VCERTT NEWS

VCERTT: VERMONT CENTER FOR EMISSIONS REPAIR AND TECHNICIAN TRAINING A PARTNERSHIP OF VERMONT TECHNICAL COLLEGE AND THE VT DEPARTMENT OF ENVIRONMENTAL CONSERVATION TO PROVIDE OBDII INFORMATION AND TRAINING TO VERMONT TECHNICIANS
I N F N D A I I O N T H N I A P A R T N E R S H I P O F V E R M O V N C T E T R E T C T H : N V I E C R A M L O C O N O R T L M C L A E E T N G I T E O E R A N A F D N O T R H T E E R M V I S T N S I D N O E G P N S A T R O R T E M V P E E A N R I T M R O A F N D E T N E T V C E I C R H O N N C I M I C E A I N N A T S N A L T R C A O I N N S I E N R G V A T I O N T O P R O V I D E O B D I I

WINTER, 2005 VOLUME 4, ISSUE 1

NEW COURSE!
CASE STUDY .
EVAP problems are common, we tackle one on a Toyota.... 3

MISCOMMUNICATION
Have you ever used your scan tool to establish communication with a vehicle but the information you got didnt seem to make sense? It could be a case of miscommunication - that is, your scan tool is communicating with the wrong control module in the vehicle. While this is rare, it can be pretty confusing when it does happen. Modern vehicles with automatic transmissions have an engine control module (ECM) and a transmission control module (TCM). With some combinations of scan tools and vehicles, the scan tool will sometimes establish communication with the TCM instead of the ECM. The TCM will only report to the scan tool that the MIL is commanded on and that theres a DTC if the TCM itself detected an emissions-related transmission malfunction. For other emissions-related malfunctions, the MIL is commanded on and DTCs are set by the ECM. So you could have a situation where for example, the vehicle has a bad oxygen sensor, and you can see that the check engine light is on with the engine running, but when you plug in your scan tool, it tells you the MIL is commanded off, and there are no DTCs. Thats because the scan tool is talking to the TCM by mistake; if the scan tool were talking to the ECM, it would tell you the MIL is commanded on, and there would be an oxygen sensor DTC. Note that the opposite is not true that is, if theres an emissions-related transmission malfunction, and the scan tool is correctly talking to the ECM, the ECM will tell the scan tool that the MIL is on, and that theres a transmission DTC. So the ECM speaks for both control modules, while the TCM only speaks for itself. Also, if the scan tool is communicating with the TCM by mistake, readiness status of monitors will look strange. (Continued Page 4)

Automated inspection being tested in Vermont ... Chrysler 3.5 L misfire, is it the intake? . GM CPFI injectors problems. STEVE BELITSOS Meet one of our trainers and hear what he says about teaching ..

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After many requests from those of you who have attended our courses, VCERTT has developed a new course, OBD II ELECTRONICS I. This is the first half of a two-part course that will cover operation and testing of the electronic components and systems used on OBD II equipped vehicles. This practical electrical course focuses on electrical testing procedures and testing common components. You will gain an understanding of why voltage drop testing is so important and practice testing in the lab. Do you know that the only way to effectively test PCM grounds is with a voltage drop test? Well test the PCM in the class and demonstrate the appropriate procedure. Well also cover tests for solenoids and relays when a new component doesnt fix the problem. In the second part of this course we will test sensors and outputs with a digital multimeter and by using scan tool data. Learn how to use your scan tool to its fullest potential.

CHECK OUT THE NEW COURSE OBD II ELECTRONICS I

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VCERTT NEWS

VOLUME 4, ISSUE 1

ABOUT VCERTT NEWS:

The purpose of this newsletter is to provide specialized information to the front line: you, the technicians, service advisors and managers in the field handling repairs and customers. The OBD Inspection Program is now well established. While the OBD inspection itself is an easy addition to the VSI we know that repairing OBD II faults may not be as simple. The success of the OBD Inspection Program falls largely on your ability to perform effective repairs. VCERTT is committed to trying to help. We offer this newsletter to provide information and a forum for discussion. We ask you to call or email us with your questions or suggestions. When you have a troublesome vehicle repair related to OBDII, wed like to hear about it. If you have problems with a particular vehicle or a scan tool, give us a call. We may be able to help and we can pass along relevant information. Were always looking for test vehicles for our Case Studies - let us take your problem vehicle and attempt a repair, no charge for our time, just help for everyone.

