SOURCE: '96 Regal Purge Canister Valve?
ADAM
THE PURGE SOLANOID IS ON THE ENGINE WITH A RED CONNECTOR ON IT. IT IS LOCATED ON THE REAR OF THE ENGINE ABOVE THE REAR VALVECOVER. YOU ARE ACTUALLY LOOKING FOR THE CANISTER VENT SOLANOID AND IT IS IN THE REAR OF THE CAR AND THEY FAIL OFTEN. GET THE PART FROM G.M. AND THEY CAN TELL YOU EXACTLY WHERE IT IS. THE G.M. PART IS UNDER $30.00.
SOURCE: Mustang GT 4.6 EVAP Canister Purge Valve Location?
You will need to remove the right front wheel & wheel well liner. The canister purge valve is behind the cover. It should have two tube going into the bottom and one on the side near the top.
You can fix it!
If this helps you out please rate me!
Brett
SOURCE: saturn code p0442, evap system small leak, can't find leak
I would send the car in for a smoke test...So much easier to find the leak...
Testimonial: "found another definitation for a code 422. replaced rear o2,fixed"
SOURCE: 2002 jeep wrangler 6 cylinder:
THE P0455 CODE POSSIBLE CAUSES ARE
WHAT ENGINE DIAGRAMS I HAVE IS BELOW WITH DEFINITIONS
On 4.0L 6 cylinder engines, a molded vacuum tube connects manifold vacuum to top
of cylinder head (valve) cover at dash panel end. The vacuum fitting contains a
fixed orifice of a calibrated size. It meters the amount of crankcase vapors
drawn out of the engine.
On 2.5L 4 cylinder engines, a fitting on drivers
side of cylinder head (valve) cover contains the metered orifice. It is
connected to manifold vacuum.
A fresh air supply hose from the air
cleaner is connected to front of cylinder head cover on 4.0L engines. It is
connected to rear of cover on 2.5L engines.
When the engine is operating,
fresh air enters the engine and mixes with crankcase vapors. Manifold vacuum
draws the vapor/air mixture through the fixed orifice and into the intake
manifold. The vapors are then consumed during combustion.
EVAP/PURGE
SOLENOID
The duty cycle EVAP canister purge solenoid (DCP) regulates the
rate of vapor flow from the EVAP canister to the intake manifold. The Powertrain
Control Module (PCM) operates the solenoid.
During the cold start warm-up
period and the hot start time delay, the PCM
does not energize the solenoid. When de-energized, no vapors are purged. The PCM
de-energizes the solenoid during open loop operation.
The engine enters
closed loop operation after it reaches a specified temperature and the time
delay ends. During closed loop operation, the PCM
cycles (energizes and de-energizes) the solenoid 5 or 10 times per second,
depending upon operating conditions. The PCM varies the vapor flow rate by
changing solenoid pulse width. Pulse width is the amount of time that the
solenoid is energized. The PCM adjusts solenoid pulse width based on engine
operating condition.
FUEL
FILLER CAP
The plastic fuel tank filler tube cap is threaded onto
the end of the fuel fill tube Certain models are equipped with a 1/4 turn
cap.
The loss of any fuel or vapor out of fuel filler tube is prevented
by the use of a pressure-vacuum fuel fill cap. Relief valves inside the cap will
release fuel
tank pressure at predetermined pressures. Fuel tank vacuum will also be
released at predetermined values. This cap must be replaced by a similar unit if
replacement is necessary This is in order for the system to remain
effective.
CAUTION: Remove fill cap before servicing any fuel
system component to relieve tank pressure. If equipped with a California
emissions package and a Leak
Detection Pump (LDP) , the cap must be tightened securely. If cap is
left loose, a Diagnostic Trouble Code (DTC) may be set.
LEAK
DETECTION PUMP
The Leak Detection Pump (LDP) is used only with
certain emission packages
The LDP is a device used to detect a leak in
the evaporative system.
The pump contains a 3 port solenoid, a pump that
contains a switch, a spring loaded canister vent valve seal, 2 check valves and
a spring/diaphragm.
