Halderman J.D., Linder J. Automotive Fuel and Emissions Control Systems

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EVAPORATIVE EMISSION CONTROL SYSTEMS 321

PUMP SPEED

SENSOR

CONTROL

VALVE

VACUUM

SOURCE

DIAPHRAGM

SPRING

PRESSURE OUT

FIGURE 25–6 A leak detection pump (LDP) used on some

Chrysler and other vehicles to pressurize (slightly) the fuel

system to check for leaks.

Problems after Refueling? Check the Purge Valve

The purge valve is normally closed and open only

when the PCM is commanding the system to purge.

If the purge solenoid were to become stuck in the

open position, gasoline fumes would be allowed to

flow directly from the gas tank to the intake manifold.

When refueling, this would result in a lot of fumes

being forced into the intake manifold and as a result

cause a hard-to-start condition after refueling. This

would also result in a rich exhaust and likely black

exhaust when first starting the engine after refueling.

While the purge solenoid is usually located under the

hood of most vehicles and is less subject to rust and

corrosion as with the vent valve, it can still fail.

TECH TIP

LEAK DETECTION

PUMP SYSTEM

PURPOSE AND FUNCTION Many vehicles use a vacuum

operated leak detection pump (LDP) as part of the evapora-

tive control system diagnosis equipment.



SEE FIGURE 25–6 .

OPERATION The system works to test for leaks as follows:



The purge solenoid is normally closed.



The vent valve in the LDP is normally open. Filtered fresh

air is drawn through the LDP to the canister.



The LDP uses a spring attached to a diaphragm to apply

pressure (7.5 in. H

O) to the fuel tank.



The PCM monitors the LDP switch that is triggered if the

pressure drops in the fuel tank.



The time between LDP solenoid off and LDP switch close

is called the pump period. This time period is inversely

proportional to the size of the leak. The shorter the pump

period, the larger the leak. The longer the pump period,

the smaller the leak.

EVAP large leak (greater than 0.080 in.): less than 0.9 second

EVAP medium leak (0.040 to 0.080 in.): 0.9 to 1.2 seconds

EVAP small leak (0.020 to 0.040 in.): 1.2 to 6 seconds

ONBOARD REFUELING

VAPOR RECOVERY

PURPOSE AND FUNCTION The onboard refueling

vapor recovery (ORVR) system was first introduced on some

1998 vehicles. Previously designed EVAP systems allowed fuel

vapor to escape to the atmosphere during refueling.

RESTRICTED (NARROWED)

FUEL FILLER TUBE

FIGURE 25–7 A restricted fuel fill pipe shown on vehicle with

the interior removed.

OPERATION The primary feature of most ORVR systems

is the restricted tank filler tube, which is about 1 inch (25 mm)

in diameter. This reduced size filler tube creates an aspiration

effect, which tends to draw outside air into the filler tube. During

refueling, the fuel tank is vented to the charcoal canister, which

captures the gas fumes, and with air flowing into the filler tube,

no vapors can escape to the atmosphere.



SEE FIGURE 25–7 .

322 CHAPTER 25

A leak will also cause a gas smell, which would be most

noticeable if the vehicle were parked in an enclosed garage. The

first step is to determine if there is a leak in the system by setting

the EVAP tester to rate the system for either a 0.040-inch-or a

0.020-inch-hole-size leak.



SEE FIGURE 25–9 .

After it has been determined that a leak exists and it is

larger than specified, one of two methods can be used to check

for leaks in the evaporative system:



Smoke machine testing. The most efficient method of

leak detection is to introduce smoke under low pressure

from a machine specifically designed for this purpose.



SEE FIGURE 25–10 .

FIGURE 25–8 Some vehicles will display a message if an

evaporative control system leak is detected that could be the

result of a loose gas cap.

RED ARROW SET

TO 0.020 INCH

FIGURE 25–9 To test for a leak, this tester was set to the

0.020-inch hole and turned on. The ball rose in the scale on

the left, and the red arrow was moved to that location. If when

testing the system for leaks the ball rises higher than the arrow,

then the leak is larger than 0.02 inch. If the ball does not rise to

the level of the arrow, the leak is smaller than 0.020 inch.

