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intrepid 2002 2.7l

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intrepid 2002 2.7l

  #1  
Old 07-06-2008, 09:28 AM
couts2002intrepid
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Default intrepid 2002 2.7l

I own a 2002 intrepid 2.7 L when get at an intersection and take off it sounds like the engine stops firing at the plugs and car move very slowly then kicks in after 10 or 15 seconds what would cause that engine codes are p0452,p0300,po351,p0132,p0138,p0056,p0141
 
  #2  
Old 07-07-2008, 06:16 AM
deezozdodge
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Default RE: intrepid 2002 2.7l

Codes:





P0452
Generic
Evaporative Emission System Pressure Sensor/Switch Low Input





P0300
Generic
Random Misfire Detected





P0351
Generic
Ignition Coil A Primary/Secondary Circuit





P0132
Generic
O2 Circuit High Voltage (Bank 1, Sensor 1)





P0138
Generic
O2 Circuit High Voltage (Bank 1, Sensor 2)





P0056
Generic

HO2S Heater Control Circuit (Bank 2, Sensor 2)





P0141
Generic
O2 Heater Circuit (Bank 1, Sensor 2)

Research the first code (the switch)

When was the last time you change your O2 sensors. I have a complete Dodge Intrepid manual to download if you like. The manual is not Haynes or Chilton.

I had the one code p0141 and had to replace my PCM at the dealer.
 
  #3  
Old 07-08-2008, 05:31 PM
couts2002intrepid
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Default RE: intrepid 2002 2.7l

changed o2 bank 1 sensor 1 about 1 year ago how would i check p0452 wich is evaporative emmision system pressure sensor/switch low input
 
  #4  
Old 07-09-2008, 09:08 PM
couts2002intrepid
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Default RE: intrepid 2002 2.7l

can someone tell me how to test a Evaporative Emission System Pressure Sensor/Switch Low Input
P0452 code
 
  #5  
Old 07-11-2008, 06:21 PM
deezozdodge
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Default RE: intrepid 2002 2.7l

