Chapter 37

OBJECTIVES
After studying Chapter 37, the reader will be able to:

1. Prepare for the ASE Engine Performance (A8) certification
test content area D (Emission Control Systems).
2. Describe the purpose and function of the exhaust gas
recirculation system.
3. Explain methods for diagnosing and testing for faults in the
exhaust gas recirculation system.
4. Describe the purpose and function of the positive
crankcase ventilation and the air injection reaction system.
5. Explain methods for diagnosing and testing faults in the
PCV and AIR systems.
Diagnosis and Troubleshooting of Automotive Electrical,

2010 Pearson Higher Education, Inc.
Electronic, and Computer Systems, Fifth Edition
Pearson Prentice Hall - Upper Saddle River, NJ 07458
By James D. Halderman
OBJECTIVES
6. Describe the purpose and function of the catalytic

converter.
7. Explain the method for diagnosing and testing the
catalytic converter.
8. Describe the purpose and function of the
evaporative emission control system.
9. Discuss how the evaporative emission control
system is tested under OBD-II regulations.
10. Explain methods for diagnosing and testing faults
in the evaporative emission control system.

SMOG
The common term used to describe air pollution is

smog, a word that combines the two words smoke
and fog.
Smog is formed in the atmosphere when sunlight
combines with unburned fuel (hydrocarbon, or HC) and
oxides of nitrogen (NOX) produced during the combustion
process inside the cylinders of an engine. Smog is
ground-level ozone (O3), a strong irritant to the lungs and
eyes.
HC (unburned hydrocarbons).
CO (carbon monoxide).
NOX (oxides of nitrogen).

SMOG
FIGURE 37-1 Notice the haze caused by nitrogen oxides that

is often over many major cities.
EXHAUST GAS RECIRCULATION SYSTEMS
Exhaust gas recirculation (EGR) is an emission

control that lowers the amount of nitrogen oxides
(NOX) formed during combustion.

NOx Formation
Nitrogen N2 and oxygen O2 molecules are
separated into individual atoms of nitrogen and
oxygen during the combustion process.
These then bond to form NOX (NO, NO2).
When combustion flame front temperatures exceed
2,500F (1,370C), NOX formation increases
dramatically.

Controlling NOX
The amounts of NOX formed at temperatures below 2,500F
(1,370C) can be controlled in the exhaust by a catalyst.
To handle the amounts generated above 2,500F (1,370C),
the following are some methods that have been used to
lower NOX formation:
Enrich the airfuel mixture.
Lower the compression ratio.
Dilute the airfuel mixture.

Controlling NOX
FIGURE 37-2 When the EGR valve

opens, exhaust gases flow through
the valve and into passages in the
intake manifold.

Controlling NOX
FIGURE 37-3 A vacuum-operated EGR valve. The vacuum to the EGR

valve is computer controlled by the EGR valve control solenoid.
EGR System Operation
Since small amounts of exhaust are all that is
needed to lower peak combustion temperatures, the
orifice that the exhaust passes through is small.

EGR System Operation
Because combustion temperatures are low, EGR is
usually not required during the following conditions:
Idle speed
When the engine is cold
At wide-open throttle (WOT)

Positive and Negative Backpressure EGR Valves
Some 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.
These types of EGR valves require a positive
backpressure in the exhaust system.
This is called a positive backpressure EGR valve.

Positive and Negative Backpressure EGR Valves
Behind each pulse is a small area of low pressure.
Some EGR valves react to this low pressure area
by closing a small internal valve, which allows the
EGR valve to be opened by vacuum.
This type of EGR valve is called a negative
backpressure EGR valve.

Computer-Controlled EGR Systems
The computer controls a solenoid to shut off
vacuum to the EGR valve at cold engine
temperatures, idle speed, and wide-open throttle
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.

EGR Valve Position Sensors
Late-model, computer-controlled EGR systems use
a sensor to indicate EGR operation.
On-board diagnostics generation-II (OBD-II) EGR
system monitors require an EGR sensor to do their
job.

FIND THE ROOT CAUSE
FIGURE 37-4 An EGR valve position sensor on

top of an EGR valve.

COMPUTER-CONTROLLED EGR SYSTEMS
Digital EGR Valves
GM introduced a completely electronic, digital EGR
valve design on some 1990 engines.
The digital EGR valve consists of three solenoids
controlled by the PCM.

