EVAP system

The Evaporative Emission Control System (EVAP) is used to prevent gasoline vapors from escaping into the atmosphere from the fuel tank and fuel system at all times.

A typical system consists of the fuel tank, an EVAP vapor storage canister full of charcoal, valves, hoses and a sealed fuel tank gas cap. The EVAP system is designed to stop fuel system fumes from leaking directly into the atmosphere. Vent lines from the fuel tank pass vapors to the vapor canister, where they are trapped and stored until the engine is started. When the engine is warm and the vehicle is going down the road, the PCM then opens a purge valve allowing the vapors to be drawn from the storage canister into the intake manifold. The fuel vapors are then burned in the engine along with the air/fuel mixture.

Note that due to the legal regulation in the USA, the vehicles with the option code 494 (U.S. VERSION) have a more advanced EVAP system providing possibility for a leakage test of the EVAP system. The main difference is that the USA vehicles have an activated charcoal canister shutoff valve to close the ventilation of the activated charcoal canister and have a fuel tank pressure sensor able to measure the pressure of the EVAP system. Vehicles in the rest of the world have the activated charcoal canister always open, which means that detection of gasoline vapor leaks is a manual work for these vehicles. The USA vehicles are better protected against fuel tank overfilling. In case non-USA vehicles are overfilled, the excess fuel can get into the activated charcoal canister damaging the charcoal and fuel filter pressure regulator membrane.

Fuel evaporation control system function

Shown on engine 119: 75 - Fuel tank 77 - Activated charcoal canister N3/10 - ME control unit Y58/1 - Purge control valve a - Pressurization line

Shown on ENGINE 120: 75 - Fuel tank 77 - Activated charcoal canister 93 - Expansion reservoir (only with optional ski bag) M16/3 - Right EA/CC/ISC actuator Position on left of engine M16/4 - Left EA/CC/ISC actuator Position on right of engine N3/11 - Left ME-SFI [ME] control unit N3/12 - Right ME-SFI [ME] control unit Y58/2 - Switchover valve Left regeneration Y58/3 - Switchover valve Right regeneration a - Pressurization line

The fuel evaporation control system prevents fuel vapors escaping to atmosphere. This is done by storing the fuel vapors temporarily in the activated charcoal canister.

When the engine is running, the fuel vapors stored in the activated charcoal canister are drawn off through the purge control valve and combusted in the engine. The activated charcoal canister is purged (re-generated) at:

• Coolant temperature > 70 °C
• Blocking time after engine start elapsed, approx. 2 minutes
• Engine not in deceleration mode

The purge quantity is controlled by the ME-SFI control unit operating the purge control valve. The purge quantity is determined by constantly opening and closing the purge control valve for on and off periods of various lengths.

The idle speed control prevents changes in engine speed resulting from purging. A richer or leaner fuel-air mixture is produced in line with the charge of the activated charcoal canister with fuel vapors.

Air admission to fuel tank. Air is admitted through the activated charcoal canister. This is done through the activated charcoal canister, whereby air is drawn out of the vent/breather line or fuel vapors are drawn from the activated charcoal canister into the fuel tank.

Air release from fuel tank. The fuel tank is vented through the activated charcoal canister. The fuel vapors flow to the activated charcoal canister, where they are stored or drawn into the intake manifold in case of simultaneous regeneration.

Vent valve. On vehicles fitted with a vent valve the fuel tank is vented from a pressure of 30 to 50 mbar, and air admitted at a vacuum of 1 to 16 mbar. In addition, this prevents overfilling the fuel tank.

USA as of MY 98. During refueling the fuel vapors are collected at the filler neck and passed to the activated charcoal filter (ORVR = Onboard Refueling Vapor Recovery). Large activated charcoal canister.

Engines with charging (compressor or turbocharger). A check valve in the purge line prevents the boost pressure building up toward the activated charcoal canister.

