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Discussion Starter #1
The name is lesley, I so far got a Tune up and oil change the only thing I feel needs fixing is a evap leak
How to go about fixing this? Could it be done by myself? And I wanted to get smaller rims, would that give better gas mileage?
Live in the Bronx, NY
There's no mods on it as far as I know open to all suggestions! Drive safe folks tax season here and some people haven't drove for a year lol
 

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The evap system with a turbo is complex. Do you know what is the code you are getting?
 

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P0455-00 is for the leak, P0441-00 says evap purge system performance-.
28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0455-00-EVAP PURGE SYSTEM LARGE LEAK

125456

125457


Theory of Operation

EVAPORATIVE SYSTEM OVERVIEW: The Powertrain Control Module (PCM) monitors the Evaporative Emission System operation. The primary concern being monitored is the integrity of the system against leaks. The basic strategy used is that in a sealed system, pressure will naturally increase or decrease in relation to temperature. As temperature increases, so does pressure inside the system. And conversely, as temperature decreases, pressure in the system will decrease as well and will eventually turn into a vacuum if no leaks are present. Even the smallest of leaks can be accurately detected in this manner. The ESIM has multiple functions. There are two weighted seals that keep the system normally closed from the atmosphere. The weighted seals are used to maintain the system pressure between +1 inch of water and -2 inches of water. Anytime (engine-on or engine-off) that pressure or vacuum reaches these thresholds, the weights will lift and provide relief. There is also an internal vacuum actuated switch that closes when the vacuum reaches a calibrated value. This is beneficial because the induced vacuum during a subsequent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay from a higher built up pressure.

ESIM SWITCH STUCK CLOSED MONITOR: At ignition off, the state of the ESIM switch is evaluated. If the switch is open, a pass flag is set and PCM will complete power down. If the switch is closed, the PCM will wait a calibrated delay time and open the OBD Vent Valve. This should vent the vacuum in the Fuel Tank to atmosphere through the Intake Manifold. If the switch opens, a pass flag is set and the PCM will power down. If the PCM detects that the ESIM switch is still closed after a calibrated time, an error is detected and a switch stuck closed failure is set at the next engine run cycle.

SMALL LEAK MONITOR: This is an accumulative monitor and the data from each valid event is recorded and added to the previously recorded events. The PCM timer records the engine on/drive cycle and engine off time for each small leak monitor event. For an event to be valid the PCM must see;

1.An engine on/drive cycle for a minimum of 10 minutes.

NOTE: The engine on timer will stop counting after a maximum of 26 minutes.

2.And, when the engine is shut down, an engine off timer starts. There is a 12 minute delay time in which the PCM will ignore ESIM Switch input. The engine off timer period will continue to count until one of the three conditions exist:
•The engine is started without a switch closure during the event.

NOTE: At the next key on cycle a determination is made as to whether the event was valid and the information is kept.

•An ESIM Switch closed input is received after the 12 minute delay during the event.

NOTE: If the switch closed input is received, the PCM records that the switch has closed, stores the engine shut down time, then goes to sleep.

•After a maximum of 1051 minutes without an ESIM Switch closure during the event.

The accumulative monitor will increment and start over after both timers have reached a calibrated threshold (Engine on - 100 minutes and Engine off - 4200 minutes). When the monitor has exceeded the calibrated accumulated engine on and engine off thresholds, the system is evaluated and the accumulated timer starts over.

LEAK SIZE DETERMINATION: If the PCM did not see an ESIM Switch closed signal during the previous ignition off cycle, and the event was valid, an intrusive leak test is run to determine if a large leak is present on the next cold start.

Immediately after start-up, while the engine is cold, the Purge Solenoid is opened to create a vacuum in the evaporative system to a calibrated vacuum point that is beyond the ESIM Switch closing threshold. The pass/fail time will vary based on the total fuel volume at the time of the test.