Linear EGR
Most General Motors and
many other vehicles use a
linear EGR that contains a
solenoid to precisely
regulate exhaust gas flow
and a feedback
potentiometer that signals
the computer regarding the
actual position of the valve.
FIGURE 37-5 A General

Motors linear EGR valve.

Linear EGR
FIGURE 37-6 The

EGR valve pintle is
pulse-width modulated
and a three-wire
potentiometer
provides pintle-
position information
back to the PCM.

OBD-II EGR MONITORING STRATEGIES
In 1996, the U.S. EPA began requiring OBD-II

systems in all passenger cars and most light-duty
trucks.
These systems include emissions system monitors
that alert the driver and the technician if an
emissions system is malfunctioning.

FIGURE 37-7 A DPFE sensor and related components.

FIGURE 37-8 An OBD-II active test. The

PCM opens the EGR valve and then
monitors the MAP sensor and/or engine
speed (RPM) to meet acceptable values.
DIAGNOSING A DEFECTIVE EGR SYSTEM
If the EGR valve is not opening or the flow of the exhaust

gas is restricted, then the following symptoms are likely:
Ping (spark knock or detonation) during acceleration or during cruise
(steady-speed driving)
Excessive oxides of nitrogen (NOX) exhaust emissions
If the EGR valve is stuck open or partially open, then the
following symptoms are likely:
Rough idle or frequent stalling
Poor performance/low power, especially at low engine speed

THE SNAKE TRICK
FIGURE 37-9 Removing the EGR passage

plugs from the intake manifold on a Honda.
DIAGNOSING A DEFECTIVE EGR SYSTEM

CRANKCASE VENTILATION
The problem of crankcase ventilation has existed

since the beginning of the automobile, because no
piston ring, new or old, can provide a perfect seal
between the piston and the cylinder wall.

CRANKCASE VENTILATION
FIGURE 37-10 A PCV valve shown in a cutaway valve cover showing the
baffles that prevent liquid oil from being drawn into the intake manifold.

PCV VALVES
The PCV valve in most
systems is a one-way valve
containing a spring-
operated plunger that
controls valve flow rate.
FIGURE 37-11 Spring force, crankcase

pressure, and intake manifold vacuum
work together to regulate the flow rate
through the PCV valve.

PCV VALVES
FIGURE 37-12 Air flows FIGURE 37-13 Air flows

through the PCV valve through the PCV valve during
during idle, cruising, and acceleration and when the
light-load conditions. engine is under a heavy load.

PCV VALVES
FIGURE 37-14 PCV valve operation in the event of a backfire.

ORIFICE-CONTROLLED SYSTEMS
The closed PCV system used on some 4-cylinder engines
contains a calibrated orifice instead of a PCV valve.
While most orifice flow control systems work the same as a
PCV valve system, they may not use fresh air scavenging of
the crankcase.
Crankcase vapors are drawn into the intake manifold in
calibrated amounts depending on manifold pressure and the
orifice size.

ORIFICE-CONTROLLED SYSTEMS
Separator Systems
Turbocharged and many fuel-injected engines use
an oil/vapor or oil/water separator and a calibrated
orifice instead of a PCV valve.

(PCV) SYSTEM DIAGNOSIS
When intake air flows freely, the PCV system

functions properly, as long as the PCV valve or
orifice is not clogged.
Modern engine design includes the air and vapor flow as
a calibrated part of the airfuel mixture.
PCV System Performance Check
The Rattle Test
The 3x5 Card Test
The Snap Back Test
Crankcase Vacuum Test

(PCV) SYSTEM DIAGNOSIS
FIGURE 37-15 Using a gauge that measures vacuum in units of inches of water to test
the vacuum at the dipstick tube, being sure that the PCV system is capable of drawing a
vacuum on the crankcase (28 inches of water equals 1 PSI or about 2 in.Hg of vacuum).
PCV MONITOR
The PCV monitor will fail if the PCM detects an opening
between the crankcase and the PCV valve or between the
PCV valve and the intake manifold.