Model 215 from chassis no. A046659 (approx. 23.3.05), without USA and model 220 from chassis no. 469233 (ca. 23.3.05), without USA with ski bag (Code 282) or cooling compartment in rear backrest (Code 308) or with retrofitted additional vent valve (76/1):

75 - Fuel tank 76 - Vent valve (standard) 76/1 - Vent valve (additional from series production breakpoint or retrofitted) 77 - Activated charcoal canister N3/10 - ME-SFI [ME] control unit Y58/1 - Purge control valve A - to intake manifold B - Air admission C - Line to fuel tank D - Line to purge control valve

The additional vent valve (76/1) prevents the vacuum from the intake manifold passing over the activated charcoal canister through to the fuel tank for enabled purging. For this purpose, the valve closes as soon as a membrane is pressurized with vacuum pressure from the activated charcoal canister. If excess pressure or vacuum pressure affects the other valve connection, it opens immediately. This means aeration/venting of the fuel tank is then possible in an unlimited fashion via the standard vent valve (76).

Pay attention to the installation position of the vent valve (76/1). Check aeration at the activated charcoal canister for contamination (e.g. dust, spider's webs).

Fuel tank ventilation system

Shown on model 210.0 without ski bag (through-loading feature):

Function. The ventilation system consists of a central pipe (42/2) with an interruption vessel (42/1) at each end. The interruption vessels prevent fuel escaping along the vent line. The vent line (91) runs from the central pipe to the vent hose (93). On vehicles fitted with a gasoline engine, the vent hose (93) runs to the activated charcoal canister. As of approx. 7/98 a vent valve is integrated in the vent line to the activated charcoal canister (without USA).

On-board refueling vapor recovery function (version USA)

Up to 2000/08/31

Shown on Model 210 sedan: 45 - Filler neck (connection for collecting fuel vapors when refueling) 45/1 - Flap 45/2 - Float with flap 45/3 - Corrugated tube 45/4 - Pressure relief valve (in top insert integrated at corrugated tube, release pressure approx. 60 - 90 mbar) 75 - Fuel tank 77 - Activated charcoal canister 77/1 - Pressure relief valve (release pressure approx. 30 - 40 mbar) 82 - Pressure relief valve in ORVR vent line (release pressure approx. 60 - 90 mbar) Y58/1 - Purge control valve Y58/4 - Activated charcoal canister shutoff valve A - Nozzle, extraction through metal tube B - Nozzle, extraction through rubber boot (overflow not recognizable) a - ORVR vent line (from filler neck to activated charcoal canister) b - Hose line to pressure relief valve c - Fuel overflow line to atmosphere d - to engine e - Fuel overflow line to atmosphere (to tank recess) f - Fuel tank air admission line

Task:

• The legislator requires, that the refueling gases in the vehicle are collected (ORVR = Onboard Refueling Vapor Recovery).
• Separate fuel and refueling gases to prevent fuel from flowing into the activated charcoal canister due to inappropriate refueling or a defective nozzle.
• Ending refueling when the refueling nozzle switches off and the fuel tank is full! On no account overfilling fuel tank as a result of refueling nozzle being switched on several times.

Function: The fuel vapors are recovered at the filler neck (45) and passed along a ventilation hose (a) to the activated charcoal canister. An insert inserted in the filler neck prevents, that when refueling fuel flows to the activated charcoal canister. To do this the fuel vapors in the filler neck are diverted several times in order to separate the gases from the fuel. The connection to the activated charcoal canister is shut off by a flap (45/1) when driving. It is opened by the gasoline pump nozzle when refueling.

Additional measures if fuel tank is overfilled:

• If the fuel tank is full, the float (45/2) closes with flap the filler neck below. This ensures that the refueling nozzle shuts off more rapidly and overfilling is largely prevented.
• A too high level of fuel in the filler neck presses open the pressure relief valve (45/4). Fuel flows to atmosphere at the nozzle. End refueling! On nozzles fitted with rubber boot (B) this overflowing is no longer recognizable.
• A too high pressure in the ORVR vent line (a) acts on the diaphragm in the pressure relief valve (82). If the diaphragm lifts off because of excessively high pressure, the pressure is released at the fuel tank recess (e) and below the wheelhouse to atmosphere (c). End refueling!
• If the pressure is too high in the activated charcoal canister (77), the pressure relief valve (77/1) opens. The pressure is reduced through the activated charcoal canister shutoff valve (Y58/4) to atmosphere (c).

