CHRYSLER VOYAGER 2001 Service Manual

Fig. 1 ORVR System Schematic
1 - FUEL CAP
2 - RECIRCULATION TUBE
3 - LIQUID SEPARATOR
4 - PURGE
5 - W/LDP
6 - BREATHER ELEMENT
7 - W/O LDP8 - CANISTER
9 - ROLLOVER VALVE
10 - FUEL TANK
11 - CHECK VALVE
12 - CONTROL VALVE
RSEVAPORATIVE EMISSIONS25-11
EVAPORATIVE EMISSIONS (Continued)

EVAP/PURGE SOLENOID
DESCRIPTION
All vehicles use a proportional purge solenoid. The
solenoid regulates the rate of vapor flow from the
EVAP canister to the throttle body. The PCM oper-
ates the solenoid.
OPERATION
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged.
The proportional purge solenoid operates at a fre-
quency of 200 hz and is controlled by an engine con-
troller circuit that senses the current being applied
to the proportional purge solenoid (Fig. 2) and then
adjusts that current to achieve the desired purge
flow. The proportional purge solenoid controls the
purge rate of fuel vapors from the vapor canister and
fuel tank to the engine intake manifold.
REMOVAL
The solenoid attaches to a bracket near the radia-
tor on the passenger side of vehicle (Fig. 3). The sole-
noid will not operate unless it is installed correctly.
(1) Disconnect electrical connector from solenoid.
(2) Disconnect vacuum tubes from solenoid.
(3) Remove solenoid from bracket.
INSTALLATION
The solenoid attaches to a bracket near the radia-
tor on the passenger side of vehicle. The solenoid will
not operate unless it is installed correctly.
The top of the solenoid has TOP printed on it. The
solenoid will not operate unless it is installed cor-
rectly.
(1) Install solenoid on bracket.
(2) Connect vacuum tube to solenoid.
(3) Connect electrical connector to 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.
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.
Fig. 2 Proportional Purge Solenoid
1 - EVAP PURGE SOLENOID
2 - FRONT
Fig. 3 EVAP PURGE SOLENOID
1 - EVAP PURGE SOLENOID
2 - E G R VA LV E
3 - GENERATOR
25 - 12 EVAPORATIVE EMISSIONSRS