PCV MONITOR
FIGURE 37-16 Most PCV valves used on newer vehicles are secured with
fasteners, which makes it more difficult to disconnect and thereby less likely to
increase emissions.
SECONDARY AIR INJECTION SYSTEM
An air pump provides the
air necessary for the
oxidizing process inside the
catalytic converter.
FIGURE 37-17 A typical belt driven air pump. Air enters through the
revolving fins. These fins act as a moving air filter because dirt is heavier
than air, and therefore the dirt in the air is deflected off the fins at the
same time the air is drawn into the pump.

SECONDARY AIR INJECTION SYSTEM
FIGURE 37-18 (a) When the

engine is cold and before the
oxygen sensor is hot enough to
reach closed loop, the air flow is
directed to the exhaust
manifold(s) through one-way
check valve(s). These valves
keep exhaust gases from
entering the switching solenoids
and the air pump itself. (b) When
the engine achieves closed loop,
the air flows through the pump, is
directed to the catalytic converter,
and then moves through a check
valve.

AIR DISTRIBUTION MANIFOLDS AND NOZZLES
The air-injection system sends air from the pump to

a nozzle installed near each exhaust port in the
cylinder head.
This provides equal air injection for the exhaust
from each cylinder and makes it available at a point
in the system where exhaust gases are the hottest.

Air is delivered to the exhaust system in one of two

ways:
An external air manifold, or manifolds, distributes the air
through injection tubes with stainless steel nozzles. The
nozzles are threaded into the cylinder heads or exhaust
manifolds close to each exhaust valve.
An internal air manifold distributes the air to the exhaust
ports near each exhaust valve through passages cast in
the cylinder head or the exhaust manifold.
Exhaust Check Valves
Belt-Driven Air Pumps
Electric Motor-Driven Air Pumps

FIGURE 37-19 A typical electric motor-driven AIR pump. This unit is on a

Chevrolet Corvette and only works when the engine is cold.
SECONDARY AIR INJECTION SYSTEM DIAGNOSIS
The air pump system

should be inspected if
an exhaust emissions
test failure occurs.
In severe cases, the
exhaust will enter the
air cleaner assembly,
resulting in a horribly
running engine
because the extra
exhaust displaces the
oxygen needed for
proper combustion.

Visual Inspection
Carefully inspect all air injection reaction (AIR)
system hoses and pipes.
Any pipes that have holes and leak air or exhaust
require replacement.

Four-Gas Exhaust Analysis
An SAI system can be easily tested using an exhaust gas

analyzer.
Follow these steps:
Start the engine and allow it to run until normal operating temperature
is achieved.
Connect the analyzer probe to the tailpipe and observe the exhaust
readings for hydrocarbons (HC) and carbon monoxide (CO).
Using the appropriate pinch-off pliers, shut off the air flow from the
AIR system. Observe the HC and CO readings.
Record the O2 reading with the AIR system still inoperative. Unclamp
the pliers and watch the O2 readings.

CATALYTIC CONVERTERS
A catalytic converter is an
aftertreatment device used to
reduce exhaust emissions
outside of the engine.
This device is installed in the
exhaust system between the
exhaust manifold and the muffler,
and usually is positioned beneath
the passenger compartment.
FIGURE 37-20 Most catalytic converters

are located as close to the exhaust
manifold as possible as seen in this
display of a Chevrolet Corvette.

CERAMIC MONOLITH CATALYTIC CONVERTER
Most catalytic converters

are constructed of a
ceramic material in a
honeycomb shape with
square openings for the
exhaust gases.
The substrate is contained
within a round or oval shell
made by welding together
two stamped pieces of
aluminum or stainless steel. FIGURE 37-21 A typical
catalytic converter with a
monolithic substrate.

Catalytic Converter Operation
The converter contains small amounts of rhodium,
palladium, and platinum.
These elements act as catalysts.
A catalyst is an element that starts a chemical reaction
without becoming a part of, or being consumed in, the
process.
In a three-way catalytic converter (TWC) all three exhaust
emissions (NOx, HC, and CO) are converted to carbon
dioxide (CO2) and water (H2O).

Catalytic Converter Operation
FIGURE 37-22 The three-way catalytic converter first

separates the NOX into nitrogen and oxygen and then
converts the HC and CO into harmless water (H2O)
and carbon dioxide (CO2).
Converter Light-Off
The catalytic converter does not work when cold
and it must be heated to its light-off temperature of
close to 500F (260C) before it starts working at
50% effectiveness.
When fully effective, the converter reaches a
temperature range of 900 to 1,600F (482 to
871C).