Fuel filler neck with cap (version USA up to 2000/08/31)

Shown on Model 210 sedan: 45 - Filler neck 45/1 - Flap (operated from nozzle) 45/2 - Float 45/3 - Corrugated tube 45/4 - Pressure relief valve (in top insert integrated at corrugated tube, release pressure approx. 60 - 90 mbar) 45/5 - Flap (operated from float) 45/6 - Bottom inser 45/7 - Connection for collecting fuel vapors when refueling 45/8 - Top insert 84 - Closing cover

The fuel filler neck (45) runs through the right, rear wheelhousing to the fuel tank. It has an inserted insert and connection for collecting fuel vapors when refueling. The insert which is inserted in the filler neck prevents, that fuel flows to the activated charcoal canister due to inappropriate refueling.

The fuel vapors in the filler neck are diverted several times in order to separate the gases from the fuel. The connection to the activated charcoal canister is shut off by a flap (45/1) when driving by means of the top insert. It is opened by the gasoline pump nozzle when refueling. When the fuel tank is full, a float closes a flap at the bottom insert. The filler neck is filled rapidly and the gasoline pump nozzle switches off.

Pressure relief valve (version USA up to 2000/08/31)

Pressure relief valve design: 82 - Pressure relief valve a - ORVR vent line (from filler neck to activated charcoal canister) b - Hose line to pressure relief valve c - Fuel overflow line to atmosphere d - Air admission to diaphragm chamber

The task of the pressure relief valve (also known as safety valve) is limiting the pressure in the ORVR vent line if fuel tank overfilled or if gasoline pump nozzle faulty (does not switch off).

The pressure relief valve consists of a housing with internal diaphragm which seals off the line to the pressure relief valve by means of a spring.

The diaphragm lifts off at a pressure of approx. 60 to 90 mbar. The fuel overflow line to atmosphere opens. Air is admitted to the diaphragm chamber.

The pressure relief valve is located below rear shelf.

Remove/install pressure relief valve

Shown on model 220: 82 - Pressure relief valve 82/1 - Fuel overflow line 82/2 - ORVR vent line 82/3 - Vent line 82/4 - Hose clip

1. Remove rear shelf
2. Detach fuel hose of fuel overflow line (82/1) and fuel hose of vent line (82/3) at pressure relief valve (82). Replace hose clip (82/4).
3. Remove pressure relief valve (82). Take out complete with bracket.
4. Install in the reverse order

As of 2000/09/01

Vehicles with low mounted fuel tank Model 202, 203, 208, 209, 211. Shown on model 202: 45 - Filler neck (functions through its shape as a suction jet pump) 75 - Fuel tank 77 - Activated charcoal canister 91/2 - Vent line (refueling vapors to expansion reservoir) 92 - Purge line 93 - Expansion reservoir 93/1 - Safety valve (rollover valve) Y58/1 - Purge control valve Y58/4 - Activated charcoal canister shutoff valve A - Air line from expansion reservoir to activated charcoal canister D - to engine

Vehicles with fuel tank in luggage compartment Model 170, 210.0, 215, 220, 230, 240: 45 - Filler neck (functions through its shape as a suction jet pump) 45/1 - Check valve 45/2 - Float with flap 75 - Fuel tank 75/1 - Safety valve (rollover valve) 77 - Activated charcoal canister 77/1 - Pressure relief valve (opening pressure approx. 30 to 40 mbar) A - Nozzle A - ORVR vent line B - Air intake around the nozzle c - Depressurization in open air (if pressure relief valve 77/1 is open) D - to engine Y58/1 - Purge control valve Y58/4 - Activated charcoal canister shutoff valve

Vehicles with fuel tank in luggage compartment. Illustrated location on model 230: 45 - Filler neck 45/2 - Float with flap 55/1 - Fuel filter with integrated diaphragm pressure regulator 75 - Fuel tank 75/1 - Safety valve (rollover valve) 75/2 - Ventilation pipe of ORVR 77 - Activated charcoal canister B4 - Fuel gage sensor B4/3 - Fuel tank pressure sensor M3 - Fuel pump (FP) Y58/4 - Activated charcoal canister shutoff valve A - ORVR vent line B - to purge control valve c - Fuel line to engine

The legislator demands:

• Refueling gases in the vehicle must be collected (ORVR = Onboard Refueling Vapor Recovery).
• Fuel and refueling gases must be separated in order to prevent fuel from flowing into the activated charcoal canister due to inappropriate refueling or a defective nozzle.