Immediately after a cold start, engine temperature
between 40 °F and 86 °F , the 3 port solenoid is briefly
energized. This initializes the pump by drawing air into the pump cavity and
also closes the vent seal. During non-test test conditions, the vent seal is
held open by the pump diaphragm assembly which pushes it open at the full travel
position. The vent seal will remain closed while the pump is cycling. This is
due to the operation of the 3 port solenoid which prevents the diaphragm
assembly from reaching full travel. After the brief initialization period, the
solenoid is de-energized, allowing atmospheric pressure to enter the pump
cavity. This permits the spring to drive the diaphragm which forces air out of
the pump cavity and into the vent system. When the solenoid is energized and
de-energized, the cycle is repeated creating flow in typical diaphragm pump
fashion. The pump is controlled in 2 modes:
Pump Mode: The pump is
cycled at a fixed rate to achieve a rapid pressure build in order to shorten the
overall test time.
Test Mode: The Solenoid Is Energized With A
Fixed Duration Pulse. Subsequent fixed pulses occur when the diaphragm reaches
the switch closure point.
The spring in the pump is set so that the
system will achieve an equalized pressure of about 7.5 inches of
water.
When the pump starts, the cycle rate is quite high. As the system
becomes pressurized pump rate drops. If there is no leak the pump will quit. If
there is a leak, the test is terminated at the end of the test mode.
If
there is no leak, the purge monitor is run. If the cycle rate increases due to
the flow through the purge system, the test is passed and the diagnostic is
complete.
The canister vent valve will unseal the system after completion
of the test sequence as the pump diaphragm assembly moves to the full travel
position.
VACUUM LINES
A vacuum schematic for emission related
items can be found on the VECI label. Refer to Vehicle Emission Control
Information (VECI) Label for label location
VAPOR CANISTER
The evaporative (EVAP)
canister is located in the engine compartment on the left inner fender.
A
maintenance free, EVAP canister is used on all vehicles. The EVAP canister is
filled with granules of an activated carbon mixture. Fuel vapors entering the
EVAP canister are absorbed by the charcoal granules.
Fuel
tank pressure vents into the EVAP canister. Fuel vapors are temporarily held
in the canister until they can be drawn into the intake manifold. The duty cycle
EVAP canister purge solenoid allows the EVAP canister to be purged at
predetermined times and at certain engine operating
conditions.
ONE WAY TO CLEAR ENGINE CODES WITH OUT HAVING A DIAGNOSTIC COMPUTER IS UN PLUG THE BATTERY AND LEAVE IT SIT FOR ROUGHLY 20 MINUTE AND REHOOK UP THIS MIGHT CLEAR THE CODES WITH OUT A COMPUTER.. BUT IF THE PROBLEM ISN'T FIXED THE CODES WILL SHOW AGAIN..
HOPE THIS HELPS
SOURCE: 1999 hyundai accent canister purge
There is a purge solenoid for the EVAP system and it is item no.# 1 shown in the diagram below. You have to follow the purge valve vacumn hose to find the charcoal cannister if you need to inspect.
I have included a description of the EVAP system for your understanding.
EVAPORATIVE EMISSION (EVAP) CONTROL SYSTEM
The EVAP and on-board refueling vapor recovery (ORVR) system consists of a fill vent valve, fuel shut-off valve, fuel cut (roll-over) valve, fuel liquid/vapor separator, EVAP canister, EVAP canister purge solenoid valve, EVAP canister close valve, vacuum relief filler cap, and connecting lines and hoses. ORVR system is designed to prevent the release of fuel vapors during refueling. During refueling, as fuel enters the fuel tank, a vacuum is created in filler pipe, drawing air into the filler pipe and tank. Fuel vapor in fuel tank is then forced to the EVAP canister via the fill vent valve and the fuel liquid/vapor separator. A fuel tank pressure sensor is used for detecting EVAP system leaks by comparing pressures inside and outside of fuel tank.
EVAP Canister Purge Solenoid Valve
Fuel vapors are vented into the EVAP canister during refueling and when ignition is off. When engine is at normal operating temperature and engine speed is greater than idle, a thermovalve opens and allows vacuum to open the purge control valve. Canister vapors are then drawn into the intake manifold for burning during combustion. The purge control valve is kept closed during idle and engine warm-up to reduce HC and CO emissions.
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