CS EMISSIONS CONTROL 25 - 1

EMISSIONS CONTROL
TABLE OF CONTENTS

page page

EMISSIONS CONTROL DRB IIIT STATE DISPLAY TEST MODE . . . . . . 5

DESCRIPTION SPECIFICATIONS
VEHICLE EMISSION CONTROL TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
INFORMATION LABEL . . . . . . . . . . . . . . . . . . .1 EVAPORATIVE EMISSIONS . . . . . . . . . . . . . . . . . . 6
TRIP DEFINITION . . . . . . . . . . . . . . . . . . . . . .1 EXHAUST GAS RECIRCULATION . . . . . . . . . . . . 16
NON-MONITORED CIRCUITS . . . . . . . . . . . . .1 ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . 24
MONITORED SYSTEMS . . . . . . . . . . . . . . . . .2
OPERATION
SYSTEM . . . . . . . . . . . . . . . . . ............5

EMISSIONS CONTROL • A rise of 40°F in engine temperature must occur

from the time when the engine was started
• Engine coolant temperature must crossover
DESCRIPTION 160°F
• A “driving cycle” that consists of engine start up
VEHICLE EMISSION CONTROL INFORMATION and engine shut off.
Once the above conditions occur, the PCM is con-
LABEL
sidered to have passed a warm-up cycle. Due to the
All models have a Vehicle Emission Control Infor-
conditions required to extinguish the MIL and erase
mation (VECI) Label. Chrysler permanently attaches
the DTC, it is most important that after a repair has
the label in the engine compartment. It cannot be
been made, all DTC’s be erased and the repair veri-
removed without defacing information and destroying
fied by running 1–good trip.
the label.
The label contains the vehicle’s emission specifica-
tions and vacuum hose routings. All hoses must be
NON - MONITORED CIRCUITS
The PCM does not monitor all circuits, systems
connected and routed according to the label.
and conditions that could have malfunctions causing
driveability problems. However, problems with these
TRIP DEFINITION
systems may cause the PCM to store diagnostic trou-
A “Trip” means vehicle operation (following an
ble codes for other systems or components. For exam-
engine-off period) of duration and driving mode such
ple, a fuel pressure problem will not register a fault
that all components and systems are monitored at
directly, but could cause a rich/lean condition or mis-
least once by the diagnostic system. The monitors
fire. This could cause the PCM to store an oxygen
must successfully pass before the PCM can verify
sensor or misfire diagnostic trouble code.
that a previously malfunctioning component is meet-
The major non-monitored circuits are listed below
ing the normal operating conditions of that compo-
along with examples of failures modes that do not
nent. For misfire or fuel system malfunction, the
directly cause the PCM to set a DTC, but for a sys-
MIL may be extinguished if the fault does not recur
tem that is monitored.
when monitored during three subsequent sequential
driving cycles in which conditions are similar to FUEL PRESSURE
those under which the malfunction was first deter-
The fuel pressure regulator controls fuel system
mined.
pressure. The PCM cannot detect a clogged fuel
Anytime the MIL is illuminated, a DTC is stored.
pump inlet filter, clogged in-line fuel filter, or a
The DTC can self erase only after the MIL has been
pinched fuel supply or return line. However, these
extinguished. Once the MIL is extinguished, the
could result in a rich or lean condition causing the
PCM must pass the diagnostic test for the most
PCM to store an oxygen sensor, fuel system, or mis-
recent DTC for 40 warm-up cycles (80 warm-up
fire diagnostic trouble code.
cycles for the Fuel System Monitor and the Misfire
Monitor). A warm-up cycle can best be described by SECONDARY IGNITION CIRCUIT
the following: The PCM cannot detect an inoperative ignition coil,
• The engine must be running fouled or worn spark plugs, ignition cross firing, or
25 - 2 EMISSIONS CONTROL
open spark plug cables. The misfire will however,
increase the oxygen content in the exhaust, deceiving
the PCM in to thinking the fuel system is too lean.
Also see misfire detection. There are DTC’s that can
detect misfire and Ionization shorts in the secondary
ignition circuit, refer to the Powertrain Diagnostic
manual for more information
CYLINDER COMPRESSION
The PCM cannot detect uneven, low, or high engine
cylinder compression. Low compression lowers O2
content in the exhaust. Leading to fuel system, oxy-
gen sensor, or misfire detection fault.
EXHAUST SYSTEM
The PCM cannot detect a plugged, restricted or
leaking exhaust system. It may set a EGR (if
equipped) or Fuel system or O2S fault.
FUEL INJECTOR MECHANICAL MALFUNCTIONS
The PCM cannot determine if a fuel injector is
clogged, the needle is sticking or if the wrong injector
is installed. However, these could result in a rich or
lean condition causing the PCM to store a diagnostic
trouble code for either misfire, an oxygen sensor, or
the fuel system.
EXCESSIVE OIL CONSUMPTION
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW
The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times,
including when diagnostics are performed.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
CS
MONITORED SYSTEMS
There are new electronic circuit monitors that
check fuel, emission, engine and ignition perfor-
mance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component prob-
lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator (Check
Engine) Lamp will be illuminated. These monitors
generate Diagnostic Trouble Codes that can be dis-
played with the a scan tool.
The following is a list of the system monitors:
• EGR Monitor (if equipped)
• Misfire Monitor
• Fuel System Monitor
• Oxygen Sensor Monitor
• Oxygen Sensor Heater Monitor
• Catalyst Monitor
• Evaporative System Leak Detection Monitor (if
equipped)
Following is a description of each system monitor,
and its DTC.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300° to 350°C (572° to 662°F),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR (if equipped), Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
• Slow response rate
• Reduced output voltage
• Dynamic shift
• Shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
CS
than optimum A/F mixture or vice versa. As the sen-
sor starts malfunctioning, it could take longer to
detect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt (voltages are offset by 2.5 volts on NGC vehi-
cles). A good sensor can easily generate any output
voltage in this range as it is exposed to different con-
centrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) DTC as well as
a O2S heater DTC, the O2S heater fault MUST be
repaired first. After the O2S fault is repaired, verify
that the heater circuit is operating correctly.
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300° to 350°C (572 ° to 662°F),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. This main-
tains a 14.7 to 1 Air Fuel (A/F) ratio. At this mixture
ratio, the catalyst works best to remove hydrocarbons
