Emissions Control Chrysler Town & Country V рестайлинг

VEHICLE EMISSION CONTROL INFORMATION LABEL

All models have a Vehicle Emission Control Information (VECI) Label. Chrysler permanently attaches the label in the engine compartment. It cannot be removed without defacing information and destroying the label.

The label contains the vehicle's model year and what regulations the vehicle conforms to also if the vehicle is OBD II compliant.

TRIP DEFINITION

A "Trip" means vehicle operation (following an engine-off period) of duration and driving mode such that all components and systems are monitored at least once by the diagnostic system. The monitors must successfully pass before the PCM can verify that a previously malfunctioning component is meeting the normal operating conditions of that component. For misfire or fuel system malfunction, the MIL may be extinguished if the fault does not recur when monitored during three subsequent sequential driving cycles in which conditions are similar to those under which the malfunction was first determined.

Anytime the MIL is illuminated, a DTC is stored. The DTC can self erase only after the MIL has been extinguished. Once the MIL is extinguished, the PCM must pass the diagnostic test for the most recent DTC for 40 warm-up cycles (80 warm-up cycles for the Fuel System Monitor and the Misfire Monitor). A warm-up cycle can best be described by the following

1. The engine must be running
2. A rise of 4.4° C (40°F) in engine temperature must occur from the time when the engine was started
3. Engine coolant temperature must crossover 71° C (160°F)
4. A "driving cycle" that consists of engine start up and engine shut off.

Once the above conditions occur, the PCM is considered to have passed a warm-up cycle. Due to the conditions required to extinguish the MIL and erase the DTC, it is most important that after a repair has been made, all DTC's be erased and the repair verified by running 1-good trip.

FUEL-PRESSURE

The PCM does not monitor all circuits, systems and conditions that could have malfunctions causing driveability problems. However, problems with these systems may cause the PCM to store diagnostic trouble codes for other systems or components. For example, a fuel pressure problem will not register a fault directly, but could cause a rich/lean condition or misfire. This could cause the PCM to store an oxygen sensor or misfire diagnostic trouble code.

The major non-monitored circuits are listed below along with examples of failures modes that do not directly cause the PCM to set a DTC, but for a system that is monitored.

The fuel pressure regulator controls fuel system pressure. The PCM cannot detect a clogged fuel pump inlet filter or a pinched fuel supply. However, these could result in a rich or lean condition causing the PCM to store an oxygen sensor, fuel system, or misfire diagnostic trouble code.

SECONDARY IGNITION CIRCUIT

The PCM cannot detect an inoperative ignition coil, fouled or worn spark plugs, ignition cross firing, or 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 DTC INDEX article 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, oxygen 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 module 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 connector pins.

MONITORED SYSTEMS

There are new electronic circuit monitors that check fuel, emission, engine and ignition performance. 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 problem. They do indicate that there is an implied problem 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 displayed with the a scan tool.

The following is a list of the system monitors

1. EGR Monitor (if equipped)
2. Misfire Monitor
3. Fuel System Monitor
4. Oxygen Sensor Monitor
5. Oxygen Sensor Heater Monitor
6. Catalyst Monitor
7. Evaporative System Leak Detection Monitor (if equipped)

Following is a description of each system monitor, and its DTC.

Refer to the DTC INDEX article .

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 operating temperatures of 300° to 350°C (572° to 662°F), the sensor generates a voltage that is inversely proportional 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

1. Slow response rate
2. Reduced output voltage
3. Dynamic shift
4. 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 than optimum A/F mixture or vice versa. As the sensor 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 vehicles). A good sensor can easily generate any output voltage in this range as it is exposed to different concentrations 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 operating temperatures of 300° to 350°C (572 ° to 662°F), the sensor generates a voltage that is inversely proportional to the amount of oxygen in the exhaust. The information obtained by the sensor is used to calculate the fuel injector pulse width. This maintains 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 (572 °F) 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 isolating 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 diagnostic 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 direction. 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 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 catalyst temperature and causes an increase in HC emissions. 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 crankshaft 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 nitrogen and carbon monoxide. The catalyst works best when the air fuel (A/F) ratio is at or near the optimum of 14.7 to 1.

