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Chrysler Town and Country - Caravan - Voyager - 1998 - Emission Control Systems
Chrysler Town and Country - Caravan - Voyager - 1998 - Emission Control Systems
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ON-BOARD DIAGNOSTICS
INDEX
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GENERIC
HEX SCAN DRB SCAN TOOL DESCRIPTION OF DIAGNOSTIC
CODE TOOL DISPLAY TROUBLE CODE
CODE
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 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 Charging System Voltage Too High Battery voltage sense input above target charging
voltage during engine operation.
0A* Auto Shutdown Relay Control An open or shorted condition detected in the auto
Circuit shutdown relay circuit.
0B Generator Field Not Switching An open or shorted condition detected in the
Properly generator field control circuit.
0C P0743 Torque Converter Clutch Soleniod/ An open or shorted condition detected in the
Trans Relay Circuits torque converter part throttle unlock solenoid
control circuit (3 speed auto RH trans. only).
0E P1491 Rad Fan Control Relay Circuit An open or shorted condition detected in the low
speed radiator fan relay control circuit.
0F* Speed Control Solenoid Circuits An open or shorted condition detected in the
Speed Control vacuum or vent solenoid circuits.
10* A/C Clutch Relay Circuit An open or shorted condition detected in the A/C
clutch relay circuit.
11 P0403 EGR Solenoid Circuit An open or shorted condition detected in the EGR
transducer solenoid 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.
14 P0202 Injector #2 Control Circuit Injector #2 output driver does not respond properly
to the control signal.
15 P0201 Injector #1 Control Circuit Injector #1 output driver does not respond properly
to the control signal.
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 Throttle position sensor input below the minimum
Low acceptable voltage
1B P0123 Throttle Position Sensor Voltage Throttle position sensor input above the maximum
High acceptable voltage.
1E P0117 ECT Sensor Voltage Too Low Engine coolant temperature sensor input below
minimum acceptable voltage.
1F P0118 ECT Sensor Voltage Too High Engine coolant temperature sensor input above
maximum acceptable voltage.
NS EMISSION CONTROL SYSTEMS 25 - 5
DESCRIPTION AND OPERATION (Continued)
GENERIC
HEX SCAN DRB SCAN TOOL DESCRIPTION OF DIAGNOSTIC
CODE TOOL DISPLAY TROUBLE CODE
CODE
20 P0134 Right Rear (or just) Upstream O2S Neither rich or lean condition detected from the
Stays at Center oxygen sensor.
21* 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.
25 P0108 MAP Sensor Voltage Too High MAP sensor input above maximum acceptable
voltage.
27 P1297 No Change in MAP From Start to No difference recognized between the engine MAP
Run reading and the barometric (atmospheric) pressure
reading from start-up.
28* No Crank Reference Signal at PCM No crank reference signal detected during engine
cranking.
29 P0353 Ignition Coil #3 Primary Circuit Peak primary circuit current not achieved with
maximum dwell time.
2A P0352 Ignition Coil #2 Primary Circuit Peak primary circuit current not achieved with
maximum dwell time.
2B P0351 Ignition Coil #1 Primary Circuit Peak primary circuit current not achieved with
maximum dwell time.
2C* No ASD Relay Output Voltage at An Open condition Detected In The ASD Relay
PCM Output Circuit.
2E P0401 EGR System Failure Required change in air/fuel ratio not detected
during diagnostic test.
30* P1697 PCM Failure SRI Miles Not Stored Unsuccessful attempt to update EMR mileage in
the PCM EEPROM.
31 P1698 PCM Failure EEPROM Write Unsuccessful attempt to write to an EEPROM
Denied location by the PCM.
39 P0112 Intake Air Temp Sensor Voltage Intake air temperature sensor input below the
Low maximum acceptable voltage.
3A P0113 Intake Air Temp Sensor Voltage Intake air temperature sensor input above the
High minimum acceptable voltage.
