filter JEEP GRAND CHEROKEE 2002 WJ / 2.G Workshop Manual

NOTE: The evaporative system uses specially man-
ufactured lines/hoses. If replacement becomes nec-
essary, only use fuel resistant, low permeation
hose.
Certain components can be found in (Fig. 1).
DESCRIPTION - CCV SYSTEM
The 4.0L 6±cylinder engine is equipped with a
Crankcase Ventilation (CCV) system. The system
consists of:
²A fixed orifice fitting of a calibrated size. This
fitting is pressed into a rubber grommet located on
the top/rear of cylinder head (valve) cover (Fig. 2).
²a pair of breather tubes (lines) to connect the
system components.
²the air cleaner housing.
²an air inlet fitting (Fig. 2).
DESCRIPTION - PCV SYSTEM
The 4.7L V-8 engine is equipped with a closed
crankcase ventilation system and a Positive Crank-
case Ventilation (PCV) valve.
This system consists of:
Fig. 1 ORVR / LDP COMPONENTS
1 - FUEL TANK (LEFT SIDE) 6 - EVAP CANISTER
2 - FRAME RAIL (LEFT-REAR OUTSIDE) 7 - LDP FILTER
3 - FUEL VENT TUBE 8 - TWO-PIECE SUPPORT BRACKET
4 - FUEL FILL TUBE 9 - LEAK DETECTION PUMP (LDP)
5 - CONTROL VALVE
Fig. 2 CCV SystemÐ4.0L Engine
1 - AIR INLET FITTING
2 - FIXED ORIFICE FITTING
3 - CCV BREATHER TUBE (REAR)
4 - INT. MAN. FITTING
5 - CCV BREATHER TUBE (FRONT)
WJEVAPORATIVE EMISSIONS 25 - 25
EVAPORATIVE EMISSIONS (Continued)

²a PCV valve mounted to the oil filler housing
(Fig. 3). The PCV valve is sealed to the oil filler
housing with an o-ring.
²the air cleaner housing
²two interconnected breathers threaded into the
rear of each cylinder head (Fig. 4).
²tubes and hose to connect the system compo-
nents.
OPERATION
OPERATION - 4.0L CCV SYSTEM
The CCV system performs the same function as a
conventional PCV system, but does not use a vacuum
controlled PCV valve.
The fixed orifice fitting meters the amount of
crankcase vapors drawn out of the engine.
When the engine is operating, fresh air enters the
engine and mixes with crankcase vapors. Engine vac-uum draws the vapor/air mixture through the fixed
orifice and into the intake manifold. The vapors are
then consumed during engine combustion.
OPERATION - 4.7L PCV SYSTEM
The PCV system operates by engine intake mani-
fold vacuum. Filtered air is routed into the crankcase
through the air cleaner hose and crankcase breath-
ers. The metered air, along with crankcase vapors,
are drawn through the PCV valve 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.
TYPICALPCV valves are shown in (Fig. 5), (Fig.
6) and (Fig. 7).
When the engine is not operating, or during an
engine pop-back, the spring forces the plunger back
against the seat (Fig. 5). This will prevent vapors
from flowing through the valve.
Fig. 3 PCV Valve/Oil Filler Tube (Housing)Ð4.7L
Engine
1 - O-RING
2 - LOCATING TABS
3 - CAM LOCK
4 - OIL FILLER TUBE
5 - PCV LINE/HOSE
6 - P C V VA LV E
Fig. 4 PCV System Hoses/TubesÐ4.7L Engine
1 - FRESH AIR FITTING
2 - CONNECTING TUBES/HOSES
3 - CRANKCASE BREATHERS (2)
4 - RUBBER HOSE
5 - AIR CLEANER RESONATOR
25 - 26 EVAPORATIVE EMISSIONSWJ
EVAPORATIVE EMISSIONS (Continued)

CAUTION: Remove the fuel tank filler tube cap to
relieve fuel tank pressure. The cap must be
removed prior to disconnecting any fuel system
component or before draining the fuel tank.
LEAK DETECTION PUMP
DESCRIPTION
The evaporative emission system is designed to
prevent the escape of fuel vapors from the fuel sys-
tem (Fig. 11). Leaks in the system, even small ones,
can allow fuel vapors to escape into the atmosphere.
