State of California

AIR RESOURCES BOARD

Resolution 12

- 2 1

March 22 , 2012

Agenda Item No.: 12

- 2

- 7

CALIFORNIA ADVANCED CLEAN CARS PROGRAM :

“LEV III” AMENDMENTS TO THE CALIFORNIA GREENHOUSE GAS AND CRITERIA

POLLUTANT EXHAUST AND EVAPORATIVE EMISSION STANDARDS AND TEST

PROCEDURES AND TO THE ON

- BOARD DIAGNOSTIC SYSTEM REQUIREMENTS FOR PASSENGER CARS, LIGHT

- DUTY TRUCKS, AND MEDIUM

- DUTY VEHICLES, AND

TO THE EVAPORATIVE EMISSION REQUIREMENTS FOR HEAVY

- DUTY VEHICLES

2012 AMENDMENTS TO THE CALIFORNIA ZERO

- E MISSION VEHICLE PROGRAM

REGULATIONS

2012 AMENDMENTS TO THE CLEAN FUELS OUTLET REGULATIONS

WHEREAS, sections 39600 and 39601 of California’s Health and Safety Code authorize the Air Resources Board ( ARB or Board ) to adopt standards, rules and regulations and to do such acts as may be nece ssary for the proper execution of the powers and duties granted to and imposed upon the Board by law;

WHEREAS, in section 43000 of the Health and Safety Code, the Legislature has declared that the emission of air polluta nts from motor vehicles is the primary cause of air pollution in many parts of the State, and sections 39002 and 39003 of the Health and Safety Code charge the Board with the responsibility of air pollution control from motor vehicles;

WHEREAS, sections 43013, 43101, and 43104 of the Health and Safety Code authorizes the Board to adopt emission standards and test procedures to control air pollution caused by motor vehicles;

WHEREAS, section 43018(a) of the Health and Safety Code directs the Board to

ende avor to achieve the maximum degree of emission reduction possible from vehicular and other mobile sources in order to accomplish the attainment of S tate ambient air quality standards at the earliest practicable date;

WHEREAS, section 43018(c) of the Healt h and Safety Code provides that in carrying out section 43018, the Board shall adopt standards and regulations that will result in the

most cost

- effective combination of control measures on all classes of motor vehicles and motor vehicle fuel, including bu t not limited to reductions in motor vehicle exhaust and evaporative emissions, and reductions in in

- use vehicular emissions through durability

, performance improvements , and specification of vehicular fuel composition ;Resolution 12

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WHEREAS, section 39667 of the Healt h and Safety Code directs the Board to consider

revisions to ARB’s emissions standards for vehicular sources to achieve the maximum possible reduction in public exposure to substances that the Board has identified as toxic air contaminants pursuant to sect ion 39662 of the Health and Safety Code; such regulations affecting new motor vehicles are to be based on the most advanced technology feasible for the model

- year and may include, but are not limited to, the required installation of vehicular control measu res on new motor vehicles;

WHEREAS, the Board’s California State Implementation Plan (SIP) for ozone

establishes the S tate strategy for attaining the ambient air quality standard for ozone in

all areas of the S tate as required by federal law; as part of the mobile source element developed by ARB, the SIP relies on the California Low

- Emission Vehicle (LEV) program to provide significant reductions of ozone precursor pollutant emissions from passenger cars and light

- duty trucks; and to reach the 1997 ozone standard by the attainment date in 2023, oxides of nitrogen (NOx) emissions in the greater Los Angeles region must be reduced by two

- thirds, even after considering all of the regulations in place today with the most significant share of needed emission red uctions coming from long

- term advanced clean air technologies;

WHEREAS, California’s passenger cars and light

- duty trucks are the single largest contributor of greenhouse gas emissions in the S tate, producing approximately 3 0 percent of all such emissions ;

WHEREAS, California enacted Assembly Bill (AB) 1493 ( Pavley) (c odified at Health and Safety Code section 43018.5), which directs the Board to develop and adopt regulations

that achieve the maximum feasible and cost

- effective reductions of greenhouse gas emissions from motor vehicles, beginning with the 2009 model year;

WHEREAS, in recognition of the devastating impacts of climate change emissions on California, Governor Arnold Schwarzenegger, in June 2005, enacted Executive Order

S

- 3

- 05 which establishe d the following greenhouse gas emission targets:

• By 2010, reduce greenhouse gas emissions to 2000 levels;

• By 2020, reduce greenhouse gas emissions to 1990 levels; and

• By 2050, reduce greenhouse gas emission 80 percent below 1990 levels.

WHEREAS, the Legislature enacted the California Global Warming Solutions Act of 2006 (AB 32; Health and Safety Code section 38500 et seq.), which declares that global warming poses a serious threat to the environment of California and cr e ates a comprehensi ve multi

- year program to reduce greenhouse gas emissions that cause global warming;

WHEREAS, in December 2008, the Board consider ed a Scoping Plan to chart ARB’s course toward meeting the requirements of the Global Warming Solutions Act of 2006;

WHEREAS, the AB 32 Scoping Plan identifies “ California Light

- Duty Vehicle

Greenhouse Gas Standards ,” which include both i mplement ation of the current “ Pavley ”

standards and the d evelop ment of the proposed “ Pavley II light

- duty vehicle standards ,”Resolution 12

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as part of the “ Recommended Greenhouse Gas Reduction Measures ” for reducing California’s greenhouse gas emissions to 1990 levels by 2020 ;

WHEREAS, staff has completed proposed Final Regulation Order s for the Advanced Clean Car Program for California which combines the control of smog

- causing pollutants and greenhouse gas emissions into a single coordinated package of amendments and requirements for model year 2015 through 2025, including a new iteration of the LEV criteria pollutant and greenhouse gas standards (LEV III), Z ero