LEAK DETECTION PUMP
DESCRIPTION
The leak detection pump is a device used to detect
a leak in the evaporative system.
The primary components within the leak detection
pump assembly are: a three-port leak detection sole-
noid valve, a pump assembly that includes a spring
loaded diaphragm, a reed switch which is used to
monitor the pump diaphragm movement (position),
two check valves, and a spring loaded vent seal
valve.
OPERATION - LDP
Immediately after a cold start, when the engine
temperature is between 40ÉF and 86ÉF, the 3 port
solenoid is briefly energized. This initializes the
pump by drawing air into the pump cavity and also
closes the vent seal. During non-test test conditions,
the vent seal is held open by the pump diaphragm
assembly which pushes it open at the full travel posi-
tion. The vent seal will remain closed while the
pump is cycling. This is due to the operation of the 3
port solenoid which prevents the diaphragm assem-
bly from reaching full travel. After the brief initial-
ization period, the solenoid is de-energized, allowing
atmospheric pressure to enter the pump cavity. This
permits the spring to drive the diaphragm which
forces air out of the pump cavity and into the vent
system. When the solenoid is energized and de-ener-
gized, the cycle is repeated creating flow in typical
diaphragm pump fashion. The pump is controlled in
2 modes:
PUMP MODE:The pump is cycled at a fixed rate
to achieve a rapid pressure build in order to shorten
the overall test time.
TEST MODE:The solenoid is energized with a
fixed duration pulse. Subsequent fixed pulses occur
when the diaphragm reaches the switch closure
point.
The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5 inches
of water.
When the pump starts, the cycle rate is quite high.
As the system becomes pressurized, pump rate drops.
If there is no leak, the pump will quit. If there is a
leak, the test is terminated at the end of the test
mode.
If there is no leak, the purge monitor is run. If the
cycle rate increases due to the flow through the
purge system, the test is passed and the diagnostic is
complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
OPERATION - LDP SWITCH
The leak detection pump LDP assembly incorpo-
rates two primary functions: it detects a leak in the
evaporative system, and it seals the evaporative sys-
tem so that the required leak detection monitor test
can be run.
The three-port LDP solenoid valve is used to
expose either engine vacuum or atmospheric pressure
to the top side of the leak detection pump diaphragm.
When the LDP solenoid valve is denergized its port
(opening) to engine vacuum is blocked off. This
allows ambient air (atmospheric pressure) to enter
the top of the pump diaphragm. The spring load on
the diaphragm will push the diaphragm down, as
long as there is no pressure present in the rest of the
evaporative system. If there is sufficient evaporative
system pressure present, then the pump diaphragm
will stay in the9up9position. If the evaporative sys-
tem pressure decays, then the pump diaphragm will
eventually fall. The rate of this decent is dependent
upon the size of the evaporative system leak (Large
or small).
When the LDP solenoid valve is energized the port
(opening) to atmosphere is blocked off. At the same
time, the port to engine vacuum is opened. Engine
vacuum replaces atmospheric pressure. When engine
vacuum is sufficient, it over comes the spring pres-
sure load on the pump diaphragm and causes the
diaphragm to rise to its9up9position. The reed
switch will change state depending upon the position
of the pump diaphragm.
If the diaphragm is in the9up9position the reed
switch will be in its9open9state. This means that the
12 volt signal sense to the PCM is interrupted. Zero
volts is detected by the PCM. If the pump diaphragm
is in the9down9position the reed switch will be in its
9closed9state. 12 volts is sent to the PCM via the
switch sense circuit.
The check valves are one-way valves. The first
check valve is used to draw outside air into the lower
chamber of the LDP (the space that is below the
pump diaphragm). The second check valve is used to
vent this outside air, which has become pressurized
from the fall of the pump diaphragm, into the evap-
orative system.
The spring loaded vent seal valve, inside the LDP
is used to seal off the evaporative system. When the
pump diaphragm is in the9up9position the spring
pushes the vent seal valve closed. The vent seal valve
opens only when the pump diaphragm is in its9full
down9position. When the pump assembly is in its
pump mode the pump diaphragm is not allowed to
descend (fall) so far as to allow the vent seal valve to
open. This allows the leak detection pump to develop
the required pressure within the evaporative system
for system leak testing.
RSEVAPORATIVE EMISSIONS25-13

A pressure build up within the evaporative system
may cause pressure on the lower side of the LDP dia-
phragm. This will cause the LDP diaphragm to
remain in its9up9position (stuck in the up position).
This condition can occur even when the solenoid
valve is deenergized. This condition can be caused by
previous cycling (pumping) of the LDP by the techni-
cian (dealer test). Another way that this condition is
created is immediately following the running of the
vehicle evaporative system monitor. In this case, the
PCM has not yet opened the proportional purge sole-
noid in order to vent the pressure that has been built
up in the evaporative system to the engine combus-
tion system. The technician will need to vent the
evaporative system pressure via the vehicle fuel filler
cap and its fuel filler secondary seal (if so equipped
in the fuel filler neck). This will allow the technician
to cycle the LDP and to watch switch state changes.
After passing the leak detection phase of the test,
system pressure is maintained until the purge sys-
tem is activated, in effect creating a leak. If the dia-
phragm falls (as is expected), causing the reed switch
to change state, then the diagnostic test is completed.
When one of the evaporative system leak monitors
begins its various tests, a test is performed to deter-
mine that no part of the evaporative system is
blocked. In this test, the LDP is cycled (pumped) a
calibrated (few) number of times. Pressure should not
build up in the evaporative system. If pressure is
present, then LDP diaphragm is forced to stay in its
9up9position. The reed switch now stays open and
the PCM senses this open (incorrect) state. The evap-
orative system monitor will fail the test because of a
detected obstruction within the system.
Possible causes:
²Open or shorted LDP switch sense circuit
²Leak Detection Pump switch failure
²Open fused ignition switch output
²Restricted, disconnected, or blocked manifold
vacuum source
²Obstruction of hoses or lines
²PCM failure
REMOVAL
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Remove 3 hoses (Fig. 4).
(4) Remove the electrical connector (Fig. 5) .
(5) Remove the 3 screws and remove LDP pump.
INSTALLATION
(1) Install LDP.
(2) Install the 3 screws and tighten (Fig. 5).
(3) Install the electrical connector.
(4) Install the 3 hoses (Fig. 4).(5) Lower vehicle.
(6) Connect the negative battery cable.
Fig. 4 LDP LOCATION
Fig. 5 LDP REMOVAL/INSTALLATION
25 - 14 EVAPORATIVE EMISSIONSRS
LEAK DETECTION PUMP (Continued)

