Charles Robert Wimer

I got a 2009 Chevy Cobalt 2.2 I replaced the purge sensor, vent valve solinoid I tested the wires for connection and all is fine except the vent valve solinoid. When I hook up a circuit tester to the main area under the car where the solinoid hooks up to the light is dim. Any help would be greatly appreciated.

Slowbalt2000

iTrader: (1)

I moved your thread to the correct forum. Are you getting any codes and do you have a multimeter?

Charles Robert Wimer

P0107 p0449 p0542 p0641 p1682

Charles Robert Wimer

I replaced the canister purge valve, canister vent valve solenoid and fuel tank pressure sensor. I have topped off the fuel a few times and a friend said that some fuel got into the vapor canister and ruined it.

Charles Robert Wimer

No muiltmeter but I can get one tomorrow

Charles Robert Wimer

I just bought a multimeter now what do I need to do

Charles Robert Wimer

I guess I am on my own I am lost on what to do. Don't want to spend money on parts that don't need to be changed.

Charles Robert Wimer

Ok I got a brand new vapor canister and purge valve and gas tank pressure sensor on my 2009 Chevy Cobalt and it's still doing the same thing loss of power. Any help would be greatly appreciated. Thank you

Charles Robert Wimer

Ok I got a brand new vapor canister and purge valve and gas tank pressure sensor on my 2009 Chevy Cobalt and it's still doing the same thing loss of power. Any help would be greatly appreciated. Thank you

Slowbalt2000

iTrader: (1)

Can you describe your loss of power? Usually evap stuff doesnt cause drivability issues unless the purge solenoid or purge hose is causing a vacuum leak.

Charles Robert Wimer

When I take off it will bog down and takes forever to get up to speed. I changed the purge and the sensor. I am lost don't want to spend hardly more money.

Slowbalt2000

iTrader: (1)

Check the evap line that connects to the intake manifold for holes and also check for vacuum leaks anywhere at the manifold.

Charles Robert Wimer

I am getting the code P0455 I replaced the vapor canister. Says a large emission leak.Any help on this.

ECaulk

iTrader: (6)

Did you try replacing the gas cap?

jdbaugh1

iTrader: (1)

To help diagnosis.

P0107-Manifold Absolute Pressure/Barometric Pressure Circuit Low Input
P0449-Evaporative Emission Control System Vent Valve/Solenoid Circuit Malfunction
P0542-Intak Air Heater 'A" Circuit High (We don't have an intake air heater?)
P0641-5 Volt Reference voltage incorrect

• Faulty ECM
• ECM harness is open or shorted
• ECM circuit poor electrical connection
• Shorted sensor on 5 volt circuit

P1682-Ignition 1 switch Circuit 2

• Faulty ignition switch
• Ignition Switch harness is open or shorted
• Ignition switch circuit poor electrical connection
• Faulty ECM

After looking through your codes it looks like you either have a short somewhere or your ECM is fried. When did the codes start? Did you do anything that caused codes to start popping up? If you messed with any wiring I would check all places your touched. I don't think you your problem is faulty sensors.

Ignition 1 Switch Circuit 2

Read more: https://www.autocodes.com/p1682_chevrolet.html
Possible causes Faulty Engine Control Module (ECM) ECM harness is open or shorted ECM circuit poor electrical connection Shorted sensor on 5 volt circuit

Read more: https://www.engine-codes.com/p0641_chevrolet.html
5 Volt Reference Voltage Incorrect

Read more: https://www.engine-codes.com/p0641_chevrolet.html
Intake Air Heater 'A' Circuit High

Read more: https://www.autocodes.com/p0542.html
Intake Air Heater A Circuit High

Read more at: https://www.obd-codes.com/p0542
Copyright OBD-Codes.com
Intake Air Heater A Circuit High

Read more at: https://www.obd-codes.com/p0542
Copyright OBD-Codes.com
Intake Air Heater A Circuit High

Read more at: https://www.obd-codes.com/p0542
Copyright OBD-Codes.com

Charles Robert Wimer

Yes I replaced the gas cap with a new one.

jdbaugh1

iTrader: (1)

According to your codes you have a problem with the ECM circuit and it could be causing you to throw codes for problems that don't actually exist. Like unless it was a typo you said you were throwing a code for the intake air heater circuit and our cars don't even have those they are for diesels.

Charles Robert Wimer

I got a brand new gas cap. Do you think it might be the hose going to tank that might be need to be tighter cause I did drop the tank

jdbaugh1

iTrader: (1)

That could be the reason for that one particular code you have, any atmospheric leak to the gas tank could. But that is not what is causing your car to run crappy.