Converter Usage
A catalytic converter must be located as close as
possible to the exhaust manifold to work effectively.
The farther back the converter is positioned in the
exhaust system, the more gases cool before they
reach the converter.

OBD-II CATALYTIC CONVERTER PERFORMANCE
With OBD-II equipped

vehicles, catalytic converter
performance is monitored
by heated oxygen sensor
(HO2S), both before and
after the converter.
FIGURE 37-23 The OBD-II catalytic

converter monitor compares the signals of
the upstream and downstream HO2S to
determine converter efficiency.

CONVERTER-DAMAGING CONDITIONS
Since converters have no moving parts, they require

no periodic service.
Under federal law, catalyst effectiveness is
warranted for 80,000 miles or 8 years.
The three main causes of premature converter
failure are:
Contamination.
Excessive temperatures.
Improper airfuel mixtures.

DIAGNOSING CATALYTIC CONVERTERS
The Tap Test
The simple tap test involves tapping (not pounding)
on the catalytic converter using a rubber mallet.
If the substrate inside the converter is broken, the
converter will rattle when hit.
If the converter rattles, a replacement converter is
required.

Testing Backpressure with a Pressure Gauge
Exhaust system backpressure can be measured
directly by installing a pressure gauge in an exhaust
opening.
This can be accomplished in one of the following
ways:
To test an oxygen sensor, remove the inside of an old,
discarded oxygen sensor and thread in an adapter to
convert it to a vacuum or pressure gauge.

To test an exhaust gas recirculation (EGR) valve, remove
the EGR valve and fabricate a plate.
To test an air injection reaction (AIR) check valve, remove
the check valve from the exhaust tubes leading to the
exhaust manifold. Use a rubber cone with a tube inside to
seal against the exhaust tube. Connect the tube to a
pressure gauge.

FIGURE 37-24 A backpressure tool can be made by using

an oxygen sensor housing and using epoxy or braze to hold
the tube to the housing.

Testing a Catalytic Converter for Temperature Rise
To test the converter, operate the engine at 2500
RPM for at least 2 minutes to fully warm up the
converter.
Measure the inlet and the outlet temperatures using
an infrared pyrometer

Testing a Catalytic Converter for Temperature Rise
FIGURE 37-25 The temperature

of the outlet should be at least
10% hotter than the temperature
of the inlet. If a converter is not
working, the inlet temperature will
be hotter than the outlet
temperature.

Catalytic Converter Efficiency Tests
The efficiency of a catalytic converter can be
determined using an exhaust gas analyzer.
Oxygen level test.
Snap-throttle test.

OBD-II CATALYTIC CONVERTER MONITOR
The catalytic converter monitor of OBD II uses an upstream

and downstream HO2S to test catalyst efficiency.
When the engine combusts a lean airfuel mixture, higher
amounts of oxygen flow through the exhaust into the
converter.
The catalyst materials absorb this oxygen for the oxidation
process, thereby removing it from the exhaust stream.
If a converter cannot absorb enough oxygen, oxidation does
not occur.

CATALYTIC CONVERTER REPLACEMENT
GUIDELINES
Because a catalytic converter is a major exhaust
gas emission control device, the Environmental
Protection Agency (EPA) has strict guidelines for its
replacement, including:
If a converter is replaced on a vehicle with less than
80,000 miles/8 years, depending on the year of the
vehicle, an original equipment catalytic converter must be
used as a replacement.

GUIDELINES
The replacement converter must be of the same design
as the original. If the original had an air pump fitting, so
must the replacement.
The old converter must be kept for possible inspection by
the authorities for 60 days.
A form must be completed and signed by both the vehicle
owner and a representative from the service facility. This
form must state the cause of the converter failure and
must remain on file for 2 years.

GUIDELINES

EVAPORATIVE EMISSION CONTROL SYSTEM
The purpose of the evaporative (EVAP) emission

control system is to trap and hold gasoline vapors
also called volatile organic compounds, or VOCs.
The charcoal canister is part of an entire system of
hoses and valves called the evaporative control
system.

EVAP Components
How the Evaporative Control System Works
Vapor Purging
Computer-Controlled Purge

FIGURE 37-26 A typical bayonet-type gas cap.