Government regulations require onboard testing to
make sure that the evaporative (EVAP) system is
functioning properly. The leak detection system tests
for EVAP system leaks and blockage. It also performs
self-diagnostics. During self-diagnostics, the Power-
train Control Module (PCM) first checks the Leak
Detection Pump (LDP) for electrical and mechanical
faults. If the first checks pass, the PCM then uses
the LDP to seal the vent valve and pump air into the
system to pressurize it. If a leak is present, the PCM
will continue pumping the LDP to replace the air
that leaks out. The PCM determines the size of the
leak based on how fast/long it must pump the LDP
as it tries to maintain pressure in the system.
EVAP LEAK DETECTION SYSTEM COMPONENTS
Service Port: Used with special tools like the Miller
Evaporative Emissions Leak Detector (EELD) to test
for leaks in the system.
EVAP Purge Solenoid: The PCM uses the EVAP
purge solenoid to control purging of excess fuel
vapors stored in the EVAP canister. It remains closed
during leak testing to prevent loss of pressure.
EVAP Canister: The EVAP canister stores fuel
vapors from the fuel tank for purging.
EVAP Purge Orifice: Limits purge volume.
EVAP System Air Filter: Provides air to the LDP
for pressurizing the system. It filters out dirt while
allowing a vent to atmosphere for the EVAP system.
Fig. 11 TYPICAL SYSTEM COMPONENTS
1 - Throttle Body
2 - Service Vacuum Supply Tee (SVST)
3 - LDP Solenoid
4 - EVAP System Air Filter
5 - LDP Vent Valve
6 - EVAP Purge Orifice
7 - EVAP Purge Solenoid
8 - Service Port
9 - To Fuel Tank
10 - EVAP Canister
11 - LDP
12 - Intake Air Plenum
25 - 30 EVAPORATIVE EMISSIONSWJ
FUEL FILLER CAP (Continued)

OPERATION
The main purpose of the LDP is to pressurize the
fuel system for leak checking. It closes the EVAP sys-
tem vent to atmospheric pressure so the system can
be pressurized for leak testing. The diaphragm is
powered by engine vacuum. It pumps air into the
EVAP system to develop a pressure of about 7.59
H2O (1/4) psi. A reed switch in the LDP allows the
PCM to monitor the position of the LDP diaphragm.
The PCM uses the reed switch input to monitor how
fast the LDP is pumping air into the EVAP system.
This allows detection of leaks and blockage. The LDP
assembly consists of several parts (Fig. 12). The sole-
noid is controlled by the PCM, and it connects the
upper pump cavity to either engine vacuum or atmo-
spheric pressure. A vent valve closes the EVAP sys-
tem to atmosphere, sealing the system during leak
testing. The pump section of the LDP consists of a
diaphragm that moves up and down to bring air in
through the air filter and inlet check valve, and
pump it out through an outlet check valve into the
EVAP system. The diaphragm is pulled up by engine
vacuum, and pushed down by spring pressure, as the
LDP solenoid turns on and off. The LDP also has a
magnetic reed switch to signal diaphragm position to
the PCM. When the diaphragm is down, the switch is
closed, which sends a 12 V (system voltage) signal to
the PCM. When the diaphragm is up, the switch is
open, and there is no voltage sent to the PCM. This
allows the PCM to monitor LDP pumping action as it
turns the LDP solenoid on and off.
LDP AT REST (NOT POWERED)
When the LDP is at rest (no electrical/vacuum) the
diaphragm is allowed to drop down if the internal
(EVAP system) pressure is not greater than the
return spring. The LDP solenoid blocks the engine
vacuum port and opens the atmospheric pressure
port connected through the EVAP system air filter.
The vent valve is held open by the diaphragm. This
allows the canister to see atmospheric pressure (Fig.
13).
DIAPHRAGM UPWARD MOVEMENT
When the PCM energizes the LDP solenoid, the
solenoid blocks the atmospheric port leading through
the EVAP air filter and at the same time opens the
engine vacuum port to the pump cavity above the
diaphragm. The diaphragm moves upward when vac-
uum above the diaphragm exceeds spring force. This
upward movement closes the vent valve. It also
causes low pressure below the diaphragm, unseating
the inlet check valve and allowing air in from the
EVAP air filter. When the diaphragm completes its
upward movement, the LDP reed switch turns from
closed to open (Fig. 14).
