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P0405

04/15/2009

Just picked up my car from the local muffler shop..... Very big smile on my face as I was listening to the "new" flowmaster 40's they just installed!!

Now on to my dilemma.... I still have codeP0455 and I check and tightened the gas cap..... any more suggestions?

--
Bill T.
92 MTX - Black on Black
96 Med. Graph-Trophy Whore!!
97 Ebony - Sold!! 7/20/08
97 VW - project in the works....
98 SF
Welded
K&N Cone Filter
Flowmaster 40's
ASFB's
(203) 650-0533 Cell
Bayshore Able Ford - 2nd place July 07
Blue Oval All Ford - 2nd place Apr. 07
Magnetic Minis Bash - 2nd place July 06
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OBD-II Code Data

P0455   EVAP System Large Leak Detected

Malfunction Indicator Lamp

The Malfunction Indicator Lamp (MIL) alerts the driver that the Powertrain Control Module (PCM) or Transmission Control Module (TCM) has detected an OBD II emission-related component or system fault. When this type of malfunction occurs, an OBD Diagnostic Trouble Code (DTC) will be set. The MIL is located on the instrument cluster and is labeled CHECK ENGINE, SERVICE ENGINE SOON, or it is identified with the ISO standard engine symbol (which is a picture of an engine).
Prove-Out Test
The instrument cluster (IC) and other vehicle modules carry out a display prove-out to verify that all module controlled warning/indicator lamps and monitored systems are functioning correctly within the instrument cluster (IC). The instrument cluster (IC) and other modules such as the Powertrain Control Module (PCM) provide a timed prove-out while other indicators illuminate until engine start up. When the ignition switch is cycled to the "on" position with the engine off, the indicators illuminate to prove-out for 3 seconds.
Instrument Cluster (Gateway) Function
The instrument cluster (IC) acts as a gateway module by receiving information in one format and transmitting it to other modules using another format. For example, the instrument cluster (IC) receives the vehicle speed data from the PCM over the HS-CAN, converts the data into a MS-CAN message and sends (gateways) the message to other network modules such as the HVAC module, the tire pressure monitoring system (TPMS), the parking aid module (PAM), and the SJB. This enables network communication between modules that do not communicate using the same network (HS-CAN or the MS-CAN).

EVAP VAPOR MANAGEMENT FLOW MONITOR INSTRUCTIONS

• Do not turn off the ignition switch during the test procedure.
• All Readiness codes are cleared when the battery is disconnected or when the ECM/PCM is cleared with the Scan Tool.
• This drive cycle can be used to determine if the Readiness code for this Monitor will run and complete, and if the MIL will remain off after the vehicle is driven.
• Operating Ranges: Whenever a range of values is provided, try to operate the vehicle in the middle of the range. For example, if the vehicle speed range calls for 45-55 mph, operate the vehicle at as close as possible to 50 mph. Or if the engine speed should be 1,000-2,000 rpm, try to operate the engine at 1,500 rpm.
• Scan Tool Data: There are certain Parameter Identification (PID) values that must be within range before this Monitor will "run". It can be helpful to pull up those PID items on the Scan Tool so an assistant can view them during the test.
• The EVAP Vapor Management Flow (VMF) System Monitor is designed to check that the canister purge valve is okay, and to verify the flow of fuel vapor from the purge valve to the engine. Prior to starting the test, the PCM calculates the amount of fuel vapor present during purge with the engine running. If the fuel vapor calculation is too high, the PCM assumes that there must be fuel vapor flow to the engine, and that the purge valve is okay; and the idle speed portion of the EVAP VMF flow test is bypassed (i.e., the test will pass and complete). If the fuel vapor calculation is too low, the idle speed portion of the EVAP VMF test runs to verify the purge valve is okay. An assumption is that regardless of the fuel vapor in the canister, a portion of the fuel vapor flow will be air. The flow test calculates the increase in idle air requested by the PCM when the duty cycle on the purge valve is reduced from 75% to 0%. If the calculated increase in air flow is too high, the PCM assumes the purge valve is okay. If the calculated increase in air flow is negligible, the PCM assumes that the purge valve is not okay.

 EVAP VAPOR MANAGEMENT FLOW MONITOR PRETEST CONDITIONS

• MIL is off.
• No Emission related DTC's are present.
• Altitude less than 8,000 ft.
• ECT signal greater than 130ºF (54.5ºC).
• IAT signal between 50-100ºF (10-37.8ºC).
• VSS at 0 mph.

 TEST PROCEDURE

1.       Connect the Scan Tool to the data link connector (DLC). Turn the key on and bring up the ECT PID on the Scan Tool.

2.       Start the engine and allow it to run until the ECT PID reaches 130ºF (54ºC).

3.       Turn to key on, engine off. Use the Scan Tool to clear any stored DTC's and to reset the OSR Monitors. Note that DTC P1000 will appear once all of the trouble codes are cleared. Start the engine without turning off the ignition key.

4.       Drive in stop and go traffic for several minutes. Include at least 4 idle periods that last for 30 seconds each. Bring the vehicle to a stop, but do not turn off the key. Check the status of the Readiness code for the EVAP System Monitor. It should change to YES. If it does, perform any additional driving under the conditions required to run the remainder of the monitors. If the Readiness code does not change to YES, check for any Pending codes in the Generic OBD II section of the Scan Tool. If no Pending codes are set, and the status did not change to YES, return to step 4 and repeat the test procedure.

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