P0455 code ... RATS!

Well, I got the bummer of a code this past week. The dreaded P0455 code for the Evaporative Control Monitor. Basically the emissions sub-system. I'll need to take it to a very good garage or worse, a high labor rate local dealer at $90 per hour!!!

With the basic AutoZone free scan, the P0455 is all they can tell me. That type of scanner runs about $250. A more in detail scanner for $2k would find the trouble. If that doesn't work, then it's a hit or miss with the smoke leak detector machine. Oh thrills indeed. ---> NOT

I tried to tighten the gas cap. However, that didn't solve anything either.

Today, I spent 3 hours with the dog-house off and under the vehicle looking at hoses, connections, canisters, and the best I can at the fuel tank to no avail.

The Hayes manual gave an overview of the EVAP emission system. Nothing in true detail worth the while.

Anyone here with a 1999 or newer RAM VAN that has had the P0455 code pop up?

I've been to many of the internet OBD code websites too.

The 2 things you can replace are the Leak Detection Pump and/or the gas cap. May be cheaper for parts at www.makeitmopar.com
Here's is just one set of tests for this problem, I believe it's time for the dealer?


Testing and Inspection

ENABLING CONDITIONS TO RUN EVAP LEAK DETECTION TEST

NOTE: The following values are approximate and vehicle specific. Use the values seen in pre test/monitor test screen on the DRB III. See TSB 25-02-98 for more detail



Cold start: with ambient temperature (obtained from modeling the inlet air temperature sensor on passenger vehicles and the battery temperature sensor on Jeep & truck vehicles) between 4C°(40°F) and 32°C (90°F) for 0.040 leak. Between 4C°(40°F) and 29°C (85°F) for 0.020 leak.
Engine coolant temperature within:-12°to -8°C (10°to 18°F) of battery/ambient.
Battery voltage between 10 and 15 volts. NOTE: If battery voltage drops below 10 volts for more than 5 seconds during engine cranking, the EVAP leak detection test will not run.
Low fuel warning light off (fuel level must be between 15% and 85% for 0.040 leak and 30% and 85% for 0.020 leak).
MAP sensor reading 22 in Hg or above (This is the manifold absolute pressure, not vacuum).
No engine stall during test.
If the system does not pass the EVAP Leak Detection Test, the following DTCs may be set:


P0442 - EVAP LEAK MONITOR 0.040" LEAK DETECTED
P0455 - EVAP LEAK MONITOR LARGE LEAK DETECTED
P0456 - EVAP LEAK MONITOR 0.020" LEAK DETECTED
P1486 - EVAP LEAK MON PINCHED HOSE FOUND
P1494 - LEAK DETECTION PUMP SW OR MECH FAULT
P1495 - LEAK DETECTION PUMP SOLENOID CIRCUIT
A DTC will not be set if a one-trip fault is set or if MIL is illuminated for any of the following:


Purge Solenoid Electrical Fault
All Engine Controller Self Test Faults
All Cam And/or Crank Sensor Fault
All Map Sensor Faults
Ambient/battery Temperature Sensor Electrical Faults
All Coolant Sensor Faults
All TPS Faults
LDP Pressure Switch Fault
EGR Solenoid Fault
All Injector Faults
Baro Our Of Range
Vehicle Speed Faults
LDP Solenoid Circuit



EVAP leak detection test sequence
When the ignition key is turned to "ON" the LDP diaphragm should be in the down position and the LDP reed switch should be closed. If the EVAP system has residual pressure, the LDP diaphragm may be up. This could result in the LDP reed switch being open when the key is turned to "ON" and a P1494 fault could be set because the PCM is expecting the reed switch to be closed.

After the key is turned "ON", the PCM immediately tests the LDP solenoid circuit for electrical faults. If a fault is detected, DTC P1495 will set, the MIL will illuminate, and the remaining EVAP Leak Detection Test is canceled.

NOTE: If battery temperature is not within range, or if the engine coolant temperature is not within a specified range of the battery temperature, the PCM will not run tests for DTC P1494, P1486, P0442, P0455 and P0441. These temperature calibrations may be different between models.