3C P0106 Barometric Pressure Out Of Range MAP sensor has a baro reading below an
acceptable value.
3D P0204 Injector #4 Control Circuit Injector #4 output driver does not respond properly
to the control signal.
3E P0132 Right Rear (or just) Upstream O2S Oxygen sensor input voltage maintained above the
Shorted to Voltage normal operating range.
44 P0600 PCM Failure SPI Communications PCM Internal fault condition detected.
45 P0205 Injector #5 Control Circuit Injector #5 output driver does not respond properly
to the control signal.
46 P0206 Injector #6 Control Circuit Injector #6 output driver does not respond properly
to the control signal.
25 - 6 EMISSION CONTROL SYSTEMS NS
DESCRIPTION AND OPERATION (Continued)
GENERIC
HEX SCAN DRB SCAN TOOL DESCRIPTION OF DIAGNOSTIC
CODE TOOL DISPLAY TROUBLE CODE
CODE
52* SPD CTRL PWR RLY; or S/C 12v Malfunction detected with power feed to speed
Driver CKT control servo solenoids.
5A A/C Pressure Sensor Volts Too Sensor input voltage is above 4.9 volts.
High
5B A/C Pressure Sensor Volts Too Low Sensor input voltage is below .098 volts.
60 P1698 No CCD Messages From TCM No messages received from Transmission Control
Module.
61 No CCD Message From Body No messages received from Body Control Module.
Control Module
65* Fuel Pump Relay Control Circuit An open or shorted condition detected in the fuel
pump relay control circuit.
66 P0133 Right Bank Upstream O2S Slow Oxygen sensor response slower than minimum
Response required switching frequency.
67 P0135 Right Rear (or just) Upstream O2S Upstream oxygen sensor heating element circuit
Heater Failure malfunction.
69 P0141 Right Rear (or just) Downstream Oxygen sensor heating element circuit malfunction.
O2S Heater Failure
6A P0300 Multiple Cylinder Mis-fire Misfire detected in multiple cylinders.
6B P0301 Cylinder #1 Mis-fire Misfire detected in cylinder #1.
6C P0302 Cylinder #2 Mis-fire Misfire detected in cylinder #2.
6D P0303 Cylinder #3 Mis-fire Misfire detected in cylinder #3.
6E P0304 Cylinder #4 Mis-fire Misfire detected in cylinder #4.
70 P0420 Right Rear (or just) Catalyst Catalyst efficiency below required level.
Efficency Failure
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 Right Rear (or just) Fuel System A rich air/fuel mixture has been indicated by an
Rich abnormally lean correction factor.
77 P0171 Right Rear (or just) Fuel System A lean air/fuel mixture has been indicated by an
Lean abnormally rich correction factor.
7E P0138 Right Rear (or just) Downstream Oxygen sensor input voltage maintained above the
O2S Shorted to Voltage normal operating range.
80 P0128 Closed Loop Temp Not Reached Engine does not reach 20F within 5 minutes with
a vehicle speed signal.
81 P0140 Right Rear (or just) Downstream Neither reich or lean condition detected from the
O2S Stays at Center downstream oxygen sensor.
84 P0121 TPS Voltage Does Not Agree With TPS signal does not correlate to MAP sensor
MAP
89 P0700 EATX Controller DTC Present An automatic transmission input DTC has been set
in the transmission controller. Refer to Group 21.
8A P1294 Target Idle Not Reached Actual idle speed does not equal target idle speed.
NS EMISSION CONTROL SYSTEMS 25 - 7
DESCRIPTION AND OPERATION (Continued)
GENERIC
HEX SCAN DRB SCAN TOOL DESCRIPTION OF DIAGNOSTIC
CODE TOOL DISPLAY TROUBLE CODE
CODE
92 P1496 5 Volt Supply Output Too Low 5 volt output from regulator does not meet
minimum requirement.
94* P0740 Torq Conv Clu, No RPM Drop At Relationship between engine speed and vehicle
Lockup speed indicates no torque converter clutch
engagement (auto. trans. only).