E mission V ehicle ( ZEV ) regulations, and Clean Fuels Outlet regulation ;

WHEREAS, the proposed Final Regulation Order s for amendments to the low

- emission vehicle regulations and incorporated documents, as set forth in Attachment A hereto include the following primary elements:

A reduction of fleet average emissions of new passenger cars, light

- duty trucks,

and medium

- du ty passenger vehicles to super

- ultra

- low

- emission vehicle (SULEV) levels by 2025;

Replacement of separate N on

- M ethane O rgani c G ases ( NMOG ) and NOx standards with combined NMOG plus NOx standards, which provides automobile

manufacturers with additional fle xibility in meeting the new stringent standards;

An increase of full useful life durability requirements from 120,000 miles to 150,000 miles, which guarantees vehicles operate longer at these extremely low emission levels;

A backstop to assure continued production of super

- ultra

- low

- emission vehicles

after Partial Zero

- Emission Vehicle (PZEV) as a category is moved from the

Zero

- Emission Vehicle program to the LEV program in 2018;

More stringent particulate matter standards for light

- and medium

- duty veh icles, which will reduce the health effects and premature deaths associated with these emissions;

Zero fuel evaporative emission standards for passenger cars, light

- duty trucks,

medium

- duty vehicles, and heavy

- duty vehicles;

More stringent supplemental f ederal test procedure (SFTP) standards for passenger cars and light

- duty trucks and, for the first time, require medium

- duty vehicles to meet SFTP standards;

More stringent “footprint

- based” greenhouse gas emission standards that are comprised of three em ission standards: a carbon dioxide (CO 2 ) standard, a methane (CH 4 ) standard and a nitrous oxide (N 2 O) standard ;

Greenhouse gas emission credits for : (1) improvements to the vehicle air conditioning system (either from the use of a refrigerant with a low Global Warming Potential or by incorporating improvements to the efficiency of theResolution 12

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system); (2) technologies that reduce CO 2 emissions but are not mea sured on the applicable test cycles; and (3) technology innovations on the largest of pickup trucks;

Greenhouse gas emissions values for electric vehicles, plug

- in electric vehicles, and fuel cell vehicles that reflect their upstream emissions;

Minor modifications to California’s on

- board diagnostic ( OBD II ) regulations;

Changing the certification gasoline specifications to be more representative of

current in

- use fuel; and

Allow use of the revised federal Fuel Economy and Environmental Label to

su bstitute for the California Environmental Performance Label.

WHEREAS, the proposed Final Regulation Order for substantial amendments to the ZEV regulation and to the ZEV Standards and Test Procedures, as set forth in

Attachment B hereto include the following primary elements for model years 2012 through 2017:

Changing and simplifying the nomenclature for plug

- in hybrid electric vehicles and hydrogen internal combustion engine vehicles from Enhanced Advanced Technology Partial Zero Emiss ion Vehicles (Enhanced AT PZEV) to

Transitional Zero

- Emission Vehicles (TZEV), for 2012 and subsequent

model years;

Extending the travel provision for Battery Electric Vehicles ( BEVs ) , which allows ZEVs placed in any state that has adopted the California ZEV regulation to count towards the ZEV regulation through 2017;

Providing flexibility for i ntermediate

- v olume m anufacturers ( IVMs ) by reducing their overall requirement in 2015 through 2017 model years, to allow these manufacturers to prepare for requir ements beginning in model year 2018;

Increasing credits for Type V (300 mile Fuel

- Cell Vehicle ( FCV ) ) ZEVs to appropriately incentivize this longer term technology;

Adding Type I.5x and Type IIx vehicles, which are both range extended BEVs (i.e. BEVx vehicles which are BEVs with a backup auxiliary power unit, which does not operate until the energy storage device is fully depleted) as a compliance option for manufacturers to meet up to half of a manufacturer’s requirement that must be met with pure ZEV s; and

Removing carry forward credit limitations for ZEVs, allowing manufacturers to bank ZEV credits indefinitely for use in later years.

WHEREAS, the proposed Final Regulation Order for substantial amendments to the ZEV regulation and to the ZEV Standa rds and Test Procedures, as set forth inResolution 12

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Attachment B hereto include the following primary elements for 2018 and subsequent model years:

Increasing the overall ZEV requirements in 2018 and subsequent model years, by modifying the credit percentage require ment and decreasing the number of credits earned per vehicle;

Focusing the regulation on long term greenhouse gas reduction technologies, which are ZEV and TZEVs, and by removing PZEV and Advanced Technology ( AT ) PZEV credits compliance options for manufacturers, and allowing manufacturers to use banked PZEV and AT PZEV credits, at a discounted rate, to offset a portion of their obligation that may be met with TZEVs;

Amending IVM and Large Volume Manufacturer ( LV M ) size definitions to bring all but the smallest manufacturers under the full ZEV requirements by model year
2018;

Basing credits for ZEVs on a linear function of zero emission range on the urban dynamometer drive schedule (UDDS), with 50 mile BEVs earni ng 1 credit each and 350 mile FCVs earning 4 credits each;

Simplifying and streamlining TZEV credit based on the vehicle’s zero

- emission range capability, and ability to perform 10 miles on the more aggressive US06 drive schedule;

Adding BEVxs as a compl iance option for manufacturers to meet up to half of a manufacturer’s requirement that must be met with pure ZEVs;

Removing carry forward credit limitations for ZEVs, allowing manufacturers to bank ZEV credits indefinitely for use in later years;

Ending the travel provision for BEVs after model year 2017, and extending the travel provision for FCVs until sufficient complementary policies are in place in states that have adopted the California ZEV regulation; and

Allowing manufacturers who systematically over

- comply with the proposed

LEV III greenhouse gas fleet average standards to offset a portion of their ZEV regulation requirements in only 2018 through 2021 model years.