ORVR
OPERATION
The emission control principle used in the ORVR sys-
tem is that the fuel flowing into the filler tube (appx. 1º
I.D.) creates an aspiration effect which draws air into
the fill tube (Fig. 6). During refueling, 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 com-
puter 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 controlvalve(Refer to 14 - FUEL SYSTEM/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 pres-
sure increases, the check valve closes (preventing tank
fuel from spiting 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 diagnos-
tics test is running, low level tank pressure can 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 atmo-
sphere. 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.
Fig. 6 ORVR System Schematic
1 - FUEL CAP
2 - RECIRCULATION TUBE
3 - LIQUID SEPARATOR
4 - PURGE
5 - W/LDP
6 - BREATHER ELEMENT
7 - W/O LDP8 - CANISTER
9 - ROLLOVER VALVE
10 - FUEL TANK
11 - CHECK VALVE
12 - CONTROL VALVE
RSEVAPORATIVE EMISSIONS25-15

DIAGNOSIS AND TESTING - VEHICLE DOES
NOT FILL
CONDITION POSSIBLE CAUSES CORRECTION
Pre-Mature Nozzle Shut-Off Defective fuel tank assembly
components.Fill tube improperly installed
(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
(requires double failure,
plugged to LDP and
atmosphere).
Leak detection pump failed
closed.
Leak detection pump filter
plugged.
On-Board diagnostics evaporative
system leak test just conducted.Canister vent valve vent
plugged to atmosphere.
engine still running when
attempting to fill (System
designed not to fill).
Defective fill nozzle. Try another nozzle.
Fuel Spits Out Of Filler
Tube.During fill. See Pre-Mature Shut-Off.
At conclusion of fill. Defective fuel handling
component. (Check valve stuck
open).
Defective vapor/vent handling
component.
Defective fill nozzle.
25 - 16 EVAPORATIVE EMISSIONSRS
ORVR (Continued)

PCV VALVE
DESCRIPTION
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.
OPERATION
When the engine is not operating or during an
engine backfire, the spring forces the plunger back
against the seat. This prevents vapors from flowing
through the valve (Fig. 8).
When the engine is at idle or cruising, high mani-
fold vacuum is present. At these times manifold vac-
uum is able to completely compress the spring and
pull the plunger to the top of the valve (Fig. 9). In
this position there is minimal vapor flow through the
valve.During periods of moderate intake manifold vac-
uum the plunger is only pulled part way back from
the inlet. This results in maximum vapor flow
through the valve (Fig. 10).
DIAGNOSIS AND TESTING - PCV SYSTEM
INSPECTION
WARNING: APPLY PARKING BRAKE AND/OR
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.
(2) Install hose on PCV valve. Remove the
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.
If the valve rattles, apply a light coating of Loctitet
Pipe Sealant With Teflon to the threads. Thread the
PCV valve into the manifold plenum and tighten to 7
N´m (60 in. lbs.) torque.
Fig. 7 PCV VALVE 2.4L
1 - PCV Valve
Fig. 8 Engine Off or Engine Backfire No Vapor Flow
Fig. 9 High Intake Manifold Vacuum Minimal Vapor
Flow
Fig. 10 Moderate Intake Manifold Vacuum Maximum
Vapor Flow
RSEVAPORATIVE EMISSIONS25-17