•If the switch does not close at all during purging, because of a switch that is stuck open or vacuum cannot be created below 1.0 in Hg within a calibrated time threshold, it is determined to be a general evaporative system failure (P0440).
•If vacuum is created and the switch has closed, the PCM monitors how long it takes for the switch to open. If the switch opens before the maximum calibrated time, it is determined to be a large leak (P0455).
•If vacuum is created and the switch has closed, the PCM monitors how long it takes for the switch to open. If the switch stays closed longer than a maximum calibrated time before opening, it is determined that a large leak is not present and the Small Leak Monitor will continue to run until the accumulative monitor increments. If no ESIM Switch closures were recorded during the entire increment, it is determined that a small leak is present (P0456)

PURGE FLOW MONITOR: The operation of the Purge Solenoid and evaporative purge flow is monitored using inputs from the ESIM Switch and Fuel Tank Pressure Sensor. The Purge Flow Monitor will only run if the Small Leak Monitor recorded a pass on the previous ignition off event and the test data was valid. Because the leak detection diagnostics can only verify that the fuel tank system is sealed while the purge valve is closed, it cannot determine if the purge line between the solenoid and Intake Manifold is pinched or leaking. The Purge Flow Monitor is needed to verify these failure modes. The Purge Flow Monitor works on the premise that as flow through the system increases, so does the pressure drop in the system. The PCM monitors the Fuel Tank Pressure Sensor and looks for increasing vacuum in the Fuel Tank with increasing purge flow. Conversely, it looks for decreasing vacuum in the Fuel Tank with decreasing flow.

•With the engine running and enable conditions met, the non-intrusive purge monitor looks for a calibrated increase in vacuum in the fuel tank with increased purge flow, referred to as phase 1. If phase 1 passes, the purge monitor looks for a calibrated decrease in vacuum in the Fuel Tank with decreasing purge flow, referred to as phase 2. If phase 2 passes, the purge monitor is complete. If the purge flow monitor fails either phase, or does not complete both phases within a specified time, an intrusive test is initiated to verify the results from the non-intrusive test.
•The intrusive diagnostic uses the same two phases to analyze the system. However, the intrusive test actuates the Purge Solenoid such that the differences are much more pronounced allowing a more accurate test result. If the PCM detects a failure during the intrusive test, a purge system performance fault is set (P0441).

PURGE FLOW MONITOR IN BOOST: Turbocharged engines purge while the engine is in boost. This is achieved by having additional purge hoses and Hardware. The Boost purge monitor is used to check that this part of the Evaporative emissions system is correctly operating. The Purge flow monitor in boost is enabled to run this trip the exact same way as Purge Flow Monitor.

•The Turbo Purge Monitor will only go intrusive on this trip after a small leak passing event.
•The Monitor will only run when there is a sustained stable boost condition and not when the vehicle is at wide open throttle.
•The Monitor waits a calibrated time while stabilized boost is achieved, it then turns on the OBD Bypass Valve (#19) to relieve vacuum only. It then turns on the purge and the monitor looks for only a phase 1 decrease in vacuum in the fuel tank. If the vacuum cannot be achieved the monitor fails. (P1CEA)

When Monitored and Set Conditions

When Monitored: This diagnostic runs when the following conditions are met:

•On a cold start condition when the Evap System Small Leak test has failed during the last valid ignition off event.
•Ambient temperature between 4°C and 43°C (39°F and 109°F).
•Fuel level less than 88%.
•Elevation is below 8000 feet.


Set Conditions:

•The Powertrain Control Module (PCM) initiated an intrusive test to determine leak size and the switch opened before the calibrated time threshold, which is determined to be a large leak.


Default Actions:

•The MIL light will illuminate.


Possible Causes

EVAP PURGE SOLENOID
ESIM INTERNAL CHECK VALVES LEAKING
LARGE EVAP SYSTEM LEAK



Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

1.CHECK FOR AN ACTIVE CONDITION

NOTE: Before proceeding with this test procedure, perform any Service Bulletins or PCM Flash updates that relate to this fault code.

WARNING:
Keep lit cigarettes, sparks, flames, and other ignition sources away from the test area to prevent the ignition of explosive gases. Keep the test area well ventilated. Failure to do so may result in possible serious or fatal injury.

1. To continue testing you will need the Kit, EELD And Accessory 8404C .

NOTE: The fuel tank should have less than 95% of fuel tank capacity to properly test the Evap system.

2. Connect the red power lead of the EELD to the battery positive terminal and the black ground lead to battery negative terminal.

3. Connect shop air to the EELD.

4. Set the smoke/air control switch to AIR.

5. Insert the tester's AIR supply tip (clear hose) into the appropriate calibration orifice on the tester's control panel (based on DTC leak size).

6. Press the remote smoke/air start button.

7. Position the red flag on the air flow meter so it is aligned with the indicator ball.

8. When the calibration is complete, release the remote button. The EELD flow meter is now calibrated in liters per minute to the size leak indicated by the DTC set in the PCM.