(HC), carbon monoxide (CO) and nitrogen oxide
(NOx) from the exhaust.
The voltage readings taken from the O2S are very
temperature sensitive. The readings are not accurate
below 300°C. Heating of the O2S is done to allow the
engine controller to shift to closed loop control as
soon as possible. The heating element used to heat
the O2S must be tested to ensure that it is heating
the sensor properly.
The O2S circuit is monitored for a drop in voltage.
The sensor output is used to test the heater by iso-
lating the effect of the heater element on the O2S
output voltage from the other effects.
EGR MONITOR (if equipped)
The Powertrain Control Module (PCM) performs
an on-board diagnostic check of the EGR system.
The EGR monitor is used to test whether the EGR
system is operating within specifications. The diag-
nostic check activates only during selected engine/
driving conditions. When the conditions are met, the
EGR is turned off (solenoid energized) and the O2S
compensation control is monitored. Turning off the
EGR shifts the air fuel (A/F) ratio in the lean direc-
tion. The O2S data should indicate an increase in the
O2 concentration in the combustion chamber when
the exhaust gases are no longer recirculated. While
this test does not directly measure the operation of
EMISSIONS CONTROL 25 - 3
the EGR system, it can be inferred from the shift in
the O2S data whether the EGR system is operating
correctly. Because the O2S is being used, the O2S
test must pass its test before the EGR test. Also
looks at EGR linear potentiometer for feedback.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio. This is done by making short term cor-
rections in the fuel injector pulse width based on the
O2S output. The programmed memory acts as a self
calibration tool that the engine controller uses to
compensate for variations in engine specifications,
sensor tolerances and engine fatigue over the life
span of the engine. By monitoring the actual air-fuel
ratio with the O2S (short term) and multiplying that
with the program long-term (adaptive) memory and
comparing that to the limit, it can be determined
whether it will pass an emissions test. If a malfunc-
tion occurs such that the PCM cannot maintain the
optimum A/F ratio, then the MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S’s) to monitor the efficiency of the converter. The
dual O2S’s strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
25 - 4 EMISSIONS CONTROL
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S’s.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S’s is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (Check
Engine lamp) will be illuminated.
NATURAL VACUUM LEAK DETECTION (NVLD) (if equipped)
The Natural Vacuum Leak Detection (NVLD) sys-
tem is the next generation evaporative leak detection
system that will first be used on vehicles equipped
with the Next Generation Controller (NGC). This
new system replaces the leak detection pump as the
method of evaporative system leak detection. This is
to detect a leak equivalent to a 0.020” (0.5 mm) hole.
This system has the capability to detect holes of this
size very dependably.
The basic leak detection theory employed with
NVLD is the “Gas Law”. This is to say that the pres-
sure in a sealed vessel will change if the temperature
of the gas in the vessel changes. The vessel will only
see this effect if it is indeed sealed. Even small leaks
will allow the pressure in the vessel to come to equi-
librium with the ambient pressure. In addition to the
detection of very small leaks, this system has the
capability of detecting medium as well as large evap-
orative system leaks.
The NVLD seals the canister vent during engine
off conditions. If the EVAP system has a leak of less
CS
than the failure threshold, the evaporative system
will be pulled into a vacuum, either due to the cool
down from operating temperature or diurnal ambient
temperature cycling. The diurnal effect is considered
one of the primary contributors to the leak determi-
nation by this diagnostic. When the vacuum in the
system exceeds about 1” H2O (0.25 KPA), a vacuum
switch closes. The switch closure sends a signal to
the NGC. The NGC, via appropriate logic strategies
(described below), utilizes the switch signal, or lack
thereof, to make a determination of whether a leak is
present.
The NVLD device is designed with a normally open
vacuum switch, a normally closed solenoid, and a
seal, which is actuated by both the solenoid and a
diaphragm. The NVLD is located on the atmospheric
vent side of the canister. The NVLD assembly may
be mounted on top of the canister outlet, or in-line
between the canister and atmospheric vent filter. The
normally open vacuum switch will close with about
1” H2O (0.25 KPA) vacuum in the evaporative sys-
tem. The diaphragm actuates the switch. This is
above the opening point of the fuel inlet check valve
in the fill tube so cap off leaks can be detected. Sub-
merged fill systems must have recirculation lines
that do not have the in-line normally closed check
valve that protects the system from failed nozzle liq-
uid ingestion, in order to detect cap off conditions.
The normally closed valve in the NVLD is intended
to maintain the seal on the evaporative system dur-
ing the engine off condition. If vacuum in the evapo-
rative system exceeds 3” to 6” H2O (0.75 to 1.5 KPA),
the valve will be pulled off the seat, opening the seal.
This will protect the system from excessive vacuum
as well as allowing sufficient purge flow in the event
that the solenoid was to become inoperative.
The solenoid actuates the valve to unseal the can-
ister vent while the engine is running. It also will be
used to close the vent during the medium and large
leak tests and during the purge flow check. This sole-
noid requires initial 1.5 amps of current to pull the
valve open but after 100 ms. will be duty cycled down
to an average of about 150 mA for the remainder of
the drive cycle.
Another feature in the device is a diaphragm that
will open the seal in the NVLD with pressure in the
evaporative system. The device will “blow off” at
about 0.5” H2O (0.12 KPA) pressure to permit the
venting of vapors during refueling. An added benefit
to this is that it will also allow the tank to “breathe”
during increasing temperatures, thus limiting the
pressure in the tank to this low level. This is benefi-
cial because the induced vacuum during a subse-
quent declining temperature will achieve the switch
closed (pass threshold) sooner than if the tank had to
decay from a built up pressure.
CS EMISSIONS CONTROL 25 - 5

The device itself has 3 wires: Switch sense, sole- instance, pulling a spark plug wire to perform a
noid driver and ground. The NGC utilizes a high-side spark test may set the misfire code. When a repair
driver to energize and duty-cycle the solenoid. is completed and verified, use the scan tool to
erase all DTC’s and extinguish the MIL.