95* Fuel Level Sending Unit Volts Too Open circuit between PCM and fuel gauge sending
Low unit.
96* Fuel Level Sending Unit Volts Too Circuit shorted to voltage between PCM and fuel
High gauge sending unit.
97* Fuel Level Unit No Change Over No movement of fuel level sender detected.
Miles
98 P0703 Brake Switch Stuck Pressed or No release of brake switch seen after too many
Released accelerations.
99 P1493 Ambient/Batt Temp Sen VoltsToo Battery temperature sensor input voltage below an
Low acceptable range.
9A P1492 Ambient/Batt Temp Sensor VoltsToo Battery temperature sensor input voltage above an
High acceptable range.
9B P0131 Right Rear (or just) Upstream O2S O2 sensor voltage too low, tested after cold start.
Shorted to Ground
9C P0137 Right Rear (or just) Downstream O2 sensor voltage too low, tested after cold start.
O2S Shorted to Ground
9D P1391 Intermittent Loss of CMP or CKP Intermittent loss of either camshaft or crankshaft
position sensor
A0 P0442 Evap Leak Monitor Small Leak A small leak has been detected by the leak
Detected detection monitor.
A1 P0455 Evap Leak Monitor Large Leak The leak detection monitor is unable to pressurize
Detected Evap system, indicating a large leak.
AE P0305 Cylinder #5 Mis-fire Misfire detected in cylinder #5.
AF P0306 Cylinder #6 Mis-fire Misfire detected in cylinder #6.
B7 P1495 Leak Detect ion Pump Solenoid Leak detection pump solenoid circuit fault (open or
Circuit short).
B8 P1494 Leak Detect Pump Sw or Leak detection pump switch does not respond to
Mechanical Fault input.
BA P1398 Mis-fire Adaptive Numerator at Limit CKP sensor target windows have too much
variation
BB P1486 Evap Leak Monitor Pinched Hose Plug or pinch detected between purge solenoid
Found and fuel tank.
BE P1290 CNG System Pressure Too High Compressed natural gas pressure sensor reading
above acceptable voltage.
C0 P0133 Cat Mon Slow O2 Upstream Oxygen sensor response slower than minimum
required switching frequency during catalyst
monitor.
* Check Engine Lamp (MIL) will not illuminate if this Diagnostic Trouble Code was recorded.
25 - 8 EMISSION CONTROL SYSTEMS NS
DESCRIPTION AND OPERATION (Continued)
MONITORED SYSTEMS Response rate is the time required for the sensor to
There are new electronic circuit monitors that switch from lean to rich once it is exposed to a richer
check fuel, emission, engine and ignition perfor- than optimum A/F mixture or vice versa. As the sen-
mance. These monitors use information from various sor starts malfunctioning, it could take longer to
sensor circuits to indicate the overall operation of the detect the changes in the oxygen content of the
fuel, engine, ignition and emission systems and thus exhaust gas.
the emissions performance of the vehicle. The output voltage of the O2S ranges from 0 to 1
The fuel, engine, ignition and emission systems volt. A good sensor can easily generate any output
monitors do not indicate a specific component prob- voltage in this range as it is exposed to different con-
lem. They do indicate that there is an implied prob- centrations of oxygen. To detect a shift in the A/F
lem within one of the systems and that a specific mixture (lean or rich), the output voltage has to
problem must be diagnosed. change beyond a threshold value. A malfunctioning
If any of these monitors detect a problem affecting sensor could have difficulty changing beyond the
vehicle emissions, the Malfunction Indicator (Check threshold value.
Engine) Lamp will be illuminated. These monitors
generate Diagnostic Trouble Codes that can be dis- HEX 67, 69, 7C, and 7DOXYGEN SENSOR
played with the check engine lamp or a scan tool. HEATER MONITOR
The following is a list of the system monitors: If there is an oxygen sensor (O2S) DTC as well as
EGR Monitor a O2S heater DTC, the O2S fault MUST be repaired
Misfire Monitor first. After the O2S fault is repaired, verify that the
Fuel System Monitor heater circuit is operating correctly.
