2001 DODGE TOWN AND COUNTRY Service Manual

load capacity glove box fog light bulb tailgate oil dipstick center console

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DODGE TOWN AND COUNTRY 2001 Service Manual VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic t

VACUUM ASSIST
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control
system devices. However, these could cause the PCM
to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
PCM SYSTEM GROUND
The PCM cannot determine a poor system ground.
However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
ule should be mounted to the body at all times, also
during diagnostic.
PCM CONNECTOR ENGAGEMENT
The PCM may not be able to determine spread or
damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
tor pins.
DESCRIPTION - MONITORED SYSTEMS
There are new electronic circuit monitors that
check fuel, emission, engine and ignition perfor-
mance. These monitors use information from various
sensor circuits to indicate the overall operation of the
fuel, engine, ignition and emission systems and thus
the emissions performance of the vehicle.
The fuel, engine, ignition and emission systems
monitors do not indicate a specific component prob-
lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific
problem must be diagnosed.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator (Check
Engine) Lamp will be illuminated. These monitors
generate Diagnostic Trouble Codes that can be dis-
played with the check engine lamp or a scan tool.
The following is a list of the system monitors:
²EGR Monitor
²Misfire Monitor
²Fuel System Monitor
²Oxygen Sensor Monitor
²Oxygen Sensor Heater Monitor
²Catalyst Monitor
²Evaporative System Leak Detection Monitor
Following is a description of each system monitor,
and its DTC.
Refer to the appropriate Powertrain Diagnos-
tics Procedures manual for diagnostic proce-
dures.
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-ating temperatures of 300É to 350ÉC (572É to 662ÉF),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. The PCM is
programmed to maintain the optimum air/fuel ratio.
At this mixture ratio, the catalyst works best to
remove hydrocarbons (HC), carbon monoxide (CO)
and nitrous oxide (NOx) from the exhaust.
The O2S is also the main sensing element for the
EGR, Catalyst and Fuel Monitors.
The O2S may fail in any or all of the following
manners:
²Slow response rate
²Reduced output voltage
²Dynamic shift
²Shorted or open circuits
Response rate is the time required for the sensor to
switch from lean to rich once it is exposed to a richer
than optimum A/F mixture or vice versa. As the sen-
sor starts malfunctioning, it could take longer to
detect the changes in the oxygen content of the
exhaust gas.
The output voltage of the O2S ranges from 0 to 1
volt. A good sensor can easily generate any output
voltage in this range as it is exposed to different con-
centrations of oxygen. To detect a shift in the A/F
mixture (lean or rich), the output voltage has to
change beyond a threshold value. A malfunctioning
sensor could have difficulty changing beyond the
threshold value.
OXYGEN SENSOR HEATER MONITOR
If there is an oxygen sensor (O2S) DTC as well as
a O2S heater DTC, the O2S fault MUST be repaired
first. After the O2S fault is repaired, verify that the
heater circuit is operating correctly.
Effective control of exhaust emissions is achieved
by an oxygen feedback system. The most important
element of the feedback system is the O2S. The O2S
is located in the exhaust path. Once it reaches oper-
ating temperatures of 300É to 350ÉC (572 É to 662ÉF),
the sensor generates a voltage that is inversely pro-
portional to the amount of oxygen in the exhaust.
The information obtained by the sensor is used to
calculate the fuel injector pulse width. This main-
tains a 14.7 to 1 Air Fuel (A/F) ratio. At this mixture
ratio, the catalyst works best to remove hydrocarbons
(HC), carbon monoxide (CO) and nitrogen oxide
(NOx) from the exhaust.
The voltage readings taken from the O2S are very
temperature sensitive. The readings are not accurate
below 300ÉC. Heating of the O2S is done to allow the
engine controller to shift to closed loop control as
soon as possible. The heating element used to heat
25 - 6 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)
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DODGE TOWN AND COUNTRY 2001 Service Manual the O2S must be tested to ensure that it is heating
the sensor properly.
The O2S circuit is monitored for a drop in voltage.
The sensor output is used to test the heater by iso-
lating the effect of t