FIGURE 25–10 This unit is applying smoke to the fuel tank

through an adapter, and the leak was easily found to be the

gas cap seal.

DIAGNOSING THE

EVAP SYSTEM

SYMPTOMS Before vehicle emissions testing began in many

parts of the country, little service work was done on the evapora-

tive emission system. Common engine performance problems

that can be caused by a fault in this system include the following:



Poor fuel economy. A leak in a vacuum-valve diaphragm

can result in engine vacuum drawing in a constant flow of

gasoline vapors from the fuel tank. This usually results in

a drop in fuel economy of 2 to 4 miles per gallon (mpg).

Use a hand-operated vacuum pump to check that the

vacuum diaphragm can hold vacuum.



Poor performance. A vacuum leak in the system can

cause the engine to run rough. Age, heat, and time all

contribute to the deterioration of rubber hoses.

STATE EVAP TESTS Enhanced exhaust emissions (I/M-

240) testing tests the evaporative emission system. A leak in the

system is tested by pressurizing the entire fuel system to a level

below 1 PSI (about 14 in. H

O). The system is typically pressur-

ized with nitrogen, a nonflammable gas that makes up 78% of

our atmosphere. The pressure in the system is then shut off and

the pressure monitored. If the pressure drops below a set stan-

dard, then the vehicle fails the test. This test determines if there

is a leak in the system.

HINT: To help pass the evaporative section of an en-

hanced emissions test, arrive at the test site with less

than a half tank of fuel. This means that the rest of the

volume of the fuel tank is filled with air. It takes longer

for the pressure to drop from a small leak when the vol-

ume of the air is greater compared to when the tank is

full and the volume of air remaining in the tank is small.

LOCATING LEAKS IN THE SYSTEM Leaks in the

evaporative emission control system will cause the malfunction

check gas cap indication lamp to light on some vehicles.



SEE

FIGURE 25–8 .

EVAPORATIVE EMISSION CONTROL SYSTEMS 323



Nitrogen gas pressurization. This method uses nitrogen

gas under a very low pressure (lower than 1 PSI) in the

fuel system. The service technician then listens for the

escaping air, using amplified headphones.



SEE

FIGURE 25–11 .

FIGURE 25–11 An emission tester that uses nitrogen to

pressurize the fuel system.

FUEL TANK

PRESSURE

(FTP) SENSOR

FIGURE 25–12 The fuel tank pressure sensor (black unit with

three wires) looks like a MAP sensor and is usually located on

top of the fuel pump module (white unit).

EVAPORATIVE

SYSTEM MONITOR

OBD-II REQUIREMENTS OBD-II computer programs not

only detect faults but also periodically test various systems

and alert the driver before emissions-related components are

harmed by system faults:



Serious faults cause a blinking malfunction indicator lamp

(MIL) or even an engine shutdown.



Less serious faults may simply store a code but not illu-

minate the MIL.

The OBD-II requirements did not affect fuel system design.

However, one new component, a fuel evaporative canister purge

line pressure sensor, was added for monitoring purge line pres-

sure during tests. The OBD-II requirements state that vehicle fuel

systems are to be routinely tested while under way by the PCM.

All OBD-II vehicles perform a canister purge system pres-

sure test, as commanded by the PCM. While the vehicle is being

driven, the vapor line between the canister and the purge valve

is monitored for pressure changes:



When the canister purge solenoid is open, the line should

be under a vacuum since vapors must be drawn from the

canister into the intake system. However, when the purge

solenoid is closed, there should be no vacuum in the line.

The pressure sensor detects if a vacuum is present, and

the information is compared to the command given to the

solenoid.



If, during the canister purge cycle, no vacuum exists in

the canister purge line, a code is set indicating a possible

fault, which could be caused by an inoperative or clogged

solenoid or a blocked or leaking canister purge fuel line.

Likewise, if vacuum exists when no command for purge is

given, a stuck solenoid is evident, and a code is set. The

EVAP system monitor tests for purge volume and leaks.