OPERATION
SYSTEM
The Powertrain Control Module (PCM) monitors
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a
problem with a monitored circuit often enough to
indicate an actual problem, it stores a Diagnostic
Trouble Code (DTC) in the PCM’s memory. If the
code applies to a non-emissions related component or
system, and the problem is repaired or ceases to
exist, the PCM cancels the code after 40 warmup
cycles. Diagnostic trouble codes that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). Refer to Malfunction Indicator Lamp in this
section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature, Fig. 1 Data Link Connector
and/or input voltage to the PCM.
Technicians can display stored DTC’s. For obtain-
The PCM might not store a DTC for a monitored
ing the DTC information, use the Data Link Connec-
circuit even though a malfunction has occurred. This
tor with the scan tool (Fig. 1).
may happen because one of the DTC criteria for the
circuit has not been met. For example, assume the
diagnostic trouble code criteria requires the PCM to
DRB IIIT STATE DISPLAY TEST MODE
monitor the circuit only when the engine operates
OPERATION
between 750 and 2000 RPM. Suppose the sensor’s
The switch inputs to the Powertrain Control Mod-
output circuit shorts to ground when engine operates
ule (PCM) have two recognized states; HIGH and
above 2400 RPM (resulting in 0 volt input to the
LOW. For this reason, the PCM cannot recognize the
PCM). Because the condition happens at an engine
difference between a selected switch position versus
speed above the maximum threshold (2000 rpm), the
an open circuit, a short circuit, or a defective switch.
PCM will not store a DTC.
If the State Display screen shows the change from
There are several operating conditions for which
HIGH to LOW or LOW to HIGH, assume the entire
the PCM monitors and sets DTC’s. Refer to Moni-
switch circuit to the PCM functions properly. From
tored Systems, Components, and Non-Monitored Cir-
the state display screen, access either State Display
cuits in this section.
Inputs and Outputs or State Display Sensors.
NOTE: Various diagnostic procedures may actually
cause a diagnostic monitor to set a DTC. For

SPECIFICATIONS
TORQUE
DESCRIPTION N·m Ft. Lbs. In. Lbs.
Vapor Canistor Bracket to
10.1 90
Frame
Vapor Canistor Mounting
Nuts
Filter to Frame Bolt 10.1 90
25 - 6 EVAPORATIVE EMISSIONS CS

EVAPORATIVE EMISSIONS

TABLE OF CONTENTS
page page

EVAPORATIVE EMISSIONS ORVR

OPERATION - EVAPORATION CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 DIAGNOSIS AND TESTING - VEHICLE DOES
EVAP/PURGE SOLENOID NOT FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL .............................8 PCV VALVE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
FUEL FILLER CAP DIAGNOSIS AND TESTING - PCV SYSTEM . . . 13
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
NATURAL VAC LEAK DETECTION ASSY VAPOR CANISTER
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
CS EVAPORATIVE EMISSIONS 25 - 7

EVAPORATIVE EMISSIONS
OPERATION - EVAPORATION CONTROL SYSTEM

Fig. 1 ORVR System Schematic (PZEV)

1 - FUEL TANK (PLASTIC) 11 - NATURAL VACUUM LEAD DETECTION (NVLD)
2 - FUEL FILLER TUBE 12 - LIQUID SEPARATOR (IF EQUIPPED)
3 - FUEL CAP (PRESSURE/RELIEF) 13 - ENGINE WIRING HARNESS TO NVLD
4 - FILL TUBE TO FUEL TANK CONNECTOR (ELASTOMERIC) 14 - VAPOR CANISTER
5 - TANK VENT/ROLLOVER VALVE(S) 15 - PURGE LINE
6 - VAPOR RECIRCULATION LINE 16 - PURGE DEVICE
7 - TANK VAPOR LINE 17 - WITHOUT NVLD
8 - VAPOR LINE TO CANISTER 18 - BREATHER ELEMENT
9 - CHECK VALVE (N/C) 19 - FLOW CONTROL ORIFICE
10 - CONTROL VALVE 20 - SERVICE PORT
21 - WITH NVLD

The evaporation control system prevents the emis- NOTE: The evaporative system uses specially man-
sion of fuel tank vapors into the atmosphere. When ufactured hoses. If they need replacement, only use
fuel evaporates in the fuel tank, the vapors pass fuel resistant hose. Also the hoses must be able to
through vent hoses or tubes to an activated carbon pass an Ozone compliance test.
filled evaporative canister. The canister temporarily
holds the vapors. The Powertrain Control Module
(PCM) allows intake manifold vacuum to draw NOTE: For more information on Onboard Refueling
vapors into the combustion chambers during certain Vapor Recovery (ORVR), refer to the Fuel Delivery
operating conditions (Fig. 1). section.
All engines use a proportional purge solenoid sys-
tem. The PCM controls vapor flow by operating the
purge solenoid. Refer to Proportional Purge Solenoid
in this section.
25 - 8 EVAPORATIVE EMISSIONS CS

EVAP / PURGE SOLENOID INSTALLATION

REMOVAL

Fig. 4 PURGE SOLENOID REMOVED

(1) Connect the vacuum lines to solenoid (Fig. 4).
Fig. 2 EVAP PURGE SOLENOID (2) Install solenoid to bracket.
(1) Disconnect the negative battery cable.
(2) Unlock and disconnect the electrical connector
(Fig. 2).