the O2S must be tested to ensure that it is heating
the sensor properly.
The O2S circuit is monitored for a drop in voltage.
The sensor output is used to test the heater by iso-
lating the effect of the heater element on the O2S
output voltage from the other effects.
EGR MONITOR
The Powertrain Control Module (PCM) performs
an on-board diagnostic check of the EGR system.
The EGR monitor is used to test whether the EGR
system is operating within specifications. The diag-
nostic check activates only during selected engine/
driving conditions. When the conditions are met, the
EGR is turned off (solenoid energized) and the O2S
compensation control is monitored. Turning off the
EGR shifts the air fuel (A/F) ratio in the lean direc-
tion. The O2S data should indicate an increase in the
O2 concentration in the combustion chamber when
the exhaust gases are no longer recirculated. While
this test does not directly measure the operation of
the EGR system, it can be inferred from the shift in
the O2S data whether the EGR system is operating
correctly. Because the O2S is being used, the O2S
test must pass its test before the EGR test.
MISFIRE MONITOR
Excessive engine misfire results in increased cata-
lyst temperature and causes an increase in HC emis-
sions. Severe misfires could cause catalyst damage.
To prevent catalytic convertor damage, the PCM
monitors engine misfire.
The Powertrain Control Module (PCM) monitors
for misfire during most engine operating conditions
(positive torque) by looking at changes in the crank-
shaft speed. If a misfire occurs the speed of the
crankshaft will vary more than normal.
FUEL SYSTEM MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide. The catalyst works best
when the air fuel (A/F) ratio is at or near the opti-
mum of 14.7 to 1.
The PCM is programmed to maintain the optimum
air/fuel ratio. This is done by making short term cor-
rections in the fuel injector pulse width based on the
O2S output. The programmed memory acts as a self
calibration tool that the engine controller uses to
compensate for variations in engine specifications,
sensor tolerances and engine fatigue over the life
span of the engine. By monitoring the actual air-fuel
ratio with the O2S (short term) and multiplying that
with the program long-term (adaptive) memory and
comparing that to the limit, it can be determined
whether it will pass an emissions test. If a malfunc-tion occurs such that the PCM cannot maintain the
optimum A/F ratio, then the MIL will be illuminated.
CATALYST MONITOR
To comply with clean air regulations, vehicles are
equipped with catalytic converters. These converters
reduce the emission of hydrocarbons, oxides of nitro-
gen and carbon monoxide.
Normal vehicle miles or engine misfire can cause a
catalyst to decay. A meltdown of the ceramic core can
cause a reduction of the exhaust passage. This can
increase vehicle emissions and deteriorate engine
performance, driveability and fuel economy.
The catalyst monitor uses dual oxygen sensors
(O2S's) to monitor the efficiency of the converter. The
dual O2S's strategy is based on the fact that as a cat-
alyst deteriorates, its oxygen storage capacity and its
efficiency are both reduced. By monitoring the oxy-
gen storage capacity of a catalyst, its efficiency can
be indirectly calculated. The upstream O2S is used to
detect the amount of oxygen in the exhaust gas
before the gas enters the catalytic converter. The
PCM calculates the A/F mixture from the output of
the O2S. A low voltage indicates high oxygen content
(lean mixture). A high voltage indicates a low content
of oxygen (rich mixture).
When the upstream O2S detects a lean condition,
there is an abundance of oxygen in the exhaust gas.
A functioning converter would store this oxygen so it
can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of
the downstream O2S will indicate limited activity in
this condition.
As the converter loses the ability to store oxygen,
the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
chemical reaction takes place. This means the con-
centration of oxygen will be the same downstream as
upstream. The output voltage of the downstream
O2S copies the voltage of the upstream sensor. The
only difference is a time lag (seen by the PCM)
between the switching of the O2S's.
To monitor the system, the number of lean-to-rich
switches of upstream and downstream O2S's is
counted. The ratio of downstream switches to
upstream switches is used to determine whether the
catalyst is operating properly. An effective catalyst
will have fewer downstream switches than it has
upstream switches i.e., a ratio closer to zero. For a
totally ineffective catalyst, this ratio will be one-to-
one, indicating that no oxidation occurs in the device.
The system must be monitored so that when cata-
lyst efficiency deteriorates and exhaust emissions
increase to over the legal limit, the MIL (Check
Engine lamp) will be illuminated.
RSEMISSIONS CONTROL25-7
EMISSIONS CONTROL (Continued)
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DODGE TOWN AND COUNTRY 2001 Service Manual LEAK DETECTION PUMP MONITOR
The leak detection assembly incorporates two pri-
mary functions: it must detect a leak in the evapora-
tive system and seal the evaporative system so the
leak detection te

