Every 3000 Miles? Really?

Why do I need an engine oil & filter change?

This is one of the more common questions that I am asked on a relatively regular basis. To understand the answer, it is important to understand the requirements under the hood. Within your vehicles engine, there are many metal surfaces that rotate, pivot or otherwise move very close to one another at high speeds. The primary goals of your engine oil are to keep those surfaces lubricated and cooled.

During engine operation, the engine oil is pushed through the engine oil filter in an effort to keep the oil free of contaminants. The filtered engine oil is then used to coat and lubricate moving parts, absorbing heat and washing away chemicals and other build-ups. The engine oil is then recycled through the engine oil filter, where the impurities are trapped, keeping them from cycling back through the engines crucial parts, minimizing premature parts wear.

The stress put on the oil in your engine is very hard to imagine. It is subjected to an immense amount of heat and pressure, it cleans an engines internals of chemicals such as silicon oxide along with other by-products and eventually, the stress becomes too much and the oil begins to break down on a molecular level. By this time, the engine oil filter is clogged and at the end of its usefulness.

Ideally, it is recommended to have your engine oil changed every 3 months, or every 3,000 miles. The idea behind that recommendation is to replace the engine oil filter before it is clogged and to replace the engine oil before it can no longer protect your engine to the best of its ability.

So, back to the question at hand, why do I need an engine oil & filter change? An engine oil & filter change is an inexpensive and quick operation and is widely considered as the most important preventative maintenance that can be done to your vehicle.

Posted in Automotive, Preventative Maintenance | 1 Comment

Evap Emissions: Diagnosis & Testing

The EVAP system can malfunction and allow fuel vapors to escape into the atmosphere as well as cause driveability problems like rough idle and stalling. In order to begin diagnostics, I would start by checking the vehicle for any Diagnostic Trouble Codes related to the Evap Emissions.

If a code is present, you have a decent starting point. For instance, a P0446 would indicate a blocked vent solenoid. Begin by inspecting this particular part. However, if no code is present, begin by visually inspecting the EVAP system by looking for cracked, broken or even missing vapor hoses which could cause vacuum leaks and the smell of fuel. Ensure that all hoses are routed correctly and connections at the tank, canister and engine are secure.

Inspect the fuel cap and fuel tank filler neck for damage and correct fit. On vehicles that have OBDII, something as simple as a fuel cap that is improperly installed can set a DTC causing a check engine light. That’s something to chew on for a while!

Inspect the canister for cracks or other damage. It’s important to inspect the canister air filter to ensure it’s not plugged up. If fresh air can’t be drawn into the canister, the fuel vapors can not be purged. On some EVAP systems, the air filter is actually replaceable. However, on most (that i’ve seen anyway) the whole canister must be replaced.

To check the EVAP system and ensure it’s working properly, connect a scan tool to the Data Link Connector (DLC). Start the engine and let it sit at idle. Using the scan tool, determine whether the solenoid is on or off. At idle, the purge solenoid should be off. Leave the scan tool connected and drive the vehicle. When the engine operating conditions for purging occur, again check the scan tool for purge solenoid operation. The solenoid should be on.

If the solenoid is off, check the power supply to the solenoid and the solenoid itself. PUrge solenoid valves can be tested to see if they will pass or block vacuum using a remote source of voltage and a hand vacuum pump. However, you must first determine whether the solenoid is normally closed or normally open. A normally open solenoid allows vacuum flow when de-energized. A normally closed solenoid blocks vacuum until it is activated by the PCM.

A thorough understanding of what is written here, can ensure that when you run into a EVAP issue, you can maintain a cool mind in a frustrating situation as well as be on top of your engine performance! Good luck!

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Evap Emissions: Description

The purpose of the evaporative emissions control system (EVAP) is to prevent hydrocarbon emissions from leaving the fuel system and entering the atmosphere. Before these types of systems, fuel vapors were emitted into the atmosphere from vented gas caps as well as carburetor float bowls.

The EVAP system is designed to “capture” these vapors and burn them off in the air/fuel mixture during combustion. Every EVAP system has the same components.

  • Pressure/Vacuum Relief Fuel Cap
  • Vapor Valve
  • Charcoal Canister
  • Canister Purge Valve

Not to mention the necessary plumbing connecting the Charcoal Canister to the Fuel Tank and the Charcoal Canister and the Engine Intake. The fuel tank cap has a pressure and vacuum relief valve. The vacuum valve allows air into the fuel tank to replace the fuel as it is used, all the while preventing fuel vapors from leaving the fuel tank. The vapor valve is usually found on the fuel tank or near it and lets fuel vapor (but not liquid) to flow from the tank to the charcoal canister.

The charcoal canister contains activated charcoal that allows it to temporarily “hold” the fuel vapors from the fuel tank. The canister holds these vapors while the vehicle is not running. When the engine is running and under certain operating conditions, a valve between the canister and the engine opens to let fresh air into the canister’s air filter. This mixture of fresh air and fuel vapors are then drawn into the engine and burned. This is what is called “Purging”.

Where EVAP systems differ is the when and how canister purging takes place. Earlier systems ported vacuum and a check valve to make sure purging would not happen at idle and utilized thermovalves to ensure that purging only occurred after a certain operating temperature was reached. Emissions laws evolved, therefore Emissions systems had no other options but to evolve as well.

Modern EVAP systems are computerized (as most things are these days!). The charcoal canister is controlled by the Powertrain Control Module (PCM). The PCM determines when the canister should be purged based on various sensor readings. When purging is required, the PCM operates a solenoid valve that controls the vacuum to purge the canister.

In general, the purge solenoid is activated when the engine is running above idle speed and at least at operating temperature. Enhanced EVAP systems are equipped with a canister vent solenoid, which is found in the fresh air supply hose to the sealed charcoal canister. Non-Enhanced systems have open-atmosphere canisters. The canister vent solenoid is normally open, allowing fresh air to be drawn into the canister. The PCM controls the solenoid during the EVAP leak test to block the entrance of outside air.

Keep an eye out for a follow up article to this one: Evap Emissiosn: Diagnosis & Testing.

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