9. Connect the service adapter 8404-ADP to the ESIM.

NOTE: If not connecting the EELD to the ESIM, the vent must be capped or plugged. The pressure developed by the EELD will over come the weights in the ESIM, causing the vent seal to open allowing the system to vent. This could lead to a false failure condition.

10. Connect the AIR supply hose from the EELD to the adapter.

11. Press the remote button to activate AIR flow.

NOTE: Depending on the vehicles fuel level, or vehicle venting configuration, it can take up to five minutes to fill the system.

12. Compare the flow meter indicator ball reading to the red flag.

13. ABOVE the red flag indicates a leak present.

14. BELOW the red flag indicates a sealed system.

Did the Small Leak test pass or fail?

Passed

•Go To 2

Failed

•Go To 3



2.EVAP SYSTEM INSPECTION

NOTE: Temperature changes during testing can yield poor results. For best results, allow the vehicle to achieve ambient temperature and retest for leaks.

NOTE: It is possible that the Fuel Filler Cap (if applicable) or Capless Fuel Filler Assembly was previously leaking.

1. Perform a visual inspection of the entire Evaporative Emission System for any of the following conditions but not limited to:
•Damaged seal points on the Fuel Filler Cap (if applicable) or Capless Fuel Filler Assembly
•Small holes or cracks
•Loose seal points
•Damaged components
•Incorrect routing of hoses and tubes

Were any problems found?

Yes

•Repair as necessary.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

No

•Replace the ESIM in accordance with the Service Information.

NOTE: During testing an internal ESIM seal leak will be hidden with the EELD connected to the ESIM.

•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).



3.EVAPORATIVE EMISSION LEAK DETECTION

NOTE: A thorough visual inspection of the Evap system hoses, tubes, and connections may save time in your diagnosis. Look for any physical damage or signs of wetness at connections. The strong smell of fuel vapors may aid diagnosis also.

1. Remove the Air supply hose from the adapter.

2. Connect the SMOKE supply tip (black hose) to the adapter.

3. Set the smoke/air control switch to SMOKE.

NOTE: The flow meter indicator ball will not move in the smoke mode.

4. Press the remote smoke/air start button.

NOTE: Make sure that smoke has filled the Evap System by continuing to press the remote smoke/air start button, remove the vehicle fuel cap (if applicable) or open the flap (capless), and wait for the smoke to exit. Once smoke is indicated reinstall the fuel cap or close the flap.

NOTE: For optimal performance, introduce smoke into the system for an additional 60 seconds; continue introducing smoke at 15 second intervals, as necessary.

5. While still holding the remote smoke/air start button, use the white light 8404-CLL to follow the Evap system path, and look for the source of the leak indicated by exiting smoke.

6. If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air start button, and use the ultraviolet (UV) black light 8404-UVL and the yellow goggles 8404-20 to look for residual traces of dye that is left behind by the smoke.

7. The exiting smoke deposits a residual fluid that is either bright green, yellow or purple in color when viewed with a UV light.

NOTE: Carefully inspect the vent side of the Evap Canister. Due to the filtering system in the canister the smoke may not be as thick. Introducing smoke into the filtered side of the canister may assist in locating the leak.

Select the appropriate response from the list below:

A leak was found at the Fuel Cap (if applicable) or Fuel Filler Tube Assembly

•Perform the appropriate repair by replacing the Fuel Filler Tube Assembly and/or the Fuel Cap (if applicable).
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

A leak was found in the Evap System.

•If the leak is at a hose connection, remove the hose then reconnect the hose and check for a leak again. All other leaks, repair as necessary.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

No leaks were detected

•Go To 4



4.PURGE SOLENOID

1. Disconnect the vacuum hose that connects to the Intake Manifold at the Purge Solenoid.

NOTE: After disconnecting the Purge Solenoid vacuum connection, inspect the line and solenoid for signs of contamination.

2. Check for smoke coming through the Purge Solenoid.

NOTE:
The solenoid should be sealed with the ignition off.

Smoke is leaking passed the Purge Solenoid?

Yes

•Replace the Purge Solenoid in accordance with the Service Information.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

No

•If the system failed the small leak test in step one, a leak is present but was not found during testing. Perform system leak test found in step three over again. While performing test verify all system connection and seal points. Inspect system lines for small cracks that may open with line movement.



