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Is there a fuel tank pressure sensor in the 1996 Maazda 2300/ranger extended cap fuel tank? How does one test it?

1996 Mazda B2300 SuperCab. Replaced canister purge solenoid and fixed leak in vapor return line. Check engine came back on. How do I test the flow sensor and is there a fuel tank pressure sensor in the tank, and how to test. Also, the "Fuel Vapor Vent Valve" on top of tank, how does it work, how to test, how to remove? I did have a defective purge solenoid (replaced) and a leak (fixed) but still have check engine light. Larry

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Yes there is a sensor

Posted on Jun 27, 2017


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Change the evap vent solenoid canister located near the master cylinder on the right side of the engine or your hoses may be cracked. Good luck!

Posted on Mar 12, 2009

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SOURCE: the solenoids and system wiringare monitored for opens or shorts

The only thing that can cause a saturated vapor canister is over filling the fuel tank.,

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SOURCE: 1997 malibu / I had faulty code po440 . I Replaced Purge valve behind engine, canister valve solenoid, gascap from dealer, charcoal canister, smoke test. 1 week later check engine light on again wit

Diagnostib Test Code (DTC) P0440 is defined by SAE J2012 simply as "Evaporative Emission System".

This code is what I call a "catch-all" code for the evap system. This is the code that sets when all the other EVAP codes do not apply and there is a malfunction detected in the EVAP system.

It is not really hard to diagnose this code if you have the correct equipment and understand how the EVAP system operates.

How DTC P0440 sets:

The system is tested when there are no electrical problems with the Purge Control Solenoid Valve (PCSV) or Canister Vent Solenoid Valve (CVSV) circuits and the Fuel Tank Pressure (FTP) sensor voltage is within the operating parameters. The Powertrain Control Module (PCM) commands the CVSV to close and the PCSV to open and apply vacuum. It then looks for a change in the FTP voltage to indicate that there is a vacuum being drawn on the fuel tank. If there is no change, DTC P0440 sets.
If there is a change in FTP voltage, the PCM draws the vacuum to a predetermined set point and closes the PCSV (leaving the CVSV also closed) and looks for decay in the vacuum in the tank as evidenced by the FTP voltage. If the predetermined set point cannot be reached, DTC P0440 sets. If the set point is reached and the decay is faster than allowed over a predetermined time period, DTC P0440 sets.

It should also be noted that the monitor for this code is a "type B" DTC, meaning that it must fail on two successive drive cycles before it will turn the check engine light on. So, if it fails on the current drive cycle, then the conditions for running the monitor are not met on the next drive cycle, the code will not set on the second or third drive cycles. All conditions must be met and the monitor must fail two drive cycles in a row. This explains why it may take a week or two before the check engine light comes back on.

This code is very easy to diagnose using a scan tool that is capable of performing "purge and seal" tests and graphing the FTP voltage over time. The technician can actually "see" the vacuum being drawn on the fuel tank and the vacuum decay by doing it this way. Repairs can be verified this way without having to drive the vehicle several times to get the EVAP monitor to run.

By running the evap purge/seal function on the scan tool and using hose clamping pliers, different parts of the system can be checked by clamping off the hoses that connect the components and watching the FTP voltage graph. If there is no change in the FTP voltage when the system is commanded to purge, a vaccum gauge should be used to verify that the purge solenoid is actually working and that vacuum is being applied to the rear of the vehicle There could be leaks in the line between the purge solenoid and the canister.

For an example of how this works:

Possible rust holes in the filler neck and/or a defective fuel cap can be determined if there is no change in the FTP sensor voltage or rapid decay upon the initial test that goes away when the filler tube hose is clamped off between the filler tube and the fuel tank. A sticking CVSV can be determined in the same fashion by clamping off the hose between the charcoal canister and the CVSV.

Holes in the hoses themselves can also be diagnosed the same way by disconnecting them from the vacuum source end and plugging the source tube. Example, remove the vent hose from the canister and plug the hole in the canister. If the problem goes away, it is either the hose leaking or the CVSV leaking. So, reconnecting the hose to the canister and disconnecting it from the CVSV and plugging the end of the hose will tell you if it is the hose or a sticking CVSV.

This may sound really involved, but it is very easy to diagnose this way once you know how.

Posted on May 11, 2012

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I'm not an expert and I have a similar problem on the 1996 Mazda extended PU w/2300 four cylinder. Same vehicle, made in ranger plant in NJ.

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QUESTION: Is there a pressure sensor in the fuel tank of this vehicle??????

