.2L/5.9L V-8 engi ne i s equi pped wi th a cl osed
crankcase venti l ati on system and a posi ti ve crank-
case venti l ati on (PCV) val ve. The 4.0L 6cyl i nder
engi ne i s not equi pped wi th a PCV val ve. Refer to
Crankcase Venti l ati on System4.0L Engi ne for
i nformati on.
Thi s system consi sts of a crankcase PCV val ve
mounted on the cyl i nder head (val ve) cover wi th a
hose extendi ng from the val ve to the i ntake mani fol d.
A cl osed engi ne crankcase breather/fi l ter, wi th a
hose connecti ng i t to the ai r cl eaner housi ng, pro-
vi des the source of ai r for system.
The PCV system operates by engi ne i ntake mani -
fol d vacuum (Fi g. 6). Fi l tered ai r i s routed i nto the
crankcase through the ai r cl eaner hose and crank-
case breather/fi l ter. The metered ai r, al ong wi th
crankcase vapors, are drawn through the PCV val ve
and i nto a passage i n the i ntake mani fol d. The PCV
Fig. 4 Evaporative System Monitor SchematicTypical
Fig. 5 PCV Valve/HoseTypical
system manages crankcase pressure and meters bl ow
by gases to the i ntake system, reduci ng engi ne
sl udge formati on.
The PCV val ve contai ns a spri ng l oaded pl unger.
Thi s pl unger meters the amount of crankcase vapors
routed i nto the combusti on chamber based on i ntake
mani fol d vacuum.
When the engi ne i s not operati ng or duri ng an
engi ne pop-back, the spri ng forces the pl unger back
agai nst the seat. Thi s wi l l prevent vapors from fl ow-
i ng through the val ve.
Duri ng peri ods of hi gh mani fol d vacuum, such as
i dl e or crui si ng speeds, vacuum i s suffi ci ent to com-
pl etel y compress spri ng. I t wi l l then pul l the pl unger
to the top of the val ve (Fi g. 8). I n thi s posi ti on there
i s mi ni mal vapor fl ow through the val ve.
Duri ng peri ods of moderate mani fol d vacuum, the
pl unger i s onl y pul l ed part way back from i nl et. Thi s
resul ts i n maxi mum vapor fl ow through the val ve
(Fi g. 9).
CRANKCASE VENTILATION (CCV) SYSTEM4. 0L
ENGINE
4.0L 6cyl i nder engi nes are equi pped wi th a
Crankcase Venti l ati on (CCV) system. The CCV sys-
tem performs the same functi on as a conventi onal
PCV system, but does not use a vacuum control l ed
val ve.
A mol ded vacuum tube connects a fi tti ng on the
i ntake mani fol d to a fi xed ori fi ce fi tti ng of a cal i -
brated si ze. Thi s fi tti ng meters the amount of crank-
case vapors drawn out of the engi ne. The fi xed ori fi ce
fi tti ng i s l ocated on the top/rear of cyl i nder head
(val ve) cover (Fi g. 10).
Fig. 10 CCV System4.0L Engine
Fig. 6 Typical Closed Crankcase Ventilation System
Fig. 7 Engine Off or Engine Pop-BackNo Vapor
Flow
Fig. 8 High Intake Manifold VacuumMinimal Vapor
Flow
Fig. 9 Moderate Intake Manifold VacuumMaximum
Vapor Flow
A fresh ai r suppl y hose i s connected between a fi t-
ti ng on the ai r cl eaner housi ng and the ai r i nl et fi t-
ti ng at the top/front of cyl i nder head cover (Fi g. 10).
When the engi ne i s operati ng, fresh ai r enters the
engi ne and mi xes wi th crankcase vapors. Engi ne vac-
uum draws the vapor/ai r mi xture through the fi xed
ori fi ce and i nto the i ntake mani fol d. The vapors are
then consumed duri ng engi ne combusti on.
CRANKCASE BREATHER/FILTER5. 2L/5. 9L
ENGINE
The crankcase breather/fi l ter (Fi g. 11) i s l ocated on
the cyl i nder head (val ve) cover. The fi l ter may be
cl eaned by washi ng i n kerosene or si mi l ar sol vent.
Fi l ter must then be thoroughl y drai ned. More fre-
quent servi ce may be necessary for vehi cl es operated
extensi vel y on short run, stop and go or extended
engi ne i dl e servi ce, or extreme dust condi ti ons.