CALL US AT: 802-238-3211

OR EMAIL US AT: OBDNEWS@VTC.EDU

with everything in between. The pilot project has demonstrated that electronic data collection and management can work well in Vermont, and all of the participating inspection stations strongly prefer the electronic systems over the old paper-based system. Does doing away with all the OBD forms, log sheets, When asked if they would like to give up the electronic system bulletins and other paperwork associated with Vermonts vehi- and go back to the paper-based system, one inspection station cle inspection program sound good to you? Well the State of replied Over my dead body! Vermont is planning changes to the program that would do just that!

NO MORE PAPERWORK?!

Most people agree that Vermonts annual emissions and safety inspections are an important and cost-effective way to help protect the health and safety of Vermonters. But there is also general agreement that the current method of collecting and managing data from the inspection program needs serious improvement. The paperwork is a burden for inspection stations and the state, theres a high error rate with paper forms, a paper-based program makes it far too easy to cheat, and its very hard for the state to measure the overall effectiveness of the inspection program. An independent evaluation of Vermonts vehicle inspection program concluded that the current data collection and management procedures are inadequate, and recommended an electronic data collection and management system as the solution. The benefits of switching to an electronic system include: 1) elimination of paperwork, 2) allowing much more effective and timely communication between inspection stations and DMV, 3) improved accuracy of inspection data, 4) reduction of fraud, 5) much more efficient and effective enforcement, 6) allowing measurement of the overall effectiveness of the inspection program, and 7) reduced costs.

After a thorough evaluation of options for integrating electronic data collection and management into the vehicle inspection program on a full-scale basis, the state, with lots of input from inspection stations, has selected an option that is considered the best fit for Vermont. This option will involve the state choosing a contractor to supply and maintain test equipment to inspection stations, and to manage a vehicle inspection database. The conTo help evaluate how electronic data collection and managetractors costs will be covered by a per-test fee paid to the conment would work in the real world of Vermont inspection sta- tractor by inspection stations. Inspection stations will pay no uptions, the state has been conducting a pilot project for nearly 3 front costs for the test equipment. This option will place the least years now. A variety of electronic data collection systems have burden on inspection stations, will have lower costs and require been tested in a number of different inspection stations around less management overhead, will avoid compatibility and accountVermont. These systems collect the safety inspection results, ability issues between equipment providers and the database automatically collect the OBD inspection results, send the remanager, and will result in a simpler training program. Many of sults to a centralized database, and print out a report for the the details still remain to be worked out, but the overall goal is to customer. The stations participating in this project range from a switch to electronic data collection and management for the vehihigh-volume dealership, to a small two-person repair shop, cle inspection program within the next two years.

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VCERTT NEWS

VOLUME 4, ISSUE 1

VCERTT CASE STUDY: TOYOTA EVAPORATIVE EMISSIONS SYSTEM FAULTS

This summer we completed work on a 1998 Toyota Camry with an evaporative emissions system (EVAP) fault. The Toyota came to us with the MIL on and DTCs P0440 (Evap system malfunction), P0441 (Evap system incorrect purge flow) and P0446 (Evap vent control solenoid circuit) stored. In our research on the system, which included a visit to the Toyota Technical Information System website (http:// techinfo.toyota.com), we found a technical service bulletin (TSB) that was published for Toyotas with DTCs P0440, P0441 and P0446. The TSB applied to all Toyotas from 19962001 with the "early" type EVAP system. All passenger cars and light trucks through 1999 used the early type system. In MY 2000 the passenger cars switched to the late type system. The TSB recommended replacing the EVAP system assembly that included the canister, the valve assemblies, the vapor pressure sensor and the vapor pressure sensor vacuum switching valve. We decided to test the system and components to determine if we could isolate the problem and provide a more cost effective repair. This Toyota EVAP system is a bit unusual. It uses a traditional purge solenoid controlled by the PCM although Toyota calls this an EVAP vacuum switching valve (VSV). The system uses a mechanical, spring-loaded air valve to keep the system sealed unless the purge valve is operating. When vacuum reaches the air valve during purging, it unseats the air valve to allow fresh airflow into the canister. During refueling, a drain valve within the same assembly unseats to exhaust excess pressure from the canister. The system does not have a vent solenoid. A vapor pressure sensor is installed in a line between the fuel tank and the canister. During monitoring of the system, the vapor pressure sensor VSV allows the vapor pressure sensor to monitor either fuel tank pressure or canister and line pressure. The vapor pressure sensor VSV is just a typical solenoid that switches the passage to the vapor pressure sensor from the fuel tank sensing line to the canister sensing line. After extracting the DTCs we used our smoke leak detector to check the system for leaks. We found a small leak at the canister where a small hose to the vapor pressure sensor VSV had become disconnected. After reconnecting the line we could detect no leakage in the system.