A typical EVAP monitor first closes off the system to at-

mospheric pressure and opens the purge valve during cruise

operation. A fuel tank pressure (FTP) sensor then monitors

the rate with which vacuum increases in the system. The moni-

tor uses this information to determine the purge volume flow

rate. To test for leaks, the EVAP monitor closes the purge valve,

creating a completely closed system. The fuel tank pressure

sensor then monitors the leak-down rate. If the rate exceeds

PCM-stored values, a leak greater than or equal to the OBD-II

standard of 0.04 inch (1 mm) or 0.02 inch (0.5 mm) exists. After

two consecutive failed trips testing either purge volume or the

presence of a leak, the PCM lights the MIL and sets a DTC.

The fuel tank pressure sensor is similar to a MAP sensor,

and instead of monitoring intake manifold absolute pressure, it

is used to monitor fuel tank pressure.



SEE FIGURE 25–12 .

ENGINE-OFF NATURAL VACUUM System integrity

(leakage) can also be checked after the engine is shut off.

The premise is that a warm evaporative system will cool

down after the engine is shut off and the vehicle is stable.

A slight vacuum will be created in the gas tank during this

cool-down period. If a specific level of vacuum is reached

and maintained, the system is said to have integrity (no

leakage). Actually, the vacuum is created after a period of

time because the vapor pressure tends to increase after the

engine is shut off and gradually decreases over time. The

PCM monitors the pressure rise and decrease over time and

triggers a diagnostic trouble code (DTC) if the pressure indi-

cates a leak in the system.



SEE FIGURE 25–13 .

324 CHAPTER 25

0-4-8-12-16 4

FUEL TANK PRESSURE SENSOR

VOLTAGE VS. INCHES OF WATER

VOLTAGE

DIFFERENTIAL PRESSURE INCHES (H2O)

FIGURE 25–15 To easily check the fuel tank pressure sensor,

remove the cap, and the sensor should read about 1.7 volts.

FIGURE 25–13 A tank car was cleaned using steam, and

then both the bottom drain and the top vent were closed. The

next day, the tank had collapsed because of the air pressure

difference when the inside cooled. The higher outside air pres-

sure caused the tank to collapse.

FIGURE 25–14 This Toyota cap warns that the check engine

light will come on if not tightened until one click.

Always Tighten the Cap Correctly

Many diagnostic trouble codes (DTCs) are set

because the gas cap has not been properly installed.

To be sure that a screw-type gas cap is properly

sealed, tighten it until you hear three clicks. The

clicking is a ratchet device, and the clicking does not

harm the cap. Therefore, if a P0440 or similar DTC is

set, check the cap.



SEE FIGURE 25–14 .

TECH TIP

The PCM will run the EVAP monitor when the following enable

criteria are met:



Barometric pressure (BARO) greater than 70 kPa

(20.7 in. Hg or 10.2 PSI)



Intake air temperature (IAT) between 39°F and 86°F

(4°C to 30°C) at engine start-up



Engine coolant temperature (ECT) between 39°F and

86°F (4°C to 30°C) at engine start-up



ECT and IAT within 3°F of each other at engine start-up



Fuel level within 15% to 85%



Throttle position (TP) sensor between 9% and 35%

A typical EVAP monitor first closes off the system to atmo-

spheric pressure and opens the purge valve during cruise opera-

tion. A fuel tank pressure (FTP) sensor then monitors the rate with

which vacuum increases in the system.



SEE FIGURE 25–15 .

The monitor uses this information to determine the purge

volume flow rate. To test for leaks, the EVAP monitor closes

the purge valve, creating a completely closed system. The

fuel tank pressure sensor then monitors the leak-down rate.

If the rate exceeds PCM-stored values, a leak greater than or

equal to the OBD-II standard of 0.04 inch (1 mm) or 0.02 inch

(0.5mm) exists.