FIGURE 6 SECTION 2
If DTC P1495 is not set, the PCM will check for DTC P1494. If the LDP reed switch was closed when the key was turned to "ON", the PCM energizes the LDP solenoid for up to 8 seconds and monitors the LDP switch. As the LDP diaphragm is pulled up by engine vacuum, the LDP reed switch should change from closed to open. If it does not, the PCM sets a temporary fault (P1494) in memory, and waits until the next time the Enabling Conditions are met to run the test again. If this is again detected, P1494 is stored and the MIL is illuminated. If the problem is not detected during the next enabling cycle, the temporary fault will be cleared.

However, if the PCM detects the reed switch open when the key is turned to "ON", the PCM must determine if this condition is due to residual pressure in the EVAP system, or an actual fault. The PCM stores information in memory on EVAP system purging from previous engine run or drive cycles.

If little or no purging took place, residual pressure could be holding the LDP diaphragm up, causing the LDP switch to be open. Since this is not a malfunction, the PCM cancels the EVAP Leak Detection Test without setting the temporary fault.

If there was sufficient purging during the previous cycle to eliminate EVAP system pressure, the PCM judges that this is a malfunction and sets a temporary fault in memory. The next time that the Enabling Conditions are met, the test will run again. If the fault is again detected, the MIL will illuminate and DTC 1494 will be stored. If the fault is not detected, the temporary fault will be cleared.

FIGURE 6 SECTION 3
If no fault has been detected so far, the PCM begins testing for possible blockage in the EVAP system between the LDP and the fuel tank. This is done by monitoring the time required for the LDP to pump air into the EVAP system during two to three pump cycles. If no blockage is present, the LDP diaphragm is able to quickly pump air out of the LDP each time the PCM turns oft the LDP solenoid. If a blockage is present, the PCM detects that the LDP takes longer to complete each pump cycle. If the pump cycles take longer than expected (approximately 6 to 10 seconds) the PCM will suspect a blockage. On the next drive when Enabling Conditions are met, the test will run again. If blockage is again detected, P1486 is stored, and the MIL is illuminated.

FIGURE 6 SECTION 4
After the LDP blockage tests are completed, the PCM then tests for EVAP system leakage. First, the PCM commands the LDP to rapidly pump for 20 to 50 seconds (depending on fuel level) to build pressure in the EVAP system. This evaluates the system J18-24-0 to see if it can be sufficiently pressurized. This evaluation (rapid pump cycling) may occur several times prior to leak checking. The LDP reed switch does not close and open during rapid pumping because the diaphragm does not travel through its full range during this part of the test.

FIGURE 6 SECTION 5
Next, the PCM performs one or more test cycles by monitoring the time required for the LDP reed switch to close (diaphragm to drop) after the LDP solenoid is turned off.

If the switch does not close, or closes after a long delay, it means that the system does not have any significant leakage and the EVAP Leak Detection Test is complete.

However, if the LDP reed switch closes quickly, there may be a leak or the fuel level may be low enough that the LDP must pump more to finish pressurizing the EVAP system. In this case, the PCM will rapidly pump the LDP again to build pressure in the EVAP system, and follow that by monitoring the time needed for several LDP test cycles. This process of rapid pumping followed by several LDP test cycles may repeat several times before the PCM judges that a leak is present.

When leaks are present, the LDP test cycle time will be inversely proportional to the size of the leak. The larger the leak, the shorter the test cycle time. The smaller the leak, the longer the test cycle time. DTC's may be set when a leak as small as 0.5 mm (0.020") diameter is present.

If the system detects a leak, a temporary fault will be stored in PCM memory. The time it takes to detect a .020, .040, or Large leak is based on calibrations that vary from model to model. The important point to remember is if a leak is again detected on the next EVAP Leak Detection Test, the MIL will illuminate and a DTC will be stored based on the size of leak detected. If no leak is detected during the next test, the temporary fault will be cleared.

DIAGNOSTIC TIPS
During diagnosis, you can compare the LDP solenoid activity with the monitor sequence in Figure 6. If the PCM detects a problem that could set a DTC, the testing is halted and LDP solenoid activity will stop. As each section of the test begins, it indicates that the previous section passed successfully. By watching to see which tests complete, you can see if any conditions are present that the PCM considers abnormal.

For example, if the LDP solenoid is energized for the test cycles to test for blockage (P1486), it means that the LDP has already passed its test for P1494. Then, if the PCM detects a possible blockage, it will set a temporary fault without turning on the MIL and continue the leak portion of the test. However, the PCM will assume that the system is already pressurized and skip the rapid pump cycles.