Fig. 5 EVAP PURGE SOLENOID

(3) Connect the electrical connector to the solenoid
and lock (Fig. 5).
Fig. 3 PURGE SOLENOID REMOVED (4) Connect the negative battery cable.
(3) Release tab and pull solenoid from bracket
(Fig. 3).
(4) Remove the vacuum lines from solenoid.
FUEL FILLER CAP
DESCRIPTION
The plastic fuel fill cap is threaded/quarter turn
onto the end of the fuel filler tube. It’s purpose is to
retain vapors and fuel in the fuel tank.
CS
OPERATION
The fuel filler cap incorporates a two-way relief
valve that is closed to atmosphere during normal
operating conditions. The relief valve is calibrated to
open when a pressure of 17 kPa (2.5 psi) or vacuum
of 2 kPa (0.6 in. Hg) occurs in the fuel tank. When
the pressure or vacuum is relieved, the valve returns
to the normally closed position.
CAUTION: Remove the fuel filler cap to release fuel
tank pressure before disconnecting any fuel system
component.
NATURAL VAC LEAK DETEC-
TION ASSY
OPERATION
The Natural Vacuum Leak Detection (NVLD) sys-
tem is the next generation evaporative leak detection
system that will first be used on vehicles equipped
with the Next Generation Controller (NGC). This
new system replaces the leak detection pump as the
method of evaporative system leak detection. This is
to detect a leak equivalent to a 0.020” (0.5 mm) hole.
This system has the capability to detect holes of this
size very dependably.
The basic leak detection theory employed with
NVLD is the “Gas Law”. This is to say that the pres-
sure in a sealed vessel will change if the temperature
of the gas in the vessel changes. The vessel will only
see this effect if it is indeed sealed. Even small leaks
will allow the pressure in the vessel to come to equi-
librium with the ambient pressure. In addition to the
detection of very small leaks, this system has the
capability of detecting medium as well as large evap-
orative system leaks.
A vent valve seals the canister vent during engine
off conditions. If the vapor system has a leak of less
than the failure threshold, the evaporative system
will be pulled into a vacuum, either due to the cool
down from operating temperature or diurnal ambient
temperature cycling. The diurnal effect is considered
one of the primary contributors to the leak determi-
nation by this diagnostic. When the vacuum in the
system exceeds about 1” H2O (0.25 KPA), a vacuum
switch closes. The switch closure sends a signal to
the NGC. The NGC, via appropriate logic strategies
(described below), utilizes the switch signal, or lack
thereof, to make a determination of whether a leak is
present.
The NVLD device is designed with a normally open
vacuum switch, a normally closed solenoid, and a
seal, which is actuated by both the solenoid and a
diaphragm. The NVLD is located on the atmospheric
vent side of the canister. The NVLD assembly may
EVAPORATIVE EMISSIONS 25 - 9
be mounted on top of the canister outlet, or in-line
between the canister and atmospheric vent filter. The
normally open vacuum switch will close with about
1” H2O (0.25 KPA) vacuum in the evaporative sys-
tem. The diaphragm actuates the switch. This is
above the opening point of the fuel inlet check valve
in the fill tube so cap off leaks can be detected. Sub-
merged fill systems must have recirculation lines
that do not have the in-line normally closed check
valve that protects the system from failed nozzle liq-
uid ingestion, in order to detect cap off conditions.
The normally closed valve in the NVLD is intended
to maintain the seal on the evaporative system dur-
ing the engine off condition. If vacuum in the evapo-
rative system exceeds 3” to 6” H2O (0.75 to 1.5 KPA),
the valve will be pulled off the seat, opening the seal.
This will protect the system from excessive vacuum
as well as allowing sufficient purge flow in the event
that the solenoid was to become inoperative.
The solenoid actuates the valve to unseal the can-
ister vent while the engine is running. It also will be
used to close the vent during the medium and large
leak tests and during the purge flow check. This sole-
noid requires initial 1.5 amps of current to pull the
valve open but after 100 ms. will be duty cycled down
to an average of about 150 mA for the remainder of
the drive cycle.
Another feature in the device is a diaphragm that
will open the seal in the NVLD with pressure in the
evaporative system. The device will “blow off” at
about 0.5” H2O (0.12 KPA) pressure to permit the
venting of vapors during refueling. An added benefit
to this is that it will also allow the tank to “breathe”
during increasing temperatures, thus limiting the
pressure in the tank to this low level. This is benefi-
cial because the induced vacuum during a subse-
quent declining temperature will achieve the switch
closed (pass threshold) sooner than if the tank had to
decay from a built up pressure.
The device itself has 3 wires: Switch sense, sole-
noid driver and ground. The NGC utilizes a high-side
driver to energize and duty-cycle the solenoid.
25 - 10 EVAPORATIVE EMISSIONS CS

REMOVAL

Fig. 8 LOCKING TAB

Fig. 6 EVAP CANISTER AND NVLD (5) Press tab (Fig. 8) and release Natural Vacuum
1 - Natural Vacuum Leak Detection Pump
Leak Detection pump (Fig. 7).
2 - Pump Filter
3 - EVAP Canister INSTALLATION
(1) Disconnect the negative battery cable.
(2) Raise vehicle and support.
(3) Unlock and disconnect the electrical connector
(Fig. 6).

Fig. 9 UNLOCKING TAB FOR NVLD

Fig. 7 UNLOCKING TAB FOR NVLD

(4) Remove clamps and remove hoses.
CS EVAPORATIVE EMISSIONS 25 - 11

Fig. 10 LOCKING TAB

(1) Slide (Fig. 9) the Natural Vacuum Leak Detec-
tion pump (Fig. 10) onto the bracket and make sure
that the tab locks into the bracket.

Fig. 11 NVLD/EVAP CANISTER ASSEMBLY

(2) Install hoses and clamps.
(3) Connect the electrical connector (Fig. 11) and
lock.
(4) Lower vehicle.
(5) Connect the negative battery cable.
25 - 12 EVAPORATIVE EMISSIONS CS

ORVR
OPERATION

Fig. 12 ORVR System Schematic

1 - FUEL TANK (PLASTIC) 11 - NATURAL VACUUM LEAD DETECTION (NVLD)
2 - FUEL FILLER TUBE 12 - LIQUID SEPARATOR (IF EQUIPPED)
3 - FUEL CAP (PRESSURE/RELIEF) 13 - ENGINE WIRING HARNESS TO NVLD
4 - FILL TUBE TO FUEL TANK CONNECTOR (ELASTOMERIC) 14 - VAPOR CANISTER
5 - TANK VENT/ROLLOVER VALVE(S) 15 - PURGE LINE
6 - VAPOR RECIRCULATION LINE 16 - PURGE DEVICE
7 - TANK VAPOR LINE 17 - WITHOUT NVLD
8 - VAPOR LINE TO CANISTER 18 - BREATHER ELEMENT
9 - CHECK VALVE (N/C) 19 - FLOW CONTROL ORIFICE
10 - CONTROL VALVE 20 - SERVICE PORT
21 - WITH NVLD

