Question about 2003 Chevrolet Suburban 1500

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How to perform a vacuum test

Steps on how to perform a vacuum test

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If you want to perform a vacuum test on your aircon system, you will need a vacuum pump and a pressure gauge.

Posted on Sep 07, 2009

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Posted on Jan 02, 2017

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How do I repl the vent solenoid on my 2007 trailblazer 6 cyl. I believe it is located on charcoal canister


Sorry you wasted your money on parts you didn't need ! There is a very specific diagnostic flow to testing this DTC - diagnostic trouble code ! An tools needed , scan tool , vacuum gauge ! the vent solenoid has nothing to do with this code .
Connector End View Reference: Powertrain Control Module Connector End Views or Engine Controls Connector End Views

1

Did you perform the Diagnostic System Check - Vehicle?
--
Go to Step 2
Go to Diagnostic System Check - Vehicle

2
  1. Disconnect the purge pipe from the evaporative emission (EVAP) canister purge solenoid valve.
  2. Install a hand held vacuum gage to the EVAP canister purge solenoid valve purge port.
  3. Disconnect the EVAP canister purge solenoid valve harness connector.
  4. Monitor vacuum on the vacuum gage.
  5. Start the engine and allow the engine to idle.
  6. Increase the idle to 1,200-1,500 RPM.
Does the vacuum gage indicate an increase in vacuum?
--
Go to Step 8
Go to Step 3

3

  1. Connect the EVAP canister purge solenoid valve harness connector.
  2. Monitor vacuum on the vacuum gage.
  3. Increase the idle to 1,200-1,500 RPM.
Does the vacuum gage indicate an increase in vacuum?
--
Go to Step 5
Go to Step 4

4
  1. Turn OFF the ignition.
  2. Remove and then install the fuel fill cap.
  3. Turn ON the ignition, with the engine OFF.
  4. Observe the Fuel Tank Pressure Sensor parameter with a scan tool.
Is the Fuel Tank Pressure Sensor parameter within the specified value?
-0.5 to +0.5 in H2O
Go to Diagnostic Aids
Go to Step 6

5

Test the control circuit of the EVAP canister purge solenoid valve for a short to ground. Refer to Testing for Short to Ground and Wiring Repairs.
Did you find and correct the conditions?
--
Go to Step 9
Go to Step 8

6

Test for an intermittent and for a poor connection at the fuel tank pressure (FTP) sensor. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs.
Did you find and correct the condition?
--
Go to Step 9
Go to Step 7

7

Replace the FTP sensor. Refer to Fuel Tank Pressure Sensor Replacement .
Did you complete the replacement?
--
Go to Step 9
--

8

Replace the EVAP canister purge solenoid valve. Refer to Evaporative Emission Canister Purge Solenoid Valve Replacement .
Did you complete the replacement?
--
Go to Step 9
--

9

  1. Clear the DTCs with a scan tool.
  2. Turn OFF the ignition for 30 seconds.
  3. Start the engine.
  4. Operate the vehicle within the Conditions for Running the DTC. You may also operate the vehicle within the conditions that you observed from the Freeze Frame/Failure Records.
Did the DTC fail this ignition?
--
Go to Step 2
Go to Step 10

10

Observe the Capture Info with a scan tool.
Are there any DTCs that have not been diagnosed?
--
Go to Diagnostic Trouble Code (DTC) List - Vehicle
System OK

Feb 28, 2015 | 2007 Chevrolet Trailblazer

1 Answer

Hard to pump gas at gas station clicks on an off


all stations, all pumps on all islands, really?
EVAP codes usually mean loose cap, 99% but the 1 percent
its just as it says, the EVAP is breached, or the test valves are bad.
the tests are long and hard, (vacuum tests or using pressure.
all this is covered in the FSM. every word every step, read it.
or read at alldata.com, EVAP chapter, yes, a whole chapter full.

as for all stations trip too soon, fact.
that is the side hose breather on side of main filler neck pinches, (look at it) or clogged, (rare ,. how could it clog? kids stuff bs there?)

Jan 05, 2014 | 2005 Jeep Grand Cherokee

1 Answer

What is 1833


Hi:

DTC P1833 - Transfer Case Differential Lock-Up Solenoid Open Circuit


The Pulse Vacuum Hublocks Do Not Operate Properly (Transfer Case Motor Movement and Front Driveshaft Operate Properly)


Double check the vacuum lines for any breaks, kinks or even disconnected. Also double check the hub lock sea