Charles Robert Wimer

Thanks for your help on this matter. If I have any more questions I sure will appreciate it.
Thank you

ECaulk

iTrader: (6)

It doesn't help if the evap system is swing wildly unexpected

jdbaugh1

iTrader: (1)

The MAP sensor code he's throwing, P0107-Manifold Absolute Pressure/Barometric Pressure Circuit Low Input, will cause more drivability issues than the evap. If he wanted to test if the Evap was causing his problems couldn't he just pinch off the line that runs from the Evap solenoid to the throttle body? I have completely disconnected mine before while troubleshooting and it hardly made a difference. Is no one concerned at all the codes saying his ECM has electrical problems? Here is some copypasta I found on the Evap.

xTooltipElement
Service Information
2006 Chevrolet Cobalt | Document ID: 1528420
--------------------------------------------------------------------------------

DTC P0455
System Description
The control module tests the evaporative emission (EVAP) system for a large leak. The control module monitors the fuel tank pressure (FTP) sensor signal to determine the EVAP system vacuum level. When the conditions for running are met, the control module commands the EVAP canister purge solenoid valve OPEN and the EVAP vent solenoid valve CLOSED . This allows engine vacuum to enter the EVAP system. At a calibrated time, or vacuum level, the control module commands the EVAP canister purge solenoid valve closed, sealing the system, and monitors the FTP sensor input in order to determine the EVAP system vacuum level. If the system is unable to achieve the calibrated vacuum level, or the vacuum level decreases too rapidly, this DTC sets.

The following table illustrates the relationship between the ON and OFF states, and the OPEN or CLOSED states of the EVAP canister purge and vent solenoid valves.

Control Module Command
EVAP Canister Purge Solenoid Valve
EVAP Canister Vent Solenoid Valve

ON
Open
Closed

OFF
Closed
Open

DTC Descriptor
This diagnostic procedure supports the following DTC:

DTC P0455 Evaporative Emission (EVAP) System Large Leak

Conditions for Running the DTC
• DTCs P0068, P0069, P0095, P0096, P0097, P0098, P0106, P0107, P0108, P0112, P0113, P0117, P0118, P0120, P0121, P0125, P0128, P0130, P0131, P0132, P0133, P0134, P0135, P0136, P0137, P0138, P0140, P0141, P0220, P0442, P0443, P0449, P0452, P0453, P0496, P0502, P0562, P0563, P0641, P0651, P1133, P1134 are not set.

• The engine is running.

• The ignition voltage is between 10-18 volts.

• The barometric pressure (BARO) is more than 74 kPa.

• The fuel level is between 15-85 percent.

• The start-up engine coolant temperature (ECT) is between 4-65°C (39-149°F).

• The start-up intake air temperature (IAT) is between 4-75°C (39-167°F).

• The start-up ECT and IAT are within 8°C (16°F) of each other.

• DTC P0455 runs once per cold start drive cycle once the above conditions are met.

Conditions For Setting the DTC
The EVAP system is not able to achieve or maintain vacuum during the diagnostic test for up to 13 minutes.

Action Taken When the DTC Sets
• The control module illuminates the malfunction indicator lamp (MIL) on the second consecutive ignition cycle that the diagnostic runs and fails.

• The control module records the operating conditions at the time the diagnostic fails. The first time the diagnostic fails, the control module stores this information in the Failure Records. If the diagnostic reports a failure on the second consecutive ignition cycle, the control module records the operating conditions at the time of the failure. The control module writes the operating conditions to the Freeze Frame and updates the Failure Records.

Conditions for Clearing the MIL/DTC
• The control module turns OFF the malfunction indicator lamp (MIL) after 3 consecutive ignition cycles that the diagnostic runs and does not fail.

• A current DTC, Last Test Failed, clears when the diagnostic runs and passes.

• A history DTC clears after 40 consecutive warm-up cycles, if no failures are reported by this or any other emission related diagnostic.

• Clear the MIL and the DTC with a scan tool.

Diagnostic Aids
• To help locate intermittent leaks, use the J 41413-200 Evaporative Emissions System Tester (EEST) to introduce smoke into the EVAP system. Move all EVAP components while observing smoke with aJ 41413-SPT High Intensity White Light. Introducing smoke in 15-second intervals will allow less pressure into the EVAP system. When the system is less pressurized, the smoke will sometimes escape in a more condensed manner.

• A temporary blockage in the EVAP canister purge solenoid valve, purge pipe or EVAP canister could cause an intermittent condition. Inspect and repair any restriction in the EVAP system.