The filler neck (45) is designed as a suction jet pump. The fuel out of the nozzle accelerates through this in the filler neck and air is suctioned around the nozzle. As a result of this air intake around the nozzle, the refueling vapors are not able to rise up at the filler neck and escape to atmosphere.

The refueling gases are stored in the activated charcoal canister (77) and when releasing regeneration together with fuel gases out of the fuel evaporation control system, are suctioned off and burnt by engine.

If fuel flows to the high mounted safety valves (75/1), they close the vent line to the activated charcoal canister. Through powerful braking, accelerating or cornering the valves can also close briefly.

Model 202, 203, 208, 209, 211. The refueling vapors flow along the vent line (91/2) to the expansion reservoir and on from there to the activatetd charcoal canister.

Model 170, 210.0, 215, 220, 230, 240. In the fuel tank (75), two safety valves (rollover valves) are mounted. If the fuel tank is full, the float with the flap (45/2) closes the filler neck at the bottom. This ensures that the refueling nozzle shuts off more rapidly and overfilling is largely prevented. A check valve (45/1) prevents the quick increase of fuel in the filler neck. If an excessively high pressure exists in the activated charcoal canister, the pressure relief valve (77/1) opens. In this special case the removal of pressure is performed via the activated charcoal canister shutoff valve (Y58/4) into the open air.

Ending refueling when the refueling nozzle switches off (and the fuel tank is full)! On no account overfilling fuel tank as a result of refueling nozzle being switched on several times.

Replacing damaged nozzle gasket in the tank filler neck (version USA)

Model 210 illustrated: 80/20 - Nozzle gasket 80/21 - Guide sleeve

MODEL 220.### #A as of 1.1.99 with CODE (491) U.S. version: A modified guide sleeve which is identified with index (6) has been installed as of January 1999. Special tool W210589013700 is required for removing this guide sleeve.

1. Check the lip of the nozzle gasket (80/20)
2. Replace the nozzle gasket (80/20) if the lip of the nozzle (80/20) is damaged. Release the guide sleeve (80/21) using pliers (W210589013700) and take it out.

Purge system with leak test function (version USA)

Shown on ENGINE 119: 75 - Fuel tank 77 - Activated charcoal canister 93 - Fuel expansion reservoir B4/3 - Fuel tank pressure sensor N3/10 - Motor electronics control unit Y58/1 - Purge control valve Y58/4 - Activated charcoal canister shutoff valve A - Activated charcoal canister purge control valve line B - Lines from purge control valve to intake pipe D - Fuel tank activated charcoal canister line

Shown on engine 120: 75 - Fuel tank 77 - Activated charcoal canister 93 - Expansion reservoir (with optional ski bag) Y58/2 - Left purge control valve (located on right side of engine) Y58/3 - Right purge control valve (located on left side of engine) Y58/4 - Activated charcoal canister shutoff valve B4/3 - Fuel tank pressure sensor M16/3 - Right EA/CC/ISC [EFP/TPM/LLR] actuator, positioned on left of engine M16/4 - Left EA/CC/ISC [EFP/TPM/LLR] actuator, positioned on right of engine N3/11 - Left ME-SFI [ME] control unit N3/12 - Right ME-SFI [ME] control unit A - Activated charcoal canister purge control valve line B - Lines from the purge control valve to the EA/CC/ISC [EFP/TPM/LLR] actuator D - Line from vent valve to activated charcoal canister

Shown on engine 137: 45 - Filler neck with connection for on-board refueling vapor recovery (ORVR) 55/1 - Fuel filter with integrated fuel pressure regulator 75 - Fuel tank 77 - Activated charcoal canister 82 - Pressure relief valve (ORVR) up to 08/2000 K40/5kT - Fuel pump relay module M3 - Fuel pump (FP) N3/10 - Motor electronics control unit Y58/1 - Purge control valve Y58/4 - Activated charcoal canister shutoff valve A1 - Instrument cluster A1E4 - Fuel reserve indicator lamp A1E26 - "CHECK ENGINE" MIL B4/3 - Fuel tank pressure sensor A - Air admission of activated charcoal canister B - Air admission to fuel tank and fuel pressure regulator c - Intake pipe vacuum CAN - Data bus

The US legislature (USA) requires that no fuel vapors are released into the atmosphere. The leak test of the fuel evaporation control system must be able to detect leaks with a diameter of approximately 1 mm and above, and from the model year 2000, leaks with a diameter of approximately 0.5 mm and above.

