I don't have anything for ya but a BUMP, but just thinking about how it work, you should be getting 5V to one pin and ground to the other when the PCM decides to purge?
A quick little test I like to do: if I spit a code like yours, put your test light across the electrical connector for the purge solenoid (it's right where Wes noted it being ). Re-run your codes.
When the solenoid is cycled, your test light should flash. If it doesnt, you know you got a real issue.
The computer uses heat-sink technology, thus it uses ground to close circuits. The solenoid gets accessory-constant VPWR like Wes noted. The ground is what is modulated. If you dont have 12 volts to it (key on), repair the positive wiring. If you have that but dont see the ground, check continuity between the purge ground wire at the solenoid and it's pin at the EEC (if that's the issue, I can look up the Pin number if needed).
If your test light flashes during the test, check the solenoid itself as it might have crapped itself.
A quick little test I like to do: if I spit a code like yours, put your test light across the electrical connector for the purge solenoid (it's right where Wes noted it being ). Re-run your codes.
When the solenoid is cycled, your test light should flash. If it doesnt, you know you got a real issue.
The computer uses heat-sink technology, thus it uses ground to close circuits. The solenoid gets accessory-constant VPWR like Wes noted. The ground is what is modulated. If you dont have 12 volts to it (key on), repair the positive wiring. If you have that but dont see the ground, check continuity between the purge ground wire at the solenoid and it's pin at the EEC (if that's the issue, I can look up the Pin number if needed).
If your test light flashes during the test, check the solenoid itself as it might have crapped itself.
Well purge solenoid shouldnt be activated unless it is sending tank vapors to intake, so here is my question. (I do driveability at work so I am really good at this , just dont have the diagnostic procedure for this code) You said PCM controls ground side, so it should have 12v constant and at what would i need to do to get the PCM to send the ground signal? Since i know at least on my end with chrysler the PCM doesnt start sending the signal to purge untill the engine is at operating temp and in closed loop.
Well purge solenoid shouldnt be activated unless it is sending tank vapors to intake, so here is my question. (I do driveability at work so I am really good at this , just dont have the diagnostic procedure for this code) You said PCM controls ground side, so it should have 12v constant and at what would i need to do to get the PCM to send the ground signal? Since i know at least on my end with chrysler the PCM doesnt start sending the signal to purge untill the engine is at operating temp and in closed loop.
You'd have to encounter the conditions in which the EVAP solenoid opens to see the computer ground the signal wire, plain and simple. This occurs at cruise and idle but I cannot tell you a 'clockwork' time. That's why I suggested watching a test light while running codes.
You could also simply bench test the solenoid while using a vac pump to see if the solenoid opens when active.
EDIT: One more thing. If you have the ability through your work to view PIDs, you can do that and see what happens. You'll atleast know when the CANP should be open.
You'd have to encounter the conditions in which the EVAP solenoid opens to see the computer ground the signal wire, plain and simple. This occurs at cruise and idle but I cannot tell you a 'clockwork' time. That's why I suggested watching a test light while running codes.
You could also simply bench test the solenoid while using a vac pump to see if the solenoid opens when active.
EDIT: One more thing. If you have the ability through your work to view PIDs, you can do that and see what happens. You'll atleast know when the CANP should be open.
Thats what I am going to have to do. I have 12v to the solenoid so thats not the issue. And well i checked ground threw the PCM and got 100k ohms, Not sure what the pcm's terminating resistance is but yea. Just have to bench test the solenoid or hook up a test light in place of the solenoid and let the car runs to see what happens. This would be easier if it was OBD 2 lol Or better yet if our chrysler scan tools would hook up to this old beast.
Ok well its the solenoid, its not actuating. So i need a new one but for now i have one there i had out of an 05 sebring, lol connector atually went right in Seems to be working just fine for now