Oxygen Sensor Monitor Effective control of exhaust emissions is achieved
Oxygen Sensor Heater Monitor by an oxygen feedback system. The most important
Catalyst Monitor element of the feedback system is the O2S. The O2S
Evaporative System Leak Detection Monitor is located in the exhaust path. Once it reaches oper-
Following is a description of each system monitor, ating temperature 300 to 350C (572 to 662F), the
and its DTC. sensor generates a voltage that is inversely propor-
Refer to the appropriate Powertrain Diagnos- tional to the amount of oxygen in the exhaust. The
tics Procedures manual for diagnostic proce- information obtained by the sensor is used to calcu-
dures. late the fuel injector pulse width. This maintains a
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
HEX 66, and 7AOXYGEN SENSOR (O2S) the catalyst works best to remove hydrocarbons (HC),
MONITOR carbon monoxide (CO) and nitrogen oxide (NOx) from
Effective control of exhaust emissions is achieved the exhaust.
by an oxygen feedback system. The most important The voltage readings taken from the O2S are very
element of the feedback system is the O2S. The O2S temperature sensitive. The readings are not accurate
is located in the exhaust path. Once it reaches oper- below 300C. Heating of the O2S is done to allow the
ating temperature 300 to 350C (572 to 662F), the engine controller to shift to closed loop control as
sensor generates a voltage that is inversely propor- soon as possible. The heating element used to heat
tional to the amount of oxygen in the exhaust. The the O2S must be tested to ensure that it is heating
information obtained by the sensor is used to calcu- the sensor properly.
late the fuel injector pulse width. This maintains a The O2S circuit is monitored for a drop in voltage.
14.7 to 1 air fuel (A/F) ratio. At this mixture ratio, The sensor output is used to test the heater by iso-
the catalyst works best to remove hydrocarbons (HC), lating the effect of the heater element on the O2S
carbon monoxide (CO) and nitrous oxide (NOx) from output voltage from the other effects.
the exhaust.
The O2S is also the main sensing element for the HEX 2EEGR MONITOR
EGR, Catalyst and Fuel Monitors. The Powertrain Control Module (PCM) performs
The O2S may fail in any or all of the following an on-board diagnostic check of the EGR system.
manners: The EGR system consists of two main components:
Slow response rate a vacuum solenoid and a vacuum operated valve with
Reduced output voltage a back pressure transducer. The EGR monitor is used
Dynamic shift to test whether the EGR system is operating within
Shorted or open circuits specifications. The diagnostic check activates only
during selected engine/driving conditions. When the
NS EMISSION CONTROL SYSTEMS 25 - 9
DESCRIPTION AND OPERATION (Continued)
conditions are met, the EGR is turned off (solenoid Normal vehicle miles or engine misfire can cause a
energized) and the O2S compensation control is mon- catalyst to decay. A meltdown of the ceramic core can
itored. Turning off the EGR shifts the air fuel (A/F) cause a reduction of the exhaust passage. This can
ratio in the lean direction. The O2S data should indi- increase vehicle emissions and deteriorate engine
cate an increase in the O2 concentration in the com- performance, driveability and fuel economy.
bustion chamber when the exhaust gases are no The catalyst monitor uses dual oxygen sensors
longer recirculated. While this test does not directly (O2Ss) to monitor the efficiency of the converter. The
measure the operation of the EGR system, it can be dual O2Ss strategy is based on the fact that as a cat-
inferred from the shift in the O2S data whether the alyst deteriorates, its oxygen storage capacity and its
EGR system is operating correctly. Because the O2S efficiency are both reduced. By monitoring the oxy-
is being used, the O2S test must pass its test before gen storage capacity of a catalyst, its efficiency can
the EGR test. be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
HEX 6A,6B, 6C, 6D, 6E, AE, and AFMISFIRE before the gas enters the catalytic converter. The
MONITOR PCM calculates the A/F mixture from the output of
Excessive engine misfire results in increased cata- the O2S. A low voltage indicates high oxygen content
lyst temperature and causes an increase in HC emis- (lean mixture). A high voltage indicates a low content
sions. Severe misfires could cause catalyst damage. of oxygen (rich mixture).