VEHICLE EMISSION CONTROL INFORMATION
(VECI) LABEL
Al l vehi cl es are equi pped wi th a combi ned VECI
l abel . Thi s l abel i s l ocated i n the engi ne compart-
ment (Fi g. 12) and contai ns the fol l owi ng:
Engi ne fami l y and di spl acement
Evaporati ve fami l y
Emi ssi on control system schemati c
Certi fi cati on appl i cati on
Engi ne ti mi ng speci fi cati ons (i f adjustabl e)
I dl e speeds (i f adjustabl e)
Spark pl ug and gap
The l abel al so contai ns an engi ne vacuum sche-
mati c. There are uni que l abel s for vehi cl es bui l t for
sal e i n the state of Cal i forni a and the country of
Canada. Canadi an l abel s are wri tten i n both the
Engl i sh and French l anguages. These l abel s are per-
manentl y attached and cannot be removed wi thout
defaci ng i nformati on and destroyi ng l abel .
DIAGNOSIS AND TESTING
PCV VALVE TEST5. 2L/5. 9L ENGINE
(1) Wi th engi ne i dl i ng, remove the PCV val ve from
cyl i nder head (val ve) cover. I f the val ve i s not
pl ugged, a hi ssi ng noi se wi l l be heard as ai r passes
through the val ve. Al so, a strong vacuum shoul d be
fel t at the val ve i nl et (Fi g. 13).
(2) I nstal l the PCV val ve. Remove the crankcase
breather/fi l ter. Hol d a pi ece of sti ff paper, such as a
parts tag, l oosel y over the openi ng of crankcase
breather/fi l ter at the cyl i nder head (val ve) cover (Fi g.
14).
(3) The paper shoul d be drawn agai nst the openi ng
i n the cyl i nder head (val ve) cover wi th noti ceabl e
force. Thi s wi l l be after al l owi ng approxi matel y one
mi nute for crankcase pressure to reduce.
(4) Turn engi ne off and remove PCV val ve from
cyl i nder head (val ve) cover. The val ve shoul d rattl e
when shaken (Fi g. 15).
Fig. 11 Crankcase Breather/Filter5.2L/5.9L Engine
Fig. 12 VECI Label LocationTypical
Fig. 13 Check Vacuum at PCV ValveTypical
(5) Repl ace the PCV val ve and retest the system i f
i t does not operate as descri bed i n the precedi ng
tests. Do not attempt to clean the old PCV valve.
(6) I f the paper i s not hel d agai nst the openi ng i n
cyl i nder head (val ve) cover after new val ve i s
i nstal l ed, the PCV val ve hose may be restri cted and
must be repl aced. The passage i n the i ntake mani fol d
must al so be checked and cl eaned.
(7) To cl ean the i ntake mani fol d fi tti ng, turn a 1/4
i nch dri l l (by hand) through the fi tti ng to di sl odge
any sol i d parti cl es. Bl ow out the fi tti ng wi th shop ai r.
I f necessary, use a smal l er dri l l to avoi d removi ng
any metal from the fi tti ng.
VACUUM SCHEMATICS
A vacuum schemati c for emi ssi on rel ated i tems can
be found on the Vehi cl e Emi ssi on Control I nforma-
ti on (VECI ) Label . Refer to VECI Label i n thi s group
for l abel l ocati on.
Refer to the appropri ate Powertrai n Di agnosti c
Procedures servi ce manual for LDP testi ng proce-
dures.
REMOVAL AND INSTALLATION
EVAPORATIVE (EVAP) CANISTER
The EVAP cani ster i s l ocated i n the l eft front cor-
ner of vehi cl e bel ow the l eft front headl amp (Fi g. 16).
REMOVAL
(1) Remove the gri l l . Refer to Group 23, Body.
(2) Remove the front bumper/fasci a assembl y.
Refer to Group 23, Body.
(3) Di sconnect vacuum l i nes at cani ster.
(4) Remove the cani ster mounti ng nuts.
(5) Lower the cani ster through bottom of vehi cl e.
INSTALLATION
(1) Posi ti on cani ster to body.
(2) I nstal l cani ster mounti ng nuts. Ti ghten nuts to
9 Nm (80 i n. l bs.) torque.
Fig. 14 Check Vacuum at Crankcase Breather
OpeningTypical
Fig. 15 Shake PCV ValveTypical
Fig. 16 EVAP Canister Location
DIAGNOSIS AND TESTING (Continued)
(3) Connect vacuum l i nes. Be sure vacuum l i nes
are fi rml y connected and not l eaki ng or damaged. I f
l eaki ng, a Di agnosti c Troubl e Code (DTC) may be set
wi th certai n emi ssi on packages.