The leak test (function chain) takes place in three stages (if the prerequisites for testing have been fulfilled):

• Test for major leaks
• Test for a minor leak (equal to or greater than 1 mm)
• Test for a very fine leak (equal to or greater than 0.5 mm)

Test for major leaks. The activated charcoal canister shut-off valve (Y58/4) is closed and the purge control valve (Y58/1) opened. The vacuum in the intake manifold (c) reaches the fuel tank (75). As a result, a vacuum builds up in the fuel tank. This is detected by the fuel tank pressure sensor (B4/3). If there is no vacuum build-up in the fuel tank (around - 6 mbar within about 12 seconds), there is a major leak (e.g. filler cap open, loose hose line). The diagnosis is aborted and the "major leak" fault is stored.

If the motor electronics control unit (N3/10) detects a system with a substantial major leak, the fuel reserve indicator lamp (A1e4) in the instrument cluster (A1) blinks, or the message "CHECK FILLER CAP" appears in the multifunction display.

Test for a minor leak. The purge control valve (Y58/1) is closed once a certain vacuum exists (approx. - -6 mbar). The system is now likewise closed. Finally the vacuum is evaluated for approx. 30 seconds. It must not drop any faster than 0.3 to 0.5 mbar per second (depending on the level of fuel in the tank). If the vacuum drops more rapidly, there is a minor leak. The "minor leak" fault is stored.

Test for micro leak (not engine 137.970). If no minor leak has been detected, the purge system is briefly enabled and a vacuum of approx. - 6 mbar is built up again. The vacuum must not drop any faster than 0.1 to 0.15 mbar per second for a closed system (depending on the level of fuel in the tank). If the vacuum builds up more rapidly, the "micro leak" fault is stored.

The reduction in the vacuum depends on the level in the fuel tank and on the degassing of the fuel. Degassing of the fuel is measured for a short time prior to the test and is allowed for in the fault statement. No test is conducted during the driving cycle if the fuel tank is filled to less than 1/4.

The activated charcoal canister shut-off valve (Y58/4) is reopened after the tests have been conducted.

Test requirements:

• Engine at idling speed
• Vehicle stationary
• Blocking time after starting the engine has expired (around 16 minutes) or Mixture adaptation is complete
• Lambda control enabled
• Intake air temperature less than +45 °C
• Coolant temperature at engine start less than +100 °C
• engine 112, 113: driving position D or R engaged
• Secondary air injection not active
• Air pressure more than around 780 hPa (i.e. above a height of approximately 2500 m, there is no test)
• Low loading of activated charcoal canister
• Fuel level in fuel tank between approx. 1/4 and 3/4
• No fault in activated charcoal canister shut-off valve
• No fault in the fuel tank pressure sensor
• No fault in the purge control valve
• Battery voltage higher than 11 V
• No leak in the pressure relief valve (ORVR)

Testing:

• The test for "minor and micro leaks" is aborted if, during the vacuum build-up, a very high lean correction of the lambda control is performed.
• The purge control valve (Y58/1) is simultaneously checked for its functioning by actuating it. If the closed valve jams, the "major leak" fault is stored.
• In engine 120, there are two purge control valves. (Y58/2, Y58/3) These are actuated alternatively.
• If no leakage for the "major leak" fault is found (there is a clear hissing sound in case of a leak greater than 3 mm), replace the fuel tank pressure sensor (B4/3). The fuel tank pressure sensor can be defective in such a manner that the signal is constant, but still plausible. (Sensor hangs).
• If, due to a detective fuel level sensor, the fill level is implausible, the tests are not stopped.