PINPOINTTEST E: THE PULSE VACUUM HUBLOCKS DO NOT OPERATE PROPERLY (TRANSFER CASE MOTORMOVEMENT AND FRONT DRIVE SHAFT OPERATE PROPERLY CONDITIONS DETAILS/RESULTS/ACTIONS E1 LEAK TEST THE WHEEL ENDS AND LOWER VACUUM SYSTEM - SOLENOID OUTPUT Raise and support the vehicle;
Disconnect PVH Solenoid Vacuum Connector
clip_image001.jpg NOTE: This step may require rapid pumping for up to 10 seconds. Connect a hand vacuum pump to the PVH solenoid upper port hose connector and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes GO to E22.
No GO to E2.
E2 LEAK TEST THE UPPER VACUUM SYSTEM - SOLENOID INPUT clip_image002.jpg Connect a hand vacuum pump to the PVH solenoid lower port hose connector and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes GO to E3.
No GO to E5.
E3 LEAK TEST THE A/C SYSTEM Disconnect A/C Vacuum Input Line
clip_image003.jpg Connect a hand vacuum pump to the A/C vacuum input line connector and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes DIAGNOSE the A/C system; TEST the system for normal operation.
No GO to E4.
E4 CHECK THE VACUUM SYSTEM RESERVOIR AND VACUUM LINES Connect A/C Vacuum Input Line
Disconnect Vacuum Reservoir Output Tee Connector
clip_image004.jpg Connect a hand vacuum pump to the vacuum reservoir output line connector and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes DIAGNOSE the engine vacuum system; No REPAIR and/or REPLACE the vacuum reservoir output tee fitting or vacuum line between vacuum reservoir tee fitting and PVH vacuum solenoid. TEST the system for normal operation.
E5 CHECK THE PVH VACUUM SYSTEM FOR ENGINE VACUUM clip_image005.jpg Connect a vacuum gauge to the PVH solenoid lower port hose connector and measure the vacuum level.
  • Is the vacuum level greater than 11 in/Hg?
Yes GO to E7.
No GO to E6.
E6 CHECK THE ENGINE AND PRIMARY VACUUM LINE FOR VACUUM Engine Vacuum Output Connector
clip_image006.jpg Connect a vacuum gauge to the engine vacuum output connector and measure the vacuum level.
  • Is the vacuum level greater than 11 in/Hg?
Yes REPAIR or REPLACE the vacuum reservoir or vacuum lines between the PVH solenoid vacuum input line and vacuum reservoir input line. TEST the system for normal operation.
No DIAGNOSE the engine vacuum system;
E7 CHECK THE SOLENOID VALVE FOR LEAKAGE Connect PVH Solenoid Vacuum Connector
clip_image007.jpg Disconnect the LH wheel end vacuum line connector.
Connect a tee fitting and vacuum gauge between the LH wheel end vacuum line connector and PVH solenoid vacuum line output connector. Wait a minimum of 60 seconds and measure the vacuum.
  • Is the vacuum level greater than 1 in/Hg?
Yes REPLACE the PVH vacuum solenoid. TEST the system for normal operation.
No GO to E8.
E8 CHECK THE PVH SOLENOID FOR PROPER VACUUM OUTPUT LEVEL - 4X4 ENGAGED clip_image008.jpg Measure the vacuum while switching the 4X4 mode switch to 4X4 HIGH.
  • Does the vacuum gauge indicate at least 11 in/Hg after six seconds but not longer than 60 seconds after switching the 4X4 mode switch to 4X4 HIGH?
Yes GO to E9.
No GO to E10.
E9 CHECK THE PVH SOLENOID FOR PROPER VACUUM OUTPUT LEVELS - 4X4 DISENGAGED NOTE: This step requires the use of a calibrated vacuum gauge that is accurate to within a minimum of 0.1 in/Hg. It is recommended that Pressure/Vacuum Module or equivalent 105-R0099 be used for this check. Observe the vacuum gauge while switching the 4X4 mode switch to 2WD.
  • Does the vacuum gauge indicate between 5.85 and 7.1 in/Hg after six seconds but not longer than 30 seconds after switching the 4X4 mode switch to 2WD?
Yes REMOVE the vacuum gauge. RECONNECT all vacuum lines. TEST the system for normal operation. If the 4X4 system still does not operate properly, CLARIFY the customer concern and RETURN to Symptom Chart.
No GO to E10.
E10 RETRIEVE THE DIAGNOSTIC TROUBLE CODES (DTCS) NGS
Retrieve and document continuous DTCs.
Clear Continuous DTCs
GEM On-Demand Self-Test
  • Are any DTCs retrieved?
Yes If DTC P1832, GO to E17 .

If DTC P1833, GO to E18 .

If DTC P1834, GO to E19 .

If DTC P1835, GO to E17 .

If DTC P1878, GO to E17 .

If DTC P1879, GO to E18 .

If DTC P1880, GO to E19 .