The PCM is programmed to maintain the optimum air/fuel ratio. This is done by making short term corrections 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 malfunction 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 nitrogen 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 catalyst deteriorates, its oxygen storage capacity and its efficiency are both reduced. By monitoring the oxygen 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 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 concentration 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 catalyst efficiency deteriorates and exhaust emissions increase to over the legal limit, the MIL (Check Engine lamp) will be illuminated.

Scheme 3

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 and the fault occurs multiple times 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 will illuminate the Malfunction Indicator Lamp (MIL).

Certain criteria must be met before the PCM stores a DTC in memory. The criteria may be a specific range of engine RPM, engine temperature, and/or input voltage to the PCM.

The PCM might not store a DTC for a monitored circuit even though a malfunction has occurred. This 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 monitor the circuit only when the engine operates between 750 and 2000 RPM. Suppose the sensor's output circuit shorts to ground when engine operates above 2400 RPM (resulting in 0 volt input to the PCM). Because the condition happens at an engine speed above the maximum threshold (2000 rpm), the PCM will not store a DTC.

For information on obtaining DTC information. Refer to MODULE, POWERTRAIN CONTROL, STANDARD PROCEDURE .

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 a misfire code. When a repair is completed and verified, use the scan tool to erase all DTC's and extinguish the MIL.

There are several operating conditions for which the PCM monitors and sets DTC's. Refer to Monitored Systems, Components, and Non-Monitored Circuits in this section.

OPERATION

The switch inputs to the Powertrain Control Module (PCM) have two recognized states; HIGH and LOW. For this reason, the PCM cannot recognize the difference between a selected switch position versus an open circuit, a short circuit, or a defective switch. If the State Display screen shows the change from HIGH to LOW or LOW to HIGH, assume the entire switch circuit to the PCM functions properly. From the state display screen, access either State Display Inputs and Outputs or State Display Sensors.

Scheme 4

The evaporative emissions system is designed to control the release of fuel vapors into the atmosphere. The fuel tank check valve (4) and control valve (5) are used to reduce emissions due to the venting of vapor expansion within the fuel tank. When fuel evaporates from the fuel tank, vapors pass through a vent hose to the evaporative charcoal canister (3) where they are temporarily held. When the engine is running, the vapors are drawn into the intake manifold (8). In addition, fuel vapors produced during vehicle refueling are allowed to pass through the vent hose to the evaporative charcoal canister (3) for temporary storage (prior to being drawn into the intake manifold). The fuel tank check valve (4) and control valve (5) are non-serviceable components of the fuel tank assembly. The system is equipped with self-diagnosing capability using an Evaporative System Integrity Monitor (2). Refer to SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR, OPERATION .

The fuel tank pressure sensor (7) provides the PCM with information on vapor pressure inside the fuel tank. Excessive fuel tank pressure could cause fuel vapors to vent out the fuel filler cap or damage system components while insufficient fuel tank pressure (vacuum) caused by lack of fresh air entering the tank (1) to take the place of consumed fuel could lead to collapsed tank, lines or loss of fuel pressure.

The inlet check valve (6) prevents fuel from splashing back on the customer during vehicle refueling. This valve is also a non-serviceable component of the fuel tank assembly.

Scheme 5

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

1. Remove fuel cap.
2. Release pressure in fuel system. Refer to «FUEL SYSTEM PRESSURE RELEASE PROCEDURE»(/chrysler/town-country/v-2010-2016/remont/fuel-system/#fuel-system) .
3. Remove hose clamp (1) and remove fuel fill hose from fuel tank.
4. Disconnect fuel pump electrical connector from body harness connector.
5. Disconnect fuel line quick connect fitting (1) and evaporator hose quick connect fitting (2).
6. Disconnect electrical connector (1) from evaporative system integrity monitor (ESIM) switch (2).
7. Disconnect fuel fill vapor hose from fuel tank control valve hose.
8. Disconnect fresh air hose (3) from ESIM switch (2). WARNING: Support the fuel tank with a transmission jack or equivalent. Use straps to secure the fuel tank to the jack. Failure to properly support and secure the fuel tank during removal may cause fuel to spill or the fuel tank to fall from the jack.
9. Loosen front fuel tank strap bolts (3), do not remove.
10. Loosen rear fuel tank strap bolts (3), do not remove.
11. Remove vapor canister bracket bolt (1).
12. Lower fuel tank enough to remove vapor canister bracket.
13. Disconnect vapor canister quick connector (1) from vapor line.
14. Disconnect vapor canister quick connector (3) from fuel tank control valve.
15. Remove vapor canister (2).

