Chrysler Crossfire. Manual — part 1018
OPERATION
OPERATION - SYSTEM
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 often 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 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 the 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.
There are several operating conditions for which the PCM monitors and sets DTCs. Refer to Monitored Systems,
Monitored Components, and Non-Monitored Circuits in this section.
Note: 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 the misfire code. When a repair is completed and
verified, use the DRB III
T
scan tool to erase all DTCs and extinguish the MIL.
Technicians can retrieve stored DTCs. For obtaining
the DTC information, use the Data Link Connector (2)
with the DRB III
T
scan tool.
OPERATION - SYSTEM
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 often 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 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 the engine operates above 2400 rpm (resulting in 0 volt input to
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EMISSIONS CONTROL
25 - 11
the PCM). Because the condition happens at an engine speed above the maximum threshold (2000 rpm), the PCM
will not store a DTC.
There are several operating conditions for which the PCM monitors and sets DTCs. Refer to Monitored Systems,
Monitored Components, and Non-Monitored Circuits in this section.
Note: 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 the misfire code. When a repair is completed and
verified, use the DRB III
T
scan tool to erase all DTCs and extinguish the MIL.
Technicians can retrieve stored DTCs. For obtaining
the DTC information, use the Data Link Connector (2)
with the DRB III
T
scan tool.
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EMISSIONS CONTROL
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EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page
page
EVAPORATIVE EMISSIONS
DESCRIPTION - EVAPORATION CONTROL
. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
CHARCOAL CANISTER SHUTOFF VALVE
. . . . . . . . . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . . . . . . . . . . . 14
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
. . . . . . . . . . . . . . . . . . . . . . . . . 15
CRANKCASE VENT HOSE
. . . . . . . . . . . . . . . . . . . . . . . . 15
. . . . . . . . . . . . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING - CRANKCASE
. . . . . . . . . . . . . . . . . 16
EVAP PURGE SOLENOID
. . . . . . . . . . . . . . . . . . . . . . . . . 17
. . . . . . . . . . . . . . . . . . . . . . . . . . . 17
. . . . . . . . . . . . . . . . . . . . . . . . . . . 17
. . . . . . . . . . . . . . . . . . . . . . . . . . . 18
. . . . . . . . . . . . . . . . . . . . . . . 18
. . . . . . . . . . . . . . . . . . . . . . . 19
FUEL FILLER CAP
. . . . . . . . . . . . . . . . . . . . . . . . . 19
. . . . . . . . . . . . . . . . . . . . . . . . . . . 19
ORVR
. . . . . . . . . . . . . . . . . . . . . . . . . 19
. . . . . . . . . . . . . . . . . . . . . . . . . . . 20
VAPOR CANISTER
. . . . . . . . . . . . . . . . . . . . . . . . . 20
. . . . . . . . . . . . . . . . . . . . . . . . . . . 20
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
. . . . . . . . . . . . . . . . . . . . . . . . . 22
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EVAPORATIVE EMISSIONS
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EVAPORATIVE EMISSIONS
DESCRIPTION - EVAPORATION CONTROL SYSTEM
The Evaporation Control System prevents the emission of fuel tank vapors into the atmosphere. When fuel evap-
orates in the fuel tank, the vapors pass through vent hoses or tubes to an activated carbon filled evaporative can-
ister. 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.
This vehicle uses a pulse-width modulated EVAP Purge Solenoid System. The PCM controls vapor flow by oper-
ating the EVAP Purge Solenoid. Refer to EVAP Purge Solenoid in this section.
Note: The evaporative system uses specially manufactured 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.
CHARCOAL CANISTER SHUTOFF VALVE
DESCRIPTION
The Charcoal Canister Shutoff Valve is part of the Evaporative Vacuum Leak Detection (EVLD) system. The Char-
coal Canister Shutoff Valve is mounted on the EVAP Canister. This assembly is located above a splash shield in
front of the right rear axleshaft.
OPERATION
The Charcoal Canister Shutoff Valve is actuated by the PCM to isolate the EVAP Purge System in order to deter-
mine if a leak exists in any of the purge system components.
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EVAPORATIVE EMISSIONS
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