engine CHRYSLER VOYAGER 2005 Service Manual

EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS
OPERATION - EVAPORATION CONTROL
SYSTEM............................11
SPECIFICATIONS
TORQUE............................12
EVAP/PURGE SOLENOID
DESCRIPTION.........................13
OPERATION...........................13
REMOVAL.............................13
INSTALLATION.........................13
FUEL FILLER CAP
DESCRIPTION.........................13
OPERATION...........................13
NATURAL VAC LEAK DETECTION ASSY
REMOVAL.............................14
INSTALLATION.........................14
LEAK DETECTION PUMP
REMOVAL.............................15
INSTALLATION.........................15
ORVR
OPERATION...........................15DIAGNOSIS AND TESTING - VEHICLE DOES
NOT FILL............................17
P C V VA LV E
DESCRIPTION.........................18
OPERATION...........................18
DIAGNOSIS AND TESTING - PCV SYSTEM . . . 18
VAPOR CANISTER
DESCRIPTION.........................19
OPERATION...........................19
REMOVAL
REMOVAL...........................19
REMOVAL - WITH NVLD - FOLD-IN-FLOOR . 20
REMOVAL - REAR EVAP CANISTER.......20
INSTALLATION
INSTALLATION.......................20
INSTALLATION - WITH NVLD - FOLD-IN-
FLOOR.............................20
INSTALLATION - REAR EVAP CANISTER . . . 21
EVAPORATIVE EMISSIONS
OPERATION - EVAPORATION CONTROL
SYSTEM
The evaporation control system prevents the emis-
sion of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through vent hoses or tubes to an activated carbon
filled evaporative canister. The canister temporarily
holds the vapors. The Powertrain Control Module
(PCM) allows intake manifold vacuum to draw
vapors into the combustion chambers during certain
operating conditions (Fig. 1).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.
NOTE: The evaporative system uses specially man-
ufactured hoses. If they need replacement, only use
fuel resistant hose. Also the hoses must be able to
pass an Ozone compliance test.
NOTE: For more information on Onboard Refueling
Vapor Recovery (ORVR), refer to the Fuel Delivery
section.
RSEVAPORATIVE EMISSIONS25-11

SPECIFICATIONS
TORQUE
DESCRIPTION N´m Ft. Lbs. In. Lbs.
PCV VAlve 3.3/3.8L 6.3 55
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
25 - 12 EVAPORATIVE EMISSIONSRS
EVAPORATIVE EMISSIONS (Continued)

EVAP/PURGE SOLENOID
DESCRIPTION
All vehicles use a proportional purge solenoid (Fig.
2). The solenoid regulates the rate of vapor flow from
the EVAP canister to the throttle body. The PCM
operates 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 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
Fig. 3 EVAP PURGE SOLENOID
1 - EVAP Purge Solenoid
2 - EGR VAlve
3 - Generator
RSEVAPORATIVE EMISSIONS25-13

LEAK DETECTION PUMP
REMOVAL
(1) Disconnect the negative battery cable.
(2) Raise and support the vehicle.
(3) Remove 3 hoses (Fig. 7).
(4) Remove the electrical connector (Fig. 8).
(5) Remove the 3 screws and remove LDP pump.
INSTALLATION
(1) Install LDP.
(2) Install the 3 screws and tighten (Fig. 8).
(3) Install the electrical connector.
(4) Install the 3 hoses (Fig. 7).
(5) Lower vehicle.
(6) Connect the negative battery cable.
ORVR
OPERATION
The emission control principle used in the ORVR
system 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. 9). During refueling,
the fuel tank is vented to the vapor canister to cap-
ture escaping vapors. With air flowing into the filler
tube, there are no fuel vapors escaping to the atmo-
sphere. 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
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.
Fig. 7 LDP LOCATION
Fig. 8 LDP REMOVAL/INSTALLATION
RSEVAPORATIVE EMISSIONS25-15

Fig. 9 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
25 - 16 EVAPORATIVE EMISSIONSRS
ORVR (Continued)

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 NVLD 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.
RSEVAPORATIVE EMISSIONS25-17
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 (Fig. 10) or (Fig. 11).
OPERATION
When the engine is not operating or during an
engine backfire, the spring forces the plunger backagainst the seat. This prevents vapors from flowing
through the valve (Fig. 12).
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. 13). 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. 14).
DIAGNOSIS AND TESTING - PCV SYSTEM
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.
Fig. 10 PCV VALVE 2.4L
1 - PCV Valve
Fig. 11 PCV VALVE 3.3/3.8L
Fig. 12 Engine Off or Engine Backfire No Vapor
Flow
Fig. 13 High Intake Manifold Vacuum Minimal Vapor
Flow
Fig. 14 Moderate Intake Manifold Vacuum Maximum
Vapor Flow
25 - 18 EVAPORATIVE EMISSIONSRS