If DTC P1885, GO to E17 .
No GO to E11.
E11 CHECK FOR VOLTAGE TO THE PVH SOLENOID - CIRCUIT 298 (P/O) Disconnect PVH Solenoid C185
clip_image009.jpg Measure the voltage between PVH solenoid C185-2, circuit 298 (P/O), and ground.
  • Is the voltage greater than 10 volts?
Yes GO to E12.
No REPAIR circuit 298 (P/O). TEST the system for normal operation.
E12 CHECK THE GEM 4X4 ENGAGE SEQUENCE AND CIRCUIT 599 (PK/LG) - 2WD TO 4X4 HIGH clip_image010.jpg Measure the voltage between PVH solenoid C185-2, circuit 298 (P/O), and PVH solenoid C185-1, circuit 599 (PK/LG) while switching the 4X4 mode switch to 4X4 HIGH.
  • Is the voltage greater than 9 volts after three seconds but not more than 60 seconds after switching the 4X4 mode switch to 4X4 HIGH?
Yes GO to E13.
No GO to E17.
E13 CHECK THE GEM 4X4 DISENGAGE SEQUENCE AND CIRCUIT 599 (PK/LG) - 4X4 HIGH TO 2WD clip_image011.jpg Measure the voltage between PVH solenoid C185-2, circuit 298 (P/O), and PVH solenoid C185-1, circuit 599 (PK/LG) while switching the 4X4 mode switch to 2WD.
  • Is the voltage greater than 9 volts after three seconds but not more than 60 seconds after switching the 4X4 mode switch to 2WD?
Yes GO to E14.
No GO to E17.
E14 CHECK THE GEM 4X4 ENGAGE SEQUENCE AND CIRCUIT 77 (DB/Y) - 2WD TO 4X4 HIGH clip_image012.jpg Measure the voltage between PVH solenoid C185-2, circuit 298 (P/O), and PVH solenoid C185-3, circuit 77 (DB/Y) while switching the 4X4 mode switch to 4X4 HIGH.
  • Is the voltage greater than 9 volts after three seconds but not more than 60 seconds after switching the 4X4 mode switch to 4X4 HIGH?
Yes GO to E15.
No GO to E17.
E15 CHECK THE GEM 4X4 DISENGAGE SEQUENCE AND CIRCUIT 77 (DB/Y) - 4X4 HIGH TO 2WD clip_image013.jpg Measure the voltage between PVH solenoid C185-2, circuit 298 (P/O), and PVH solenoid C185-3, circuit 77 (DB/Y) while switching the 4X4 mode switch to 2WD.
  • Is any voltage indicated after three seconds after switching the 4X4 mode switch to 2WD?
Yes GO to E16.
No GO to E17.
E16 CHECK THE PVH SOLENOID COILS clip_image014.jpg Measure the resistance between the PVH solenoid terminal 1 and terminal 3.
  • Is the resistance between 90 and 115 ohms?
Yes GO to E20.
No REPLACE the PVH solenoid;TEST the system for normal operation.
E17 CHECK CIRCUITS 599 (PK/LG) AND 77 (DB/Y) FOR SHORTS TO GROUND PVH Solenoid C185
GEM C223
clip_image015.jpg Measure the resistance between PVH solenoid C185-1, circuit 599 (PK/LG), and ground; and between PVH solenoid C185-3, circuit 77 (DB/Y), and ground.
  • Are the resistances greater than 10, 000 ohms?
Yes GO to E18.
No REPAIR circuit 599 (PK/LG) and/or 77 (DB/Y). CLEAR the DTCs. TEST the system for normal operation.
E18 CHECK CIRCUITS 599 (PK/LG) AND 77 (DB/Y) FOR OPEN GEM C223
clip_image016.jpg Measure the resistance between GEM C223-3, circuit 599 (PK/LG), and PVH solenoid C185, circuit 599 (PK/LG). clip_image017.jpg Measure the resistance between GEM C223-7, circuit 77 (DB/Y), and PVH solenoid C185, circuit 77 (DB/Y).
  • Are the resistances less than 5 ohms?
Yes GO to E19.
No REPAIR circuit 599 (PK/LG) and/or 77 (DB/Y). CLEAR the DTCs. TEST the system for normal operation.
E19 CHECK CIRCUITS 599 (PK/LG) AND 77 (DB/Y) FOR SHORTS TO POWER clip_image018.jpg Measure the voltage between PVH solenoid C185-1, circuit 599 (PK/LG), and ground; and between PVH solenoid C185-3, circuit 77 (DB/Y), and ground.
  • Is any voltage indicated?
Yes REPAIR circuit 599 (PK/LG) and/or 77 (DB/Y). CLEAR the DTCs. TEST the system for normal operation.
No REPLACE the GEM; the DTCs. TEST the system for normal operation.
E20 CHECK THE PVH SOLENOID FOR PROPER VACUUM OUTPUT LEVEL - 4X4 ENGAGED PVH Solenoid C185
clip_image019.jpg Connect a vacuum gauge to the PVH vacuum line tee fitting and measure the vacuum while switching the 4X4 mode switch to 4X4 HIGH.
  • Does the vacuum gauge indicate at least 11 in/Hg after six seconds but not longer than 60 seconds after switching the 4X4 mode switch to 4X4 HIGH?
Yes GO to E21.
No REPLACE the PVH solenoid; TEST the system for normal operation.
E21 CHECK THE PVH SOLENOID FOR PROPER VACUUM OUTPUT LEVELS - 4X4 DISENGAGED NOTE: This step requires the use of a calibrated vacuum gauge that is accurate to within a minimum of 0.1 in/Hg. It is recommended that Pressure/Vacuum Module or equivalent 105-R0099 be used for this check. Observe the vacuum gauge while switching the 4X4 mode switch to 2WD.
  • Does the vacuum gauge indicate between 5.85 and 7.1 in/Hg after six seconds but not longer than 60 seconds after switching the 4X4 mode switch to 2WD?
Yes REMOVE the vacuum gauge. RECONNECT all vacuum lines. TEST the system for normal operation. If the 4X4 system still does not operate properly, CLARIFY the customer concern and RETURN to Symptom Chart.
No REPLACE the PVH solenoid; TEST the system for normal operation.
E22 CHECK THE RH SIDE WHEEL END FOR LEAKS clip_image020.jpg Disconnect the RH wheel end vacuum line connector. clip_image021.jpg NOTE: This step may require rapid pumping for up to 10 seconds. Connect a hand vacuum pump to the RH wheel end vacuum line connector and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes GO to E24.
No GO to E23.
E23 CHECK THE LH SIDE WHEEL END FOR LEAKS clip_image022.jpg Reconnect the RH wheel end vacuum line connector. clip_image023.jpg Disconnect the LH wheel end vacuum line connector. clip_image024.jpg NOTE: This step may require rapid pumping for up to 10 seconds. Connect a hand vacuum pump to the LH wheel end vacuum line connector and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes GO to E24.
No VERIFY all vacuum line connections are OK. TEST the system for normal operation. If a vacuum leak is still present, REPLACE the PVH solenoid vacuum line. TEST the system for normal operation.
E24 CHECK THE CHASSIS VACUUM LINE FOR LEAKS clip_image025.jpg Carefully disconnect the chassis vacuum line from the steel vacuum line. NOTE: This step may require rapid pumping for up to 10 seconds. Connect a hand vacuum pump to the steel vacuum line and try to pull a vacuum to 15 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes RECONNECT the chassis vacuum line to the steel vacuum line. GO to E25 .
No REPLACE the chassis vacuum line. TEST the system for normal operation.
E25 BUBBLE TEST THE RUBBER/STEEL VACUUM LINE INTERFACE WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi continuous pressure to the vacuum wheel end output line.
clip_image026.jpg Apply soapy water to the rubber/steel vacuum line fitting.
  • Are air bubbles visible at the rubber/steel vacuum line interface?
Yes REPAIR the rubber/steel vacuum line interface. TEST the system for normal operation.
No GO to E26.
E26 BUBBLE TEST THE WHEEL END KNUCKLE VACUUM LINE FITTING WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi continuous pressure to the vacuum wheel end input line.
clip_image027.jpg Apply soapy water to the wheel end knuckle vacuum line fitting.
  • Are bubbles visible at the wheel end knuckle vacuum line fitting?
Yes REPAIR the wheel end knuckle vacuum line fitting; TEST the system for normal operation.
No GO to E27.
E27 BUBBLE TEST THE HUBLOCK END AND HUBLOCK/WHEEL HUB INTERFACE WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi pressure to the vacuum wheel end input line.
clip_image028.jpg Apply soapy water to the hublock and hublock/wheel hub interface.
  • Are bubbles visible at the hublock/wheel hub interface or at the hublock end?
Yes If bubbles are visible at the hublock/wheel hub interface, REPLACE the hublock/wheel hub O-ring; TEST the system for normal operation.