• To improve the visibility of the smoke exiting the EVAP system, observe the suspected leak area from different angles with a J 41413-SPT .

• Reviewing the Failure Records vehicle mileage since the diagnostic test last failed may help determine how often the condition that caused the DTC to be set occurs. This may assist in diagnosing the condition.

• For intermittent conditions, refer to Intermittent Conditions .

Test Description
The numbers below refer to the step numbers on the diagnostic table.

3.Introducing smoke in 15 second intervals may allow smaller leak areas to be more noticeable. When the system is less pressurized, the smoke will sometimes escape in a more condensed manner.

5.This step verifies proper operation of the FTP sensor.

7.A normal operating FTP sensor should increase above 5 inches of H2O and stop between 6-7 inches of H2O.

Step
Action
Values
Yes
No

Schematic Reference: Evaporative Emissions Hose Routing Diagram

1
Did you perform the Diagnostic System Check - Vehicle?
--
Go to Step 2
Go to Diagnostic System Check - Vehicle

2
•Inspect the evaporative emission (EVAP) system for the following conditions:
• Loose, missing, or damaged service port schrader valve

• Loose, incorrect, missing, or damaged fuel fill cap

• A damaged EVAP canister purge solenoid valve

•Raise the vehicle on a hoist. Refer to Lifting and Jacking the Vehicle .
•Inspect the EVAP system for the following conditions:
• Disconnected, improperly routed, kinked, or damaged EVAP pipes and hoses

• A damaged EVAP canister vent solenoid valve or EVAP canister

Did you find and correct the condition?
--
Go to Step 21
Go to Step 3

3
Important: Larger volume fuel tanks and/or those with lower fuel levels may require several minutes for the floating indicator to stabilize.

•Turn OFF the ignition.
Important: Refer to the J 41413-200 Evaporative Emissions System Tester (EEST) operation for detailed instructions.

•Install the GE-41415-50 Fuel Tank Cap Adapter to the fuel fill pipe.
•Use the flow meter on the J 41413-200 to determine if there is a leak greater than 0.51 mm (0.02 in) in the EVAP system.
•Compare the flow meter stable floating indicator position to the red flag.
Is the floating indicator below the red flag?
--
Go to Step 6
Go to Step 4

4
Important: Ensure that the vehicle underbody temperature is similar to the ambient temperature and allow the surrounding air to stabilize before starting the diagnostic procedure. System flow will be less with higher temperatures.

•Turn OFF the ignition.
•With the J 41413-200 connected to the vehicle filler neck, apply smoke to the EVAP system.
Did you locate and repair a leak source?
--
Go to Step 21
Go to Step 5

5
•Disconnect the GE-41415-50 from the fuel fill pipe.
•Install the fuel fill cap to the fuel fill pipe.
•Connect the J 41413-200 nitrogen/smoke supply hose to the EVAP service port.
•Use the remote switch to introduce smoke into the EVAP system.
•Inspect the entire EVAP system for exiting smoke with a the J 41413-SPT High Intensity White Light.
•Continue to introduce smoke at 15-second intervals until the leak source has been located.
Did you locate and repair a leak source?
--
Go to Step 21
Go to Step 6

6
•Use the remote switch to stop introducing smoke, if necessary.
•Install the GE-41415-50 to the fuel fill pipe.
•Connect the J 41413-200 nitrogen/smoke supply hose and vehicle fuel fill cap to the GE-41415-50 .
•Command the EVAP canister vent solenoid valve open with a scan tool.
•Compare the fuel tank pressure sensor parameter with a scan tool to the J 41413-200 pressure/vacuum gage.
Is the difference between the 2 gages less than the specified value?
1 in H2O
Go to Step 7
Go to Step 14

7
•Seal the EVAP system using the EVAP Purge/Seal function with a scan tool.
•Turn the nitrogen/smoke valve on the J 41413-200 control panel to NITROGEN.
•Use the J 41413-200 to pressurize the EVAP system to the first specified value.
Is the fuel tank pressure sensor parameter more than the second specified value?
10 in H2O

5 in H2O
Go to Step 8
Go to Step 14

8
•Use the remote switch to stop introducing nitrogen into the EVAP system.
•Increase the EVAP canister purge solenoid valve to 100 percent.
Is the fuel tank pressure sensor parameter less than the specified value?
1 in H2O
Go to Step 9
Go to Step 11