WHEREAS, the proposed Final Regulation Order for amendments to the Clean Fuels

O utlet regulations and incorporated documents, as set forth in Attachment C hereto; these amendments include the following primary elements:

Changing the types of alternative fuel vehicles subject to the regulation to only those certified as ZEV when opera ting on the designated clean fuel;

Adding a regulatory review for plug

- in electric vehicles, which requires ARB to evaluate the development and usage of workplace and public chargingResolution 12

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infrastructure and make recommendations for further actions, to address the concern that electricity fuel and battery electric ZEVs are excluded from the regulation;

Shifting the requirement to equip cl ean fuel outlets (CFO ) onto major refiner/importers of gasoline to evenly distribute the outlet requirement among the parties that continue to benefit from California’s use of gasoline even though they have divested in the retail aspect of the gasoline supply chain;

Modifying how the number of new CFOs is calculated to account for the fuel requirements of hydrogen FCVs, and modify how stations are allocated among the regulated parties to be based on their share of the gasoline market ;

Adding a year to auto manufacturer’s fuel cell vehicle reporting requiring projections three years into the future and by air basin, and adding a year to the compliance timeframe for building outlets to provide additional time for locating, permitting, and building outlets;

Adding a lower region al activation trigger of 10,000 vehicles projected to be sold or leased within an air basin to align with auto manufacturers’ early commercialization plans to market fuel cell vehicles in regional clusters;

Streamlining the compliance requirements to be l ess prescriptive and more like performance standards, giving the regulated party the flexibility to determine how best to meet the requirements;

Increasing the penalty for failing to install CFOs and add ing a penalty provision

for auto manufacturers faili ng to deliver for sale or lease 80 percent or more of their projected number of fuel cell vehicles; and

Lowering the regulation sunset provision to five percent of the total number of retail gasoline outlets based (i.e. sunsets when the five percent rea ched) on staff’s findings that, at or before five percent station saturation, hydrogen fueling infrastructure can achieve commercial viability.

WHEREAS, in developing the proposed amendments staff conducted numerous public workshops, released concepts for public review, and held several focused stakeholder meetings throughout the rulemaking process, in order to involve the public and affected stakeholders in the regulatory development process;

WHEREAS, in developing the amendments to the CFO Regulation, s taff worked in parallel with affected stakeholders to create a collaborative agreement approach to ensuring adequate hydrogen fueling infrastructure and as a result developed a draft framework for a memorandum of agreement (MOA). The framework for this MOA would have the signing parties work together to create an incentive fund to support establishment of hydrogen stations. The goal of this MOA would be to create a network of at least 100 stations with the cost of support estimated at $100 million;Resolution 12

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WHEREA S, the LEV III/GHG and ZEV regulations, as proposed for amendment in their respective Final Regulation Orders, have no regulatory text dependent on, and do not

otherwise immediately require, implementation and enforcement of the proposed

amendments to the CFO regulations , though the fueling infrastructure that will flow from the CFO regulation amendments may ultimately be needed as the ZEV regulation causes an increase in the demand for access to clean fueling infrastructure ;

WHEREAS, staff believes the B oard intends for the amended LEV III/GHG and ZEV regulations to be implemented and enforced, including but not limited to requesting and receiving any necessary Clean Air Act waiver prefatory thereto, regardless of the status or enforceability of the CFO r egulations as amended;

WHEREAS, staff prepared three separate Regulatory Notices and Staff Reports : Initial Statement of Reasons (ISOR ) for these amendments and presented them to the Board with a single coordinated analysis of emissions, cost, and associ ated environmental impacts and benefits;

WHEREAS, a public hearing and other administrative proceedings have been held in accordance with the provisions of chapter 3.5 (commencing with section 11340), part 1, division 3, title 2 of the Government Code;

WHEREAS, at a public hearing held January 26

- 27, 2012, the Board considered the proposed regulations for the Advanced Clean Cars Program. The Board considered the ISORs released on December 7, 2011, and directed several modifications either as proposed by staff , or in response to public comments . As a result, on February 22 , 2012 a

No tice of Public Availability of Modified Text and A vailability of Additional Documents (15

- Day Change Notice) was issued. The public comment period for the 15

- Day Change Notice ended at 5:00 p.m. on March 8 , 2012 ;

WHEREAS, pursuant to section 11346.9 of the Government Code, staff is preparing three separate Final Statement of Reasons with res ponses to comments received on the record during the initial 45

- day comment period, comments presented at the January 26

- 27 Board hearing both orally and in writing, and comments received during

the 15

- day Change Notices released February 22, 2012 ;

WHEREAS, the Board has co nsidered the impact of this proposed regulatory action on the economy of the State;

WHEREAS, the Board has considered the community impacts of the Final Regulation Orders, including environmental justice concerns;

WHEREAS, in consideration of the propose d Final Regulation Orders, written comments, and public testimony it has received to date, the Board finds that:

The amendments proposed herein to the LEV regulations , ZEV regulations, and Clean Fuels Outlet regulations are necessary and appropriate to assure that California continues to receive the cleanest light

- and medium

- duty vehicles available;Resolution 12

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The proposed Clean Fuels Outlet Regulations are necessary and appropriate because consumers will need ready access to fue l for zero

- emission vehicles in order to achieve the required emission reductions ;

The staff’s recommended modifications to the originally proposed LEV I I I

amendments , ZEV amendments, and Clean Fuel Outlet amendments are appropriate to provide additional flexibility, help assure adequate lead time, and minimize cost to manufacturers;

It is appropriate to accept compliance with the 2017 through 2025 model year National Program as compliance with California’s greenhouse gas emission standards in the 2017 through 2025 model years, once United States Environmental Protection Agency ( U.S. EPA ) issues their Final Rule on or after its current July

2012 planned rele ase

, provided that the greenhouse gas reductions set forth in U.S.