FIGURE 37-27 A charcoal canister can be located under the hood or

underneath the vehicle.
FIGURE 37-28 The evaporative emission control system includes all of the
lines, hoses, and valves, plus the charcoal canister.
FIGURE 37-29 A typical evaporative

emission control system. Note that when
the computer turns on the canister purge
solenoid valve, manifold vacuum draws
any stored vapors from the canister into
the engine. Manifold vacuum also is
applied to the pressure control valve.
When this valve opens, fumes from the
fuel tank are drawn into the charcoal
canister and eventually into the engine.
When the solenoid valve is turned off (or
the engine stops and there is no manifold
vacuum), the pressure control valve is
spring-loaded shut to keep vapors inside
the fuel tank from escaping to the
atmosphere.

NONENHANCED EVAPORATIVE CONTROL
SYSTEMS
Prior to 1996, evaporative systems were referred to
as evaporative (EVAP) control systems.
This term refers to evaporative systems that had
limited diagnostic capabilities.
While they are often PCM controlled, their
diagnostic capability is usually limited to their ability
to detect if purge has occurred.

ENHANCED EVAPORATIVE CONTROL SYSTEM
Beginning in 1996 with OBD-II vehicles,

manufacturers were required to install systems that
are able to detect both purge flow and evaporative
system leakage.
The systems on models produced between 1996
and 2000 have to be able to detect a leak as small
as .040 in. diameter.
Beginning in the model year 2000, the enhanced
systems started a phase-in of .020-in.-diameter leak
detection.

ENHANCED EVAPORATIVE CONTROL SYSTEM
Canister Vent Solenoid Valve

Canister Purge Solenoid (CPS) Valve

LEAK DETECTION PUMP SYSTEM
Many Chrysler vehicles use
a leak detection pump
(LDP) as part of the
evaporative control system
diagnosis equipment.
FIGURE 37-30 A leak detection pump

(LDP) used on some Chrysler vehicles to
pressurize (slightly) the fuel system to
check for leaks.
ONBOARD REFUELING VAPOR RECOVERY
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.

STATE INSPECTION EVAP TESTS
In some states, a periodic inspection and test of the

fuel system are mandated along with a
dynamometer test. The emissions inspection
includes tests on the vehicle before and during the
dynamometer test.
Before the running test, the fuel tank and cap, fuel
lines, canister, and other fuel system components
must be inspected and tested to ensure that they
are not leaking gasoline vapors into the
atmosphere.

DIAGNOSING THE EVAP SYSTEM
Before vehicle emissions testing began in many

parts of the country, little service work was done on
the evaporative emission system.
Common engine-performance problems that can be
caused by a fault in this system include:
Poor fuel economy.
Poor performance.

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.
FIGURE 37-31 Some vehicles will display a

message if an evaporative control system
leak is detected that could be the result of
a loose gas cap.

FIGURE 37-32 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 0.020.If
the ball does not rise to the level of the arrow, the leak is smaller than 0.020 inch.
FIGURE 37-33 This unit is applying smoke to the fuel tank through an adapter and
the leak was easily found to be the gas cap seal.
FIGURE 37-34 An emission tester that uses nitrogen to pressurize the

fuel system.
EVAPORATIVE SYSTEM MONITOR
The EVAP system monitor tests for purge volume

and leaks.
Most applications purge the charcoal canister by
venting the vapors into the intake manifold during
cruise.
To do this, the PCM typically opens a solenoid-
operated purge valve installed in the purge line
leading to the intake manifold.

EVAPORATIVE SYSTEM MONITOR
FIGURE 37-35 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).
ALWAYS TIGHTEN THE CAP CORRECTLY
FIGURE 37-36 This Toyota cap has a warningthe check engine light will
come on if not tightened until one click.
TYPICAL EVAP MONITOR
The PCM will run the EVAP monitor when the

following enable criteria are met.
Typical enable criteria include:
Cold start
BARO greater than 70 kPa (20.7 in. Hg or 10.2 PSI)
IAT between 39 and 86F at engine start-up
ECT between 39 and 86F at engine start-up
ECT and IAT within 39F of each other at engine start-up
Fuel level within 15% to 85%
TP sensor between 9% and 35%

TYPICAL EVAP MONITOR
Running the EVAP Monitor
Weak Vacuum Test (P0440large leak).
Small Leak Test (P0442small leak).
Excess Vacuum Test (P0446).
Purge Solenoid Leak Test (P1442).