To prevent catalytic convertor damage, the PCM When the upstream O2S detects a lean condition,
monitors engine misfire. there is an abundance of oxygen in the exhaust gas.
The Powertrain Control Module (PCM) monitors A functioning converter would store this oxygen so it
for misfire during most engine operating conditions can use it for the oxidation of HC and CO. As the
(positive torque) by looking at changes in the crank- converter absorbs the oxygen, there will be a lack of
shaft speed. If a misfire occurs the speed of the oxygen downstream of the converter. The output of
crankshaft will vary more than normal. the downstraem O2S will indicate limited activity in
this condition.
HEX 76, 77, 78, and 79FUEL SYSTEM As the converter loses the ability to store oxygen,
MONITOR the condition can be detected from the behavior of
To comply with clean air regulations, vehicles are the downstream O2S. When the efficiency drops, no
equipped with catalytic converters. These converters chemical reaction takes place. This means the con-
reduce the emission of hydrocarbons, oxides of nitro- centration of oxygen will be the same downstream as
gen and carbon monoxide. The catalyst works best upstream. The output voltage of the downstream
when the air fuel (A/F) ratio is at or near the opti- O2S copies the voltage of the upstream sensor. The
mum of 14.7 to 1. only difference is a time lag (seen by the PCM)
The PCM is programmed to maintain the optimum between the switching of the O2Ss.
air/fuel ratio of 14.7 to 1. This is done by making To monitor the system, the number of lean-to-rich
short term corrections in the fuel injector pulse width switches of upstream and downstream O2Ss is
based on the O2S output. The programmed memory counted. The ratio of downstream switches to
acts as a self calibration tool that the engine control- upstream switches is used to determine whether the
ler uses to compensate for variations in engine spec- catalyst is operating properly. An effective catalyst
ifications, sensor tolerances and engine fatigue over will have fewer downstream switches than it has
the life span of the engine. By monitoring the actual upstream switches i.e., a ratio closer to zero. For a
air-fuel ratio with the O2S (short term) and multiply- totally ineffective catalyst, this ratio will be one-to-
ing that with the program long-term (adaptive) mem- one, indicating that no oxidation occurs in the device.
ory and comparing that to the limit, it can be The system must be monitored so that when cata-
determined whether it will pass an emissions test. If lyst efficiency deteriorates and exhaust emissions
a malfunction occurs such that the PCM cannot increase to over the legal limit, the MIL (check
maintain the optimum A/F ratio, then the MIL will engine lamp) will be illuminated.
be illuminated.
HEX A0, A1, B7, and B8LEAK DETECTION
HEX 70, and B4CATALYST MONITOR PUMP MONITOR
To comply with clean air regulations, vehicles are The leak detection assembly incorporates two pri-
equipped with catalytic converters. These converters mary functions: it must detect a leak in the evapora-
reduce the emission of hydrocarbons, oxides of nitro- tive system and seal the evaporative system so the
gen and carbon monoxide. leak detection test can be run.
25 - 10 EMISSION CONTROL SYSTEMS NS
DESCRIPTION AND OPERATION (Continued)
The primary components within the assembly are: diaphragm assembly moves to the full travel position.