INSTALLATION

1. Install vapor canister (2).
2. Connect vapor canister quick connector (3) to fuel tank control valve.
3. Connect vapor canister quick connector (1) to vapor line. WARNING: Support fuel tank with a transmission jack or equivalent. Use straps to secure the fuel tank to the jack. Failure to properly support and secure the fuel tank during removal may cause fuel to spill or fuel tank to fall from jack assembly.
4. Raise fuel tank into vehicle position.
5. Install vapor canister bracket bolt (1). Tighten to 54 N.m (40 ft. lbs.).
6. Tighten all fuel tank strap bolts (3) to 54 N.m (40 ft. lbs.).
7. Connect fresh air hose (3) to evaporative system integrity monitor (ESIM) switch (2).
8. Connect electrical connector (1) to ESIM switch (2).
9. Connect fuel line quick connect fitting (1) and evaporator hose quick connect fitting (2).
10. Connect body harness connector.
11. Install fuel fill hose and hose clamp (1) to fuel tank. Tighten clamp.
12. Install fuel cap.
13. Use the scan tool ASD Fuel System Test to pressurize the fuel system. Check for leaks.

DESCRIPTION

The plastic fuel fill cap is a threaded/quarter turn onto the end of the fuel filler tube. Its purpose is to retain vapors and fuel in the fuel tank.

The loss of any fuel vapor out of fuel filler tube is prevented by the use of pressure-vacuum fuel fill cap. Relief valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary. This is in order for the system to remain effective.

Scheme 11

The filter location is on the top of the fuel tank at the left frame rail.

Scheme 12

1. Disconnect and isolate negative battery cable at battery.
2. Remove left rear wheel splash shield. Refer to «SHIELD, SPLASH, LEFT REAR WHEELHOUSE, REMOVAL»(/chrysler/town-country/v-2010-2016/remont/gauges-instrument-panels/#body-interior-exterior) .
3. Disconnect vent tube hose (1).
4. Lower fuel tank enough to gain access to the filter assembly. Refer to «TANK, FUEL, REMOVAL»(/chrysler/town-country/v-2010-2016/remont/fuel-system/#fuel-system) for gas or «TANK, FUEL, REMOVAL»(/chrysler/town-country/v-2010-2016/remont/fuel-system/#fuel-system) for diesel.
5. Remove vapor canister filter hose (3) from vapor canister.
6. Remove vapor canister filter (2) from frame rail (1).

1. Install vapor canister filter (2) through frame rail (1).
2. Install vapor canister filter hose (3) to vapor canister.
3. Install fuel tank assembly. Refer to «TANK, FUEL, INSTALLATION»(/chrysler/town-country/v-2010-2016/remont/fuel-system/#fuel-system) for gas or «TANK, FUEL, INSTALLATION»(/chrysler/town-country/v-2010-2016/remont/fuel-system/#fuel-system) for diesel.
4. Connect vent tube hose (1).
5. Install the left rear wheel splash shield. Refer to «SHIELD, SPLASH, LEFT REAR WHEELHOUSE, INSTALLATION»(/chrysler/town-country/v-2010-2016/remont/gauges-instrument-panels/#body-interior-exterior) .
6. Connect the negative battery cable, tighten the nut to 5 N.m (45 in. lbs.).

The ORVR (On-Board Refueling Vapor Recovery) system consists of a unique fuel tank, vapor control valve, one-way check valve and vapor canister.

The ORVR (On-Board Refueling Vapor Recovery) system is used to store and prevent the release into the atmosphere of the fuel tank vapors. This is done while the vehicle is being refueled.