If bubbles are visible at the hublock end, REPLACE the hublock; TEST the system for normal operation.
No GO to E28.
E28 BUBBLE CHECK THE KNUCKLE/WHEEL BEARING INTERFACE WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi pressure to the vacuum wheel end input line.
clip_image029.jpg Apply soapy water to the knuckle/wheel bearing interface.
  • Are bubbles visible at the knuckle/wheel bearing interface?
Yes REPLACE the wheel bearing/knuckle interface O-ring; No If equipped with 4WABS, GO to E29 .

If equipped with RABS, GO to E30 .
E29 BUBBLE CHECK THE ANTI-LOCK BRAKE SYSTEM (ABS) SENSOR WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi pressure to the vacuum wheel end input line.
clip_image030.jpg Apply soapy water to the ABS sensor.
  • Are bubbles visible at the ABS sensor?
Yes REPLACE the ABS sensor O-ring; TEST the system for normal operation.
No GO to E30.
E30 BUBBLE TEST THE WHEEL BEARING OUTER SEAL WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi pressure to the vacuum wheel end input line.
clip_image031.jpg Apply soapy water to the wheel bearing outer seal.
  • Are bubbles visible at the wheel bearing outer seal?
Yes REPLACE the wheel hub and bearing;TEST the system for normal operation.
No GO to E31.
E31 BUBBLE CHECK THE WHEEL END SHAFT SEAL clip_image032.jpg Remove the two screws and slide the wheel end shaft seal cover back. WARNING: Do not use shop pressure when performing this check. CAUTION: Do not apply more than 2 psi to the vacuum lines when performing this check. Apply 2 psi pressure to the vacuum wheel end input line.
clip_image033.jpg Apply soapy water to the wheel end shaft.
  • Are bubbles visible at the wheel end shaft?
Yes REPLACE the wheel end shaft seal;TEST the system for normal operation.
No GO to E32.
E32 CHECK THE HUBLOCK FOR VACUUM LEAKS Remove the hublock assembly;
clip_image034.jpg Connect hublock Vacuum Test Cap to the wheel end. Connect a hand vacuum pump to the wheel end vacuum supply hose and try to pull a vacuum to 10-12 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes GO to E33.
No REPLACE the hublock and O-ring;TEST the system for normal operation.
E33 CHECK THE WHEEL END KNUCKLE FOR VACUUM LEAKS Remove the 1/2 shaft retaining ring;
Remove the hub and bearing;
Remove the 1/2 shaft.

clip_image035.jpg Install Seal Depth Set/Vacuum Test Cap to the wheel end knuckle.
Install Seal Replacer/CV Tester into the inboard wheel end seal. Connect a hand vacuum pump to the wheel end vacuum supply hose and try to pull a vacuum to 10-12 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes REPLACE the wheel end knuckle seal;TEST the system for normal operation.
No GO to E34.
E34 RECHECK THE WHEEL END KNUCKLE FOR VACUUM LEAKS - WHEEL BEARING SEAL REPLACED Replace and grease the wheel hub and bearing O-ring;
clip_image035.jpg Install Seal Depth Set/Vacuum Test Cap to the wheel end knuckle. Install Seal Replacer/CV Tester into the inboard wheel end seal.
Connect a hand vacuum pump to the wheel end vacuum supply hose and try to pull a vacuum to 10-12 in/Hg.
  • Does the vacuum drop exceed 0.5 in/Hg in 30 seconds?
Yes REPLACE the wheel hub and bearing; TEST the system for normal operation.
No System is OK.

Mar 25, 2012 | 1986 Chevrolet Chevy

1 Answer

P1409


DTC P1409: MEASURE RESISTANCE ACROSS EGR VACUUM REGULATOR SOLENOID
Diagnostic Trouble Code (DTC) P1409 indicates that Self-Test has detected an electrical fault in the EVR circuit.

Possible causes:

Open EVR circuit.
Open VPWR circuit to EGR Vacuum Regulator solenoid.
EVR circuit shorted to VPWR.
EVR circuit shorted to GND.
Damaged EGR Vacuum Regulator solenoid.
Damaged PCM.
Key off.
Disconnect EGR Vacuum Regulator solenoid.
Measure EGR Vacuum Regulator solenoid resistance.
Is solenoid resistance between 26 and 40 ohms?
Yes No
The EGR Vacuum Regulator solenoid resistance is within specification. GO to HE111 . REPLACE EGR Vacuum Regulator solenoid. RECONNECT all components. COMPLETE PCM Reset to clear DTCs. RERUN Quick Test.

HE111 CHECK VPWR CIRCUIT VOLTAGE AT EGR VACUUM REGULATOR SOLENOID
Key on, engine off.
EGR Vacuum Regulator solenoid disconnected.
Measure voltage between VPWR circuit at the EGR Vacuum Regulator solenoid vehicle harness connector and chassis GND.
Is voltage greater than 10.5 volts?
Yes No
GO to HE112 . SERVICE open in VPWR circuit to EGR Vacuum Regulator solenoid. RECONNECT all components. COMPLETE PCM Reset to clear DTCs. RERUN Quick Test.