(4) I nstal l the front bumper/fasci a assembl y and
gri l l . Refer to Group 23, Body.
EVAPORATIVE CANISTER PURGE SOLENOID
REMOVAL
The duty cycl e evaporati ve (EVAP) cani ster purge
sol enoi d i s l ocated i n the l eft/front corner of the
engi ne compartment on al l engi ne/emi ssi on packages
(Fi g. 17).
(1) Di sconnect the el ectri cal connector at the sol e-
noi d.
(2) Di sconnect the vacuum l i nes at the sol enoi d.
(3) Remove the two bracket mounti ng nuts and
remove sol enoi d.
INSTALLATION
(1) Posi ti on the sol enoi d to vehi cl e.
(2) I nstal l and ti ghten the two bracket mounti ng
nuts to 5 Nm (45 i n. l bs.) torque.
(3) Connect the vacuum l i nes to the sol enoi d. Be
sure the vacuum l i nes are fi rml y connected and not
l eaki ng or damaged. I f l eaki ng, a Di agnosti c Troubl e
Code (DTC) may be set wi th certai n emi ssi on pack-
ages.
(4) Connect the el ectri cal connector to the sol enoi d.
ROLLOVER VALVE(S)
The rol l over val ves(s) are/i s mol ded i nto the fuel
tank and are not servi ced separatel y. I f repl acement
i s necessary, the fuel tank must be repl aced. Refer to
Fuel Tank Removal /I nstal l ati on i n Group 14, Fuel
System for procedures.
The LDP i s l ocated i n the l eft/front corner of the
engi ne compartment bel ow the EVAP cani ster purge
sol enoi d (Fi g. 18). The LDP and LDP fi l ter are
repl aced (servi ced) as one uni t.
REMOVAL
(1) Remove ai r cl eaner housi ng. Refer to Group 14,
Fuel System for procedures.
(2) Careful l y remove al l vapor/vacuum l i nes at
EVAP cani ster purge sol enoi d.
(3) Di sconnect el ectri cal connector at EVAP cani s-
ter purge sol enoi d.
Fig. 17 EVAP Canister Purge SolenoidTypical
Fig. 18 Leak Detection Pump (LDP) Location
REMOVAL AND INSTALLATION (Continued)
(4) Remove EVAP cani ster purge sol enoi d.
(5) Careful l y remove hose at bottom of LDP fi l ter.
(6) Di sconnect el ectri cal connector at LDP.
(7) Careful l y remove vapor/vacuum l i nes at LDP.
(8) Remove 2 LDP fi l ter mounti ng bol ts and
remove fi l ter.
(9) Remove LDP mounti ng bol ts/nuts.
(10) Remove LDP from vehi cl e.
INSTALLATION
(1) I nstal l LDP fi l ter to mounti ng bracket. Ti ghten
bol ts to 7 Nm (65 i n. l bs.) torque.
(2) I nstal l LDP to mounti ng bracket. Ti ghten bol ts/
nuts to 7 Nm (65 i n. l bs.) torque.
(3) Careful l y i nstal l vapor/vacuum l i nes to LDP
and LDP fi l ter. The vapor/vacuum lines and
hoses must be firmly connected. Check the
vapor/vacuum lines at the LDP, LDP filter and
EVAP canister purge solenoid for damage or
leaks. If a leak is present, a Diagnostic Trouble
Code (DTC) may be set.
(4) Connect el ectri cal connector to LDP.
(5) I nstal l EVAP cani ster purge sol enoi d.
(6) I nstal l ai r cl eaner housi ng. Refer to Group 14,
Fuel System for procedures.
SPECIFICATIONS
TORQUE CHART
Description Torque
EVAP Cani ster Mounti ng Nuts . . .9 Nm (80 i n. l bs.)
EVAP Cani ster Purge
Sol enoi d Mounti ng Nuts . . . . . .5 Nm (45 i n. l bs.)
LDP Pump Bracket Nuts/Bol ts . . .7 Nm (65 i n. l bs.)
LDP Fi l ter Mounti ng Bol ts . . . . . .7 Nm (65 i n. l bs.)
REMOVAL AND INSTALLATION (Continued)

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EMISSION CONTROL SYSTEMS

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