Fuel flowing into the fuel filler tube (approx. 1" I.D.) creates an aspiration effect drawing air into the fuel fill tube. During refueling, the fuel tank is vented to the EVAP 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 EVAP canister, the vehicle's computer controlled purge system draws vapor out of the canister for the engine to burn. The vapor 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 fuel 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 and on to the vapor canister. Vapor is absorbed in the EVAP canister until vapor flow in the lines stops. This stoppage occurs following fuel shut-off, or by having the fuel level in the tank rise high enough to close the control valve. This control valve contains a float that rises to seal the large diameter vent path to the EVAP canister. At this point in the refueling process, fuel tank pressure increases, the check valve closes (preventing liquid fuel from spiting back at the operator), and fuel then rises up the fuel filler tube to shut off the dispensing nozzle.

DIAGNOSIS AND TESTING - VEHICLE DOES NOT FILL

Scheme 13

The fuel tank pressure sensor provides the PCM with information on vapor pressure inside the fuel tank. The sensor is a diaphragm-type pressure sensor and varies its voltage output depending on fuel tank pressure. When the fuel tank isolation valve is activated (closed), preventing fuel vapors from leaving the tank, the PCM will monitor the fuel tank pressure sensor to prevent pressure from increasing or decreasing to an unsafe level.

Excessive fuel tank pressure could cause fuel vapors to vent out the fuel filler cap or damage system components while insufficient fuel tank pressure (vacuum) caused by lack of air entering the tank to take the place of consumed fuel could lead to collapsed tank, lines or loss of fuel pressure.

Scheme 14

Scheme 15

Scheme 16

1. Disconnect and isolate the negative battery cable.
2. Remove the fuel filler cap to relieve tank pressure.
3. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(/chrysler/town-country/v-2010-2016/remont/fuses-circuit-breakers/#vehicle-quick-reference) .
4. Remove the left rear wheel splash shield. Refer to «SHIELD, SPLASH, LEFT REAR WHEELHOUSE, REMOVAL»(/chrysler/town-country/v-2010-2016/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Disconnect the fuel tank pressure sensor electrical connector (1).
6. Carefully raise the retaining tab (2), rotate and remove the fuel tank pressure sensor (1) from the fuel tank vent tube.
7. The fuel tank pressure sensor seal (1) can be reused if not damaged.

Scheme 17

1. The fuel tank pressure sensor seal (1) can be reused if not damaged.
2. Install the fuel tank pressure sensor (1) into the fuel tank vent tube and rotate into position.
3. Connect the fuel tank pressure sensor electrical connector (1).
4. Install the left rear wheel splash shield. Refer to «SHIELD, SPLASH, LEFT REAR WHEELHOUSE, INSTALLATION»(/chrysler/town-country/v-2010-2016/remont/gauges-instrument-panels/#body-interior-exterior) .
5. Lower the vehicle.
6. Install the fuel filler cap.
7. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

Scheme 18

1. Remove the air box cover to gain access to the evaporator purge solenoid.
2. Disconnect the electrical connector (1) from evaporator purge solenoid (5).
3. Remove the purge hose (2) from evaporator purge solenoid (5).
4. Remove the quick connect fuel tank hose (4) from evaporator purge solenoid (5).
5. Remove the nut (3) and evaporator purge solenoid (5).

1. Install the evaporator purge solenoid (5) and nut. Tighten to 10 N.m (90 in. lbs.).
2. Install the quick connect fuel tank hose (4) to evaporator purge solenoid (5).
3. Install the purge hose (2) to evaporator purge solenoid (5). Make sure the plastic clip for the purge hose (2) is connected.
4. Connect the electrical connector (1) to evaporator purge solenoid (5).
5. Install the air box cover.

Scheme 19

Note. The ESIM is not serviceable, this break down is used for information only.