LEAK DETECTION PUMP MONITOR
The leak detection assembly incorporates two pri-
mary functions: it must detect a leak in the evapora-
tive 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 func-
tions 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 predeter-
mined 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 posi-
tion. 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 dia-
phragm 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 con-
trolled 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 7.5º 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 even-
tually stop pumping at the equalized pressure. If
there is a leak, it will continue to pump at a rate rep-
resentative 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 (cur-
rently set at .020º 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 dueto 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.
DESCRIPTION - HIGH AND LOW LIMITS
The PCM compares input signal voltages from each
input device with established high and low limits for
the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
tic trouble code in memory. Other diagnostic trouble
code criteria might include engine RPM limits or
input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
code condition.
OPERATION - SYSTEM
The Powertrain Control Module (PCM) monitors
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a
problem with a monitored circuit often enough to
indicate an actual problem, it stores a Diagnostic
Trouble Code (DTC) in the PCM's memory. If the
code applies to a non-emissions related component or
system, and the problem is repaired or ceases to
exist, the PCM cancels the code after 40 warmup
cycles. Diagnostic trouble codes that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). Refer to Malfunction Indicator Lamp in this
section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met.For example, assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensor's
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
25 - 8 EMISSIONS CONTROLRS
EMISSIONS CONTROL (Continued)
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DODGE TOWN AND COUNTRY 2001 Service Manual speed above the maximum threshold (2000 rpm), the
PCM will not store a DTC.
There are several operating conditions for which
the PCM monitors and sets DTCs. Refer to Moni-
tored Systems, Components,

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DODGE TOWN AND COUNTRY 2001 Service Manual EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS
OPERATION.............................10
EVAP/PURGE SOLENOID
DESCRIPTION...........................12
OPERATION.................

EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS
OPERATION.............................10
EVAP/PURGE SOLENOID
DESCRIPTION...........................12
OPERATION.............................12
REMOVAL..............................12
INSTALLATION...........................12
FUEL FILLER CAP
DESCRIPTION...........................12
OPERATION.............................12
LEAK DETECTION PUMP
DESCRIPTION...........................13
OPERATION.............................13
REMOVAL..............................14INSTALLATION...........................14
ORVR
OPERATION.............................15
DIAGNOSIS AND TESTING.................16
VEHICLE DOES NOT FILL................16
P C V VA LV E
DESCRIPTION...........................17
DIAGNOSIS AND TESTING.................17
PCV SYSTEM INSPECTION...............17
VAPOR CANISTER
DESCRIPTION...........................18
OPERATION.............................18
REMOVAL..............................18
INSTALLATION...........................19
EVAPORATIVE EMISSIONS
OPERATION - EVAPORATION CONTROL
SYSTEM
The evaporation control system prevents the emis-
sion of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through vent hoses or tubes to an activated carbon
filled evaporative canister. The canister temporarily
holds the vapors. The Powertrain Control Module
(PCM) allows intake manifold vacuum to draw
vapors into the combustion chambers during certain
operating conditions (Fig. 1).All engines use a proportional purge solenoid sys-
tem. The PCM controls vapor flow by operating the
purge solenoid. Refer to Proportional Purge Solenoid
in this section.
NOTE: The evaporative system uses specially man-
ufactured hoses. If they need replacement, only use
fuel resistant hose. Also the hoses must be able to
pass an Ozone compliance test.
NOTE: For more information on Onboard Refueling
Vapor Recovery (ORVR), refer to the Fuel Delivery
section.
25 - 10 EVAPORATIVE EMISSIONSRS
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DODGE TOWN AND COUNTRY 2001 Service Manual Fig. 1 ORVR System Schematic
1 - FUEL CAP
2 - RECIRCULATION TUBE
3 - LIQUID SEPARATOR
4 - PURGE
5 - W/LDP
6 - BREATHER ELEMENT
7 - W/O LDP8 - CANISTER
9 - ROLLOVER VALVE
10 - FUEL TANK
11 - CHECK VALV

Page 2295 of 2321

DODGE TOWN AND COUNTRY 2001 Service Manual EVAP/PURGE SOLENOID
DESCRIPTION
All vehicles use a proportional purge solenoid. The
solenoid regulates the rate of vapor flow from the
EVAP canister to the throttle body. The PCM oper-
ates the soleno