28 - DTC-Based Diagnostics / MODULE, Powertrain Control (PCM) / Diagnosis and Testing

P0441-00-EVAP PURGE SYSTEM PERFORMANCE

125458


EVAPORATIVE SYSTEM OVERVIEW: The Powertrain Control Module (PCM) monitors the Evaporative Emission System operation. The primary concern being monitored is the integrity of the system against leaks. The basic strategy used is that in a sealed system, pressure will naturally increase or decrease in relation to temperature. As temperature increases, so does pressure inside the system. And conversely, as temperature decreases, pressure in the system will decrease as well and will eventually turn into a vacuum if no leaks are present. Even the smallest of leaks can be accurately detected in this manner. The ESIM has multiple functions. There are two weighted seals that keep the system normally closed from the atmosphere. The weighted seals are used to maintain the system pressure between +1 inch of water and -2 inches of water. Anytime (engine-on or engine-off) that pressure or vacuum reaches these thresholds, the weights will lift and provide relief. There is also an internal vacuum actuated switch that closes when the vacuum reaches a calibrated value. This is beneficial because the induced vacuum during a subsequent declining temperature will achieve the switch closed (pass threshold) sooner than if the tank had to decay from a higher built up pressure.

ESIM SWITCH STUCK CLOSED MONITOR: At ignition off, the state of the ESIM switch is evaluated. If the switch is open, a pass flag is set and PCM will complete power down. If the switch is closed, the PCM will wait a calibrated delay time and open the OBD Vent Valve. This should vent the vacuum in the Fuel Tank to atmosphere through the Intake Manifold. If the switch opens, a pass flag is set and the PCM will power down. If the PCM detects that the ESIM switch is still closed after a calibrated time, an error is detected and a switch stuck closed failure is set at the next engine run cycle.

SMALL LEAK MONITOR: This is an accumulative monitor and the data from each valid event is recorded and added to the previously recorded events. The PCM timer records the engine on/drive cycle and engine off time for each small leak monitor event. For an event to be valid the PCM must see;

1.An engine on/drive cycle for a minimum of 10 minutes.

NOTE: The engine on timer will stop counting after a maximum of 26 minutes.

2.And, when the engine is shut down, an engine off timer starts. There is a 12 minute delay time in which the PCM will ignore ESIM Switch input. The engine off timer period will continue to count until one of the three conditions exist:
•The engine is started without a switch closure during the event.

NOTE: At the next key on cycle a determination is made as to whether the event was valid and the information is kept.

•An ESIM Switch closed input is received after the 12 minute delay during the event.

NOTE: If the switch closed input is received, the PCM records that the switch has closed, stores the engine shut down time, then goes to sleep.

•After a maximum of 1051 minutes without an ESIM Switch closure during the event.

The accumulative monitor will increment and start over after both timers have reached a calibrated threshold (Engine on - 100 minutes and Engine off - 4200 minutes). When the monitor has exceeded the calibrated accumulated engine on and engine off thresholds, the system is evaluated and the accumulated timer starts over.

LEAK SIZE DETERMINATION: If the PCM did not see an ESIM Switch closed signal during the previous ignition off cycle, and the event was valid, an intrusive leak test is run to determine if a large leak is present on the next cold start.

Immediately after start-up, while the engine is cold, the Purge Solenoid is opened to create a vacuum in the evaporative system to a calibrated vacuum point that is beyond the ESIM Switch closing threshold. The pass/fail time will vary based on the total fuel volume at the time of the test.

•If the switch does not close at all during purging, because of a switch that is stuck open or vacuum cannot be created below 1.0 in Hg within a calibrated time threshold, it is determined to be a general evaporative system failure (P0440).
•If vacuum is created and the switch has closed, the PCM monitors how long it takes for the switch to open. If the switch opens before the maximum calibrated time, it is determined to be a large leak (P0455).
•If vacuum is created and the switch has closed, the PCM monitors how long it takes for the switch to open. If the switch stays closed longer than a maximum calibrated time before opening, it is determined that a large leak is not present and the Small Leak Monitor will continue to run until the accumulative monitor increments. If no ESIM Switch closures were recorded during the entire increment, it is determined that a small leak is present (P0456)

PURGE FLOW MONITOR: The operation of the Purge Solenoid and evaporative purge flow is monitored using inputs from the ESIM Switch and Fuel Tank Pressure Sensor. The Purge Flow Monitor will only run if the Small Leak Monitor recorded a pass on the previous ignition off event and the test data was valid. Because the leak detection diagnostics can only verify that the fuel tank system is sealed while the purge valve is closed, it cannot determine if the purge line between the solenoid and Intake Manifold is pinched or leaking. The Purge Flow Monitor is needed to verify these failure modes. The Purge Flow Monitor works on the premise that as flow through the system increases, so does the pressure drop in the system. The PCM monitors the Fuel Tank Pressure Sensor and looks for increasing vacuum in the Fuel Tank with increasing purge flow. Conversely, it looks for decreasing vacuum in the Fuel Tank with decreasing flow.