The Evaporative System Integrity Monitor (ESIM) consists of the following components

1. ESIM Housing (1)
2. Diaphragm (2)
3. Switch (3)
4. Cover (4)
5. Small Check Valve (5)
6. Large Check Valve (6)

The ESIM mounts directly to the canister, eliminating the need for a mounting bracket. It is critical that the ESIM is mounted vertically. On vehicles where the canister is mounted on an angle, the ESIM requires an adaptor to maintain a vertical position. When the ESIM is installed vertically, the electrical connector is in the 3 o'clock position.

There is one large weight and one small weight check valve in the ESIM assembly. A seal is attached at the end of each weighted check valve. The large weight check valve seals for pressure. The small weight check valve seals for vacuum. The weighted check valves are contained within the ESIM housing.

Scheme 20

The ESIM consists of a housing, two check valves (1, 4) (sometimes referred to as weights), a diaphragm (3), a switch and a cover.

During refueling, pressure is built up in the evaporative system. When pressure reaches approximately.5 inches of water, the large check valve (1) unseats and pressure vents to the fresh air filter.

Conversely, when the system cools, and the resulting vacuum lifts the small check valve from its seat and allows fresh air to enter the system through the fresh air inlet (2) and relieves the vacuum condition. When a calibrated amount of vacuum is achieved in the evaporative system, the diaphragm is pulled inward, pushing on the spring and closing the contacts.

The ESIM conducts test on the evaporative system as follows: An engine off, non-intrusive test for small leaks and an engine running, intrusive test for medium/large leaks.

The ESIM weights seal the evaporative system during engine off conditions. If the evaporative system is sealed, it will be pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient temperature cycling. When the vacuum in the system exceeds about 1" H20, the vacuum switch closes. The switch closure sends a signal to the PCM. In order to pass the non-intrusive small leak test, the ESIM switch must close within a calculated amount of time and within a specified amount of key-off events.

If the ESIM switch does not close as specified, the test is considered inconclusive and the intrusive engine running test will be run during the next key-on cycle. This intrusive test will run on the next cold engine running condition.

Conditions for running the intrusive test are

1. After the vehicle is started, the engine coolant temperature must be within 50° F (10° C) of ambient to indicate a cold start.
2. The fuel level must be between 12% and 88%.
3. The engine must be in closed loop.
4. Manifold vacuum must be greater than a minimum specified value.
5. Ambient temperature must be between 39° F and 98° F (4° C and 37° C) and the elevation level must be below 8500 feet (2591 meters).

The test is accomplished by the PCM activating the purge solenoid to create a vacuum in the evaporative system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is known as the vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens after a predetermined amount of time, then the small leak matures. If the switch does not close, then a general evaporative failure is recorded. The purge monitor tests the integrity of the hose attached between the purge valve and throttle body/intake. The purge monitor is a two stage test and it runs only after the evaporative system passes the small leak test.

Even when all of the thresholds are met, a small leak won't be recorded until after the medium/large leak monitor has been run. This is accomplished by the PCM activating the purge solenoid to create a vacuum in the evaporative system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is known as the vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens after a predetermined amount of time, then the small leak matures. If the medium/large leak test runs and the ESIM switch doesn't close, a general evaporative test is run. The purge solenoid is activated for approximately 10 seconds, increasing the amount of vacuum in the system. If the ESIM switch closes after the extended purge activation, a large leak fault is generated. If the switch doesn't close, a general evaporative system fault is generated.

The purge monitor tests the integrity of the hose attached between the purge valve and throttle body/intake. The purge monitor is a two stage test and it runs only after the evaporative system passes the small leak test.

Stage one of the purge monitor is non-intrusive. The PCM monitors the purge vapor ratio. If the ratio is above a calibrated specification, the monitor passes. Stage two is an intrusive test and it runs only if stage one fails. During the stage two test, the PCM commands the purge solenoid to flow at a specified rate to force the purge vapor ratio to update. The vapor ratio is compared to a calibrated specification and if it is less than specified, a one-trip failure is recorded.

The ESIM switch stuck closed monitor checks to see if the switch is stuck closed. This is a power down test that runs at key-off; when the PCM sees 0 RPM's, the purge solenoid is energized for a maximum of 30 seconds, venting any vacuum trapped in the evaporative system. If the switch opens or was open before the test began, the monitor passes. If the switch doesn't open, the monitor fails. This is a two-trip MIL. The star scan tool can be used to force the ESIM switch stick closed monitor to run.