HE112 CHECK EVR CIRCUIT RESISTANCE
Key off.
EGR Vacuum Regulator solenoid disconnected.
Disconnect PCM. Inspect for damaged or pushed out pins, corrosion, loose wires. Service as necessary.
Install breakout box and leave PCM disconnected.
Measure resistance between Test Pin 47 (EVR) and EVR circuit at the EGR Vacuum Regulator solenoid vehicle harness connector.
Is resistance less than 5.0 ohms?
Yes No
GO to HE113 . SERVICE open in EVR circuit. RECONNECT all components. RERUN Quick Test.

HE113 CHECK EVR CIRCUIT FOR SHORTS TO POWER OR GROUND
Key off.
EGR Vacuum Regulator solenoid disconnected.
Breakout box installed, leave PCM disconnected.
Measure resistance between Test Pin 47 (EVR) and Test Pins 71 and 97 (VPWR) at the breakout box.
Measure resistance between Test Pin 47 (EVR) and Test Pins 24 and 103 (PWR GND) at the breakout box.
Is each resistance greater than 10,000 ohms?
Yes No
REPLACE damaged PCM. RECONNECT all components. RERUN Quick Test. SERVICE EVR circuit for short to VPWR or PWR GND. RECONNECT all components. RERUN Quick Test.

HE120 CONTINUOUS MEMORY DTC P1409: WIGGLE EGR VACUUM REGULATOR SOLENOID WHILE MONITORING VPWR
Continuous Memory DTC P1409 indicates that Continuous Memory Self-Test has detected an electrical malfunction in the EGR Vacuum Regulator solenoid sometime during vehicle operation.

Note: If DTC P1409 was output in Key On Engine Off (KOEO) or Key On Engine Running (KOER) Self-Test, go to HE110 to diagnose present fault.

Possible causes:

Open EVR circuit.
Open VPWR circuit to EGR Vacuum Regulator solenoid.
EVR circuit shorted to VPWR.
EVR circuit shorted to GND.
Damaged EGR Vacuum Regulator solenoid.
Damaged PCM.
Disconnect PCM. Inspect for damaged or pushed out pins, corrosion, loose wires.
Install breakout box, leave PCM disconnected.
Measure voltage between Test Pin 47 (EVR) and Test Pins 24 (PWR GND) at the breakout box.
Key on.
Voltage must read greater than 10.5 volts. For an indication of a fault, look for this voltage to drop while performing the following:
Lightly tap on the EGR Vacuum Regulator solenoid.
Wiggle the EGR Vacuum Regulator solenoid connector.
Grasp the EGR Vacuum Regulator solenoid vehicle harness connector and wiggle wires between solenoid and PCM.
Is a fault indicated?
Yes No
ISOLATE fault and SERVICE as necessary. RECONNECT all components. RERUN Quick Test. Unable to duplicate or identify fault at this time. GO to Pinpoint Test Step Z1 with the following data: DPFEGR and EGRVR PIDs and list of possible causes.

Sep 25, 2011 | 2001 Mazda Tribute

1 Answer

My 2003 Silverado 1500 often shuts off when rpm's are low. For example, moving in reverse causes the idle to fluctuate. It also happens when I make hard turns when attempting to park.


Car Repair Guide - READ COMPLETELY BEFORE BEGINNING!
  • Step 1: Anytime you have a problem with electronically controlled components such as an engine, transmission, ABS brake, or SRS (supplemental restraint system, air bag) inspect all fuses using a test light. Check the under hood power distribution center and under dash fuse panels. If all fuses test ok continue to the next step.
  • Step 2: There are two types of low idle conditions, computer controlled and non-computer controlled malfunctions. To check for problems with electronically controlled components such as an engine, transmission, ABS brake, or SRS (supplemental restraint system, air bag) after the fuses have been tested a trouble code scan tool is needed to identify system troubles. Use a simple scanner tool to retrieve trouble codes and to check if they relate to the specific problem, like an IAC motor failure code. If a trouble code is present but does not pertain to the immediate problem like an EVAP code, ignore it until a later time, after the engine is running properly. The reason we repair non-related codes after the engine is running properly is because sometime false codes can be triggered by a malfunctioning engine. Once the engine is running properly the code might cycle, and turn itself off. If no trouble codes are present proceed to the next step.
  • Step 3: Your engine designed to operate with a prescribed amount of vacuum. If a large amount of vacuum is allowed to leak it can cause a low idle condition. Check for broken or dilapidated vacuum hoses on and around the engine. Your car's engine is designed to run on a system that can hold vacuum. Vacuum hose are typically connected to the engine intake manifold or throttle body and will supply engine vacuum to various accessories like power brakes and cruise control. Some manufactures like Ford are designed with a larger vacuum transfer hose that connects the intake manifold to the IAC (idle air control) motor. If broken or dilapidated vacuum line or air intake boot can cause the engine to lose vacuum which will allow the engine to idle high. Inspect all engine and accessory vacuum lines to look for missing, torn or dilapidated lines and replace as needed. Also start the engine and while the engine is running listen for any whistling noise coming from the engine that is not usually present. Follow the noise and inspect vacuum lines in that area. When the engine is running it will pull a broken piece of the hose inward to create a larger vacuum leak. Check the integrity of all vacuum hoses at each end of the hose, typically this is where a vacuum hose fails. If all vacuum hoses check "ok" proceed to the next step.