Purge control valve actuation function

Shown on engine 119 in model 129, 140: 75 - Fuel tank 77 - Activated charcoal canister B2/5 - Hot film mass air flow sensor B11/4 - Coolant temperature sensor B17 - Intake air temperature sensor L5 - Crankshaft position sensor M16/1 - Electronic accelerator (EA)/ cruise control (CC)/ idle speed control (ISC) actuator N3/10 - ME-SFI control unit N16/1 - Base module Y58/1 - Purge control valve

For controlling the purge quantity the purge control valve is actuated at the ground side by the ME-SFI control unit by means of a pulse width-modulated signal. The purge quantity is determined by constantly opening and closing the purge control valve for on and off periods of various lengths.

The frequency of the pulse width modulation signal is selected from a speed-dependent characteristic in such a way, that all cylinders are uniformly supplied with fuel vapors.

The purge control valve is actuated when the engine is at operating temperature, but not in the deceleration mode.

The following information is processed in the ME-SFI control unit:

• Engine speed
• Air mass (boost pressure in supercharged engines)
• Coolant temperature
• Intake air temperature (charge air temperature in supercharged engines)

Activated charcoal canister

1 - Housing 2 - Activated charcoal granulate 3 - Vent line of the fuel tank 4 - Vent line of the activated charcoal canister (USA with activated charcoal canister shutoff valve) 5 - Purge line (to the purge control valve)

The task of the activated charcoal canister is ventilation and deventilation of the fuel tank and storing the fuel vapors temporarily for subsequent purging.

The hausing of the activated charcoal canister is filled with activated charcoal granulate, divided into different chambers by intermediate walls in order to achieve optimal flow through the activated charcoal. USA with ORVR: Quantities of around 2.7 to 3.5 l.

The fuel vapors released from the fuel tank (USA with ORVR or when refueling) are bonded to the activated charcoal. When purging is activated, they are drawn in by the engine and combusted. The activated charcoal is completely regenerated in the ideal case. The ventilation and deventilation of the fuel tank takes place over the activated charcoal canister.

The activated charcoal canister is located at the rear in the rear left wheelhouse.

77 - Activated charcoal canister A - Activated charcoal canister line to purge control valve D - Activated charcoal canister line to fuel tank

USA with ORVR: 77 - Activated charcoal canister Y58/4 - Activated charcoal canister shutoff valve

Activated charcoal canister shutoff valve (version USA)

Shown in the design of model 210: 77 - Activated charcoal canister Y58/4 - Activated charcoal canister shutoff valve a - Ventilation via the shutoff valve b - Ventilation via the safety valve

The task of the activated charcoal canister shutoff valve is to close the ventilation of the activated charcoal canister for a leakage test of the fuel system.

The shutoff valve contains a solenoid which closes the valve when energizing. Additionally a mechanical safety valve is installed.

The shutoff valve is located on the top at the vent connection of the activated charcoal canister.

Remove/install shutoff valve

Shown on model 220: 77 - Activated charcoal canister 80/7 - Plastic nuts 82/4 - Hose clip Y58/4 - Shutoff valve Arrow - Connector

1. Remove rear left wheelhousing liner
2. Detach connector (Arrow)
3. Unscrew plastic nuts (80/7)
4. Replace hose clip (82/4)
5. Take out shutoff valve (Y58/4)

Remove/install activated charcoal canister

Shown on MODEL 220 77 - Activated charcoal canister A - Activated charcoal canister purge control valve line D - Vent valve line from activated charcoal canister to fuel tank

1. Raise vehicle.
2. Remove rear left wheelhousing liner
3. Detach activated charcoal canister - purge control valve line (A) and vent valve line - activated charcoal canister to fuel tank (D) at activated charcoal canister (77)
4. Remove activated charcoal canister (77). Lift up and out.
5. Install in the reverse order

Activated charcoal canister installed

Activated charcoal canister removed

Activated charcoal canister reinstalled

Remove/install activated charcoal canister (version USA)

Shown on MODEL 220: 77 - Activated charcoal canister 80/7 - Plastic nuts 82/2 - ORVR vent line A - Activated charcoal canister - purge control valve line D - Fuel tank activated charcoal canister line Arrow - Connector Y58/4 - Activated charcoal canister shutoff valve