A three port solenoid that activates both of the func- Evaporative system functionality will be verified by
tions listed above; a pump which contains a switch, using the stricter evap purge flow monitor. At an
two check valves and a spring/diaphragm, a canister appropriate warm idle the LDP will be energized to
vent valve (CVV) seal which contains a spring loaded seal the canister vent. The purge flow will be clocked
vent seal valve. up from some small value in an attempt to see a
Immediately after a cold start, between predeter- shift in the 02 control system. If fuel vapor, indicated
mined temperature thresholds limits, the three port by a shift in the 02 control, is present the test is
solenoid is briefly energized. This initializes the passed. If not, it is assumed that the purge system is
pump by drawing air into the pump cavity and also not functioning in some respect. The LDP is again
closes the vent seal. During non test conditions the turned off and the test is ended.
vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi- TRIP DEFINITION
tion. The vent seal will remain closed while the A Trip means vehicle operation (following an
pump is cycling due to the reed switch triggering of engine-off period) of duration and driving mode such
the three port solenoid that prevents the diaphragm that all components and systems are monitored at
assembly from reaching full travel. After the brief least once by the diagnostic system. The monitors
initialization period, the solenoid is de-energized must successfully pass before the PCM can verify
allowing atmospheric pressure to enter the pump that a previously malfunctioning component is meet-
cavity, thus permitting the spring to drive the dia- ing the normal operating conditions of that compo-
phragm which forces air out of the pump cavity and nent. For misfire or fuel system malfunction, the
into the vent system. When the solenoid is energized MIL may be extinguished if the fault does not recur
and de energized, the cycle is repeated creating flow when monitored during three subsequent sequential
in typical diaphragm pump fashion. The pump is con- driving cycles in which conditions are similar to
trolled in 2 modes: those under which the malfunction was first deter-
Pump Mode: The pump is cycled at a fixed rate to mined.
achieve a rapid pressure build in order to shorten the Anytime the MIL is illuminated, a DTC is stored.
overall test length. The DTC can self erase only when the MIL has been
Test Mode: The solenoid is energized with a fixed extinguished. Once the MIL is extinguished, the
duration pulse. Subsequent fixed pulses occur when PCM must pass the diagnostic test for the most
the diaphragm reaches the Switch closure point. recent DTC for 40 warm-up cycles (80 warm-up
The spring in the pump is set so that the system cycles for the Fuel System Monitor and the Misfire
will achieve an equalized pressure of about 7.5 H20. Monitor). A warm-up cycle can best be described by
The cycle rate of pump strokes is quite rapid as the the following:
system begins to pump up to this pressure. As the The engine must be running
pressure increases, the cycle rate starts to drop off. If A rise of 40F in engine temperature must occur
there is no leak in the system, the pump would even- from the time when the engine was started
tually stop pumping at the equalized pressure. If Engine coolant temperature must reach at least
there is a leak, it will continue to pump at a rate rep- 160F
resentative of the flow characteristic of the size of the A driving cycle that consists of engine start up
leak. From this information we can determine if the and engine shut off.
leak is larger than the required detection limit (cur- Once the above conditions occur, the PCM is con-
rently set at .020 orifice by CARB). If a leak is sidered to have passed a warm-up cycle. Due to the
revealed during the leak test portion of the test, the conditions required to extinguish the MIL and erase
test is terminated at the end of the test mode and no the DTC, it is most important that after a repair has
further system checks will be performed. been made, all DTCs be erased and the repair veri-
After passing the leak detection phase of the test, fied.
system pressure is maintained by turning on the
LDPs solenoid until the purge system is activated. COMPONENT MONITORS
Purge activation in effect creates a leak. The cycle There are several components that will affect vehi-
rate is again interrogated and when it increases due cle emissions if they malfunction. If one of these com-
to the flow through the purge system, the leak check ponents malfunctions the Malfunction Indicator
portion of the diagnostic is complete. Lamp (Check Engine) will illuminate.