VAPOR CANISTER
DESCRIPTION
There are 2 EVAP canisters on the vehicle. The vac-
uum and vapor tubes connect to the top of the canister.
It is a charcoal canister (Fig. 11) or (Fig. 12).
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
purge solenoid. The PCM purges the canister at pre-
determined intervals and engine conditions.
Purge Free Cells
Purge-free memory cells are used to identify the
fuel vapor content of the evaporative canister. Since
the evaporative canister is not purged 100% of thetime, 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 IIItScan 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.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the 2 hoses (Fig. 11).
(3) Remove bolt.
(4) Pull canister rearward to remove.
REMOVAL - REAR EVAP CANISTER
(1) Raise and support the vehicle.
(2) Remove 3 hoses (Fig. 12).
(3) Remove the bolt.
(4) Pull rearward to remove canister.
Fig. 11 FRONT EVAP CANISTER
1 - Front EVAP Canister
2 - Vent Valve
Fig. 12 REAR EVAP CANISTER
1 - Rear EVAP Canister
2 - Front EVAP Canister
3 - Vent Valve
25 - 18 EVAPORATIVE EMISSIONSRS

INSTALLATION
(1) Install canister arrow heads into the rubber
gromments (Fig. 13)
(2) Install bolt and tighten.
(3) Install hoses.
(4) Lower vehicle.
INSTALLATION - REAR EVAP CANISTER
(1) Install canister arrow heads into the rubber
gromments (Fig. 14).
(2) Install bolt and tighten.
(3) Install hoses.
(4) Lower vehicle.
Fig. 13 FRONT EVAP CANISTER BRACKET
Fig. 14 REAR EVAP CANISTER BRACKET
RSEVAPORATIVE EMISSIONS25-19
VAPOR CANISTER (Continued)

EXHAUST GAS RECIRCULATION
TABLE OF CONTENTS
page page
EXHAUST GAS RECIRCULATION
SPECIFICATIONS........................20
TUBE
REMOVAL..............................20
INSTALLATION...........................20VA LV E
DESCRIPTION...........................21
OPERATION.............................21
REMOVAL..............................22
INSTALLATION...........................22
EXHAUST GAS RECIRCULATION
SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
EGR valve to cyl. head 2.4L 22 200625
EGR tube to EGR valve 2.4L 11.9 105620
EGR tube to intake manifold 2.4L 11.9 105620
EGR valve to adaptor 3.3/3.8L 22 200625
EGR tube to EGR valve 3.3/3.8L 11.9 105620
EGR tube to intake manifold 3.3L 5.6 50610
EGR tube to intake manifold 3.8L 11.9 105620
TUBE
REMOVAL - 2.4L
(1) Remove EGR tube attaching bolts at intake
manifold.
(2) Remove EGR tube attaching bolts at EGR
valve.
(3) Check for signs of leakage or cracked surfaces
on either the manifold or tube. Repair or replace as
necessary.
REMOVAL - 3.3/3.8L
(1) Remove EGR tube attaching bolts at intake
manifold.
(2) Remove EGR tube attaching bolts at EGR
valve.
(3) Check for signs of leakage or cracked surfaces
on either the manifold or tube. Repair or replace as
necessary.
INSTALLATION - 2.4L
(1) Loose install EGR tube and gasket with attach-
ing bolts at intake manifold.
(2) Loose install EGR tube and gasket with attach-
ing bolts at EGR valve.
(3) Tighten bolts to EGR valve to 11.9 N´m (105
620 ins. lbs.).
(4) Tighten bolts to Intake manifold to 11.9 N´m
(105620 ins. lbs.).
INSTALLATION - 3.3L
(1) Loose install EGR tube with attaching screws
at intake manifold.
(2) Loose install EGR tube and gasket with attach-
ing bolts at EGR valve.
(3) Tighten bolts to EGR valve to 11.9 N´m (105
620 ins. lbs.).
(4) Tighten bolts to Intake manifold to 5.6 N´m (50
610 ins. lbs.).
25 - 20 EXHAUST GAS RECIRCULATIONRS