The emission control principle used in the ORVR
system is that the fuel flowing into the filler tube
(appx. 1” I.D.) creates an aspiration effect which
draws air into the fill tube (Fig. 12). During refuel-
ing, the fuel tank is vented to the vapor canister to
capture escaping vapors. With air flowing into the
filler tube, there are no fuel vapors escaping to the
atmosphere. Once the refueling vapors are captured
by the canister, the vehicle’s computer controlled
purge system draws vapor out of the canister for the
engine to burn. The vapors flow is metered by the
purge solenoid so that there is no or minimal impact
on driveability or tailpipe emissions.
As fuel starts to flow through the fill tube, it opens
the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through
the control valve to the vapor canister. Vapor is
absorbed in the canister until vapor flow in the lines
stops, either following shut-off or by having the fuel
level in the tank rise high enough to close the control
valve. The control valve (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL TANK - OPERATION)
contains a float that rises to seal the large diameter
vent path to the canister. At this point in the fueling
of the vehicle, the tank pressure increases, the check
valve closes (preventing tank fuel from spitting back
at the operator), and fuel then rises up the filler tube
to shut-off the dispensing nozzle.
If the engine is shut-off while the On-Board diag-
nostics test is running, low level tank pressure can
CS EVAPORATIVE EMISSIONS 25 - 13

be trapped in the fuel tank and fuel can not be added
to the tank until the pressure is relieved. This is due
to the leak detection pump closing the vapor outlet
from the top of the tank and the one-way check valve
not allowing the tank to vent through the fill tube to
atmosphere. Therefore, when fuel is added, it will
back-up in the fill tube and shut off the dispensing
nozzle. The pressure can be eliminated in two ways:
1. Vehicle purge must be activated and for a long
enough period to eliminate the pressure. 2. Removing
the fuel cap and allowing enough time for the system
to vent thru the recirulation tube.

DIAGNOSIS AND TESTING - VEHICLE DOES NOT FILL

CONDITION
Pre-Mature Nozzle Shut-Off
Fuel Spits Out Of Filler
Tube.
POSSIBLE CAUSES CORRECTION
Defective fuel tank assembly com- Fill tube improperly installed
ponents. (sump)
Fill tube hose pinched.
Check valve stuck shut.
Control valve stuck shut.
Defective vapor/vent components. Vent line from control valve to
canister pinched.
Vent line from canister to vent
filter pinched.
Canister vent valve failure (re-
quires double failure, plugged
to NVLD and atmosphere).
Leak detection pump failed
closed.
Leak detection pump filter
plugged.
On-Board diagnostics evaporative Canister vent valve vent
system leak test just conducted. plugged to atmosphere.
Engine still running when at-
tempting to fill (System de-
signed not to fill).
Defective fill nozzle. Try another nozzle.
During fill. See Pre-Mature Shut-Off.
At conclusion of fill. Defective fuel handling compo-
nent. (Check valve stuck
open).
Defective vapor/vent handling
component.
Defective fill nozzle.

PCV VALVE DIAGNOSIS AND TESTING - PCV SYSTEM

DESCRIPTION WARNING: APPLY PARKING BRAKE AND/OR

The PCV valve contains a spring loaded plunger.
The plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
BLOCK WHEELS BEFORE PERFORMING ANY TEST
OR ADJUSTMENT WITH THE ENGINE OPERATING.
(1) With engine idling, remove the hose from the
PCV valve. If the valve is not plugged, a hissing
noise will be heard as air passes through the valve. A
strong vacuum should also be felt when a finger is
placed over the valve inlet.
25 - 14 EVAPORATIVE EMISSIONS CS

(2) Install hose on PCV valve. Remove the INSTALLATION

make-up air hose from the air plenum at the rear of
the engine. Hold a piece of stiff paper (parts tag)
loosely over the end of the make-up air hose.
(3) After allowing approximately one minute for
crankcase pressure to reduce, the paper should draw
up against the hose with noticeable force. If the
engine does not draw the paper against the grommet
after installing a new valve, replace the PCV valve
hose.
(4) Turn the engine off. Remove the PCV valve
from intake manifold. The valve should rattle when
shaken.
(5) Replace the PCV valve and retest the system if
it does not operate as described in the preceding
tests. Do not attempt to clean the old PCV valve.

REMOVAL

Fig. 14 PCV VALVE AND HOSE

1 - PCV Hose
2 - PCV valve

(1) Install PCV valve and tighten (Fig. 14).

(2) Install PCV hose.

VAPOR CANISTER
OPERATION
All vehicles use a maintenance free, evaporative
(EVAP) canister. Fuel tank vapors vent into the can-
ister. The canister temporarily holds the fuel vapors
until intake manifold vacuum draws them into the
combustion chamber. The Powertrain Control Module
(PCM) purges the canister through the proportional
Fig. 13 PCV VALVE AND HOSE purge solenoid. The PCM purges the canister at pre-
determined intervals and engine conditions.
1 - PCV Hose
2 - PCV valve
Purge Free Cells
(1) Remove hose from PCV valve. The valve is on Purge-free memory cells are used to identify the
the rear valve cover (Fig. 13). fuel vapor content of the evaporative canister. Since
(2) Unscrew the PCV valve. the evaporative canister is not purged 100% of the
(3) Remove PCV valve. time, the PCM stores information about the evapora-
tive canister’s vapor content in a memory cell.
The purge-free cells are constructed similar to cer-
tain purge-normal cells. The purge-free cells can be
monitored by the DRB IIIt Scan Tool. The only dif-
ference between the purge-free cells and normal
adaptive cells is that in purge-free, the purge is com-
pletely turned off. This gives the PCM the ability to
compare purge and purge-free operation.
CS EVAPORATIVE EMISSIONS 25 - 15

REMOVAL

Fig. 15 EVAP CANISTER MOUNTING NUTS

(1) Raise vehicle and support.
(2) Remove the hoses from the EVAP canister.
(3) Remove the 2 mounting nuts (Fig. 15).
(4) Remove the inboard screw from the mounting
bracket.
(5) Loosen the 2 other screws.
(6) Remove the canister.