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How do i fix a 0446 code on a 2000 nissan frontier. ext cab 4x4 3.3l vs manual trans

The evaporative emission control system checks to make sure there are no leaks in the lines that run from the gas tank to the charcoal canister and up to the engine. It also checks to make sure the gas cap is sealing correctly.
When you fill your car with gas, the vapors in the tank get forced into a canister filled with activated charcoal. Also, on a hot day as the gas heats up and vaporizes, those same vapors push into the canister where they're stored. But the charcoal can only hold so much vapor. At some point it has to be emptied. The emptying process is called "canister purge." Here's how it works.
The computer orders a canister purge by powering open a purge solenoid. That opens the vacuum line between the canister and the intake manifold. At the same time, it opens a VENT solenoid. That allows fresh air into the canister. So the engine is literally sucking out the gas vapors and purging the canister with fresh air. The computer has to adapt its fuel strategy to take advantage of all the extra gas vapors coming into the engine.
The computer notices the canister is empty when it detects a leaner condition (all the vapors are used up) and it resumes normal fuel delivery. Some car manufacturers then close the VENT solenoid but leave the PURGE solenoid open. That creates a vacuum throughout the entire fuel storage system. Once the correct vacuum is reached, it closed the PURGE solenoid and waits to see if the vacuum holds. If it doesn, the system passes the test. If it detects a leak, it sets a code.
The computer also watches the electrical activity during the testing process. When the computer operates the solenoids, it sees a voltage drop on the line. If it doesn't see a voltage drop, it knows there's a problem with the electrical--either the wiring is broken, or the solenoid isn't working. In this partcular code P0446, the computer has detected an electrical problem with the VENT solenoid.

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3 Answers

What is evaporation control system malfuction mean? The code is P0440

Hi, the computer has sensed through the fuel tank pressure sensor that the vapor cannister is not evacuating properly. I have pasted details on the EVAP system below. Check the purge valve on top of the engine as shown below (#1 in picture). Make sure the electrical connector is on the valve, that the wires are not damaged, and check the hose for kinks. If all looks good, I recommend you replace the valve. A new valve is $23 at autozone. Please let me know if you have more questions and thanks for using FixYa.

Description & Operation
EVAP Canister
The canister is filled with carbon pellets used to absorb and store fuel vapors. Fuel vapor is stored in the canister until the control module determines that the vapor can be consumed in the normal combustion process.
EVAP Control System
The evaporative emission (EVAP) control system limits fuel vapors from escaping into the atmosphere. Fuel tank vapors are allowed to move from the fuel tank, due to pressure in the tank, through the vapor pipe, into the EVAP canister. Carbon in the canister absorbs and stores the fuel vapors. Excess pressure is vented through the vent line and EVAP vent solenoid to atmosphere.
The EVAP canister stores the fuel vapors until the engine is able to use them. At an appropriate time, the control module will command the EVAP purge solenoid ON, open, allowing engine vacuum to be applied to the EVAP canister. With the EVAP vent solenoid OFF, open, fresh air will be drawn through the solenoid and vent line to the EVAP canister. Fresh air is drawn through the canister, pulling fuel vapors from the carbon.
The air/fuel vapor mixture continues through the EVAP purge pipe and EVAP purge solenoid into the intake manifold to be consumed during normal combustion. The control module uses several tests to determine if the EVAP system is leaking.
The EVAP system consists of the following components:
EVAP Purge Solenoid
The EVAP purge solenoid controls the flow of vapors from the EVAP system to the intake manifold. This normally closed solenoid is pulse width modulated (PWM) by the control module to precisely control the flow of fuel vapor to the engine. The solenoid will also be opened during some portions of the EVAP testing, allowing engine vacuum to enter the EVAP system.
EVAP Service Port
The EVAP service port is located in the EVAP purge pipe between the EVAP purge solenoid and the EVAP canister. The service port is identified by a green colored cap.
EVAP Vent Solenoid
The EVAP vent solenoid controls fresh airflow into the EVAP canister. The solenoid is normally open. The control module will command the solenoid closed during some EVAP tests, allowing the system to be tested for leaks.
Fuel Tank Pressure Sensor
The FTP sensor measures the difference between the pressure or vacuum in the fuel tank and outside air pressure. The control module provides a 5-volt reference and a ground to the FTP sensor. The FTP sensor provides a signal voltage back to the control module that can vary between 0.1-4.9 volts. As FTP increases, FTP sensor voltage decreases, high pressure = low voltage. As FTP decreases, FTP voltage increases, low pressure or vacuum = high voltage.

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