DIAPHRAGM DOWNWARD MOVEMENT
Based on reed switch input, the PCM de-energizes
the LDP solenoid, causing it to block the vacuum
port, and open the atmospheric port. This connects
the upper pump cavity to atmosphere through the
EVAP air filter. The spring is now able to push the
diaphragm down. The downward movement of the
diaphragm closes the inlet check valve and opens the
outlet check valve pumping air into the evaporative
system. The LDP reed switch turns from open to
closed, allowing the PCM to monitor LDP pumping
(diaphragm up/down) activity (Fig. 15). During the
pumping mode, the diaphragm will not move down
far enough to open the vent valve. The pumping cycle
is repeated as the solenoid is turned on and off.
When the evaporative system begins to pressurize,
the pressure on the bottom of the diaphragm will
begin to oppose the spring pressure, slowing the
pumping action. The PCM watches the time from
when the solenoid is de-energized, until the dia-
phragm drops down far enough for the reed switch to
Fig. 12 EVAP LEAK DETECTION SYSTEM
COMPONENTS
1 - Reed Switch
2 - Solenoid
3 - Spring
4 - Pump Cavity
5 - Diaphragm
6 - Inlet Check Valve
7 - Vent Valve
8 - From Air Filter
9 - To Canister
10 - Outlet Check Valve
11 - Engine Vacuum
WJEVAPORATIVE EMISSIONS 25 - 31
LEAK DETECTION PUMP (Continued)

change from opened to closed. If the reed switch
changes too quickly, a leak may be indicated. The
longer it takes the reed switch to change state, the
tighter the evaporative system is sealed. If the sys-
tem pressurizes too quickly, a restriction somewhere
in the EVAP system may be indicated.
PUMPING ACTION
Action : During portions of this test, the PCM uses
the reed switch to monitor diaphragm movement.
The solenoid is only turned on by the PCM after the
reed switch changes from open to closed, indicating
that the diaphragm has moved down. At other times
during the test, the PCM will rapidly cycle the LDP
solenoid on and off to quickly pressurize the system.
During rapid cycling, the diaphragm will not move
enough to change the reed switch state. In the state
of rapid cycling, the PCM will use a fixed time inter-
val to cycle the solenoid. If the system does not pass
the EVAP Leak Detection Test, the following DTCs
may be set:
²P0442 - EVAP LEAK MONITOR 0.0409LEAK
DETECTED
²P0455 - EVAP LEAK MONITOR LARGE LEAK
DETECTED²P0456 - EVAP LEAK MONITOR 0.0209LEAK
DETECTED
²P1486 - EVAP LEAK MON PINCHED HOSE
FOUND
²P1494 - LEAK DETECTION PUMP SW OR
MECH FAULT
²P1495 - LEAK DETECTION PUMP SOLENOID
CIRCUIT
DIAGNOSIS AND TESTING - ENABLING
CONDITIONS TO RUN EVAP LEAK DETECTION
TEST
²Cold start: with ambient temperature (obtained
from modeling the inlet air temperature sensor on
passenger vehicles and the battery temperature sen-
sor on Jeep & Dodge Truck vehicles) between 4É C
(40É F) and 32É C (90É F) for 0.040 leak. Between 4É
C (40É F) and 29É C (85É F) for 0.020 leak.
²Engine coolant temperature within:-12É to -8É C
(10É to 18É F) of battery/ambient.
²Battery voltage between 10 and 15 volts.
²Low fuel warning light off (fuel level must be
between 15% and 85%.
²MAP sensor reading 22 in Hg or above (This is
the manifold absolute pressure, not vacuum).
Fig. 13 LDP AT REST
1 - Diaphragm
2 - Inlet Check Valve (Closed)
3 - Vent Valve (Open)
4 - From Air Filter
5 - To Canister
6 - Outlet Check Valve (Closed)
7 - Engine Vacuum (Closed)
Fig. 14 DIAPHRAGM UPWARD MOVEMENT
1 - Diaphragm
2 - Inlet Check Valve (Open)
3 - Vent Valve (Closed)
4 - From Air Filter
5 - To Canister
6 - Outlet Check Valve (Closed)
7 - Engine Vacuum (Open)
25 - 32 EVAPORATIVE EMISSIONSWJ
LEAK DETECTION PUMP (Continued)

²No engine stall during test.