  • Step 4: An IAC (idle air control) motor is designed to adjust the engine idle RPM speed by opening and closing an air bypass passage inside the throttle body. An IAC motor can fail one of two ways; either the motor short circuits and stops working or the motor will develop high resistance and cause the IAC control motor to react slowly. Either failure can cause the engine to operate at a low idle. When a trouble code scan is performed it sometimes won't always detect a failed or weak IAC motor. To check the IAC motor remove the unit. With the wires connected turn the key to the "on" position without starting the engine. The IAC should move in or out. If the IAC motor does nothing it has probably failed. Replace it with a new unit and recheck system. Note: while the IAC motor is removed clean (use aerosol carburetor cleaner) the passages the IAC uses to control idle air speed. If the IAC valve checks "ok" proceed to the next step.
  • Step 5: Some cars have an air intake boot or tube which is used to transferring the engine's intake air intake. This tube is mounted between the throttle body and the MAF sensor. If your engine does not have a MAF or an intake tube you can skip this test. This tube and boot is subject to engine torque, heat and vibration. If this tube or boot develops a tear or crack it will allow the system to become lean causing a high idle condition. Using a flashlight, inspect the intake tube and boot for any malfunction. Most intake boots will tear inside the pleat so look carefully. If a crack or tear is discovered replace the failed part with a new unit and recheck system.
  • Step 6: The throttle body of your engine controls the secondary air intake for the engine. The throttle body becomes dirty with air contaminants that the air filter cannot keep out. This condition is called "coking" and can cause stalling as well as an elevated engine idle condition. The throttle bore in this illustration has been cleaned for visual purposes. Usually the throttle bore and plate are coated with a dark thin tar that needs to be cleaned. One of the best product to perform this action is any aerosol choke cleaner and a shop towel.

Nov 24, 2010 | 2003 Chevrolet Silverado 1500

3 Answers

Emission control malfuction p0440


Easier said then done without professional tools

However, I'll start you will some theory, then the shop manual procedures followed by some "common" problems

Theory:
Evaporative leak detection strategy is based on applying vacuum to EVAP system and monitoring vacuum decay. Powertrain Control Module (PCM) monitors vacuum level by means of fuel tank vacuum sensor input. At a predetermined time, EVAP purge solenoid and EVAP vent solenoid are turned on. This allows engine vacuum to draw a small vacuum on entire EVAP system. Whenever a sufficient vacuum level cannot be achieved, a large leak or faulty EVAP purge solenoid is indicated.

Conditions for setting this DTC are as follows:
No TP sensor, ODM, IAT sensor, or MAP sensor DTCs present.
Start-up ECT 40-86°F (4-30°C).
Start-up ECT not greater than 14°F (8°C) greater than start-up IAT.
Start-up IAT not greater than 4°F (2°C) of start-up ECT.
Fuel tank level is 15-85 percent.
BARO is greater than 75 kPa.
Vehicle has been driven at least 11 miles.
EVAP system is unable to achieve or maintain vacuum during diagnostic test.

Diagnostic Procedures
1.) Perform On-Board Diagnostic (OBD) system check.
After performing OBD system check, go to next step.

2.) Check if DTC P1665 or P1676 is also set. If any of DTCs is present, diagnose affected DTCs. If DTCs are not present, go to next step.

3.) Turn ignition off. Remove fuel filler cap. Turn ignition on. Using scan tool, observe fuel tank pressure. If fuel tank pressure is zero in. H2O, go to next step. If fuel tank pressure in not zero in. H2O, diagnose evaporative system.

4.) Replace fuel filler cap. Using scan tool, capture FAILURE RECORD data for DTC P0440 and clear DTC. Command EVAP vent solenoid on. Connect EVAP Pressure/Purge Diagnostic Station (J-41413) to EVAP service port. Pressurize EVAP system using diagnostic station. Monitor pressure on EVAP pressure gauge on diagnostic station. If pressure is 5 in. H2O, go to next step. If pressure is not 5 in. H2O, go to step 6.

5.) Maintain EVAP pressure at 5 in. H2O. Observe fuel tank pressure on scan tool. If fuel tank pressure reading on scan tool is 5 in. H2O, go to step 8. If reading is not 5 in. H2O, go to next step.

6.) Disconnect fuel tank vapor line and EVAP purge line from EVAP canister. Block canister fitting for fuel tank pressure line. Connect a hand-held vacuum pump to canister fitting for EVAP purge line. Ensure that EVAP vent solenoid is still commanded on. Apply vacuum to EVAP canister. If vacuum can be maintained at 5 in. Hg, go to step 11. If vacuum cannot be maintained at 5 in. Hg, go to step 10.

7.) Check for restriction in fuel tank vapor line or EVAP purge line. Repair as necessary. After repairs, go to step 16. If restriction is not found, diagnose EVAP system.

8.) Disconnect vacuum source line at EVAP purge solenoid and plug vacuum source fitting on solenoid. Using scan tool's output tests function, select and activate SYSTEM PERF. Pressurize EVAP system to 5 in H2O. Observe EVAP pressure gauge on diagnostic station while removing plug from EVAP purge solenoid vacuum source fitting. If EVAP pressure decreases to zero in. H2O within 15 seconds while system performance is activated, go to next step. If EVAP pressure does not decrease to zero in. H2O within 15 seconds, go to step 13.

9.) Install vacuum gauge on EVAP diagnostic station to vacuum source line. Start and operate engine to greater than 2000 RPM. Observe source vacuum level. If vacuum level is greater than -15 in. Hg, If vacuum level is not greater than -15 in. Hg, go to step 14.

10.) Check for disconnected or damaged vent hose. Check for damaged EVAP canister. Repair as necessary. After repairs, go to step 16. If no problems are found, go to next step.

11.) Check for faulty or missing fuel filler cap. Check for disconnected or leaking fuel tank vapor line. Check for disconnected or damaged EVAP purge line. If problem is found, repair as necessary. After repairs, go to step 16. If no problems are found, go to next step.

12.) Using scan tool, command EVAP vent solenoid on. Continuously attempt to pressurize the EVAP system by leaving the EVAP diagnostic station control knob in the pressurized position. Using the Ultrasonic Leak Detector (J-41416), locate and repair leak in EVAP system. After repairs, go to step 16.

