Emissions Control: Removal & Installation Dodge Avenger II facelift

INSTALLATION

1. Install the air pump (3) to the bracket (4) with three nuts (5) tightened to 8 N.m (71 in. lbs.).
2. Connect and lock the air pump electrical connector (1).
3. Engage the air pump electrical connector (2) to the back of the air pump. NOTE: Air pump not shown in illustration.
4. Install the air pump heatshield (5) with the upper mounting bolt (4).
5. Raise and support the vehicle. Refer to «HOISTING, STANDARD PROCEDURE»(ref-485472-S37758686622012071300000) .
6. Install the air pump relay (3) and lower heatshield bolt (1). Tighten the bolt to 8 N.m (71 in. lbs.).
7. Engage the oxygen sensor connector retainer (2) to the heatshield (5).
8. Lower the vehicle.
9. Tighten the upper heatshield bolt (4) to 8 N.m (71 in. lbs.).
10. Install the air inlet hose (3) to the air pump inlet (2).
11. Install the connecting tube (1) to the air pump (2).
12. Install the PCM and PCM bracket (1) with two bolts (2) tightened to 10 N.m (89 in. lbs.).
13. Position the air injection pump assembly wire harness. Connect and lock the two electrical connectors (3).
14. Engage two wire harness retainers (1) to the back of the PCM bracket.
15. Engage the purge tube retainer (2) to the bottom of the PCM bracket.
16. Engage the wire harness retainer (2) to the top of the PCM bracket.
17. Engage the engine harness connector retainer (1) to the back of the PCM bracket.
18. Connect and lock the engine wire harness connector (4).
19. Connect and lock the two PCM wire harness connectors (3).
20. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
21. Install the engine cover.

Scheme 25

The mass air flow (MAF) sensor (3) is positioned between the air cleaner body outlet hose and the air pump supply hose on partial zero emission vehicles (PZEV).

REMOVAL

1. Disconnect and isolate the negative battery cable.
2. Disconnect the mass air flow (MAF) sensor electrical connector (4).
3. Disengage the constant tension clamps (1 and 2) securing the MAF sensor (3).
4. Remove the MAF sensor (3) from the hoses.

1. Note the arrow direction on the mass air flow (MAF) sensor and correctly install the sensor (3) to the hoses.
2. Engage the constant tension clamps (1 and 2) to secure the MAF sensor (3) to the hoses.
3. Connect the MAF sensor electrical connector (4).
4. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).

Scheme 26

1. Remove the engine cover.
2. To release the connecting tube, squeeze the quick connect fitting as shown in illustration.
3. Disengage the purge line retainer (2) from the connecting tube (1).
4. Disconnect and remove the connecting tube (1) from the air pump and the one way check valve.
5. The connecting tube O-rings can be reused if not damaged.

1. The connecting tube O-rings can be reused if not damaged.
2. Position and install the connecting tube (1) to the air pump and one way check valve.
3. Engage the purge line retainer (2) to the connecting tube (1).
4. Install the engine cover.

Scheme 27

The one way check valve (1) is located on the exhaust side of the engine and is mounted to a flanged pipe that is part of the exhaust manifold on partial zero emission vehicles (PZEV).

1. Remove the engine cover.
2. To release the connecting tube from the one way check valve, squeeze the quick connect fitting as shown in illustration.
3. Disconnect and remove the connecting tube (3) from the one way check valve (1).
4. Remove the check valve mounting bolts (4).
5. Remove the one way check valve (1) and gasket (5) from the exhaust manifold flange. Remove residual gasket material from the flange.

Note. Make sure the old gasket material is completely removed from the mounting flange.

1. Install new gasket (5) and one way check valve (1) to the exhaust manifold flange.
2. Install the one way check valve mounting bolts (4) and tighten to 12 N.m (105 in. lbs.). NOTE: The quick connect fitting on the air outlet tube is slotted to fit the one way check valve. Line the slot up when making the connection.
3. Install the connecting tube (3) to the one way check valve (1). A click noise will indicate a good connection.
4. Install the engine cover.

Scheme 28

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 29

Scheme 30

1. Disconnect the negative battery cable.
2. Raise and support vehicle.
3. Disconnect electrical connector (1).
4. Disconnect the hoses from the EVAP canister (2).
5. Remove filter hose from EVAP canister (2).
6. Remove mounting fasteners from bracket of the EVAP canister (1).
7. Remove EVAP canister assembly.

1. Install EVAP canister (1) mounting bolts and tighten.
2. Connect filter hose to canister (2).
3. Connect electrical connector (1)
4. Connect hoses (2).
5. Lower vehicle.
6. Connect negative battery cable.

1. Install evaporator purge solenoid (1) to bracket. Make sure the tab (2) secures the solenoid (1) to the bracket.
2. Install quick connect fuel tank hose (3) to evaporator purge solenoid (1).
3. Install purge hose (4) to evaporator purge solenoid (1).
4. Connect electrical connector (5) to evaporator purge solenoid (1).
5. Install the PCM. Refer to «MODULE, POWERTRAIN CONTROL, INSTALLATION»(ref-485482-S19357068902012071300000) .
6. Connect negative battery cable, tighten nut to 5 N.m (45 in. lbs.).

Scheme 31

The ESIM (Evaporative System Integrity Monitor) is very similar to the NVLD. However, the design of the ESIM has been simplified and unlike the NVLD the ESIM does not require a solenoid. 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.

Scheme 32

The ESIM assembly consists of a housing, a small weight and a large weight that serve as check valves, a diaphragm, a switch and a cover. 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 33

The ESIM (Evaporative System Integrity Monitor), while physically different than the NVLD system, performs the same basic function as the NVLD does - controlling evaporative emissions. The ESIM has been simplified because the solenoid used on the NVLD is not used on the ESIM.

The ESIM consists of housing, two check valves (sometimes referred to as weights), a diaphragm, a switch and a cover. The larger check valve seals for pressure and the smaller one seals for vacuum.

During refueling, pressure is built up in the evaporative system. When pressure reaches approximately.5 inches of water, the large check valve 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 and relieve 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 EVAP. system during engine off conditions. If the EVAP. 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 GPEC1. 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 10° C (50°F) 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 4° C and 37° C (39° F and 98° F) and the elevation level must be below 8500 feet.

The test is accomplished by the GPEC1 activating the purge solenoid to create a vacuum in the evaporative system. The GPEC1 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 GPEC1 activating the purge solenoid to create a vacuum in the evaporative system. The GPEC1 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. GPEC1 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 GPEC 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 GPEC1 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 GPEC1 also uses the ESIM to detect a loose or missing gas cap. The GPEC1 controller looks for a change in the fuel level (25% minimum) and then gas cap is loose or missing. If a medium/large leak is detected, a loose gas cap light illuminates and a pending one-trip fault code is set. On the GPEC1, this is a three-trip fault before the code matures