1. Lift rear. Remove inner fender from rear fender.
2. Detach lines at activated charcoal canister (77)
3. Unplug plug socket (arrow) at shutoff valve
4. Unscrew plastic nuts (80/7)
5. Remove activated charcoal canister (77). Lift up and out.
6. Install in the reverse order

Purge control valve

Y58/1 - Purge control valve Y58/2 - Left purge control valve (engine 120) Y58/3 - Right purge control valve (engine 120) B - to activated charcoal canister C - to engine (identification "engine inspection")

The task of the purge control valve is opening and closing the connecting line between the activated charcoal canister and the intake manifold.

The purge control valve is an electric switchover valve with two line terminals and one 2-pin plug connection.

Y58/1 - Purge control valve A - from activated charcoal canister B - to intake manifold

Purge control valve A0004703693

The purge control valve (Y58/1) is actuated by the ME control unit by means of a PWM signal (ground side) in line with the operating condition of the engine. If purging is actuated, the passage from the activated charcoal canister (a) to the intake manifold (b) is opened and closed.

The voltage supply to the purge control valve is performed by terminal 87.

The purge valve makes clicking noises in normal operation, they do sometimes seem to get louder as they age.

The purge control valve is located in the engine compartment at the left wheelhouse.

Y58/1 - Purge control valve

Vent valve (non-USA)

Shows model 220: 75 - Fuel tank 76 - Vent valve 90/11 - Fuel return line 90/12 - Fuel pressure line D - Vent line to activated charcoal canister

The task of the vent valve is the air admission and ventilation of fuel tank and prevention of overfilling. The vent valve (76) is mounted under the fuel tank in the vent line.

1 - Compression spring 2 - Valve housing 3 - Spring cup 4 - Bleed valve 5 - Valve plate 6 - Air admission valve 7 - Connection 76 - Vent valve A - Connection to activated charcoal canister B - Connection to fuel tank

Fuel tank vent valve A0004702993

Fuel tank ventilation. The ventilation valve (4) opens at an overpressure of around 30 to 50 mbar. The fuel vapors flow to the activated charcoal canister.

Fuel tank aeration. The air admission valve (6) opens at a vacuum of around 1 to 16 mbar in the fuel tank. Air or fuel vapors are drawn in through the activated charcoal canister.

Refueling. The opening pressure of the vent valve (4) of approx. 30 up to 50 mbar is not achieved if the fuel tank cap is removed. The vent line to the activated charcoal canister remains closed off. This switches off the nozzle more rapidly.

Fuel tank vent valve installed

Fuel tank vent valve unplugged

Connection diagram for evaporative emission control system (M113)

Shown on engine 113 from 09/97 in model 210 17 - Fuel distributor 19 - Intake manifold 75 - Fuel tank 77 - Activated charcoal canister A - Activated charcoal canister line to purge control valve B - Purge control valve line for to intake manifold C - Vent line from activated charcoal canister to fuel tank D - Line for activated charcoal canister vent valve to fuel tank M3 - Fuel pump M16/1 - EA/CC/ISC [EFP/TPM/LLR] actuator (only models 129, 210) Y58/1 - Purge control valve Y62 - Fuel injection valves

(Note: the fuel filter is incorrectly depicted in this picture. For correct depiction refer to M113 USA version picture below.)

Connection diagram of evaporative emission control system (M113 version USA)

Shown on engine 113 version USA: 17 - Fuel rail 19 - Intake manifold 55/1 - Fuel filter with integrated fuel pressure regulator 75 - Fuel tank 77 - Activated charcoal canister B4/3 - Fuel tank pressure sensor M3 - Fuel pump (FP) Y58/1 - Purge control valve Y58/4 - Activated charcoal canister shutoff valve Y62 - Injectors (LH-SFI, HFM-SFI, PEC [LH, HFM, PMS]) A - Activated charcoal canister purge control valve line B - Purge control valve - intake manifold line C - Vent line from activated charcoal canister to fuel tank D - Fuel tank activated charcoal canister line E - Fuel filter - fuel tank degassing line F - Fuel filter - fuel tank fuel return line

Connection diagram for evaporative emission control system (M112)