EPA’s December 1, 2011 Notice of Proposed Rulemaking for 2017 through 2025 model year passenger vehicles are maintained , except that California shall maintain its own reporting requirements ; and

Based on the for e going description of technical studies and the analyses performed for the Advanced Clean Cars ISOR, all of the proposed amendments

are necessary, appropriate, cost

- effective, and technologically feasible.

WHEREAS, the Board further finds that:

While the California motor vehicle emissions regulations as proposed herein are different from the federal regulations administered by U.S. EPA, the proposed California regulations herein are authorized by State law :

The amendments p roposed herein are part of t he Advanced Clean Cars

P rogram , which will reduce criteria pollutants (47 tons of ROG per day, 51 tons of NOx per day, and 3 tons of particulate matter ( PM2.5 ) per day in 2035) and will prevent premature deaths in California and help achieve attainment of ambient air quality standards ;

The Advanced Clean Cars P rogram will also reduce greenhouse gas emissions

as follows: b y 2025, CO 2 equivalent emissions will be reduced by 13 millio n metric tons (MMT) per year, which is 12 percent from baseline levels ; t he reduction increases in 2035 to 31 MMT/year, a 27 percent reduction from

baseline levels ; b y 2050, the proposed regulation would reduce emissions by more than 40 MMT/year, a reducti on of 33 percent from baseline levels ; and

v iewed cumulatively over the life of the regulation (2017

- 2050), the proposed Advanced Clean Cars regulation will reduce emissions by more than 850 MMT

CO 2 – equivalent, which will help achieve the State’s climate change goals to reduce the threat that climate change poses to California’s public health, water resources, agriculture industry, ecology, and economy ;

T he Advanced Clean Cars P rogram is cost

- effective as t he average increase in the price of a new vehicle expected in the 2025 model year due to the AdvancedResolution 12

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Clean Cars Program is $1,900, and the net lifetime savings for the owners of a new vehicle in the 2025 model year due to the Advanced Clean Cars Program is $4,000; and

The Advanced Clean Cars P ro gram is cost

- effective as it is expected to create a total statewide cost savings of $14 billion and result in a net increase of 30,000 California jobs.

WHEREAS, ARB has a regulatory program certified under Public Resources Code section 21080.5, and pursu ant to this program ARB conducts environmental analyses to meet the requirements of the California Environmental Quality Act (CEQA);

WHEREAS, pursuant to ARB’s certified regulatory program, ARB staff prepared an integrated programmatic environmental analy sis (EA) as Appendix B for the proposed amendments to the LEV, ZEV, and Clean Fuels Outlet regulations ;

WHEREAS, the EA, which sets forth an evaluation of a full range of environmental impact topics related to implementation of the proposed program

, inc luding potential alternatives, was released for public review on December 7, 2011, with a 45

- day written comment period from December 12, 2011 to January 26, 2012;

WHEREAS, in Resolution 12

- 11 , the Board directed the Executive Officer to complete

the regulatory modifications and the environmental review process in accordance with the requirements of the Administrative Procedure Act and CEQA under ARB’s certified regulatory program, and to either take final action to adopt the proposed regulation or

ret urn the matter to the Board for further consideration;

WHEREAS, Resolution 12

- 11 included a provision that allows manufacturers who systematically over

- comply with the proposed federal greenhouse gas fleet average standards to offset a portion of their ZE V regulation requirements in 2018 through 2021 model years only, and such over

- compliance was referenced in Resolution 12

- 11 as

"ZEV over

- compliance", or "ZEV GHG over

- compliance" ;

WHEREAS, in an effort to ensure clarity, all references in Resolution 12

- 11 to "ZEV

over

- compliance", or "ZEV GHG over

- compliance" sh ould be changed to read: "federal

GHG standards over

- compliance to offset a portion of ZEV requirements" ;

WHEREAS, ARB received written and oral comments on the potential environmental impacts of the Advanced Clean Car Program during the initial 45

- day public comment period, and the subsequent 15

- day comment period associated with the Notices of Public Availability of Modified Text;

WHEREAS, ARB staff has reviewed the comments on the potential environmental impacts received during the comment periods and prepared written responses to these
comments;Resolution 12

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WHEREAS, on March 12 , 2012, ARB released a document entitled Response to Comments on the Environmental Analysis Prepared for the Advanced Clean Cars Program (Response to EA Comments), which includes a summary of written comments received on the EA that raise significant environmental issues and staff’s written

responses and on March 29, 2012 released a revision to one response there on, all as set forth in Attachment D to this Resolution;

WHEREAS, at a duly noticed public hearing held on March 22 , 2012, staff presented the Response to EA Comments to the Board for approval and the Final Regulation Orders for adoption;

WHEREAS, the Bo ard has reviewed and considered the EA and the Response to EA Comments;

WHEREAS, ARB’s certified regulatory program provides that prior to taking final action on any proposal for which significant environmental comments have been raised, the

decision make r shall approve a written response to each such issue; and

WHEREAS, CEQA and ARB’s certified regulatory program require that any proposal for which significant adverse environmental impacts have been identified during the review process shall not be appr oved if there are feasible mitigation measures or feasible

alternatives which would substantia lly reduce such adverse impacts.

NOW, THEREFORE, BE IT RESOLVED that the recitals and findings contained in

Resolution 12

- 11 , are incorporated by reference herein.

