Or the Texas A&M bonfire engineering team
LEAK DETECTION PUMP MONITOR (IF EQUIPPED) The leak detection assembly incorporates two primary functions: it must detect a leak in the evaporative system and seal the evaporative system so the leak detection test can be run. The primary components within the assembly are: A three port solenoid that activates both of the functions listed above; a pump which contains a switch, two check valves and a spring/diaphragm, a canister vent valve (CVV) seal which contains a spring loaded vent seal valve. Immediately after a cold start, between predetermined temperature thresholds limits, the three 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 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 due to the reed switch triggering of the three port solenoid that 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, thus permitting 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 length. 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” H20. The cycle rate of pump strokes is quite rapid as the system begins to pump up to this pressure. As the pressure increases, the cycle rate starts to drop off. If there is no leak in the system, the pump would eventually stop pumping at the equalized pressure. If there is a leak, it will continue to pump at a rate representative of the flow characteristic of the size of the leak. From this information we can determine if the leak is larger than the required detection limit (currently set at .040” orifice by CARB). If a leak is revealed during the leak test portion of the test, the test is terminated at the end of the test mode and no further system checks will be performed. After passing the leak detection phase of the test, system pressure is maintained by turning on the LDP’s solenoid until the purge system is activated. Purge activation in effect creates a leak. The cycle rate is again interrogated and when it increases due to the flow through the purge system, the leak check portion of 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. Evaporative system functionality will be verified by using the stricter evap purge flow monitor. At an appropriate warm idle the LDP will be energized to seal the canister vent. The purge flow will be clocked up from some small value in an attempt to see a shift in the 02 control system. If fuel vapor, indicated by a shift in the 02 control, is present the test is passed. If not, it is assumed that the purge system is not functioning in some respect. The LDP is again turned off and the test is ended.
And this is for a completely unnecessary system that is only there so the state has an excuse to approve of your exhaust.
Anybody got a 63 Rambler you're not using? I think it's time to trade up.
Nah, it was a german engineered engine and needlessly over complex. Dealerships hate the 4.7 and while it was made in the USA, it was all german engineered. The dealership I worked at went through 3 engines out of wrecked trucks before thay found one that worked righr. There are quite a few running flawlessly, so the problem is not the design but the execution. No oversize parts are available.
Reminds me of a Dodge Sprinter service van I had to drive for a year.It would die for no reason at 70-75 and you would have to coast until you got slowed down to 15 MPH before you could restart. Mercedes built it was only serviced at a few Dodge dealerships as the complexity was the issue. They finally fixed it, said that one onboard computer was lying to another.