The canister vent valve will unseal the system Some of the component monitors are checking for
after completion of the test sequence as the pump proper operation of the part. Electrically operated
NS EMISSION CONTROL SYSTEMS 25 - 11
DESCRIPTION AND OPERATION (Continued)
components now have input (rationality) and output EXHAUST SYSTEM
(functionality) checks. Previously, a component like The PCM cannot detect a plugged, restricted or
the Throttle Position sensor (TPS) was checked by leaking exhaust system. It may set a EGR or Fuel
the PCM for an open or shorted circuit. If one of system fault or O2S.
these conditions occurred, a DTC was set. Now there
is a check to ensure that the component is working. FUEL INJECTOR MECHANICAL
This is done by watching for a TPS indication of a MALFUNCTIONS
greater or lesser throttle opening than MAP and The PCM cannot determine if a fuel injector is
engine rpm indicate. In the case of the TPS, if engine clogged, the needle is sticking or if the wrong injector
vacuum is high and engine rpm is 1600 or greater is installed. However, these could result in a rich or
and the TPS indicates a large throttle opening, a lean condition causing the PCM to store a diagnostic
DTC will be set. The same applies to low vacuum trouble code for either misfire, an oxygen sensor, or
and 1600 rpm. the fuel system.
Any component that has an associated limp in will
set a fault after 1 trip with the malfunction present. EXCESSIVE OIL CONSUMPTION
Refer to the Diagnostic Trouble Codes Description Although the PCM monitors engine exhaust oxygen
Charts in this section and the appropriate Power- content when the system is in closed loop, it cannot
train Diagnostic Procedure Manual for diagnostic determine excessive oil consumption.
procedures.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
NON-MONITORED CIRCUITS
cleaner inlet or filter element.
The PCM does not monitor all circuits, systems
and conditions that could have malfunctions causing VACUUM ASSIST
driveability problems. However, problems with these The PCM cannot detect leaks or restrictions in the
systems may cause the PCM to store diagnostic trou- vacuum circuits of vacuum assisted engine control
ble codes for other systems or components. For exam- system devices. However, these could cause the PCM
ple, a fuel pressure problem will not register a fault to store a MAP sensor diagnostic trouble code and
directly, but could cause a rich/lean condition or mis- cause a high idle condition.
fire. This could cause the PCM to store an oxygen
sensor or misfire diagnostic trouble code. PCM SYSTEM GROUND
The major non-monitored circuits are listed below The PCM cannot determine a poor system ground.
along with examples of failures modes that do not However, one or more diagnostic trouble codes may
directly cause the PCM to set a DTC, but for a sys- be generated as a result of this condition. The mod-
tem that is monitored. ule should be mounted to the body at all times, also
during diagnostic.
FUEL PRESSURE
The fuel pressure regulator controls fuel system PCM CONNECTOR ENGAGEMENT
pressure. The PCM cannot detect a clogged fuel The PCM may not be able to determine spread or
pump inlet filter, clogged in-line fuel filter, or a damaged connector pins. However, it might store
pinched fuel supply or return line. However, these diagnostic trouble codes as a result of spread connec-
could result in a rich or lean condition causing the tor pins.
PCM to store an oxygen sensor or fuel system diag-
nostic trouble code. HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
SECONDARY IGNITION CIRCUIT input device with established high and low limits for
The PCM cannot detect an inoperative ignition coil, the device. If the input voltage is not within limits
fouled or worn spark plugs, ignition cross firing, or and other criteria are met, the PCM stores a diagnos-
open spark plug cables. tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
CYLINDER COMPRESSION
input voltages from other sensors or switches that
The PCM cannot detect uneven, low, or high engine
must be present before verifying a diagnostic trouble
cylinder compression.
code condition.