NOTE: IF BATTERY VOLTAGE DROPS BELOW 10
VOLTS FOR MORE THAN 5 SECONDS DURING
ENGINE CRANKING, THE EVAP LEAK DETECTION
TEST WILL NOT RUN.
NOTE: THE FOLLOWING VALUES ARE APPROXI-
MATE AND VEHICLE SPECIFIC. USE THE VALUES
SEEN IN PRE TEST/MONITOR TEST SCREEN ON
THE DRB IIIT. SEE TSB 25-02-98 FOR MORE
DETAIL.
A DTC will not be set if a one-trip fault is set or if
the MIL is illuminated for any of the following:
²Purge Solenoid Electrical Fault
²All TPS Faults
²All Engine Controller Self Test Faults
²LDP Pressure Switch Fault
²All Cam and/or Crank Sensor Fault
²EGR Solenoid Electrical Fault
²All MAP Sensor Faults
²All Injector Faults
²Ambient/Battery Temperature Sensor Electrical
Faults²Baro Out of Range
²Vehicle Speed Faults
²All Coolant Sensor Faults
²LDP Solenoid Circuit
NOTE: IF BATTERY TEMPERATURE IS NOT WITHIN
RANGE, OR IF THE ENGINE COOLANT TEMPERA-
TURE IS NOT WITHIN A SPECIFIED RANGE OF THE
BATTERY TEMPERATURE, THE PCM WILL NOT
RUN TESTS FOR DTC P1494, P1486, P0442, P0455
AND P0441. THESE TEMPERATURE CALIBRATIONS
MAY BE DIFFERENT BETWEEN MODELS.
SECTION 1 - P1495 Leak Detection Pump
Solenoid Circuit-When the ignition key is turned
to9ON9, the LDP diaphragm should be in the down
position and the LDP reed switch should be closed. If
the EVAP system has residual pressure, the LDP dia-
phragm may be up. This could result in the LDP reed
switch being open when the key is turned to9ON9
and a P1494 fault could be set because the PCM is
expecting the reed switch to be closed.
After the key is turned9ON9, the PCM immedi-
ately tests the LDP solenoid circuit for electrical
faults. If a fault is detected, DTC P1495 will set, the
Fig. 15 DIAPHRAGM DOWNWARD MOVEMENT
1 - Diaphragm
2 - Inlet Check Valve (Closed)
3 - Vent Valve (Closed)
4 - From Air Filter
5 - To Canister
6 - Outlet Check Valve (Open)
7 - Engine Vacuum (Closed)EVAP LDP TEST SEQUENCE
1 - IGNITION SWITCH
2 - LDP DIAPHRAM
3 - LDP SWITCH
4 - LDP SOLENOID
5 - SECTION 1
6 - SECTION 2
7 - SECTION 3
8 - SECTION 4
9 - SECTION 5
10 - 3 TEST CYCLES TO TEST FOR BLOCKAGE
11- RAPID PUMP CYCLING FOR 70 CYCLES
WJEVAPORATIVE EMISSIONS 25 - 33
LEAK DETECTION PUMP (Continued)

set a temporary fault without turning on the MIL
and continue the leak portion of the test. However,
the PCM will assume that the system is already
pressurized and skip the rapid pump cycles.
Always diagnose leaks, if possible, before discon-
necting connections. Disconnecting connections may
mask a leak condition.
Keep in mind that if the purge solenoid seat is
leaking, it could go undetected since the leak would
end up in the intake manifold. Disconnect the purge
solenoid at the manifold when leak checking. In addi-
tion, a pinched hose fault (P1486) could set if the
purge solenoid does not purge the fuel system prop-
erly (blocked seat). The purge solenoid must vent the
fuel system prior to the LDP system test. If the
purge solenoid cannot properly vent the system the
LDP cannot properly complete the test for P1486 and
this fault can set due to pressure being in the EVAP
system during the test sequence.