INSTALLATION

Fig. 16 EVAP CANISTER MOUNTING NUTS

(1) Install canister into bracket (Fig. 16).
(2) Tighten 2 mounting nuts.
(3) Install inboard screw and tighten all 3 bracket
mounting screws.
(4) Connect the EVAP canister hoses.
(5) Lower vehicle.
25 - 16 EXHAUST GAS RECIRCULATION CS

EXHAUST GAS RECIRCULATION

TABLE OF CONTENTS
page page

TUBE VALVE
REMOVAL REMOVAL
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.8L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 3.8L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION INSTALLATION
3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 3.5L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
3.8L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 3.8L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

TUBE

REMOVAL
3.5L

Fig. 2 TUBE BRACKET

(2) Remove the tube bracket bolt (Fig. 2).

Fig. 1 EGR AT INTAKE MANIFOLD

(1) Remove the 2 bolts from tube flange at rear of
intake manifold (Fig. 1).

Fig. 3 EGR VALVE AND TUBE

CS EXHAUST GAS RECIRCULATION 25 - 17

(3) Remove the 2 flange bolts at EGR valve (Fig.

3).

3.8L

Fig. 6 INTAKE GASKET

(3) Remove the 2 bolts from tube flange at intake
manifold (Fig. 6).

Fig. 4 EGR VALVE LOCATION & TUBE

(1) Remove the 2 flange bolts at EGR valve (Fig.
4).

Fig. 7 INTAKE GASKET

(4) Remove EGR tube from gasket (Fig. 7).

Fig. 5 EGR TUBE BRACKET

(2) Remove the tube bracket bolt (Fig. 5)
25 - 18 EXHAUST GAS RECIRCULATION CS

Fig. 8 GASKET PROFILE Fig. 10 EGR AT INTAKE MANIFOLD

(5) Remove gasket (Fig. 8). (2) Install upper tube into the intake manifold
(Fig. 10), being careful that the silicone rubber seals
are correctly installed and undamaged (Fig. 9).
INSTALLATION (3) Tighten the EGR upper tube to EGR valve
bolts to 11.3 N·m (100 in. lbs.) torque (Fig. 3).
3.5L

Fig. 11 TUBE BRACKET

Fig. 9 EGR TUBE GASKET
(4) Install the EGR tube bracket bolt and tighten
(1) Inspect rubber silicone seals on intake manifold (Fig. 11).
end of EGR tube.
3.8L
CS EXHAUST GAS RECIRCULATION 25 - 19

Fig. 12 GASKET PROFILE Fig. 14 EGR TUBE AT INTAKE MANIFOLD

(1) Inspect rubber silicone seals on intake manifold (3) Tighten the tube to intake manifold bolts to 5.6
end of EGR tube (Fig. 12). N·m (50 in. lbs.) torque
(4) Install bracket and screws (Fig. 14).

Fig. 13 INTAKE GASKET

(2) Install upper tube into the intake manifold Fig. 15 EGR VALVE LOCATION & TUBE
(Fig. 13), being careful that the silicone rubber seals (5) Tighten the EGR upper tube to EGR valve
are correctly installed and undamaged. bolts to 11.3 N·m (100 in. lbs.) torque (Fig. 15).
25 - 20 EXHAUST GAS RECIRCULATION CS

Fig. 16 EGR TUBE BRACKET Fig. 18 EGR VALVE AND TUBE

(6) Tighten tube bracket bolts to 5.6 N·m (50 in. (4) Remove the 2 EGR tube bolts (Fig. 18).
lbs.) torque (Fig. 16).

VALVE

REMOVAL
3.5L

Fig. 19 EGR VALVE REMOVED

(5) Remove the 2 mounting bolts for the EGR
valve and gasket (Fig. 19).

3.8L

Fig. 17 EGR VALVE

(1) Disconnect the negative and then the positive
battery cable.
(2) Remove battery.
(3) Unlock and disconnect the electrical connector
from the EGR valve (Fig. 17).
CS EXHAUST GAS RECIRCULATION 25 - 21

Fig. 20 EGR VALVE LOCATION & TUBE Fig. 22 EGR VALVE MOUNTED
(1) Disconnect negative battery cable. (4) Remove the 2 EGR tube bolts (Fig. 22).
(2) Unlock and disconnect the electrical connector
from the EGR valve (Fig. 20).

Fig. 23 EGR VALVE GASKET

(5) Remove the 2 mounting bolts for the EGR
Fig. 21 EGR TUBE BRACKET valve and gasket (Fig. 23).
(3) Remove EGR tube bracket bolt (Fig. 21).
25 - 22 EXHAUST GAS RECIRCULATION CS

INSTALLATION
3.5L

Fig. 26 EGR VALVE

(5) Connect and lock the electrical connector for
the EGR valve (Fig. 26).
Fig. 24 EGR VALVE REMOVED (6) Install the battery.
(7) Connect the positive then the negative battery
(1) Install the 2 mounting bolts into the EGR cable.
valve and gasket (Fig. 24).
3.8L

Fig. 25 EGR VALVE AND TUBE

(2) Loose install the EGR valve to cylinder head. Fig. 27 EGR VALVE GASKET
(3) Loose install the EGR tube to EGR valve (Fig. (1) Install the 2 mounting bolts into the EGR
25). valve and gasket (Fig. 27).
(4) Tighten the EGR upper tube to EGR valve
bolts to 11.3 N·m (100 in. lbs.) torque.
CS EXHAUST GAS RECIRCULATION 25 - 23

Fig. 28 EGR VALVE MOUNTED
(2) Loose install the EGR valve to cylinder head
(Fig. 28).
(3) Loose install the EGR tube to EGR valve.
Fig. 30 EGR VALVE LOCATION & TUBE
(6) Connect and lock the electrical connector for
the EGR valve (Fig. 30).
(7) Install the battery.
(8) Connect the positive then the negative battery
cable.