KEEP THE FUEL TANK PROPERLY FILLED
FIGURE 37-37 The fuel level must be above 15% and below 85% before the
EVAP monitor will run on most vehicles.
SUMMARY
1. Recirculating 6% to 10% inert exhaust gases back into the intake
system reduces peak temperature inside the combustion chamber and
reduces NOX exhaust emissions.
2. EGR is usually not needed at idle, at wide-open throttle, or when the
engine is cold.
3. Many EGR systems use a feedback potentiometer to signal the PCM
the position of the EGR valve pintle.
4. OBD II requires that the flow rate be tested and then is achieved by
opening the EGR valve and observing the reaction of the MAP sensor.
5. Positive crankcase ventilation (PCV) systems use a valve or a fixed
orifice to transfer and control the fumes from the crankcase back into
the intake system.
6. A PCV valve regulates the flow of fumes depending on engine vacuum
and seals the crankcase vent in the event of a backfire.

SUMMARY
7. As much as 30% of the air needed by the engine at idle

speed flows through the PCV system.
8. The SAI system forces air at low pressure into the exhaust
to reduce CO and HC exhaust emissions.
9. A catalytic converter is an aftertreatment device that
reduces exhaust emissions outside of the engine. A
catalyst is an element that starts a chemical reaction but is
not consumed in the process.
10. The catalyst material used in a catalytic converter includes
rhodium, palladium, and platinum.
11. The OBD-II system monitor compares the relative activity
of a rear oxygen sensor to the pre-catalytic oxygen sensor
to determine catalytic converter efficiency.

SUMMARY
12. The purpose of the evaporative emission (EVAP)

control system is to reduce the release of volatile
organic compounds (VOCs) into the atmosphere.
13. A carbon (charcoal) canister is used to trap and
hold gasoline vapors until they can be purged and
run into the engine to be burned.
14. OBD-II regulation requires that the evaporative
emission control system be checked for leakage
and proper purge flow rates.
15. External leaks can best be located by pressurizing
the fuel system with low-pressure smoke.

REVIEW QUESTIONS
1. How does the use of exhaust gas reduce NOX exhaust

emission?
2. How does the DPFE sensor work?
3. What exhaust emissions do the PCV valve and SAI system
control?
4. How does a catalytic converter reduce NOX to nitrogen
and oxygen?
5. How does the computer monitor catalytic converter
performance?
6. What components are used in a typical evaporative
emission control system?
7. How does the computer control the purging of the vapor
canister?

CHAPTER QUIZ
1. Two technicians are discussing clogged EGR passages.

Technician A says clogged EGR passages can cause
excessive NOX exhaust emission. Technician B says that
clogged EGR passages can cause the engine to ping
(spark knock or detonation). 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
1. Two technicians are discussing clogged EGR passages.

Technician A says clogged EGR passages can cause
excessive NOX exhaust emission. Technician B says that
clogged EGR passages can cause the engine to ping
(spark knock or detonation). Which technician is correct?

CHAPTER QUIZ
2. An EGR valve that is partially stuck open would

most likely cause what condition?
a) Rough idle/stalling
b) Excessive NOX exhaust emissions
c) Ping (spark knock or detonation)
d) Missing at highway speed

CHAPTER QUIZ
2. An EGR valve that is partially stuck open would

most likely cause what condition?
a) Rough idle/stalling
b) Excessive NOX exhaust emissions
c) Ping (spark knock or detonation)
d) Missing at highway speed

CHAPTER QUIZ
3. How much air flows through the PCV system

when the engine is at idle speed?
a) 1% to 3%
b) 5% to 10%
c) 10% to 20%
d) Up to 30%

CHAPTER QUIZ
3. How much air flows through the PCV system

when the engine is at idle speed?
a) 1% to 3%
b) 5% to 10%
c) 10% to 20%
d) Up to 30%

CHAPTER QUIZ
4. Technician A says that if a PCV valve rattles, then

it is okay and does not need to be replaced.
Technician B says that if a PCV valve does not
rattle, it should be replaced. Which technician is
correct?

CHAPTER QUIZ
4. Technician A says that if a PCV valve rattles, then

it is okay and does not need to be replaced.
Technician B says that if a PCV valve does not
rattle, it should be replaced. Which technician is
correct?