•With the engine running and enable conditions met, the non-intrusive purge monitor looks for a calibrated increase in vacuum in the fuel tank with increased purge flow, referred to as phase 1. If phase 1 passes, the purge monitor looks for a calibrated decrease in vacuum in the Fuel Tank with decreasing purge flow, referred to as phase 2. If phase 2 passes, the purge monitor is complete. If the purge flow monitor fails either phase, or does not complete both phases within a specified time, an intrusive test is initiated to verify the results from the non-intrusive test.
•The intrusive diagnostic uses the same two phases to analyze the system. However, the intrusive test actuates the Purge Solenoid such that the differences are much more pronounced allowing a more accurate test result. If the PCM detects a failure during the intrusive test, a purge system performance fault is set (P0441).

PURGE FLOW MONITOR IN BOOST: Turbocharged engines purge while the engine is in boost. This is achieved by having additional purge hoses and Hardware. The Boost purge monitor is used to check that this part of the Evaporative emissions system is correctly operating. The Purge flow monitor in boost is enabled to run this trip the exact same way as Purge Flow Monitor.

•The Turbo Purge Monitor will only go intrusive on this trip after a small leak passing event.
•The Monitor will only run when there is a sustained stable boost condition and not when the vehicle is at wide open throttle.
•The Monitor waits a calibrated time while stabilized boost is achieved, it then turns on the OBD Bypass Valve (#19) to relieve vacuum only. It then turns on the purge and the monitor looks for only a phase 1 decrease in vacuum in the fuel tank. If the vacuum cannot be achieved the monitor fails. (P1CEA)

When Monitored and Set Conditions

When Monitored: This diagnostic runs when the following conditions are met:

•Purge Solenoid control circuit DTC is not active.
•On a cold start condition if the Evap System Small Leak test has passed during the last valid ignition off event.


Set Conditions:

•The Powertrain Control Module detects that the rate of change (delta) in fuel tank pressure is below a calibrated threshold during phase 1 (Purge Solenoid ramped up) or phase 2 (Purge Solenoid ramped down) of both the non-intrusive and intrusive diagnostic.

Default Actions:

•The MIL light will illuminate.


Possible Causes

FUEL TANK PRESSURE (FTP) SENSOR 5-VOLT SUPPLY OPEN CIRCUIT OR EXCESSIVE RESISTANCE
PURGE SOLENOID VACUUM HOSE/TUBE LEAKING OR OBSTRUCTED
PINCHED/OBSTRUCTED LINE BETWEEN THE EVAP PURGE SOLENOID AND CANISTER
PINCHED/OBSTRUCTED LINE BETWEEN THE FUEL TANK AND CANISTER
FUEL TANK PRESSURE SENSOR
EVAP PURGE SOLENOID
POWERTRAIN CONTROL MODULE (PCM)

Always perform the PRE-DIAGNOSTIC TROUBLESHOOTING PROCEDURE before proceeding. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).


Diagnostic Test

1.CHECK FOR AN ACTIVE CONDITION

NOTE: A hot vehicle may conceal a potential leak. For best results, allow the vehicle to cool to ambient temperature before continuing with this procedure.

NOTE: Diagnose and repair a Purge Solenoid circuit DTC before continuing with this test procedure.

NOTE: Diagnose and repair any 5-Volt Reference DTCs before continuing with this test.

1. Turn the ignition on.

2. With the scan tool, read the ESIM Switch state.

Is the ESIM Switch closed indicating a vacuum in the system?

Yes

•Go To 2

No

•Go To 3



2. CHECK FOR A BLOCKAGE BETWEEN THE PURGE SOLENOID AND THE FUEL TANK

1. Turn the ignition off.

2. Remove the vacuum line from the outlet port of the Purge Solenoid (this is the line that leads to the Evaporative Canister).

