When I first had to diagnose a Toyota EVAP code, I found the available information a little lacking. So I decided to do a little homework…and the following article is the result of what I’ve learned. I hope it helps you diagnose and repair these systems a little easier. First, a word on basic EVAP
After 10-plus years of dealing with OBD II, it should be apparent that we are on a learning curve that probably has no end. Almost daily we have a VAG model come into the shop with a check engine light on, or a “state OBD II failure” form. Although we have the latest scanner software
What’s the most important emissions control device on a vehicle today? The catalytic converter, because it cleans up any exhaust pollutants that exit the engine. It’s a hot job (literally) with operating temperatures running between 600 to 1,000
Most of us remember the “good old days” when an engine’s air/fuel (a/f) ratio was controlled by a mechanically operated carburetor. Due to the inherent design limitations of mechanical systems, however, carburetors don’t respond efficiently to changes in barometric pressure, temperature and humidity. In the quest for improved fuel economy and reduced exhaust emissions, import
The oxygen (O2) sensor is the master switch in the fuel control feedback loop. The sensor monitors the amount of unburned oxygen in the exhaust and produces a voltage signal that varies from about 0.1 volts (lean) to 0.9 volts (rich). The computer uses the O2 sensor’s signal to constantly fine tune and flip-flop the
In this scan tool diagnostics article, we take a look at Mode $06 functions which govern non-continuous monitors (EVAP, catalyst, EGR, etc.)
As modern OBD II technology marches on, it’s clear that the zirconia-based oxygen sensor now is being sold more as a basic repair part than as a preventive maintenance part, and it changes the way we diagnose and sell oxygen sensors. To illustrate the difference, let’s remember that an oxygen sensor replacement used to be
Mode 06 is the actual system test data that OBD II looks at when it decides to set a pending code or a current fault code. If the test data is within the limits established by the vehicle manufacturer, the item gets a PASS and no codes are set. But if a value is out of range, OBD II flags it with a FAIL and keeps an eye on the component until the system monitor has run at least twice. Then, if the problem is still there, a DTC is set and the MIL light comes on.