CHAPTER QUIZ
5. The switching valves on the AIR pump have failed

several times. Technician A says that a defective
exhaust check valve could be the cause.
Technician B says that a restricted exhaust
system could be the cause. Which technician is
correct?

CHAPTER QUIZ
5. The switching valves on the AIR pump have failed

several times. Technician A says that a defective
exhaust check valve could be the cause.
Technician B says that a restricted exhaust
system could be the cause. Which technician is
correct?

CHAPTER QUIZ
6. Two technicians are discussing testing a catalytic

converter. Technician A says that a vacuum gauge can be
used and observed to see if the vacuum drops with the
engine at idle for 30 seconds. Technician B says that a
pressure gauge can be used to check for backpressure.
Which technician is correct?

CHAPTER QUIZ
6. Two technicians are discussing testing a catalytic

converter. Technician A says that a vacuum gauge can be
used and observed to see if the vacuum drops with the
engine at idle for 30 seconds. Technician B says that a
pressure gauge can be used to check for backpressure.
Which technician is correct?

CHAPTER QUIZ
7. At about what temperature does oxygen combine

with the nitrogen in the air to form NOX?
a) 500F (260C)
b) 750F (400C)
c) 1,500F (815C)
d) 2,500F (1,370C)

CHAPTER QUIZ
7. At about what temperature does oxygen combine

with the nitrogen in the air to form NOX?
a) 500F (260C)
b) 750F (400C)
c) 1,500F (815C)
d) 2,500F (1,370C)

CHAPTER QUIZ
8. A P0401 is being discussed. Technician A says

that a stuck-closed EGR valve could be the cause.
Technician B says that clogged EGR ports could
be the cause. Which technician is correct?

CHAPTER QUIZ
8. A P0401 is being discussed. Technician A says

that a stuck-closed EGR valve could be the cause.
Technician B says that clogged EGR ports could
be the cause. Which technician is correct?

CHAPTER QUIZ
9. Which EVAP valve(s) is (are) normally closed?

a) Canister purge valve
b) Canister vent valve
c) Both canister purge and canister vent valve
d) Neither canister purge nor canister vent valve

CHAPTER QUIZ
9. Which EVAP valve(s) is (are) normally closed?

a) Canister purge valve
b) Canister vent valve
c) Both canister purge and canister vent valve
d) Neither canister purge nor canister vent valve

CHAPTER QUIZ
10. 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

CHAPTER QUIZ
10. 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

END


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Chapter 37

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OBJECTIVES

After studying Chapter 37, the reader will be able to:

Diagnosis and Troubleshooting of Automotive Electrical,

6. Describe the purpose and function of the catalytic

Diagnosis and Troubleshooting of Automotive Electrical,

The common term used to describe air pollution is

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-1 Notice the haze caused by nitrogen oxides that

Exhaust gas recirculation (EGR) is an emission

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-2 When the EGR valve

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-3 A vacuum-operated EGR valve. The vacuum to the EGR

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-4 An EGR valve position sensor on

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-5 A General

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-6 The

Diagnosis and Troubleshooting of Automotive Electrical,

In 1996, the U.S. EPA began requiring OBD-II

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-7 A DPFE sensor and related components.

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-8 An OBD-II active test. The

If the EGR valve is not opening or the flow of the exhaust

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-9 Removing the EGR passage

Diagnosis and Troubleshooting of Automotive Electrical,

The problem of crankcase ventilation has existed

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-11 Spring force, crankcase

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-12 Air flows FIGURE 37-13 Air flows

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-14 PCV valve operation in the event of a backfire.

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

When intake air flows freely, the PCV system

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-18 (a) When the

Diagnosis and Troubleshooting of Automotive Electrical,

The air-injection system sends air from the pump to

Diagnosis and Troubleshooting of Automotive Electrical,

Air is delivered to the exhaust system in one of two

Diagnosis and Troubleshooting of Automotive Electrical,

FIGURE 37-19 A typical electric motor-driven AIR pump. This unit is on a

The air pump system

Diagnosis and Troubleshooting of Automotive Electrical,

Diagnosis and Troubleshooting of Automotive Electrical,

An SAI system can be easily tested using an exhaust gas

Diagnosis and Troubleshooting of Automotive Electrical,