TYPICAL EVAP MONITOR

RUNNING THE EVAP MONITOR Four tests are per-

formed during a typical EVAP monitor. A DTC is assigned to

each test:

1. Weak vacuum test (P0440—large leak). This test identi-

fies gross leaks. During the monitor, the vent solenoid is

closed, and the purge solenoid is duty cycled. The fuel

tank pressure (FTP) should indicate a vacuum of approxi-

mately 6 to 10 in. H

2. No flow during purging (P0441—no flow during purg-

ing). This test uses the fuel tank pressure (FTP) sensor

todetermine that there was no change in fuel tank pres-

sure during purging. This fault could be due to a defective

purge valve or a gross leak caused by faults such as a

defective or missing gas cap.

3. Small leak test (P0442—small leak). After the large leak

test passes, the PCM checks for a small leak by keeping

the vent solenoid closed and closing the purge solenoid.

The system is now sealed. The PCM measures the change

in FTP voltage over time.

EVAPORATIVE EMISSION CONTROL SYSTEMS 325

4. Excess vacuum test (P0446). This test checks for vent

path restrictions. With the vent solenoid open and purge

commanded, the PCM should not see excessive vacuum

in the EVAP system. Typical EVAP system vacuum with the

vent solenoid open is about 5 to 6 in. H

FIGURE 25–16 The fuel level must be above 15% and below

85% before the EVAP monitor will run on most vehicles.

Diagnostic

Trouble Code Description Possible Causes

P0440 Evaporative

system fault

• Loose gas cap

• Defective EVAP vent

• Cracked charcoal

canister

• EVAP vent or purge

vapor line problems

P0442 Small leak

detected

• Loose gas cap

• Defective EVAP vent

or purge solenoid

• EVAP vent or purge

line problems

P0446 EVAP canister

vent blocked

• EVAP vent or purge

solenoid electrical

problems

• Restricted EVAP

canister vent line

EVAP SYSTEM-RELATED

DIAGNOSTIC TROUBLE

CODES

Keep the Fuel Tank Properly Filled

Most evaporative system monitors will not run

unless the fuel level is between 15% and 85%. In

other words, if a driver always runs with close to an

empty tank or always tries to keep the tank full, the

EVAP monitor may not run.



SEE FIGURE 25–16 .

TECH TIP

4. A typical EVAP system uses a canister purge valve, which

is normally closed, and a canister vent valve, which is nor-

mally open.

5 . OBD-II regulation requires that the evaporative emission

control system be checked for leakage and proper purge

flow rates.

6. External leaks can best be located by pressurizing the fuel

system with low-pressure smoke.

1. The purpose of the evaporative emission control (EVAP)

system is to reduce the release of volatile organic com-

pounds (VOCs) into the atmosphere.

2. A carbon (charcoal) canister is used to trap and hold gaso-

line vapors until they can be purged and run into the engine

to be burned.

3. Pressures inside the EVAP system are low and are meas-

ured in inches of water (1 PSI  28 in. H

O).

SUMMARY

326 CHAPTER 25

4. Why is the vent valve subject to rust and corrosion?

5. What are the parameters (enable criteria) that must be met

for the evaporative system monitor to run?

1. What components are used in a typical evaporative emis-

sion control system?

2. How does the computer control the purging of the vapor

canister?

3. What is the difference between an enhanced and a nonen-

hanced evaporative control system?

REVIEW QUESTIONS

7. Which EVAP valve is subject to rust and corrosion more

than all of the others?

a. Purge valve

b. Vacuum control valve

c. Vent valve

d. Roll over check valve

8. Before an evaporative emission monitor will run, the fuel

level must be where?

a. At least 75% full

b. Over 25%

c. Between 15% and 85%

d. The level of the fuel in the tank is not needed to run

the monitor test

9. Technician A says that low-pressure smoke installed in

the fuel system can be used to check for leaks. Technician

B says that nitrogen under low pressure can be installed

in the fuel system to check for leaks. Which technician is

correct?

a. Technician A only

b. Technician B only

c. Both Technicians A and B

d. Neither Technician A nor B

10. A small leak is detected by the evaporative emission con-

trol system monitor that could be caused by a loose gas

cap. Which DTC will likely be set?