The PCM also uses the ESIM to detect a loose or missing gas cap. The PCM controller looks for a change in the fuel level (25% minimum). If a medium/large leak is detected, the malfunction indicator lamp (MIL) illuminates and a pending one-trip fault code is set. On the PCM, this is a three-trip fault before the code matures.

Scheme 21

Note. Clean the area around the Evaporative System Integrity Monitor (ESIM) switch prior to removal.

The ESIM switch (3) is located on the vapor canister (1).

1. Disconnect electrical connector (5) from ESIM switch (3).
2. Remove vapor canister filter line (4) from ESIM switch (3).
3. Push lock tab (2) towards ESIM switch (3) and rotate 1/4 turn counterclockwise to remove from vapor canister (1).

Note. After installing Evaporative System Integrity Monitor (ESIM) switch, the electrical connector on the switch must be in the 3 O'clock position. This step must be done for proper ESIM switch operation.

1. Install ESIM switch (3) to vapor canister (1) and rotate 1/4 turn clockwise until the lock tab (2) engages. Make sure electrical connector is in the 3 O'clock position.
2. Install vapor canister filter line (4) to ESIM switch (3).
3. Connect electrical connector (5) to ESIM switch (3).

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.

The PCV system operates by engine intake manifold vacuum. Filtered air is routed into the left side valve cover from the left CCV hose which is attached to the air cleaner housing. The metered air, along with crankcase vapors, are drawn through the PCV valve on the right side of the engine and into a passage in the intake manifold. The PCV system manages crankcase pressure and meters blow by gases to the intake system, reducing engine sludge formation.

The PCV valve contains a spring loaded plunger. This plunger meters the amount of crankcase vapors routed into the combustion chamber based on intake manifold vacuum.

Scheme 22

When the engine is not operating or during an engine pop-back, the spring forces the plunger back against the seat.

Scheme 23

During periods of high manifold vacuum, such as idle or cruising speeds, vacuum is sufficient to completely compress spring. It will then pull the plunger to the top of the valve. In this position there is minimal vapor flow through the valve.

Scheme 24

During periods of moderate manifold vacuum, the plunger is only pulled part way back from inlet. This results in maximum vapor flow through the valve.

DIAGNOSIS AND TESTING - PCV SYSTEM

1. Remove the make-up air hose from the air cleaner body. Hold a piece of stiff paper (parts tag) loosely over the end of the make-up air hose.
2. 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 hose end Inspect the PCV valve and hose for blockage.
3. Turn the engine off. Remove the PCV valve. The valve should rattle when shaken.
4. 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.

Scheme 25

Scheme 26

1. Remove the hose (1) from the PCV valve (2).
2. Remove the three screws (2) and the PCV valve (1) from the right cylinder head cover.

1. Clean and inspect the sealing surfaces of the PCV valve and cylinder head cover. The seal can be reused provided it is free of cuts or tears.
2. Install the PCV valve seal in the cylinder head cover.
3. Install the PCV valve (1) with three screws (2). Tighten the screws to 4 N.m (35 in. lbs.).
4. Install the PCV hose (1) between the upper intake manifold and the PCV valve (2).

The following procedure has been established to assist technicians in the field with enabling and running OBD II Monitors. The order listed in the following procedure is intended to allow the technician to effectively complete each monitor and to set the CARB Readiness Status in the least time possible.

Note. Once the monitor run process has begun, do not turn off the ignition. By turning the ignition key off, monitor enabling conditions will be lost. EVAP Monitor runs after key off. By performing a Battery Disconnect, or Selecting Erase DTCs, the CARB Readiness and all additional OBD II information will be cleared.

MONITOR PRELIMINARY CHECKS

1. Plug a scan tool into the vehicle's Data Link Connector (DLC).
2. Turn the ignition, KEY ON - ENGINE OFF. Watch for the MIL lamp illumination during the bulb check. MIL lamp must illuminate, if not, repair MIL lamp.
3. Using a scan tool check for Powertrain related DTCs.