3. Turn the ignition on.

Does the ESIM Switch state change from closed to open?

Yes

•Go To 4

No

•Repair the restriction between the Purge Solenoid and the ESIM.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).



3. CHECK FOR A BLOCKAGE BETWEEN THE PURGE SOLENOID AND THE ESIM

1. Start the engine.

2. Allow the vehicle to idle long enough for the Purge Solenoid to cycle on.

NOTE: With the scan tool, view the duty cycle of the Purge Solenoid on the Data Display to ensure that the Purge Solenoid has turned on.

NOTE: Normally, the ESIM Switch should display as closed on the scan tool.

3. Remove the Fuel Filler Cap (if equipped) or open the Capless Fuel Filler flap.

NOTE: The ESIM Switch should display as open.

Do the ESIM Switch readings change as described above?

Yes

•Go To 4

No

•Repair the restriction between the Purge Solenoid and the ESIM.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).



4.CHECK THE VACUUM SUPPLY AT THE OUTLET OF THE PURGE SOLENOID

1. Turn the ignition off.

2. Disconnect the Purge Tube from the outlet of the Purge Solenoid.

3. Connect a vacuum gauge to the outlet port of the Purge Solenoid.

4. Start the engine and allow it to idle long enough for the Purge Solenoid to cycle on.

5. Check vacuum supply at the Purge Solenoid outlet port.


Is engine vacuum present?

Yes

•Go To 6

No

•Go To 5



5.CHECK THE VACUUM SUPPLY AT THE INLET OF THE PURGE SOLENOID

1. Check the vacuum supply to the Purge Solenoid.


Is engine vacuum present?

Yes

•Verify that there is good pin to terminal contact in the solenoid and PCM harness connectors. Replace the Purge Solenoid if no problems were found in the connectors.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

No

•Repair the cause of loss of vacuum (broken or pinched vacuum supply line or obstruction in the vacuum port).
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).



6.CHECK THE (N8) FUEL TANK PRESSURE (FTP) SENSOR 5-VOLT SUPPLY CIRCUIT FOR AN OPEN/HIGH RESISTANCE

1. Turn the ignition off.

2. Disconnect the FTP Sensor harness connector.

3. Turn the ignition on.

4. Measure the voltage on the (N8) FTP Sensor 5-Volt Supply circuit at the FTP Sensor harness connector.

Is the voltage between 4.9 to 5.1 volts?

Yes

•Verify that there is good pin to terminal contact in the Fuel Tank Pressure Sensor connector. If no problems were found with the connector, replace the Fuel Tank Pressure Sensor in accordance with the Service Information. (Refer to 25 - Emissions Control/Evaporative Emissions/SENSOR, Fuel Tank Pressure/Removal) .
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).

No

•Repair the (K859) Fuel Tank Pressure Sensor 5-Volt Supply circuit for an open or high resistance.
•Perform the POWERTRAIN VERIFICATION TEST. (Refer to 28 - DTC-Based Diagnostics/MODULE, Powertrain Control (PCM) - Standard Procedure).
 

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Discussion Starter #7
ESC, thank you for the info I was trying to see if it is a plug and play, not car savvy just oil change battery alternator fuses if that is basic car maintenance
 

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You are probably having codes that typical scanners can't access. There are B, C and U codes for things involving ESC.

05 - Brakes / Brakes, ABS / Operation
ELECTRONIC STABILITY CONTROL
To determine whether the car is responding properly to cornering commands, ESC uses steering wheel angle, yaw (turning) rate and lateral acceleration sensors (combined into Dynamics Sensor). Using signals from these sensors, in addition to individual wheel speed sensor signals, the system determines appropriate brake and throttle actions. Once initiated, ESC operates much like All-Speed Traction Control, except that the goal is directional stability. If the vehicle yaw response, or rate of turning, is inconsistent with the steering angle and vehicle speed indications, the ESC system applies the brakes and, if necessary closes the throttle, to restore control. This occurs whether the vehicle is turning too rapidly (oversteering) or not rapidly enough (understeering).

HYDRAULIC BRAKE ASSIST
Brake Assist is programmed into the ESC system. During a panic stop, a pressure sensor determines when the driver is doing so by measuring the brake pedal pressure application rate. A high rate of pedal pressure application causes the ESC system to apply maximum available pressure to the brakes and the vehicle stops as quickly as available traction will allow.
 
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