a. P0440

b. P0442

c. P0446

d. P0440, P0441, or P0442

1. What is the substance used in a vapor canister to absorb

volatile organic compounds?

a. Desiccant c. Pleated paper

Organic absorber

d. Carbon

2. Which valve(s) is (are) normally closed?

a. Canister purge valve

b. Canister vent valve

c. Both canister purge and canister vent valves

d. Neither canister purge nor canister vent valve

3. All of the following can increase the pressure in the evapo-

rative emission control system except ______________ .

a. Fuel temperature

b. Returned fuel from the fuel-injection system

c. Inlet fuel to the fuel pump

d. Volatility of the fuel

4. Evaporative emission control systems operate on low

pressure measured in inches of water (in. H

O). One PSI is

equal to how many inches of water?

a. 1 c. 18

b. 10 d. 28

5. Inadequate purge flow rate will trigger which DTC?

a. P0440 c. P0300

b. P0446 d. P0440 or P0446

6. Two technicians are discussing a state emission test.

Technician A says that a vent valve that is not able to close

can cause the system to fail the on-board test. Technician

B says that a leaking gas cap can cause a failure of the

EVAP test. Which technician is correct?

a. Technician A only

b. Technician B only

c. Both Technicians A and B

d. Neither Technician A nor B

CHAPTER QUIZ

EXHAUST GAS RECIRCULATION SYSTEMS 327

chapter

EXHAUST GAS

RECIRCULATION

SYSTEMS

OBJECTIVES: After studying Chapter 26 , the reader should be able to: • Prepare for the ASE Engine Performance (A8)

certification test content area “D” (Emission Control Systems). • Describe the purpose and function of the exhaust gas

recirculation system. • Discuss how the exhaust gas recirculation system is tested under OBD-II regulations. • Explain methods

for diagnosing and testing for faults in the exhaust gas recirculation system.

KEY TERMS: Delta pressure feedback EGR (DPFE) sensor 331 • Detonation 328 • Digital EGR valve 330 • EGR valve

position (EVP) sensor 329 • Electronic vacuum regulator valve (EVRV) 332 • Exhaust gas recirculation (EGR) 327 • Inert 327

• Linear EGR valve 330 • Nitrogen oxides (NO

) 327 • Pressure feedback EGR (PFE) sensor 329

EXHAUST GAS

RECIRCULATION SYSTEMS

INTRODUCTION Exhaust gas recirculation (EGR) is an

emission control system that lowers the amount of nitrogen

oxides (NO

) formed during combustion. In the presence of

sunlight, NO

reacts with hydrocarbons in the atmosphere to

form ozone (O

) or photochemical smog, an air pollutant.

FORMATION Nitrogen (N

) and oxygen (O

) molecules

are separated into individual atoms of nitrogen and oxygen

during the combustion process. These molecules then bond

to form NO

(NO, NO

). When combustion flame front tem-

peratures exceed 2,500°F (1,370°C), NO

is formed inside the

cylinder, which is then discharged into the atmosphere from the

tailpipe.

 SEE FIGURE 26–1 .

CONTROLLING NO

To handle the NO

generated above

2,500°F (1,370°C), the most efficient method to meet NO

emis-

sions without significantly affecting engine performance, fuel

economy, and other exhaust emissions is to use exhaust gas

recirculation (EGR). The EGR system routes small quantities,

usually between 6% and 10%, of exhaust gas into the intake

manifold.

Here, the exhaust gas mixes with and takes the place of

some intake charge. This leaves less room for the intake charge

to enter the combustion chamber. The recirculated exhaust gas

is inert (chemically inactive) and does not enter into the com-

bustion process. The result is a lower peak combustion tem-

perature. When the combustion temperature is lowered, the

production of oxides of nitrogen is reduced.

FIGURE 26–1 Nitrogen oxides (NO

) create a red-brown

haze that often hangs over major cities.

The EGR system has some means of interconnecting the

exhaust and intake manifolds.

 SEE FIGURE 26–2 .