13.) Replace EVAP purge solenoid. After replacing solenoid, go to step 16.

14.) Check for carbon release into the EVAP system. Repair as necessary. After repairs, go to step 16.

15.) Replace EVAP vent solenoid. After replacing solenoid, go to next step.

15.) Turn ignition on. Using scan tool, command EVAP vent solenoid on. Using EVAP diagnostic station, pressurize EVAP system to 15 in. H2O. Move rotary switch in diagnostic station to HOLD and observe EVAP pressure gauge. If EVAP pressure decreases to less than 10 in. Hg within 2 minutes, repeat step 3. If EVAP pressure does not decrease, system is okay.

Diagnostic Aids
Check for the following:
Cracked or punctured EVAP canister.
Damaged or disconnected source vacuum line, EVAP purge line, vent hose, for fuel tank vapor line.
Poor connection at PCM.
Inspect harness connectors for backed-out terminals, improper mating, broken lock, damaged terminals, or poor wire connection.
Check for intermittent in circuit.
Check for kinked, pinched or plugged vacuum lines to EVAP purge or fuel tank vapor line. Also check for restrictions.
Faulty or damaged evaporative canister.

Apr 28, 2010 | 1999 Buick Century

1 Answer

AC AIR BLOWS BACK AND FORTH FROM DEFROST TO FRONT VENTS


you have a vacuum leak. Check the vacuum reservoir for a leak.

You can spray short bursts of starting fluid on the vacuum lines to find a leak. When engine revs, that's the leak. Be careful.

Vacuum Reservoir Tank and Bracket Removal
  1. NOTE: The A/C vacuum reservoir tank and bracket (19A566) is located either on or beneath the RH front fender splash shield (16102) .
    If the A/C vacuum reservoir tank and bracket is visible from above in the engine compartment, perform Steps 2 through 4. If the A/C vacuum reservoir tank and bracket is not visible in the engine compartment, perform Steps 5 through 8.
  1. Remove the screws and the A/C vacuum reservoir tank and bracket. 1b32ebf.gif

Jun 14, 2009 | 1988 Ford Ranger

1 Answer

Egr vacuum solenoid


Exhaust Gas Recirculation (EGR) System Monitor—Differential Pressure Feedback EGR The Differential Pressure Feedback EGR System Monitor is an on-board strategy designed to test the integrity and flow characteristics of the EGR system. The monitor is activated during EGR system operation and after certain base engine conditions are satisfied. Input from the ECT, CHT, IAT, TP and CKP sensors is required to activate the EGR System Monitor. Once activated, the EGR System Monitor will perform each of the tests described below during the engine modes and conditions indicated. Some of the EGR System Monitor tests are also performed during on demand self-test.
  1. The differential pressure feedback EGR sensor and circuit are continuously tested for opens and shorts. The monitor looks for the Differential Pressure Feedback EGR circuit voltage to exceed the maximum or minimum allowable limits.

    The DTCs associated with this test are DTCs P1400 and P1401.
  1. The EGR vacuum regulator solenoid is continuously tested for opens and shorts. The monitor looks for an EGR Vacuum Regulator circuit voltage that is inconsistent with the EGR Vacuum Regulator circuit commanded output state.

    The DTC associated with this test is DTC P1409.
  1. The test for a stuck open EGR valve or EGR flow at idle is continuously performed whenever at idle (TP sensor indicating closed throttle). The monitor compares the Differential Pressure Feedback EGR circuit voltage at idle to the Differential Pressure Feedback EGR circuit voltage stored during key on engine off to determine if EGR flow is present at idle.

    The DTC associated with this test is DTC P0402.
  1. The differential pressure feedback EGR sensor upstream hose is tested once per drive cycle for disconnect and plugging. The test is performed with EGR valve closed and during a period of acceleration. The PCM will momentarily command the EGR valve closed. The monitor looks for the differential pressure feedback EGR sensor voltage to be inconsistent for a no flow voltage. A voltage increase or decrease during acceleration while the EGR valve is closed may indicate a fault with the signal hose during this test.

    The DTC associated with this test is DTC P1405.
  1. The EGR flow rate test is performed during a steady state when engine speed and load are moderate and EGR vacuum regulator duty cycle is high. The monitor compares the actual Differential Pressure Feedback EGR circuit voltage to a desired EGR flow voltage for that state to determine if EGR flow rate is acceptable or insufficient. This is a system test and may trigger a DTC for any fault causing the EGR system to fail.

    The DTC associated with this test is DTC P0401. DTC P1408 is similar to P0401 but performed during KOER Self-Test conditions.
  1. The MIL is activated after one of the above tests fails on two consecutive drive cycles.
0a01005.gif EGR Vacuum Regulator Solenoid The EGR vacuum regulator solenoid (Figure 88) is an electromagnetic device which is used to regulate the vacuum supply to the EGR valve. The solenoid contains a coil which magnetically controls the position of a disc to regulate the vacuum. As the duty cycle to the coil increases, the vacuum signal passed through the solenoid to the EGR valve also increases. Vacuum not directed to the EGR valve is vented through the solenoid vent to atmosphere. Note that at 0% duty cycle (no electrical signal applied), the EGR vacuum regulator solenoid allows some vacuum to pass, but not enough to open the EGR valve.

213d442.gif
Exhaust Gas Recirculation (EGR) Vacuum Regulator Solenoid Removal and Installation
  1. Disconnect the battery ground cable (14301). For additional information, refer to Section 414-01 .
  1. Disconnect the vacuum hoses and the EVR solenoid electrical connector.
  1. Remove the two nuts and the EVR solenoid (9J459).
From the looks of the rubber mounting, I would say it's mounted on the cowl (firewall) on the passenger side in the engine compartment.

Please rate as fixya if this helps. Thanks

Feb 24, 2009 | 2001 Ford Escort ZX2

2 Answers

Question regarding a honda odyssey 1999 check engine light codes.