Always diagnose leaks, if possible, before disconnecting connections. Disconnecting connections may mask a leak condition.

Keep in mind that if the purge solenoid seat is leaking, it could go undetected since the leak would end up in the intake manifold. Disconnect the purge solenoid at the manifold when leak checking. In addition, a pinched hose fault (P1486) could set if the purge solenoid does not purge the fuel system properly (blocked seat). The purge solenoid must vent the fuel system prior to the LDP system test. If the purge solenoid cannot properly vent the system the LDP cannot properly complete the test for P1486 and this fault can set due to pressure being in the EVAP system during the test sequence.

Multiple actuation's of the DRB Ill® Leak Detection Pump (LDP) Monitor Test can hide a 0.020 leak because of excess vapor generation. Additionally, any source for additional vapor generation can hide a small leak in the EVAP system. Excess vapor generation can delay the fall of the LDP diaphragm thus hiding the small leak. An example of this condition could be bringing a cold vehicle into a warm shop for testing or high ambient temperatures.

Fully plugged and partially plugged underhood vacuum lines have been known to set MIL conditions. P1494 and P0456 can be set for this reason. Always, thoroughly, check plumbing for pinches or blockage before condemning components.

TEST EQUIPMENT
The Evaporative Emission Leak Detector (EELD) Miller Special Tool 8404 is capable of visually detecting leaks in the evaporative system and will take the place of the ultrasonic leak detector 6917A. The EELD utilizes shop air and a smoke generator to visually detect leaks down to 0.020 or smaller. The food grade oil used to make the smoke includes an UV trace dye that will leave telltale signs of the leak under a black light. This is helpful when components have to be removed to determine the exact leak location. For detailed test instructions, follow the operators manual packaged with the EELD.

IMPORTANT
Be sure that the PCM has the latest software update. Reprogram as indicated by any applicable Technical Service Bulletin. After LDP repairs are completed, verify the repair by running the DRB Ill® Leak Detection Pump (LDP) Monitor Test as described in Technical Service Bulletin 18-12-99.

I have to say even after "checking" the gas cab it could still be the gas cap. If its not a sealed system the PCM will throw this code.

Chump,

That is so loooong reading, but worth it. I was able to glean a few things in the TSB article. However, only two places mention the P0455 code without much fanfare. It looks like the LDP diaphragm or a leak is present.

As for leaks, I've spent three hours under the van and in the dog-house looking for it. Sure, 2mm is very small leak, so the chances of finding it can be slim without a smoke UV test. For all I know, the plastic composite gas tank could have leaked at the seam. That's the biggest cost in the entire loop!


05 Dakota,

I did the gas cap test. If the gas cap is left off or not fully tighten, after three drives of the Ram Van, a code of P0457 and a yellow engine light on the gauges appears. The owners manual from Chrysler mentions that the yellow engine light is a loose gas cap due to a Large EVAP leak. However, that light and the code do not match the P0455. I was only hoping this was the simple fix.


Looking at a few other Dodge forums for this code of P0455, I found various other possibilites, but nothing consistant. That's why I spent three hours looking to trouble shoot each of those possibilities.

Only one type I could not do and it could be the issue. There is some sort of lock clip/ring or something to the fuel pump with a seal. It could be a NOx sensor with a vacuum line to the fuel pump too. One person had this problem. It nearly fit my problem too. I would have to drop the gas tank to get into this area. Rusted bolts, hardware, and a half tank of gas isn't fun to work with. Neiter working the tank around to get the filler tube out.

If the van sits for more than 24 hours, it takes a long time to start since the fuel pump is really working to pull the fuel from the gas tank. It seems that the "large EVAP" leak could be fuel rolling back into the gas tank from the fuel pump. Thus, a long start like the vehicle ran out of gas and it was just refilled. Usually, it take two dozen start tries, 20 mins, and a jump from another vehicle since the starter will run the battery low.

So, to prevent the long hard starting issue, I would start the van in the morning and let it run for 3-5 mins and shut it off. Then repeat in the evening the same thing. Thus, I've been able to keep the Ram Van running. However, the dreaded P0455 code still stays.

As this saga countinues, I'll post my findings here. If the solution comes, I'll keep everyone posted. This could save someone else the trouble too.

Peace!

Stev