This taken from manual
NATURAL VAC LEAK
DETECTION ASSY
DESCRIPTION
The natural Vacuum Leak detection (NVLD) system
is mounted on top of the EVAP canister (Fig. 3)
that is mounted on the fuel tank.
OPERATION
The Natural Vacuum Leak Detection (NVLD) system
is the next generation evaporative leak detection
system that will first be used on vehicles equipped
with the Next Generation Controller (NGC) starting
in 2002 M.Y. This new system replaces the leak
detection pump as the method of evaporative system
leak detection. This is to detect a leak equivalent to a
0.020
9 (0.5 mm) hole. This system has the capability
to detect holes of this size very dependably.
The basic leak detection theory employed with
NVLD is the
[font="times new roman"]39[font="times new roman"]40Gas Law4344. This is to say that the pressure
in a sealed vessel will change if the temperature
of the gas in the vessel changes. The vessel will only
see this effect if it is indeed sealed. Even small leaks
will allow the pressure in the vessel to come to equilibrium
with the ambient pressure. In addition to the
detection of very small leaks, this system has the
capability of detecting medium as well as large evaporative
system leaks.
A vent valve seals the canister vent during engine
off conditions. If the vapor system has a leak of less
than the failure threshold, the evaporative system
will be pulled into a vacuum, either due to the cool
down from operating temperature or diurnal ambient
temperature cycling. The diurnal effect is considered
one of the primary contributors to the leak determination
by this diagnostic. When the vacuum in the
system exceeds about 1
9 H2O (0.25 KPA), a vacuum
switch closes. The switch closure sends a signal to
the NGC. The NGC, via appropriate logic strategies
(described below), utilizes the switch signal, or lack
thereof, to make a determination of whether a leak is
present.
Fig. 2 UPSTREAM HEATED OXYGEN SENSOR 1/1
1 -
PROPORTIONAL PURGE SOLENOID
2 -
O2 SENSOR
Fig. 3 NVLD ASSEMBLY
LH
EVAPORATIVE EMISSIONS 25 - 13
EVAP/PURGE SOLENOID (Continued)
The NVLD device is designed with a normally open
vacuum switch, a normally closed solenoid, and a
seal, which is actuated by both the solenoid and a
diaphragm. The NVLD is located on the atmospheric
vent side of the canister. The NVLD assembly may
be mounted on top of the canister outlet, or in-line
between the canister and atmospheric vent filter. The
normally open vacuum switch will close with about 1
137[font="times new roman"]138
H2O (0.25 KPA) vacuum in the evaporative system.
The diaphragm actuates the switch. This is above the
opening point of the fuel inlet check valve in the fill
tube so cap off leaks can be detected. Submerged fill
systems must have recirculation lines that do not
have the in-line normally closed check valve that protects
the system from failed nozzle liquid ingestion,
in order to detect cap off conditions.
The normally closed valve in the NVLD is intended
to maintain the seal on the evaporative system during
the engine off condition. If vacuum in the evaporative
system exceeds 3
9 to 69 H2O (0.75 to 1.5 KPA),
the valve will be pulled off the seat, opening the seal.
This will protect the system from excessive vacuum
as well as allowing sufficient purge flow in the event
that the solenoid was to become inoperative.
The solenoid actuates the valve to unseal the canister
vent while the engine is running. It also will be
used to close the vent during the medium and large
leak tests and during the purge flow check. This solenoid
requires initial 1.5 amps of current to pull the
valve open but after 100 ms. will be duty cycled down
to an average of about 150 mA for the remainder of
the drive cycle.
Another feature in the device is a diaphragm that
will open the seal in the NVLD with pressure in the
evaporative system. The device will
[font="times new roman"]209210blow off9 at
about 0.5
9 H2O (0.12 KPA) pressure to permit the
venting of vapors during refueling. An added benefit
to this is that it will also allow the tank to
[font="times new roman"]233234breathe9
during increasing temperatures, thus limiting the
pressure in the tank to this low level. 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 built up pressure.
The device itself has 3 wires: Switch sense, solenoid
driver and ground. It also includes a resistor to
protect the switch from a short to battery or a short
to ground. The NGC utilizes a high-side driver to
energize and duty-cycle the solenoid.
REMOVAL
(1) Disconnect the negative battery cable.
(2) Remove fuel tank, refer to the Fuel Delivery
section for Fuel Tank Removal.
(3) Disconnect the electrical connector from the
NVLD assembly.
(4) Disconnect the hoses from the NVLD assembly
(Fig. 5).
(5) Lift tab on NVLD assembly (Fig. 4) and twist
the assembly counterclockwise and pull up to remove
from EVAP canister (Fig. 5).
(6) Remove O-ring from EVAP canister (Fig. 6).
INSTALLATION
(1) Install O-ring to EVAP canister (Fig. 6).
(2) Install NVLD assembly (Fig. 4) and twist the
assembly clockwise to lock assembly in the EVAP
canister (Fig. 5).
(3) Connect the hoses to the NVLD assembly.
(4) Connect the electrical connector to the NVLD
assembly.
Fig. 4 LOCKING TAB
Fig. 5 ASSEMBLY REMOVED
25 - 14 EVAPORATIVE EMISSIONS
LH
NATURAL VAC LEAK DETECTION ASSY (Continued)
(5) Install fuel tank, refer to the Fuel Delivery section
for Fuel Tank Installation.
(6) Connect the negative battery cable.
ORVR
DESCRIPTION
Onboard Refueling Vapor Recovery (ORVR) System
Schematic and components.
OPERATION
The emission control principle used in the ORVR
system is that the fuel flowing into the filler tube
(approx. 1” I.D.) creates an aspiration effect which
draws air into the fill tube (Fig. 7). During refueling,
the fuel tank is vented to the vapor canister to capture
escaping vapors. With air flowing into the filler
tube, there are no fuel vapors escaping to the atmosphere.
Once the refueling vapors are captured by
the canister, the vehicle’s computer controlled purge
system draws vapor out of the canister for the engine
to burn. The vapors flow is metered by the purge
solenoid so that there is no or minimal impact on
driveability or tailpipe emissions.
As fuel starts to flow through the fill tube, it opens
the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through
the control valve to the vapor canister. Vapor is
absorbed in the canister until vapor flow in the lines
stops, either following shut-off or by having the fuel
level in the tank rise high enough to close the control
valve. The control valve contains a float that rises to
seal the large diameter vent path to the canister. At
this point in the fueling of the vehicle, the tank pressure
increase, the check valve closes (preventing tank
fuel from spiting back at the operator), and fuel then
rises up the filler tube to shut-off the dispensing nozzle.
If the engine is shut-off while the On-Board diagnostics
test is running, low level tank pressure can
be trapped in the fuel tank and fuel can not be added
to the tank until the pressure is relieved. This is due
to the leak detection pump closing the vapor outlet
from the top of the tank and the one-way check valve
not allowing the tank to vent through the fill tube to
atmosphere. Therefore, when fuel is added, it will
back-up in the fill tube and shut off the dispensing
nozzle. The pressure can be eliminated in two ways:
1. Vehicle purge must be activated and for a long
enough period to eliminate the pressure. 2. Removing
the fuel cap and allowing enough time for the system
to vent thru the recirulation tube.
 

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