1. Verify that No Emissions Related DTCs are Present. If an Emissions DTC is Present, the OBD II Monitors may not run and the CARB Readiness will not update.
2. The Emissions related DTC, will need to be repaired, then cleared. By clearing DTCs, the OBD Monitors will need to be run and completed to set the CARB Readiness Status.

Using the scan tool check the CARB Readiness Status.

Do all the CARB Readiness Status Locations read YES?

1. YES - all monitors have been completed and this vehicle is ready to be I/M or Emission Tested.
2. NO - then the following procedure needs to be followed to run/complete all available monitors.

Note. Only the monitors, which are not YES in the CARB Readiness Status, need to be completed. Specific criteria need to be met for each monitor. The most efficient order to run the monitors has been outlined below, including suggestions to aid the process.

EVAPORATIVE EMISSION SYSTEM LEAK DETECTION WITH PURGE MONITOR

This monitor requires a cool down cycle, usually an overnight soak for at least 8 hours without the engine running. The ambient temperature must decrease overnight - parking the vehicle outside is advised. To run this test the fuel level must be between 15-85% full. Criteria for EVAP monitor

1. Engine off time greater than one hour.
2. Fuel Level between 15% and 85%.
3. Start Up ECT and IAT within 10°C (18°F).
4. Vehicle started and run until Purge Monitor reports a result.

Note. If the vehicle does not report a result and the conditions where correct. It may take up to two weeks to fail the small leak monitor. DO NOT use this test to attempt to determine a fault. Use the appropriate service information procedure for finding a small leak. If there are no faults and the conditions are correct this test will run and report a pass. Note the Small leak test can find leaks less than 10 thousands of an inch. If a small leak is present it takes approximately one week of normal driving to report a failure.

CATALYST / O2 MONITOR

The Catalyst and O2 Monitor information are acquired and processed at the same time. Most vehicles will need to be driven at highway speed (less than 50 mph) (73km/h) for a few minutes. Some vehicles run the monitor at idle in drive. If the vehicle is equipped with a manual transmission, using 4th gear may assist in meeting the monitor running criteria.

1. Engine RPM between 1200 to 3000
2. Enginetemperature greater than 70°C (158°F)
3. Engine run time greater than 92 seconds
4. MAP between 10 - 20 kPa (7.5 - 15 Hg)
5. Vehicle speed between 20 - 70 mph (29-103 km/h)

EGR MONITOR

After the vehicle has reached the below conditions and during a throttle decel the EGR monitor will run.

1. Engine RPM between 1375 - 2500
2. Engine temperature greater than 70°C (158°F)
3. Engine run time greater than 125 seconds
4. Vehicle speed between 25 - 70 mph (37-103 km/h)

O2 SENSOR HEATER MONITOR

This monitor is now continuously running once the heaters are energized. Pass information will be processed at power down.

MIS-FIRE MONITOR

The Misfire Monitor is a continuous two-trip monitor. The monitor uses two different tests/counters

Note. The Adaptive Numerator must be learned before the PCM will run the Mis-Fire Monitor. The PCM updates the Adaptive Numerator at every key-ON, and is relearned after battery disconnect. The Misfire Monitor will not run until the Adaptive Numerator has updated since the last battery disconnect. If the Adaptive Numerator is equal to the default value then the PCM knows that the Adaptive Numerator has not been learned and does not permit the Misfire Monitor to run. If the Adaptive Numerator exceeds a calibrated percentage, the PCM sets a DTC for CKP NOT LEARNED and illuminates the MIL.

1. 200 Revolution Counter - Looks for misfire that can cause immediate catalyst damage.
2. 1000 Revolution Counter - Looks for misfire that can cause emissions to increase 1.5 times the Federal Test Procedure (FTP) standards. This test must also identify misfire percentages that might cause a "durability demonstration vehicle" to fail an Inspection and Maintenance Program tailpipe emissions test.

TORQUE

TORQUE SPECIFICATIONS

Scheme 27

The EGR Cooler Vacuum Bypass Solenoid is located on the bottom of the intake manifold next to the thermostat housing.