Fig. 29 EGR TUBE BRACKET

(4) Install and tighten EGR tube bracket bolt (Fig.
29).
(5) Tighten the EGR tube to EGR valve bolts to
11.3 N·m (100 in. lbs.) torque.
25 - 24 ON-BOARD DIAGNOSTICS CS

ON - BOARD DIAGNOSTICS

TABLE OF CONTENTS
page page

TASK MANAGER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24

TASK MANAGER stored from another monitor. In these situations, the

Task Manager postpones monitors pending resolu-
tion of the original fault. The Task Manager does not
DESCRIPTION
run the test until the problem is remedied.
The PCM is responsible for efficiently coordinating
For example, when the MIL is illuminated for an
the operation of all the emissions-related compo-
Oxygen Sensor fault, the Task Manager does not run
nents. The PCM is also responsible for determining if
the Catalyst Monitor until the Oxygen Sensor fault is
the diagnostic systems are operating properly. The
remedied. Since the Catalyst Monitor is based on sig-
software designed to carry out these responsibilities
nals from the Oxygen Sensor, running the test would
is call the “Task Manager”.
produce inaccurate results.
• Conflict
OPERATION There are situations when the Task Manager does
The Task Manager determines when tests happen
not run a test if another monitor is in progress. In
and when functions occur. Many of the diagnostic
these situations, the effects of another monitor run-
steps required by OBD II must be performed under
ning could result in an erroneous failure. If this con-
specific operating conditions. The Task Manager soft-
flict is present, the monitor is not run until the
ware organizes and prioritizes the diagnostic proce-
conflicting condition passes. Most likely the monitor
dures. The job of the Task Manager is to determine if
will run later after the conflicting monitor has
conditions are appropriate for tests to be run, moni-
passed.
tor the parameters for a trip for each test, and record
For example, if the Fuel System Monitor is in
the results of the test. Following are the responsibil-
progress, the Task Manager does not run the catalyst
ities of the Task Manager software:
Monitor. Since both tests monitor changes in air/fuel
• Test Sequence
ratio and adaptive fuel compensation, the monitors
• MIL Illumination
will conflict with each other.
• Diagnostic Trouble Codes (DTCs)
• Suspend
• Trip Indicator
Occasionally the Task Manager may not allow a two
• Freeze Frame Data Storage
trip fault to mature. The Task Manager will sus-
• Similar Conditions Window
pend the maturing of a fault if a condition exists
Test Sequence that may induce an erroneous failure. This prevents
illuminating the MIL for the wrong fault and allows
In many instances, emissions systems must fail
more precise diagnosis.
diagnostic tests more than once before the PCM illu-
For example, if the PCM is storing a one trip fault
minates the MIL. These tests are known as ’two trip
for the Oxygen Sensor and the catalyst monitor, the
monitors.’ Other tests that turn the MIL lamp on
Task Manager may still run the catalyst Monitor but
after a single failure are known as ’one trip moni-
will suspend the results until the Oxygen Sensor
tors.’ A trip is defined as ’start the vehicle and oper-
Monitor either passes or fails. At that point the Task
ate it to meet the criteria necessary to run the given
Manager can determine if the catalyst system is
monitor.’
actually failing or if an Oxygen Sensor is failing.
Many of the diagnostic tests must be performed
under certain operating conditions. However, there MIL Illumination
are times when tests cannot be run because another
The PCM Task Manager carries out the illumina-
test is in progress (conflict), another test has failed
tion of the MIL. The Task Manager triggers MIL illu-
(pending) or the Task Manager has set a fault that
mination upon test failure, depending on monitor
may cause a failure of the test (suspend).
failure criteria.
• Pending
The Task Manager Screen shows both a Requested
Under some situations the Task Manager will not
MIL state and an Actual MIL state. When the MIL is
run a monitor if the MIL is illuminated and a fault is
illuminated upon completion of a test for a good trip,
CS
the Requested MIL state changes to OFF. However,
the MIL remains illuminated until the next key
cycle. (On some vehicles, the MIL will actually turn
OFF during the thirdgood trip) During the key cycle
for the third good trip, the Requested MIL state is
OFF, while the Actual MIL state is ON. After the
next key cycle, the MIL is not illuminated and both
MIL states read OFF.
Diagnostic Trouble Codes (DTCs)
With OBD II, different DTC faults have different
priorities according to regulations. As a result, the
priorities determine MIL illumination and DTC era-
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower
priority DTCs.
Priorities
• Priority 0 —Non-emissions related trouble codes.
• Priority 1 — One trip failure of a two trip fault
for non-fuel system and non-misfire. (MIL Off)
• Priority 2 — One trip failure of a two trip fault
for fuel system (rich/lean) or misfire. (MIL Off)
• Priority 3 — Two trip failure for a non-fuel sys-
tem and non-misfire or matured one trip comprehen-
sive component fault. (MIL On)
• Priority 4 — Two trip failure or matured fault
for fuel system (rich/lean) and misfire or one trip cat-
alyst damaging misfire. Catalyst damage misfire is a
2 trip MIL. The MIL flashes on the first trip when
catalyst damage misfire levels are present. (MIL On)
Non-emissions related failures have no priority.
One trip failures of two trip faults have low priority.
Two trip failures or matured faults have higher pri-
ority. One and two trip failures of fuel system and
misfire monitor take precedence over non-fuel system
and non-misfire failures.
DTC Self Erasure
With one trip components or systems, the MIL is
illuminated upon test failure and DTCs are stored.
Two trip monitors are components requiring failure
in two consecutive trips for MIL illumination. Upon
failure of the first test, the Task Manager enters a
maturing code. If the component fails the test for a
second time the code matures and a DTC is set.
After three good trips the MIL is extinguished and
the Task Manager automatically switches the trip
counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
component does not fail again.
For misfire and fuel system monitors, the compo-
nent must pass the test under a Similar Conditions
Window in order to record a good trip. A Similar Con-
ditions Window is when engine RPM is within ±375
RPM and load is within ±20% of when the fault
occurred.
ON-BOARD DIAGNOSTICS 25 - 25
NOTE: It is important to understand that a compo-