BE IT FURTHER RESOLVED that the Board hereby certifies that the EA was completed in compliance with CEQA under ARB’s certified regulatory program, reflects the agency’s independent judgment and analysis, and was presented to the Board

whose membe rs reviewed, considered and approved the information therein prior to acting on the proposed Final R egulation Order s.

BE IT FURTHER RESOLVED that the Board approves the written res p onses to comments raising significant environmental issues included in t he Response to EA

Comments.

BE IT FURTHER RESOLVED that in consideration of the EA and the Response to EA Comments, and in accordance with the requirements of CEQA and ARB’s certified regulatory program, the Board adopts the Findings and Statement of Ove rriding

Consideration as set forth in Attachment E to this Resolution.

BE IT FURTHER RESOLVED that in an effort to ensure clarity, all references to "ZEV

over

- compliance", or "ZEV GHG over

- compliance" in the Board’s Resolution 12

- 11 are changed to read: "federal GHG standards over

- compliance to offset a portion of ZEV requirements."

BE IT FURTHER RESOLVED that the Board directs the Executive Officer to take all necessary action to finalize, implement and enforce the amended LEV III/GHG and ZEVResolution 12

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Resolution 12

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March 22, 2012

Identification of Attachments to the Board Resolution

Attachment A: Final Regulation Order and Test Procedures for amend ments to the LEV III Regulation as found at: http://www.arb.ca.gov/msprog/levprog/leviii/leviii.htm

Attachment B : Final Regulation Order and Test Procedures for amendments to the

ZEV R egulation as found at: http://www.arb.ca.gov/msprog/zevprog/zevprog.htm

Attachment C: Final Regulation Order for amendments to the CFO Regulations as found at: http://www.arb.ca.gov/fuels/altfuels/cf

- outlets/cf

- outlets.htm

Attachment D : Response to E nvironmental A nalysis Comments as found at:

LEV: http://www.arb.ca.gov/msprog/levprog/leviii/leviii.htm

ZEV: http://www.arb.ca.gov/msprog/zevprog/zevprog.htm

CFO: http://www.arb.ca.gov/fuels/altfuels/cf

- outlets/cf

- outlets.htm

Attachment E : Findings and Statement of Overriding Considerations.1 Attachment E to the Resolution 12

- 29

Staff’s Suggested Modifications to the Original Proposal (Distributed at the August 23 , 2012 Board hearing)

Amend section 1971.1, title 13, California Code of Regulations, to read as follows:

Note: The amendments pr oposed with the 45

- day notice are shown in single u nderline

to indicate additions and single s trikeout to indicate deletions from the existing regulatory text , while new amendments proposed with the se staff suggested

modifications are shown in double under line to indicate additions and double strikeout to indicate deletions from the existing regulatory text . Various portions of the regulations that are not modified by the proposed amendments are omitted from the text shown and indicated by “ * * * * ”.

§1971.1. On

- Board Diagnostic System Requirements

-- 2010 and Subsequent

Model

- Year Heavy

- Duty Engines

* * * *
(e) Monitoring Requirements for Diesel/Compression

- Ignition Engines.
(1) Fuel System Monitoring

* * * *

(1.4) MIL Illumin ation and Fault Code Storage:

* * * *

(1.4.2) Additionally, for malfunctions identified in section (e)(1.2.1) (i.e., fuel pressure control) on all 2013 and subsequent model year vehicles engines : * * * *
(D) Storage of freeze frame conditions. (i) For 2013 through 2015 model year engines, a A manufacturer shall store and erase freeze frame conditions either in conjunction with storing and erasing a pending fault code or in conjunction with storing and erasing a confirmed/MIL

- on fault code. For 201 6 and subsequent model year engines, a manufacturer shall store freeze frame conditions in conjunction with storing and erasing a pending fault code in accordance with section (d)(2.2.1)(D)(iii) or (d)(2.2.2)(D)

. (ii) If freeze frame conditi ons are stored for a malfunction other than misfire (see section (e)(2)) or fuel system malfunction when a fault code is stored as specified in section (e)(1.4.2) above, the stored freeze frame information shall be replaced with freeze frame

information re garding the fuel system malfunction.

* * * *

(2) Misfire Monitoring

* * * *2 (2.3) Monitoring Conditions:

* * * *
(2.3.3) Additionally, f F or misfires identified in section (e)(2.2.2) 2013 and subsequent model year engine s equipped with sensors that can detect combustion or combustion quality : (A) The OBD system shall continuously monitor for misfire under the following

conditions: (i) For 2013 through 2018 model year engines and 2019 and subsequent model year engines tha t are not included in the phase

- in specified in section (e)(2.3.3)(A)(ii), all under positive torque conditions between 20 percent and 75 percent of peak torque with engine speed s up to 75 percent of the maximum

- rated engine speed and e ngine load up to 75 percent maximum

- rated and load conditions except within the following

range

. : the engine operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following engine

- operating points: engine speed of 50 percent of maximum

- rated engine speed with the engine load at the positive torque line, and 75 percent of the maximum

- rated engine speed with the engine load 5 percent above the positive torque line

. (ii) For 20 percent of 2019 model year diesel engines, 5 0 percent of 2020 model year diesel engines, and 100 percent of 2021 model year diesel engines (percentage based on the manufacturer’s projected California sales volume of all diesel engines subject to this regulation) , under all positive torque engine spe ed and load conditions except within the following range: the engine operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following engine

- operating points: engine speed of 50 percent of

maximum

- r ated engine speed with the engine torque at the positive torque line, and 100 percent of the maximum

- rated engine speed with the engine torque 10 percent above the positive torque line