The EGR valve controls the flow of exhaust gases through

the interconnecting passages:



On V-type engines, the intake manifold crossover is used

as a source of exhaust gas for the EGR system. A cast

passage connects the exhaust crossover to the EGR

valve. The exhaust gas is sent from the EGR valve to

openings in the manifold.



On inline-type engines, an external tube is generally used

to carry exhaust gas to the EGR valve. This tube is often

designed to be long so that the exhaust gas is cooled be-

fore it enters the EGR valve.

328 CHAPTER 26

EGR SYSTEM OPERATION Since small amounts of

exhaust are all that is needed to lower peak combustion tem-

peratures, the orifice through which the exhaust passes is small.

EGR is usually not required during the following conditions

because the combustion temperatures are low:



During idle speed



When the engine is cold



At wide-open throttle (WOT) (Not allowing EGR allows the

engine to provide extra power when demanded. While the

formation is high during these times, the overall effect of

not using EGR during WOT conditions is minor.)

The level of NO

emission changes according to engine

speed, temperature, and load. Many systems use a cooler to

reduce the temperature of the exhaust gases before they enter

the intake manifold. The cooler the exhaust gases, the more ef-

fective they are at reducing the formation of NO

EGR BENEFITS In addition to lowering NO

levels, the EGR

system also helps control detonation. Detonation, also called

spark knock or ping, occurs when high pressure and heat cause

the air-fuel mixture to ignite. This uncontrolled combustion can

severely damage the engine.

Using the EGR system allows for greater ignition timing ad-

vance and for the advance to occur sooner without detonation

problems, which increases power and efficiency.

POSITIVE AND NEGATIVE BACK PRESSURE EGR

VALVES Some vacuum-operated EGR valves used on older

engines are designed with a small valve inside that bleeds off

any applied vacuum and prevents the valve from opening:



Positive back pressure EGR valves. These EGR valves

require a positive back pressure in the exhaust system.

At low engine speeds and light engine loads, the EGR

system is not needed, and the back pressure in it is also

low. Without enough back pressure, the EGR valve does

not open even though vacuum may be present at the

EGR valve.

 SEE FIGURE 26–3 .



Negative back pressure EGR valves. On each

exhaust stroke, the engine emits an exhaust “pulse.”

Each pulse represents a positive pressure. Behind each

pulse is a small area of low pressure. Some EGR valves

react to this low-pressure area by closing a small inter-

nal valve, which allows the EGR valve to be opened by

vacuum.

DIAPHRAGM

COVER

SPRING

ACTUATING

DIAPHRAGM

VALVE ½ OPEN

VALVE SEAT

VALVE

CHAMBER

TO INTAKE

MANIFOLD

VALVE SHAFT

SEAL

CONTROLLED VACUUM

CONNECTION

EXHAUST GAS

PORT INLET

VACUUM

EXHAUST

FIGURE 26–2 When the EGR

valve opens, the exhaust gases

flow through the valve and into

passages in the intake manifold.

EXHAUST GAS RECIRCULATION SYSTEMS 329

The following conditions must occur before a back

pressure-type vacuum-controlled EGR will operate:

1. Vacuum must be applied to the EGR valve itself. The

vacuum source can be ported vacuum (above the throttle

plate) or manifold vacuum (below the throttle plate) and by

the computer through a solenoid valve.

2. Exhaust back pressure must be present to close an inter-

nal valve inside the EGR to allow the vacuum to move the

diaphragm.

NOTE: Installing a high-performance exhaust system

could prevent a back pressure vacuum-operated EGR

valve from opening. If this is occurs, excessive combus-

tion chamber pressure may lead to severe spark knock,

piston damage, or a blown head gasket.

COMPUTER-CONTROLLED EGR SYSTEMS Most

vehicles today use the Powertrain Control Module (PCM) to

operate the EGR system. Many PCM-controlled EGR systems

have one or more solenoids controlling the EGR vacuum. The

PCM controls a solenoid to shut off vacuum to the EGR valve

at cold engine temperatures, idle speed, and WOT operation. If

two solenoids are used, one acts as an off/on control of supply

vacuum, while the second solenoid vents vacuum when EGR

flow is not desired or needs to be reduced. The second solenoid

is used to control a vacuum air bleed, allowing atmospheric

pressure in to modulate EGR flow according to vehicle operat-

ing conditions.