9
•Connect the nitrogen/smoke hose to the EVAP service port.
•Remove the GE-41415-50 .
•Install the fuel fill cap to the fuel fill pipe.
•Start the engine.
•Allow the engine to idle.
•Use the purge/seal function to seal the system, with a scan tool.
•Command the EVAP canister purge solenoid valve to 30 percent.
•Observe the vacuum/pressure gage on the J 41413-200 and the FTP parameter on the scan tool.
•Allow the vacuum to increase on the gage of the J 41413-200 , until it reaches approximately 16 inches H2O or until the vacuum reached the abort limit on a scan tool.
•Use the purge/seal function to seal the system, with a scan tool.
Was the difference between the 2 gages less than the specified value?
1 in H2O
Go to Step 10
Go to Step 14

10
Did the FTP parameter on a scan tool display more than the specified value?
3.2 V
Go to Diagnostic Aids
Go to Step 17

11
Disconnect the EVAP canister purge pipe from the EVAP purge solenoid valve.

Is the fuel tank pressure sensor parameter less than the specified value?
1 in H2O
Go to Step 18
Go to Step 12

12
Disconnect the EVAP purge pipe at the EVAP canister.

Is the fuel tank pressure sensor parameter less than the specified value?
1 in H2O
Go to Step 19
Go to Step 13

13
Disconnect the EVAP vapor pipe at the EVAP canister.

Is the fuel tank pressure sensor parameter less than the specified value?
1 in H2O
Go to Step 20
Go to Step 16

14
Test for an intermittent and for a poor connection at the fuel tank pressure (FTP) sensor. Refer to Testing for Intermittent Conditions and Poor Connections and Connector Repairs .

Did you find and correct the condition?
--
Go to Step 21
Go to Step 15

15
Test the low reference circuit of the FTP sensor for an open or for high resistance.

Did you find and correct the condition?
--
Go to Step 21
Go to Step 17

16
Repair the pinched or obstructed EVAP vapor pipe.

Did you complete the repair?
--
Go to Step 21
--

17
Replace the FTP sensor. Refer to Fuel Tank Pressure Sensor Replacement .

Did you complete the replacement?
--
Go to Step 21
--

18
Replace the EVAP canister purge solenoid valve. Refer to Evaporative Emission Canister Purge Solenoid Valve Replacement .

Did you complete the replacement?
--
Go to Step 21
--

19
Repair the restriction in the EVAP purge pipe.

Did you complete the repair?
--
Go to Step 21
--

20
Replace the EVAP canister. Refer to Evaporative Emission Canister Replacement .

Did you complete the replacement?
--
Go to Step 21
--

21
Important: Larger volume fuel tanks and/or those with lower fuel levels may require several minutes for the floating indicator to stabilize.

Important: Refer to the J 41413-200 operation manual for detailed instructions.

•Use the flow meter on the J 41413-200 to determine if there is a leak greater than 0.51 mm (0.02 in) in the EVAP system.
•Compare the flow meter stable floating indicator position to the red flag.
Is the floating indicator below the red flag?
--
Go to Step 22
Go to Step 4

22
•Observe the J 41413-200 pressure/vacuum gage.
•Increase the EVAP purge solenoid valve to 100 percent.
Does the pressure decrease?
--
Go to Step 23
Go to Step 2

23
Compare the FTP sensor parameter with a scan tool to the J 41413-200 pressure/vacuum gage.

Is the difference between the 2 gages less than the specified value?
1 in H2O
Go to Step 24
Go to Step 2

24
Observe the Capture Info with a scan tool.

Are there any DTCs that have not been diagnosed?
--
Go to Diagnostic Trouble Code (DTC) List - Vehicle
System OK

ECaulk

iTrader: (6)

I thought he had fixed the other codes and was stuck with the evap canister. Not the same thing as the purge solenoid on the intake manifold. The evap canister can cause issues on the LNFs with wild swings in AFR which I'm sure would be more pronounced on a LAP

jdbaugh1

iTrader: (1)

I don't see anything were he said he fixed the other codes. I think he still has them all.

What does the Evap canister even do? I've seen the purge solenoid that connects to my throttle body and sits to the right of the valve cover. There is also I vacuum line that normally connects to the intake manifold but on mine now connects to the supercharger, it is a bigger line that I haven't traced but always assumed it went to the brake booster. Where does the evap canister come into play and how does it affect engine operation? Because unless it channels the vapors up through the vacuum line that I thought was brake booster I don't see how it is even connected to the intake.

ECaulk

iTrader: (6)

The canister is the control between the fuel tank and to the solenoid. The canister is back by the fuel tank and it has a valve that maintains the correct pressure in the fuel tank, if the valve gets stuck then the car is using the solenoid to control the vapor and it can pull more than expected. Or at least thats my general understanding of how it works.