The vapor pressure VSV is bolted onto a bracket on the canister. The air valve sits below it with the larger hoses.

Next we wanted to check the EVAP VSV and the vapor pressure sensor VSV. We removed the solenoids from the vehicle for better access. Toyota specifies that the VSVs should have resistance across the solenoid coil of 30-34 at 68F (20C). Both of the solenoids had appropriate resistance. We were also instructed to check for continuity between the terminals and the VSV case. We did not have continuity, the winding was not shorted to ground on either VSV. The next test is

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VCERTT: VERMONT CENTER FOR EMISSIONS REPAIR AND TECHNICIAN TRAINING
VCERTT ATTN: BETSY DORRIES VERMONT TECH 1 MAIN STREET RANDOLPH CENTER VT 05061 PHONE: 802-238-3211 FAX: 802-728-1010 EMAIL: OBDNews@vtc.edu INTERNET: www.vcertt.org

MEET VCERTTS STEVE BELITSOS

Steve Belitsos has been involved in the auto repair industry since 1974. He has been an ASE Master Certified Technician since 1977 and has held the L-1 Advanced Engine Performance certification since it was first offered. In 1994, he began teaching at Porter and Chester Institute in Chicopee, MA and came to VTC in 2000. He says, I very much enjoy teaching the VCERTT modules because it gives me the opportunity to share skills with fellow professional technicians. I can explain the operating principles of a particular component or system and at the same time, get feedback from the class participants on repair situations that they see in practice. The mix is very dynamic, enlightening and fun. Being a pizzaofile, I also appreciate the opportunity to sample various pies in Brattleboro and Rutland while socializing with fellow techs before the classes. Call 238-3211 today to register!

to activate the VSV and test its mechanical operation. We tried to blow from one port through the valve to the other with no power applied to the solenoid. The normally closed solenoid functioned properly in this portion of the test; it did block flow. Next we used a battery and jumper wires to provide power and ground to the solenoids. Neither one clicked, nor did they allow airflow through the solenoid. They failed to open as they should with power applied to them. When we got the new VSVs we tested them before we installed them and they did function as we expected they should. With the new parts on the vehicle we rechecked the system for leaks and found none. We cleared the DTCs. To verify our repair we used the drive cycle routine for the evaporative system monitor which we also found on the Toyota website. It involved a fifteen minute drive after a cold start. After the drive we found the EVAP monitor status ready, meaning that the PCM had performed the system testing. We checked for pending or active DTCs and found none. Had the PCM detected a problem with the system it would have at least set a pending code on the first trip so we considered our repair a success. The customer spent $86 on parts and happily reports that the MIL is still off.

GM CPFI PROBLEMS
By now many of you have probably experienced problems with GMs central port fuel injection used on many trucks since the mid 1990s. One of the more difficult problems to detect is an intermittent misfire, usually after a short period of hot soak. The customer drives the vehicle, goes into the store, comes out fifteen minutes later and the engine is misfiring seriously. It will turn the MIL on but may also cause a misfire significant enough to cause a flashing MIL. By the time they bring the vehicle to you it is running fine. You may or may not be able to duplicate the concern. The problem is that injectors are sticking closed after they get heated up and shut off. Some technicians are opting to replace the entire string of spider valves, the injector poppets. Another group of technicians swears by GM Techron fuel additive and reports that a dose at every major service eliminates the problem.

CHRYSLER 3.5 MISS

Have you experienced misfire DTCs on Chrylers 3.5 liter engine that wont quit even after all new ignition components? You can check the valve timing twice and even replace the injectors. These engines may throw a P0300 DTC for random misfire or they may set single or multiple cylinder speWhat youll typically see on your scan tool is that the comprecific misfire DTCs. The misfire may hensive components monitor is ready, but all other monitors be apparent in the service bay but are not supported (or N/A). Thats always a good indicator that less noticeable on the road. A comyour scan tool is talking to the TCM instead of the ECM. mon cause is an intake manifold Again, this only happens rarely, but what can you do gasket leak. The leak is hard to deabout it? Some scan tools identify which control module tect because it is usually buried untheyre communicating with, and allow you to switch to the derneath the intake. Try this techother control module. If your scan tool doesnt have that capanique: use your propane tank with a bility, but what you see on the scan tool doesnt make sense as very small hose and tuck it into the described above, you can disconnect the scan tool and try essmall opening at the very front and tablishing communication again. Sometimes it may take sevbottom under the intake. If the RPM eral tries until you get the right control module. When what changes when you apply propane you see on the scan tool makes sense, then you know you have you have identified the cause. the right control module, that is, the ECM.

MISCOMMUNICATION (CONT.)