. * * * * (C) A manufacturer may request Executive Officer a pproval to disable misfire monitoring or employ an alternate malfunction criterion when misfire cannot be distinguished from other effects

. (i) Upon determining that the manufacturer has presented documentation

that demonstrates the disablement interval or period of use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive Officer shall approve the

disablement or use of the alternate malfunction criterion for conditions involving:

a. rough road

, b. fuel cut,

c. gear changes for manual transmission vehicles,3 d. traction control or other vehicle stability control activation such as

anti

- lock braking or other engine torque modifications to enhance vehicle stability,

e. off

- board control or intrusiv e activation of vehicle components or diagnostics during service or assembly plant testing,

f. intrusive diagnostics during portions that can significantly affect engine stability, or

g

. infrequent regeneration events during portions that can significantly affect engine stability

. * * * *

(2.4) MIL Illumination and Fault Code Storage:

* * * *

(2.4.2) Additionally, for 2013 and subsequent model year engines misfires identified in section (e)(2.2.2) equipped with sensors that can detec t combustion or combustion quality : * * * * (B) Storage of freeze frame conditions. (i) For 2013 through 2015 model year engines, t T he OBD system shall store and erase freeze frame conditions either in conjunction with storing and erasing a pen ding fault code or in conjunction with storing

a confirmed/MIL

- on fault code and erasing a confirmed/previously MIL

on fault code. For 201 6 and subsequent model year engines, a manufacturer shall store freeze frame conditions in conjunction with storing a nd erasing a pending fault code in accordance with section (d)(2.2.1)(D)(iii) or (d)(2.2.2)(D)

. (ii) If freeze frame conditions are stored for a malfunction other than a misfire malfunction when a fault code is stored as specified in section (e)(2.4.2), t he stored freeze frame information shall be replaced with freeze frame information regarding the misfire malfunction.

* * * *

(5) Non

- Methane Hydrocarbon (NMHC) Converting Catalyst Monitoring

* * * *

(5.2) Malfunction Criteria:

* * * *

(5.2.3) Other Aftertreatment Assistance Functions:

* * * *
(B) For 2013 2015 and subsequent model year engines, for catalysts used to generate a feedgas constituency to assist SCR systems (e.g., to increase

NO 2 concentration ups tream of an SCR system), the OBD system shall detect a malfunction when the catalyst is unable to generate the necessary feedgas constituents for proper SCR system operation. Catalysts are exempt from feedgas generation this monitoring if both of

the fol l owing criteria are satisfied: (1) no malfunction of the catalyst’s feedgas generation ability can cause emissions to (1) increase by 154 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; or and ( 2) no malfunction of the catalyst’s fee dgas generation ability can cause emissions to exceed the applicable full useful life standard as measured from an applicable emission test cycle

. * * * *

(8) Particulate Matter (PM) Filter Monitoring

* * * *

(8.2) Malfunction Criteria:

* * * *

(8.2.4) Catalyzed PM Filter: (A) NMHC conversion: For 2013 2015 and subsequent model year engines

, for with catalyzed PM filters that convert NMHC emissions

, : (i) t T he OBD system shall monit or the catalyst function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to the point that NMHC emissions exceed 2.0 times the applicable standards. (ii) If no failure or deterioration of the NMHC conversion capabi lity could result in an engine’s NMHC emissions exceeding 2.0 times the applicable standards, the OBD system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability. (iii) Catalyzed PM filters are exempt from NMHC conversion capability this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyzed PM filter’s NMHC conversion capability

can cause emissions to (1) increase by 15 percent or more of the applicable full useful life st andard as measured from an applicable emission test cycle; or and (2) no malfunction of the catalyzed PM filter’s NMHC conversion capability can cause emissions to exceed the applicable full useful life standard as measured from an applicable

emission test cycle

. (B) Feedgas generation: For 2016 and subsequent model year engines with catalyzed PM filters used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD system shall detect a malfunction when the system is unable to generate the necessary feedgas constituents for proper SCR system operation. Catalyzed PM filters are exempt from feedgas generation this monitoring if both of the following criteria are satisfied: (1)

no malfunc tion of the catalyzed PM filter’s feedgas generation ability can

cause emissions to (1) increase by 15 percent or more of the applicable

full useful life standard as measured from an applicable emission test cycle; or and (2) no malfunction of the catalyze d PM filter’s feedgas generation ability c an cause emissions to exceed the applicable full useful

life standard as measured from an applicable emission test cycle

. * * * *5 (g) Monitoring Requirements For All Engines.
(1) Engine Cooling System M onitoring

* * * *

(1.3) Monitoring Conditions:
(1.3.1) Thermostat

* * * *
(D) Manufacturers may request Executive Officer approval to suspend or disable thermostat monitoring if the vehicle is subjected to conditions

which could le ad to false diagnosis (e.g., vehicle operation at idle for more than 50 percent of the warm

- up time, hot restart conditions engine block heater operation ). In general, the Executive Officer shall not approve disablement of the monitor on engine starts whe re the ECT at engine start is more than 35 degrees Fahrenheit lower than the thermostat malfunction threshold temperature determined under section (g)(1.2.1)(A). The Executive Officer shall approve the request upon determining that the manufacturer has pr ovided data and/or engineering analysis that demonstrate the need for the request. With respect to disablement on driving cycles solely due to warm ECT at engine start conditions, the manufacturer shall disable the monitor during driving cycles where the ECT at engine start is within 35 degrees Fahrenheit of the thermostat malfunction threshold temperature determined under section (g)(1.2.1)(A) (e.g., if the malfunction threshold temperature is 160 degrees Fahrenheit,

the monitor shall be disabled if the E CT at engine start is between above

125 and 160 degrees Fahrenheit).