 SEE FIGURE 26–4 .

EGR VALVE POSITION SENSORS Most PCM vacuum-

operated EGR systems use a sensor to indicate EGR operation.

EXHAUST GASES

EXHAUST GAS

TO INTAKE MANIFOLD

HIGH

EXHAUST

BACK PRESSURE

TO VACUUM

SOURCE

SOURCE VACUUM

BLEED HOLE

CLOSED

AIRFLOW IN

LOW

EXHAUST

BACK PRESSURE

DEFLECTOR

DIAPHRAGM

TO VACUUM

SOURCE

VACUUM

CHAMBER

SOURCE VACUUM

BLEED HOLE

OPEN

CONTROL

VALVE

SPRING

VALVE

OPEN

POSITIVE BACK PRESSURE EGR VALVE OPERATION

VALVE

CLOSED

FIGURE 26–3 Back pressure in the exhaust system is used to close the control valve, allowing engine vacuum to open the EGR valve.

EGR VALVE

EGR CONTROL SOLENOID

FIGURE 26–4 Typical vacuum-operated EGR valve. The

operation of the valve is controlled by the PCM by pulsing the

EGR control solenoid on and off.

Onboard diagnostics generation II (OBD-II) EGR system monitors

require an EGR sensor to verify that the valve opened. A linear

potentiometer on the top of the EGR valve stem indicates valve

position to the PCM. This is called an EGR valve position (EVP)

sensor. Some later-model Ford EGR systems, however, use a

feedback signal provided by an EGR exhaust back pressure sen-

sor that converts the exhaust back pressure to a voltage signal.

This sensor is called a pressure feedback EGR (PFE) sensor.

On some EGR systems, the top of the valve contains a vac-

uum regulator and EGR pintle-position sensor in one assembly

330 CHAPTER 26

sealed inside a nonremovable plastic cover. The pintle-position

sensor provides a voltage output to the PCM, which increases

as the duty cycle increases, allowing the PCM to monitor valve

operation.

 SEE FIGURE 26–5 .

DIGITAL EGR VALVES General Motors used a digital EGR

valve design on some engines. Unlike vacuum-operated EGR

valves, the digital EGR valve consists of three solenoids con-

trolled by the powertrain control module (PCM). Each solenoid

controls a different size orifice in the base—small, medium,

and large. The PCM controls the ground circuit of each of the

solenoids individually. It can produce any of seven different flow

rates, using the solenoids to open the three valves in different

combinations. The digital EGR valve offers precise control and

using a swivel pintle design helps prevent carbon deposit prob-

lems.

 SEE FIGURE 26–6 .

LINEAR EGR Most General Motors and many other vehicles

use a linear EGR valve that contains a pulse-width modulated

solenoid to precisely regulate exhaust gas flow and a feedback

potentiometer that signals the PCM regarding the actual posi-

tion of the valve.

 SEE FIGURES 26–7 AND 26–8 .

Find the Root Cause

Excessive back pressure, such as that caused by a

partially clogged exhaust system, could cause the

plastic sensors on the EGR valve to melt. Always

check for a restricted exhaust whenever replacing a

failed EGR valve sensor.

TECH TIP

EGR VALVE POSITION SENSOR

FIGURE 26–5 An EGR valve position sensor on top

of an EGR valve.

THREE EGR

SOLENOIDS

THREE EGR

SOLENOIDS

FIGURE 26–6 Digital EGR valve as used on some older

General Motors engines.

FIGURE 26–7 A General Motors linear EGR valve.

OBD-II EGR MONITORING

STRATEGIES

PURPOSE AND FUNCTION In 1996, the U.S. EPA began

requiring OBD-II systems in all passenger cars and most light-

duty trucks. These systems include emission system monitors

that alert the driver and the technician if an emission system is

malfunctioning. The OBD-II system performs this test by opening