(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.
VAPOR CANISTER
DESCRIPTION
There are 2 EVAP canisters on the vehicle. The
vacuum and vapor tubes connect to the top of the
canister. It is a charcoal canister (Fig. 15) or (Fig.
16).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 the
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 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
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the 2 hoses (Fig. 15).
(3) Remove bolt.
(4) Pull canister rearward to remove.
Fig. 15 FRONT EVAP CANISTER
1 - Front EVAP Canister
2 - Vent Valve
Fig. 16 REAR EVAP CANISTER
1 - Rear EVAP Canister
2 - Front EVAP Canister
3 - Vent Valve
RSEVAPORATIVE EMISSIONS25-19
PCV VALVE (Continued)

VA LV E
DESCRIPTION
The EGR system consists of:
²EGR tube (connects a passage in the intake
manifold to the exhaust port in the cylinder head)
²EGR valve
²Electronic EGR Transducer
²Connecting hoses
OPERATION
Refer to Monitored Systems - EGR Monitor in this
group for more information.
The engines use Exhaust Gas Recirculation (EGR)
systems. The EGR system reduces oxides of nitrogen
(NOx) in engine exhaust and helps prevent detona-
tion (engine knock). Under normal operating condi-
tions, engine cylinder temperature can reach more
than 3000ÉF. Formation of NOx increases proportion-
ally with combustion temperature. To reduce the
emission of these oxides, the cylinder temperature
must be lowered. The system allows a predetermined
amount of hot exhaust gas to recirculate and dilute
the incoming air/fuel mixture. The diluted air/fuel
mixture reduces peak flame temperature during com-
bustion.
The electric EGR transducer contains an electri-
cally operated solenoid and a back-pressure trans-
ducer (Fig. 2). The Powertrain Control Module (PCM)
operates the solenoid. The PCM determines when toenergize the solenoid. Exhaust system back-pressure
controls the transducer.
When the PCM energizes the solenoid, vacuum
does not reach the transducer. Vacuum flows to the
transducer when the PCM de-energizes the solenoid.
When exhaust system back-pressure becomes high
enough, it fully closes a bleed valve in the trans-
ducer. When the PCM de-energizes the solenoid and
back-pressure closes the transducer bleed valve, vac-
uum flows through the transducer to operate the
EGR valve.
Fig. 1 EGR VALVE AND TUBE 2.4L
1 - EGR Tube
2 - EGR Valve
Fig. 2 EGR Valve and Transducer - Typical
1 - DIAPHRAGM
2 - PISTON
3 - SPRING
4 - EGR VALVE ASSEMBLY
5 - VACUUM MOTOR
6 - VACUUM MOTOR FITTING
7 - VACUUM OUTLET FITTING TO EGR VALVE
8 - EGR VALVE CONTROL ASSEMBLY
9 - ELECTRIC SOLENOID PORTION OF VALVE CONTROL
10 - VACUUM INLET FITTING FROM ENGINE
11 - BACK-PRESSURE HOSE
12 - TRANSDUCER PORTION OF VALVE CONTROL
13 - ELECTRICAL CONNECTION POINT
14 - EGR VALVE BACK-PRESSURE FITTING
15 - EXHAUST GAS INLET
16 - STEM PROTECTOR AND BUSHING
17 - BASE
18 - MOVEMENT INDICATOR
19 - POPPET VALVE
20 - SEAT
21 - EXHAUST GAS OUTLET
RSEXHAUST GAS RECIRCULATION25-23

De-energizing the solenoid, but not fully closing the
transducer bleed hole (because of low back-pressure),
varies the strength of vacuum applied to the EGR
valve. Varying the strength of the vacuum changes
the amount of EGR supplied to the engine. This pro-
vides the correct amount of exhaust gas recirculation
for different operating conditions.
This system does not allow EGR at idle.
A failed or malfunctioning EGR system can cause
engine spark knock, sags or hesitation, rough idle,
engine stalling and increased emissions.
REMOVAL - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Disconnect vacuum tube from electric EGR
transducer. Inspect vacuum tube for damage.
(2) Remove electrical connector from solenoid.
(3) Remove EGR tube bolts from EGR valve.
(4) Remove EGR valve from cylinder head adaptor.(5) Clean gasket surface and discard old gasket.
Check for any signs of leakage or cracked surfaces.
Repair or replace as necessary.
INSTALLATION - 2.4L
The EGR valve and Electrical EGR Transducer are
serviced as an assembly (Fig. 1).
(1) Assemble EGR valve with new gasket onto the
cylinder head adaptor.
(2) Loose assemble the bolts from EGR valve to
EGR tube.
(3) Loose assemble the bolts from EGR valve to
cylinder head.
(4) Tighten bolts from EGR valve to cylinder head
to 22.8 N´m (200  25 in. lbs.) torque.
(5) Tighten bolts from EGR valve to EGR tube to
11.9 N´m (105  20 in. lbs.) torque.
(6) Reconnect vacuum hose and electrical connec-
tor to electrical EGR transducer.
25 - 24 EXHAUST GAS RECIRCULATIONRS
VALVE (Continued)