* * * *

(3) Comprehensive Component Monitoring

* * * *

(3.2) Malfunction Criteria:

* * * *

(3.2.2) Output Components/Systems:

* * * *
(F) F or 2013 2015 and subsequent model year engines that utilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or software during production or repair procedures (e.g., individually coded injectors for flow characteristics that are programmed into an electronic control unit to compensate for injector to injector tolerances, fuel pumps that use in

- line resistors to correct for differences in fuel pump volume output), the components sh all be monitored to ensure the proper compensation is being used.

* * * *
(ii) Monitoring of the fuel control system components under section (g)(3.2.2)(F)(i) is not required if the manufacturer demonstrates that both of the following criteri a are satisfied: (1) no fault of the6 components’ tolerance compensation features (e.g., wrong compensation being used) could cause emissions to (1) increase by 15 percent or more of the applicable full useful life standard as measured from an applicable em ission test cycle; or and (2) no fault of the components’ tolerance compensation features c an cause emissions to exceed the applicable full useful life standard as measured from an applicable emission test cycle. For purposes of determining if the

emissio n criteria above are met, the manufacturers shall request Executive Officer approval of the test plan for which the emission impact will be determined. The test plan shall include the combination of failed components and the degree of mismatch (e.g., wron g compensation) used as well as the test procedure and emission test cycles used to demonstrate the emission impact, including the necessary preconditioning cycles used by the system to correct or adapt for any mismatch and mitigate the emission impact. E xecutive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering analysis that demonstrate that the conditions necessary for the system to correct or adapt will readily occur in a timely manner during in

- use operation and that the test conditions represent worst case emissions from typical in

use service actions when considering the distribution and variance of the compensation values and parts (e.g., replacement of one or more plus

- one

- sigma injectors with minus

- one

- sigma injectors without updating of the compensation value).

* * * *

(5) Exceptions to Monitoring Requirements

* * * *

(5.7) A manufacturer may request Executive Officer approval to be exempt from monitoring a com ponent if both of The OBD system is not required to monitor an electronic powertrain component/system if the following criteria are met when the ambient temperature is above 20 degrees Fahrenheit: (1) a malfunction of the component does not affect emission s during any reasonable driving condition, and (2) a malfunction of the component does not affect the diagnostic strategy for any other monitored component or
system

, . and (3) t T he ambient temperature shall be is determined based on
a temperature sensor monitored by the OBD system (e.g., IAT sensor). The

manufacturer shall determine whether a component/system meets these criteria. If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system meets th ese criteria, the Executive Officer shall require the manufacturer to provide emission and/or other diagnostic data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an effect

on emissions or oth er diagnostic strategies. The Executive Officer may request emission data for any reasonable driving condition at ambient temperatures above 20 degrees Fahrenheit. The Executive Officer shall7 approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that support these criteria.
(5.8) Whenever the requirements in section (e) or (f) of this regulation require a manufacturer to meet a specific phase

- in schedule, manufacturers may use an alternate phase

- in schedule in lieu of the required phase

- in schedule if the alternate phase

- in schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase

- in for the PM filter monitor in section (e)(8.2.1)
(5.8.1 ) Manufacturers may use an alternate phase

- in schedule in lieu of the required phase

- in schedule if the alternate phase

- in schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase

- in for the PM filter monitor in section (e)(8.2.1).

* * * *
(h) Standardization Requirements.

* * * *

(4) Required Emission Related Functions: The following standardized functions shall be implemented in accordance with the specifications in SAE J1979 or SAE J1939 to allow for access to the required information by a scan tool meeting SAE J1978 specifications or designed to

communicate with an SAE J1939 network:
(4.1) Readiness Status: In accordance with SAE J1979/J1939

- 73 specifications,

the OBD system shall indicate “complete” or “not complete” since the fault memory was last cleared for each of the installed monitored components and systems identified in sections (e)(1) through (f)(9), and (g)(3) except (e)(11) and (f)(4). The readiness status for all components or systems identified in (f)(2) and (g)(3) shall always indicate “complete”. The readiness status for all other components or systems shall immediately indicate “complete” upon the respective monitor(s) (except those monitors specified under section (h)(4.1.4) below) determining that the component or system is not malfunctioning. The readiness status for a component or system shall also indicate “complete” if after the requisite number of decisions necessary for determining MIL status has been fully executed, the monitor indicates a malfunction for the component or system. The readiness status for each of the monitored components or systems shall indicate “not complete” whenever fault memory has been cleared or erased by a means other than that allowed in section (d)(2). Normal vehicle shut down (i.e., key off, engine off) may not cause the readiness status to indicate “not complete”.
(4.1.1) Subject to Executive Officer approval, a manufacturer may request that

the readiness status fo r a monitor be set to indicate “complete” without monitoring having been completed if monitoring is disabled for a multiple number of driving cycles due to the continued presence of extreme operating conditions (e.g., cold ambient temperatures, high altitu des). Executive Officer approval shall be based on the conditions for monitoring system disablement and the number of driving cycles specified without8 completion of monitoring before readiness is indicated as “complete”. The

readiness status for the follo wing component/system readiness bits shall always indicate “complete”: (A) Diesel misfire (section (e)(2) ) for engines with out a separate monitor designed to detect misfires identified in section (e)(2.2.1) and subject to the monitoring conditions of secti on s (e)(2.3. 1) and (e)(2.3.2) ( A B ) Gasoline misfire (section (f)(2)) ( B C ) Diesel and gasoline comprehensive component (section (g)(3))