Shown on engine 112 from 09/97 in model 210 17 - Fuel distributor 19 - Intake manifold 45 - Filler neck (with connection for on-board refueling vapor recovery ORVR) 55/1 - Fuel filter 75 - Fuel tank 77 - Activated charcoal canister M3 - Fuel pump M16/1 - EA/CC/ISC [EFP/TPM/LLR] actuator (only models 129, 210) Y58/1 - Purge control valve Y62 - Fuel injection valves A - Activated charcoal canister line to purge control valve B - Purge control valve line for to intake manifold C - Activated charcoal canister line to fuel tank D - Fuel tank line to activated charcoal canister E - Fuel filter degassing line to fuel tank F - Fuel filter fuel tank fuel return line to fuel tank

Parts

EVAP system related parts in EPC

Identifying the components in this diagram with same nomenclature as above:

Part	Part no.	Image	Description
30	A2204700659 / A0004700159 (60 EUR)		Activated charcoal canister
40	A0004763726		Activated charcoal canister purge line to engine. Order by the meter. 11.5x3mm 12.5cm
235	A2024763827		Activated charcoal canister breather line to fuel tank. 13.2cm

Issues

Fuel in activated charcoal canister

In normal operation, no fuel should get into activated charcoal canister as it is supposed to store only fuel vapors.

Fuel may get into activated charcoal canister:

• From fuel tank if the fuel tank is overfilled.
• From fuel filter if the fuel pressure regulation membrane in the filter is leaking.

In case fuel gets into the activated charcoal canister, the canister and as well as the fuel filter should be replaced, because the fuel from the canister might have gotten into the membrane vent valve of the fuel filter and damaged it (or shortened its life).

If fuel is in the activated charcoal canister:

• The engine may run rough and stall, because when the ECU purges the fuel "fumes" into engine, it actually gets raw fuel into intake and that causes the engine to sputter.
• The charcoal canister is the only method the fuel tank has of breathing in to fill the void left as the fuel is pumped out. Should it become saturated, the tank will be unable to breath in, the pump will struggle, the car may stall, and the pump may experience premature failure. In some cases the fuel tank can even deform due to the excessive vacuum buildup.

Fuel leak behind rear left wheel

Fuel leak at the rear left wheelhouse

Activated charcoal canister leaking fuel

Replacing activated charcoal

When fuel gets into an activated charcoal, the charcoal will become saturated and will be able to adsorb only very little amount of fuel vapors. To some extent the charcoal can be regenerated by burning off the fuel, but it is best to replace charcoal with new activated charcoal.

The original W220 activated charcoal canister is filled up with 1 liter of cylindrically-shaped activated charcoal pallets that are 2mm in diameter. The canister is fully serviceable - it is possible to dismantle it, wash the filters and replace the charcoal.

In general, any type of activated charcoal will likely do the job, however, there are a few nuances. Activated charcoal (carbon) is available in different shapes and sizes with different adsorption characteristics. The size affects both the surface area and loss of flow through the carbon. Fish tank carbon should work as well, just that it is optimized for liquid filtering and not filtering of gas vapors. Almost all water filtration carbon is made from bituminous coal, while almost all gas adsorption charcoal is made from coco carbon or wood based carbon.

The simplest way to get new activated charcoal suitable for gas is to buy some cheap activated charcoal canister and remove charcoal from it. The cheapest canister we found is Topran 111022 canister (12 EUR) made for Volkswagen (original part number 1H0201801C). The canister contains approximately 0.75 liters of charcoal of granular shape. If needed, the longer spring from Topran 111022 canister can be used for W220 canister to ensure that the new charcoal (which is slightly less in volume) does not move around inside the canister.

W220 canister with charcoal removed

W220 canister fully dismantled

Topran 111022 canister for VW dismantled

W220 canister with charcoal from Topran canister

Leak testing

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DAS menus

The "Actuations" menu under DAS can be used to manually activate the purge control valve (Y58/1).

The "Actual values" menu under DAS can be used to observe whether and to what extent (in percents) the purge control valve is actuated when the engine is running.

ME-SFI 2.8 - Actuations - Y58/1 (Purge control valve)

ME-SFI 2.8 - Actual values - Test engine at idle speed.