Ramon
P0420 relates to the catalytic converter. The computer sees little or no improvement in the exhaust before and after going through the converter. Either your oxygen sensors need replacement (3 total) or you need a new catalytic converter.
What is the mileage on the vehicle? Does it run well? Oxygen sensors generally start to fail after 70,000 miles. Catalytic converters usually fail because the engine is runnig rich and the owner ignores that fault for months. This causes the catalytic converter to overheat and fail.

P1456 relates to the evaporative emission system. This system holds the gas fumes in the system so they are not vented to the atmosphere. The most common cause of this code being set is failing to properly tighten the gas cap after refueling. Take the cap off and clean the sealing O-ring. Put it back on and tighten till it clicks 3 times. Make sure you have the correct gray colored gas cap. Clear the code and see if it resets within a few days. If it does, try replacing the gas cap.
Charlie

Jun 26, 2008 | 1999 Honda Odyssey

1 Answer

Vw passat 2000 1.8t front wheel drive


please rate me solved...thanks

DTC P0411/16795: SECONDARY AIR SYSTEM - INCORRECT FLOW DETECTED
Test Requirements
Ensure all fuses are okay, battery voltage is at least 11.5 volts, all electrical accessories are off, A/C is off.
Ensure engine is mechanically sound.
Test Procedure

NOTE
Secondary air system is activated by ECM and blows air into exhaust pipe
upstream of catalytic converter for 100 seconds during a cold start, 41-91°F (5-
33°C). Engine must be cold to perform following test procedure.

1. Ensure fuse and secondary fuse (secondary fuse is 40 amp and is located in fuse holder on top of battery)
are okay. Check hoses and components of Secondary Air Injection System, for damage, loose fit and
improper installation, check vacuum hoses for Secondary Air Injection System. Repair as necessary.
Erase DTC memory. Verify repair. If DTC does not reset, test is complete. Perform ECM relearn
procedure. See TEST DRIVE RELEARN PROCEDURE .
2. Remove engine cover. Disconnect pressure hose from Secondary Air Pump Motor (V101), by pressing
buttons on hose connector. See Fig. 33 . Using scan tool, check Secondary Air Pump Motor (V101) in
scan tool Output Diagnostic Test Mode (Secondary Air Pump Relay activation mode). See OUTPUT
DIAGNOSTIC TEST MODE .
3. Secondary Air Pump Motor (V101) should run in intervals and air should exit pump at hose connection.
If Secondary Air Pump Motor (V101) is okay, go to step 7 . If motor runs and no air exits secondary air
pump motor, replace faulty Secondary Air Pump Motor (V101). Erase DTC memory. Verify repair. Test
is complete. Perform ECM relearn procedure. See TEST DRIVE RELEARN PROCEDURE . If
secondary air pump motor does not run, go to next step.
4. Disconnect Secondary Air Pump Motor (V101) harness connector, install LED test light at secondary air
pump harness connector terminals. Turn ignition on. Using scan tool, activate Secondary Air Pump Motor
(V101) in scan tool Output Diagnostic Test Mode (Secondary Air Pump Relay activation mode). See
OUTPUT DIAGNOSTIC TEST MODE . LED test light at Secondary Air Pump Motor (V101) harness
connector should flash. If LED test light at Secondary Air Pump Motor (V101) harness connector does
not flash, go to next step. If LED test light at Secondary Air Pump Motor (V101) harness connector
flashes, replace faulty Secondary Air Pump Motor (V101). Erase DTC memory. Verify repair. Test is
complete. Perform ECM relearn procedure. See TEST DRIVE RELEARN PROCEDURE .
5. Using DVOM check resistance of Secondary Air Pump Motor (V101) wiring. See appropriate WIRING
DIAGRAM under ENGINE PERFORMANCE in SYSTEM WIRING DIAGRAMS. Resistance should
be a maximum of 1.5 ohms for each reading. Check wiring for short circuit to one another in Secondary
Air Pump Motor (N101) harness connector. Repair as necessary. Erase DTC memory. Verify repair. Test
is complete. Perform ECM relearn procedure.
Secondary Air Pump Motor (N101) wiring is okay, go to next step.
6. Check Secondary Air Pump Relay (J299) and Secondary Air Pump Relay (J299) wiring. See DTC
P0418/16802: SECONDARY AIR PUMP RELAY (J299), MALFUNCTION . Repair or replace as
necessary. Erase DTC memory. Verify repair. Test is complete. Perform ECM relearn procedure. See
TEST DRIVE RELEARN PROCEDURE .
7. Disconnect vacuum hose from Secondary Air Injection Valve (N112) and disconnect pressure hose from
secondary air pump motor, press buttons on pressure hose connector to disconnect pressure hose. See Fig.
34 . Blow lightly into disconnected pressure hose, Combi-Valve should be closed. Connect hand vacuum
pump to disconnected vacuum hose and apply vacuum to Combi-Valve, Combi-Valve should open. If
Combi-Valve opens when vacuum is applied, Combi-Valve is okay. Go to next step. If Combi-Valve
does not open when vacuum is applied, replace faulty Combi-Valve. Erase DTC memory. Verify repair.
Test is complete. Perform ECM relearn procedure. See TEST DRIVE RELEARN PROCEDURE .
8. Check Secondary Air Injection Valve (N112). See DTC P0412/16796: SECONDARY AIR
INJECTION VALVE (N112), ELECTRICAL CIRCUIT MALFUNCTION . Repair as necessary.
Erase DTC memory. Verify repair. Test is complete. Perform ECM relearn procedure.
NOTE: Do not use compressed air to check Combi-Valve.
2000 Volkswagen Passat GLS
2000 ENGINE PERFORMANCE Self-Diagnostics - 1.8L Turbo

Jun 21, 2008 | 2000 Volkswagen Passat 4Motion

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