25 - 12 EMISSION CONTROL SYSTEMS NS
DESCRIPTION AND OPERATION (Continued)
LOAD VALUE
ENGINE IDLE/NEUTRAL 2500 RPM/NEUTRAL
2.4 Auto. Trans. 4.4% of Maximun Load 11.7% of Maximun Load
3.0L 4.2% of Maximun Load 11.5% of Maximun Load
3.3L 5% of Maximun Load 13.4% of Maximun Load
3.8L 4.7% of Maximun Load 13.3% of Maximun Load
NS EMISSION CONTROL SYSTEMS 25 - 13
INDEX
page page
ROLLOVER VALVE
All vehicles have a rollover valve. The valve also
prevents fuel flow through the fuel tank vent valve
hoses should the vehicle rollover. All vehicles pass a Fig. 1 Evaporative Canister
360 rollover. PROPORTIONAL PURGE SOLENOID
The charcoal filled evaporative canister stores the All vehicles use a Proportional purge solenoid. The
vapors. The rollover valve is not a serviceable item. solenoid regulates the rate of vapor flow from the
EVAP canister to the throttle body. The PCM oper-
EVAPORATIVE (EVAP) CANISTER ates the solenoid.
All vehicles use a sealed, maintenance free, evapo- During the cold start warm-up period and the hot
rative (charcoal) canister. The canister is attached to start time delay, the PCM does not energize the sole-
the frame under the drivers seat (Fig. 1). noid. When de-energized, no vapors are purged. The
Fuel tank vapor vents into the canister. The canis- PCM de-energizes the solenoid during open loop oper-
ter temporarily holds the fuel vapors until intake ation.
manifold vacuum draws them into the combustion
chamber. The canister proportional purge solenoid
25 - 14 EMISSION CONTROL SYSTEMS NS
DESCRIPTION AND OPERATION (Continued)
The proportional purge solenoid operates at a fre-
quency of 200hz and is controlled by an engine con-
troller circuit that senses the current being applied
to the proportional purge solenoid and then adjusts
that current to achieve the desired purge flow. The
proportional purge solenoid controls the purge rate of
fuel vapors from the vapor canister and fuel tank to
the engine intake manifold.
INSTALLATION
(1) Install LDP to bracket.
(2) Install LDP and bracket to cradle. Torque bolts
to 9.5-14 Nm (85-125 in. lbs.). Before installing
hoses to LDP, make sure they are not cracked
or split. If a hose leaks, it will cause the Check
Engine Lamp to illuminate.
(3) Install hoses to LDP.
(4) Plug electrical connector into LDP.
(5) Push connector locking tab into place.
(6) Using DRB scan tool, verify proper operation of
LDP.
ROLLOVER VALVES
All vehicles have 2 rollover valves on top of the
fuel tank. The valves prevent fuel flow through the
fuel tank vent valve hoses should the vehicle rollover.
The rollover valves on the fuel tank are not ser-
Fig. 12 Leak Detection Pump Connector Lock viceable.
25 - 18 EMISSION CONTROL SYSTEMS NS
INDEX
page page
REMOVAL INSTALLATION
(1) Disconnect vacuum tube from electric EGR (1) Loosely install the EGR tube on the intake and
transducer. Inspect vacuum tube for damage (Fig. 7). exhaust manifolds with new gaskets.
(2) Remove electrical connector from solenoid. (2) Tighten EGR tube flange bolts at the intake
(3) Remove EGR valve bolts from intake manifold. manifold to 22 Nm (200 in. lbs.) torque.
(4) Open EGR transducer clip and remove electric (3) Tighten EGR tube to exhaust manifold nuts to
EGR transducer. 22 Nm (200 in. lbs.) torque.
(5) Remove EGR valve from intake manifold.
(6) Clean gasket surface and discard old gasket. EGR TUBE SERVICE3.3/3.8L ENGINES
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary. REMOVAL
(1) Remove EGR tube attaching bolts from intake
INSTALLATION and exhaust manifolds (Fig. 8).
(1) Assemble EGR valve with new gasket onto the (2) Clean intake and exhaust manifold gasket sur-
intake manifold. faces. Discard old gasket.
(2) Install mounting bolts. Tighten bolts to 22 Nm (3) Check for signs of leakage or cracked surfaces
(200 in. lbs.) torque. on either manifolds or tube. Repair or replace as nec-
(3) Install electric EGR transducer in clip with ori- essary.
entation tab in slot and snap closed.
(4) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
SPECIAL TOOLS
EMISSION CONTROL SYSTEM