nent does not have to fail under a similar window of
operation to mature. It must pass the test under a
Similar Conditions Window when it failed to record
a Good Trip for DTC erasure for misfire and fuel
system monitors.
DTCs can be erased anytime with a scan tool.
Erasing the DTC with the scan tool erases all OBD
II information. The scan tool automatically displays a
warning that erasing the DTC will also erase all
OBD II monitor data. This includes all counter infor-
mation for warm-up cycles, trips and Freeze Frame.
Trip Indicator
The Trip is essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
set of vehicle operating conditions that must be met
for a specific monitor to run. All trips begin with a
key cycle.
Good Trip
The Good Trip counters are as follows:
• Global Good Trip
• Fuel System Good Trip
• Misfire Good Trip
• Alternate Good Trip (appears as a Global Good
Trip on scan tool)
• Comprehensive Components
• Major Monitor
• Warm-Up Cycles
Global Good Trip
To increment a Global Good Trip, the Oxygen sen-
sor and Catalyst efficiency monitors must have run
and passed, and 2 minutes of engine run time.
Fuel System Good Trip
To count a good trip (three required) and turn off
the MIL, the following conditions must occur:
• Engine in closed loop
• Operating in Similar Conditions Window
• Short Term multiplied by Long Term less than
threshold
• Less than threshold for a predetermined time
If all of the previous criteria are met, the PCM will
count a good trip (three required) and turn off the
MIL.
Misfire Good Trip
If the following conditions are met the PCM will
count one good trip (three required) in order to turn
off the MIL:
• Operating in Similar Condition Window
• 1000 engine revolutions with no misfire
Alternate Good Trip
Alternate Good Trips are used in place of Global
Good Trips for Comprehensive Components and
Major Monitors. If the Task Manager cannot run a
Global Good Trip because a component fault is stop-
ping the monitor from running, it will attempt to
count an Alternate Good Trip.
25 - 26 ON-BOARD DIAGNOSTICS
The Task Manager counts an Alternate Good Trip
for Comprehensive components when the following
conditions are met:
• Two minutes of engine run time, idle or driving
• No other faults occur
The Task Manager counts an Alternate Good Trip
for a Major Monitor when the monitor runs and
passes. Only the Major Monitor that failed needs to
pass to count an Alternate Good Trip.
Warm-Up Cycles
Once the MIL has been extinguished by the Good
Trip Counter, the PCM automatically switches to a
Warm-Up Cycle Counter that can be viewed on the
scan tool. Warm-Up Cycles are used to erase DTCs
and Freeze Frames. Forty Warm-Up cycles must
occur in order for the PCM to self-erase a DTC and
Freeze Frame. A Warm-Up Cycle is defined as fol-
lows:
• Engine coolant temperature must start below
and rise above 160° F
• Engine coolant temperature must rise by 40° F
• No further faults occur
Freeze Frame Data Storage
Once a failure occurs, the Task Manager records
several engine operating conditions and stores it in a
Freeze Frame. The Freeze Frame is considered one
frame of information taken by an on-board data
recorder. When a fault occurs, the PCM stores the
input data from various sensors so that technicians
can determine under what vehicle operating condi-
tions the failure occurred.
The data stored in Freeze Frame is usually
recorded when a system fails the first time for two
trip faults. Freeze Frame data will only be overwrit-
ten by a different fault with a higher priority.
CAUTION: Erasing DTCs, either with the scan tool;
or by disconnecting the battery, also clears all
Freeze Frame data.
Similar Conditions Window
The Similar Conditions Window displays informa-
tion about engine operation during a monitor. Abso-
lute MAP (engine load) and Engine RPM are stored
in this window when a failure occurs. There are two
different Similar conditions Windows: Fuel System
and Misfire.
FUEL SYSTEM
• Fuel System Similar Conditions Window —
An indicator that ’Absolute MAP When Fuel Sys Fail’
and ’RPM When Fuel Sys Failed’ are all in the same
range when the failure occurred. Indicated by switch-
ing from ’NO’ to ’YES’.
• Absolute MAP When Fuel Sys Fail — The
stored MAP reading at the time of failure. Informs
the user at what engine load the failure occurred.
CS
• Absolute MAP — A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
• RPM When Fuel Sys Fail — The stored RPM
reading at the time of failure. Informs the user at
what engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
• Adaptive Memory Factor — The PCM utilizes
both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
• Upstream O2S Volts — A live reading of the
Oxygen Sensor to indicate its performance. For
example, stuck lean, stuck rich, etc.
• SCW Time in Window (Similar Conditions
Window Time in Window) — A timer used by the
PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
running time in the SCW without failure detected.
This timer is used to increment a Good Trip.
• Fuel System Good Trip Counter — A Trip
Counter used to turn OFF the MIL for Fuel System
DTCs. To increment a Fuel System Good Trip, the
engine must be in the Similar Conditions Window,
Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated
amount of time.
• Test Done This Trip — Indicates that the
monitor has already been run and completed during
the current trip.
MISFIRE
• Same Misfire Warm-Up State — Indicates if
the misfire occurred when the engine was warmed up
(above 160° F).
• In Similar Misfire Window — An indicator
that ’Absolute MAP When Misfire Occurred’ and
’RPM When Misfire Occurred’ are all in the same
range when the failure occurred. Indicated by switch-
ing from ’NO’ to ’YES’.
• Absolute MAP When Misfire Occurred —
The stored MAP reading at the time of failure.
Informs the user at what engine load the failure
occurred.
• Absolute MAP — A live reading of engine load
to aid the user in accessing the Similar Conditions
Window.
• RPM When Misfire Occurred — The stored
RPM reading at the time of failure. Informs the user
at what engine RPM the failure occurred.
• Engine RPM — A live reading of engine RPM
to aid the user in accessing the Similar Conditions
Window.
CS ON-BOARD DIAGNOSTICS 25 - 27

• Adaptive Memory Factor — The PCM utilizes

both Short Term Compensation and Long Term Adap-
tive to calculate the Adaptive Memory Factor for
total fuel correction.
• 200 Rev Counter — Counts 0–100 720 degree
cycles.
• SCW Cat 200 Rev Counter — Counts when in
similar conditions.
• SCW FTP 1000 Rev Counter — Counts 0–4
when in similar conditions.
• Misfire Good Trip Counter — Counts up to
three to turn OFF the MIL.