Multiple actuation's of the DRB IIItLeak Detec-
tion Pump (LDP) Monitor Test can hide a 0.020 leak
because of excess vapor generation. Additionally, any
source for additional vapor generation can hide a
small leak in the EVAP system. Excess vapor gener-
ation can delay the fall of the LDP diaphragm thus
hiding the small leak. An example of this condition
could be bringing a cold vehicle into a warm shop for
testing or high ambient temperatures.
Fully plugged and partially plugged underhood
vacuum lines have been known to set MIL condi-
tions. P1494 and P0456 can be set for this reason.
Always, thoroughly, check plumbing for pinches or
blockage before condemning components.
TEST EQUIPMENT The Evaporative Emission
Leak Detector (EELD) Miller Special Tool 8404 is
capable of visually detecting leaks in the evaporative
system and will take the place of the ultrasonic leak
detector 6917A. The EELD utilizes shop air and a
smoke generator to visually detect leaks down to
0.020 or smaller. The food grade oil used to make the
smoke includes an UV trace dye that will leave tell-
tale signs of the leak under a black light. This is
helpful when components have to be removed to
determine the exact leak location. For detailed test
instructions, follow the operators manual packaged
with the EELD.
NOTE: Be sure that the PCM has the latest software
update. Reprogram as indicated by any applicable
Technical Service Bulletin. After LDP repairs are
completed, verify the repair by running the DRB IIIT
Leak Detection Pump (LDP) Monitor Test as
described in Technical Service Bulletin 18-12-99.REMOVAL
The Leak Detection Pump (LDP) is located under
the left quarter panel behind the left/rear wheel (Fig.
16). It is attached to a two-piece support bracket
(Fig. 17). The LDP and LDP filter are replaced (ser-
viced) as one unit.
(1) Remove stone shield behind left/rear wheel
(Fig. 18). Drill out plastic rivets for removal.
(2) Remove 3 LDP mounting bolts (Fig. 19).
(3) Remove support bracket brace bolt (Fig. 17).
(4) Loosen, but do not remove 2 support bracket
nuts at frame rail (Fig. 19).
(5) To separate and lower front section of two-piece
support bracket, remove 3 attaching bolts on bottom
of support bracket (Fig. 17). While lowering support
bracket, disconnect LDP wiring clip (Fig. 20).
(6) Disconnect electrical connector at LDP (Fig.
20).
(7) Carefully remove vapor/vacuum lines at LDP
(Fig. 20).
(8) Remove LDP.
INSTALLATION
The LDP is located in the left quarter panel behind
the left/rear wheel. It is attached to a two-piece sup-
port bracket (Fig. 17). The LDP and LDP filter are
replaced (serviced) as one unit.
(1) Position LDP and carefully install vapor/vac-
uum lines to LDP and LDP filter.The vapor/vac-
uum lines and hoses must be firmly connected.
Fig. 16 LOCATION, LDP / EVAP CANISTER
1 - LEAK DETECTION PUMP
2 - EVAP CANISTER
WJEVAPORATIVE EMISSIONS 25 - 35
LEAK DETECTION PUMP (Continued)

Check the vapor/vacuum lines at the LDP, LDP
filter and EVAP canister purge solenoid for
damage or leaks. If a leak is present, a Diagnos-
tic Trouble Code (DTC) may be set.
(2) Connect electrical connector to LDP.
(3) While raising front section of support bracket,
connect LDP wiring clip (Fig. 20).
(4) Install 3 LDP mounting bolts (Fig. 19). Refer to
Torque Specifications.
(5) Join front and rear sections of two-piece sup-
port bracket by installing 3 bolts on bottom of sup-
port bracket (Fig. 17). Do not tighten bolts at this
time.
(6) Install support bracket brace bolt (Fig. 17). Do
not tighten bolt at this time.
(7) Tighten 2 support bracket nuts at frame rail
(Fig. 19). Refer to Torque Specifications.
(8) Tighten 3 support bracket bolts and brace bolt.
Refer to Torque Specifications.
(9) Position stone shield behind left/rear wheel
(Fig. 18). Install new plastic rivets.