REMOVAL

1. Disconnect the negative battery cable.
2. Remove the EGR cooler. Refer to «COOLER, EGR, DIESEL, REMOVAL»(/chrysler/town-country/v-2010-2016/remont/accessory-drive-belts/#engine-cooling-system) .
3. Disconnect the EGR cooler bypass vacuum solenoid wire harness connector (1).
4. Disconnect vacuum lines (4).
5. Remove bolts (3) and the EGR cooler bypass vacuum solenoid (2).

1. Install the EGR cooler bypass vacuum solenoid (2). Tighten bolts (3) 5 N.m (44 in. lbs.).
2. Connect the EGR cooler bypass vacuum solenoid wire harness connector (1).
3. Connect vacuum lines (4).
4. Install the EGR cooler. Refer to «COOLER, EGR, DIESEL, INSTALLATION»(/chrysler/town-country/v-2010-2016/remont/accessory-drive-belts/#engine-cooling-system) .
5. Connect the negative battery cable.

Scheme 28

Scheme 29

1. Remove the engine cover (1).
2. Remove bolts (1 and 3) and the EGR tube (2).
3. Remove and discard gaskets.

Scheme 30

1. Clean all gasket sealing areas.
2. Install a new O-ring gasket (1) onto intake manifold (2).
3. Using a new lower gasket, install the EGR tube (2) and the bolts finger tight. Tighten bolts (3) to 25 N.m (18 ft. lbs.). Tighten bolts (1) to 11 N.m (97 in. lbs.).
4. Install the engine cover (1).

Scheme 31

The EGR air control valve (2) is located near the front of the intake manifold.

Scheme 32

Scheme 33

1. Disconnect the negative battery cable.
2. Remove the engine cover (1).
3. Loosen clamp (3) and disconnect inlet tube (1) from the EGR air control valve (2).
4. Disconnect EGR air flow control valve wire harness connector (1).
5. Remove EGR air control valve mounting bolts (2) and remove valve (1).
6. Remove and discard the O-ring gasket.

Scheme 34

1. Clean the gasket surface areas.
2. Install a new O-ring gasket (1).
3. Install EGR air control valve (1). Tighten bolts (2) to 11 N.m (97 in. lbs.).
4. Connect the EGR air control valve wire harness connector (1).
5. Connect the inlet tube (1) to the EGR air control valve (2) and securely tighten clamp (3).
6. Install the engine cover (1).
7. Connect the negative battery cable.

Scheme 35

The EGR valve is located to the rear of the intake manifold and is attached to the EGR cooler manifold.

Scheme 36

1. Disconnect the negative battery cable.
2. Remove the engine cover (1).
3. Disconnect the EGR valve wire harness connector (1).
4. Remove bolts (1) and the EGR valve.
5. Remove and discard the gasket.

Scheme 37

1. Clean the gasket mating surfaces.
2. Position a new EGR valve gasket (1) onto manifold.
3. Install EGR valve. Tighten bolts (1) to 15 N.m (133 in. lbs.).
4. Connect the EGR valve wire harness connector (1).
5. Install the engine cover (1).
6. Connect the negative battery cable.

Scheme 38

1. Remove the negative battery cable.
2. Remove the engine cover (1).
3. Disconnect the crankcase breather hose (2).
4. Disconnect the crankcase vent heater wire harness connector (1).
5. Carefully pull out the crankcase vent heater (3) from turbo air inlet hose.

1. Install the crankcase vent heater (3) into turbo air inlet hose.
2. Connect the crankcase vent heater wire harness connector (1).
3. Install the crankcase breather hose (2).
4. Install the engine cover (1).
5. Connect the negative battery cable.

See also:
• DTC INDEX
• MODULE, POWERTRAIN CONTROL, STANDARD PROCEDURE
• FUEL SYSTEM PRESSURE RELEASE PROCEDURE
• SHIELD, SPLASH, LEFT REAR WHEELHOUSE, REMOVAL
• HOISTING, STANDARD PROCEDURE
• COOLER, EGR, DIESEL, REMOVAL
• SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR, OPERATION