EVAP/PURGE SOLENOID
DESCRIPTION
All vehicles use a proportional purge solenoid. The
solenoid regulates the rate of vapor flow from the
EVAP canister to the throttle body. The PCM oper-
ates the solenoid.
OPERATION
During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged.
The proportional purge solenoid operates at a fre-
quency of 200 hz and is controlled by an engine con-
troller circuit that senses the current being applied
to the proportional purge solenoid (Fig. 2) and then
adjusts that current to achieve the desired purge
flow. The proportional purge solenoid controls the
purge rate of fuel vapors from the vapor canister and
fuel tank to the engine intake manifold.
REMOVAL
The solenoid attaches to a bracket near the radia-
tor on the passenger side of vehicle (Fig. 3). The sole-
noid will not operate unless it is installed correctly.
(1) Disconnect electrical connector from solenoid.
(2) Disconnect vacuum tubes from solenoid.
(3) Remove solenoid from bracket.
INSTALLATION
The solenoid attaches to a bracket near the radia-
tor on the passenger side of vehicle. The solenoid will
not operate unless it is installed correctly.
The top of the solenoid has TOP printed on it. The
solenoid will not operate unless it is installed cor-
rectly.
(1) Install solenoid on bracket.
(2) Connect vacuum tube to solenoid.
(3) Connect electrical connector to solenoid.
FUEL FILLER CAP
DESCRIPTION
The plastic fuel fill cap is threaded/quarter turn
onto the end of the fuel filler tube. It's purpose is to
retain vapors and fuel in the fuel tank.
OPERATION
The fuel filler cap incorporates a two-way relief
valve that is closed to atmosphere during normal
operating conditions. The relief valve is calibrated to
open when a pressure of 17 kPa (2.5 psi) or vacuum
of 2 kPa (0.6 in. Hg) occurs in the fuel tank. When
the pressure or vacuum is relieved, the valve returns
to the normally closed position.
CAUTION: Remove the fuel filler cap to release fuel
tank pressure before disconnecting any fuel system
component.
Fig. 2 Proportional Purge Solenoid
1 - EVAP PURGE SOLENOID
2 - FRONT
Fig. 3 EVAP PURGE SOLENOID
1 - EVAP PURGE SOLENOID
2 - E G R VA LV E
3 - GENERATOR
25 - 12 EVAPORATIVE EMISSIONSRS
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DODGE TOWN AND COUNTRY 2001 Service Manual LEAK DETECTION PUMP
DESCRIPTION
The leak detection pump is a device used to detect
a leak in the evaporative system.
The primary components within the leak detection
pump assembly are: a three-port le

LEAK DETECTION PUMP
DESCRIPTION
The leak detection pump is a device used to detect
a leak in the evaporative system.
The primary components within the leak detection
pump assembly are: a three-port leak detection sole-
noid valve, a pump assembly that includes a spring
loaded diaphragm, a reed switch which is used to
monitor the pump diaphragm movement (position),
two check valves, and a spring loaded vent seal
valve.
OPERATION - LDP
Immediately after a cold start, when the engine
temperature is between 40ÉF and 86ÉF, 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 posi-
tion. 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 assem-
bly from reaching full travel. After the brief initial-
ization 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-ener-
gized, 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.
OPERATION - LDP SWITCH
The leak detection pump LDP assembly incorpo-
rates two primary functions: it detects a leak in the
evaporative system, and it seals the evaporative sys-
tem so that the required leak detection monitor test
can be run.
The three-port LDP solenoid valve is used to
expose either engine vacuum or atmospheric pressure
to the top side of the leak detection pump diaphragm.
When the LDP solenoid valve is denergized its port
(opening) to engine vacuum is blocked off. This
allows ambient air (atmospheric pressure) to enter
the top of the pump diaphragm. The spring load on
the diaphragm will push the diaphragm down, as
long as there is no pressure present in the rest of the
evaporative system. If there is sufficient evaporative
system pressure present, then the pump diaphragm
will stay in the9up9position. If the evaporative sys-
tem pressure decays, then the pump diaphragm will
eventually fall. The rate of this decent is dependent
upon the size of the evaporative system leak (Large
or small).
When the LDP solenoid valve is energized the port
(opening) to atmosphere is blocked off. At the same
time, the port to engine vacuum is opened. Engine
vacuum replaces atmospheric pressure. When engine
vacuum is sufficient, it over comes the spring pres-
sure load on the pump diaphragm and causes the
diaphragm to rise to its9up9position. The reed
switch will change state depending upon the position
of the pump diaphragm.
If the diaphragm is in the9up9position the reed
switch will be in its9open9state. This means that the
12 volt signal sense to the PCM is interrupted. Zero
volts is detected by the PCM. If the pump diaphragm
is in the9down9position the reed switch will be in its
9closed9state. 12 volts is sent to the PCM via the
switch sense circuit.
The check valves are one-way valves. The first
check valve is used to draw outside air into the lower
chamber of the LDP (the space that is below the
pump diaphragm). The second check valve is used to
vent this outside air, which has become pressurized
from the fall of the pump diaphragm, into the evap-
orative system.
The spring loaded vent seal valve, inside the LDP
is used to seal off the evaporative system. When the
pump diaphragm is in the9up9position the spring
pushes the vent seal valve closed. The vent seal valve
opens only when the pump diaphragm is in its9full
down9position. When the pump assembly is in its
pump mode the pump diaphragm is not allowed to
descend (fall) so far as to allow the vent seal valve to
open. This allows the leak detection pump to develop
the required pressure within the evaporative system
for system leak testing.
RSEVAPORATIVE EMISSIONS25-13
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