ORVR
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery)
system consists of a unique fuel tank, flow manage-
ment valve, fluid control valve, one-way check valve
and vapor canister. Certain ORVR components can be
found in (Fig. 1).
OPERATION
The ORVR (On-Board Refueling Vapor Recovery)
system is used to remove excess fuel tank vapors.
This is done while the vehicle is being refueled. Cer-
tain ORVR components can be found in (Fig. 1).
Fuel flowing into the fuel filler tube (approx. 1º
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 canis-
ter. 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 pres-
sure increases, the check valve closes (preventing liq-
uid fuel from spiting back at the operator), and fuel
then rises up the fuel filler tube to shut off the dis-
pensing nozzle.
PCV VALVE
DIAGNOSIS AND TESTING - PCV VALVE/PCV
SYSTEM - 4.7L
(1) Disconnect PCV line/hose (Fig. 21) by discon-
necting rubber connecting hose at PCV valve fitting.
(2) Remove PCV valve at oil filler tube by rotating
PCV valve downward until locating tabs have been
freed at cam lock (Fig. 21). After tabs have cleared,
pull valve straight out from filler tube.To prevent
damage to PCV valve locating tabs, valve must
be pointed downward for removal. Do not force
valve from oil filler tube.
(3) After valve is removed, check condition of valve
o-ring (Fig. 21). Also, PCV valve should rattle when
shaken.
(4) Reconnect PCV valve to its connecting line/
hose.
(5) Start engine and bring to idle speed.
(6) If valve is not plugged, a hissing noise will be
heard as air passes through valve. Also, a strong vac-
uum should be felt with a finger placed at valve
inlet.
(7) If vacuum is not felt at valve inlet, check line/
hose for kinks or for obstruction. If necessary, clean
out intake manifold fitting at rear of manifold. Do
this by turning a 1/4 inch drill (by hand) through the
fitting to dislodge any solid particles. Blow out the
fitting with shop air. If necessary, use a smaller drill
to avoid removing any metal from the fitting.
WJEVAPORATIVE EMISSIONS 25 - 37
LEAK DETECTION PUMP (Continued)

REMOVAL
The EVAP canister is located behind the left-rear
wheel (Fig. 24). It is attached to a two-piece support
bracket (Fig. 25).
(1) Remove rear bumper facia. Refer to Rear Facia
Removal / Installation in Frame & Bumpers section.
(2) Remove 1 support bracket brace bolt (Fig. 25).
(3) Loosen, but do not remove 2 support bracket
nuts (Fig. 26).
(4) Remove upper/rear support bracket mounting
bolt (Fig. 27).
(5) Carefully lower support bracket assembly to
gain access to vapor / vacuum lines. To prevent dam-
age to lines, suspend bracket assembly with rope or
string.
(6) Disconnect necessary vacuum / vapor lines at
EVAP canister.
(7) Remove EVAP canister mounting bolt (Fig. 28).
(8) Lift canister from support bracket (2 pins are
used to align canister into support bracket)
INSTALLATION
The EVAP canister is located behind the left-rear
wheel (Fig. 24). It is attached to a two-piece support
bracket (Fig. 25).
(1) Position canister to support bracket. Guide 2
alignment pins into support bracket.
(2) Install EVAP canister mounting bolt (Fig. 28).
Refer to Torque Specifications.
(3) Carefully install vapor / vacuum lines to canis-
ter.The vapor/vacuum lines and hoses must be
firmly connected. Check the vapor/vacuum
lines at the LDP, LDP filter and EVAP canister
purge solenoid for damage or leaks. If a leak is
present, a Diagnostic Trouble Code (DTC) may
be set.
Fig. 24 LOCATION, LDP / EVAP CANISTER
1 - LEAK DETECTION PUMP
2 - EVAP CANISTER
Fig. 25 TWO-PIECE SUPPORT BRACKET
1 - TWO-PIECE SUPPORT BRACKET (FRONT)
2 - SUPPORT BRACKET BRACE
3 - TWO-PIECE SUPPORT BRACKET (REAR)
4 - SUPPORT BRACKET ATTACHING BOLTS (3)
5 - SUPPORT BRACKET BRACE BOLT
25 - 40 EVAPORATIVE EMISSIONSWJ
VAPOR CANISTER (Continued)