* * * *

(4.1.3) For 2016 and subsequent model year engines, for components and systems not listed in section (h)(4.1.1) above, the readiness status for each component/system readiness bit listed below shall immediately indicate “complete” if any of the following conditions occur: (1) all the respective supported monitors listed below for each component/system

hav e fully executed and determined that the component or system is not malfunctioning, or (2) at least one of the monitors listed below for each component/system has determined that the component or system is malfunctioning after the requisite number of decis ions necessary for determining the MIL status have been fully executed, regardless of whether or not the other monitors listed have been fully executed: (A) Diesel Fuel System: sections (e)(1.2.1), (e)(1.2.2), and (e)(1.2.3) (B) Diesel Misfire: section (e) (2.2.1) for engines with a separate monitor designed to detect misfires identified in section (e)(2.2.1) and subject to the monitoring conditions of section s (e) (2.3.1) and (e)(2.3.2)

* * * *

(6) Service Information:
(6.1) Engine manufacturers shall provide the aftermarket service and repair industry emission

- related service information as set forth in sections (h)(6.3) through (6.5).
(6.2) The Executive Officer shall waive the requirements of sections (h)(6.3) through (6.5) upon determining tha t ARB or U.S. EPA has adopted a service information regulation or rule that is in effect and operative and requires engine manufacturers to provide emission

- related service information: (A) of comparable or greater scope than required under these provision s; (B) in an easily accessible format and in a timeframe that is equivalent to or exceeds the timeframes set forth below; and (C) at fair and reasonable cost.
(6.3) Manufacturers shall make readily available, at a fair and reasonable price to

the automotiv e repair industry, vehicle repair procedures which allow effective

emission

- related diagnosis and repairs to be performed using only the SAE J1978/J1939 generic scan tool and commonly available, non

- microprocessor

based tools.
(6.4) As an alternative to pu blishing repair procedures required under section (h)(6.3), a manufacturer may publish repair procedures referencing the use of9 manufacturer

- specific or enhanced equipment provided the manufacturer meets one of the following conditions:
(6.4.1) makes avai lable to the aftermarket scan tool industry the information needed to manufacture scan tools to perform the same emission

- related diagnosis and repair procedures (excluding any reprogramming) in a comparable manner as the manufacturer

- specific diagnostic s can tool, or
(6.4.2) makes available for purchase, at a fair and reasonable price to the automotive repair industry, a manufacturer

- specific or enhanced tool to perform the emission

- related diagnosis and repair procedures (excluding any reprogramming).
(6. 5) Manufacturers shall make available:
(6.5.1) Information to utilize the test results reported as required in section (h)(4.5). The information must include a description of the test and test result, typical passing and failing values, associated fault c odes with the test result, and scaling, units, and conversion factors necessary to convert the results to engineering units.
(6.5.2) A generic description of each of the diagnostics used to meet the requirements of this regulation. The generic description must include a text description of how the diagnostic is performed, typical enable conditions, typical malfunction thresholds, typical monitoring time, fault codes associated with the diagnostic, and test results (section (h)(4.5))

associated with the dia gnostic. Vehicles that have diagnostics not adequately represented by the typical values identified above shall be specifically identified along with the appropriate typical values.
(6.5.3) Information necessary to execute each of the diagnostics used to meet the requirements of sections (e)(1) through (f)(9). The information must include either a description of sample driving patterns designed to be operated in

- use or a written description of the conditions the vehicle needs to operate in to execute each of the diagnostics necessary to change the readiness status from “not complete” to “complete” for all monitors. The information shall be able to be used to exercise all necessary monitors in a single driving cycle as well as be able to be used to exercis e the monitors to individually change the readiness status for each specific monitor from “not complete” to “complete”.

* * * *
(i) Monitoring System Demonstration Requirements for Certification.

* * * *

(3) Required Testing: Except as provided below, the manufacturer shall perform single

- fault testing based on the applicable test with the following components/systems set at their malfunction criteria limits as determined by the manufacturer for meeting the requirements of sections ( e), (f), and (g) or sections (d)(7.1.2) and (d)(7.2.3) for extrapolated OBD systems.
(3.1) Required testing for Diesel/Compression Ignition Engines:

* * * *10 (3.1.2) Misfire Monitoring: For 2010 through 2012 model year engines, a For

2013 model year engines subject to section (e)(2.2.5), the manufacturer shall perform a test at the malfunction limit specified in section (e)(2.2.5).

A misfire demonstration test is not required for diesel engines not subject to section (e)(2.2.5)

. For 2013 and s ubsequent model year engines, the manufacturer shall perform a test at the malfunction criteria limit specified in section (e)(2.2.2).

* * * *
(j) Certification Documentation.

* * * *

(2) The following information shall be submitte d as part of the certification application. Except as provided below for demonstration data, the Executive Officer will not issue an Executive Order certifying the covered engines without the information having been provided. The information must include : * * * *

(2.19) A list of the test results required to be made available under section ( g h )(4.5) and the corresponding diagnostic(s) noted by fault code for each test result.

* * * *11 Amend section 1968.2, title 13, Califo rnia Code of Regulations , to read as follows:

Note: The amendments that were approved by the Board at the January 2 6

- 2 7 , 2012 board hearing are shown in single underline to indicate additions and single strikeout to indicate deletions from the existing r egulatory text

. These amendments were formally approved by the Office of Administrative Law on August 7, 2012, and became operative on August 7, 2012 . T h e amendments proposed with the 45

- day notice are shown in

double underline to indicate additions and double strikeout to indicate deletions from the existing regulatory text. New amendments proposed with these staff suggested

modifications are shown in **bold italic double underline**  to indicate additions and **bold**

**i talic double strikeout**  to indicate deletio ns from the existing regulatory text. Various portions of the regulations that are not modified by the proposed amendments are omitted from the text shown and indicated by “ * * * * ”.

§ 1968.2. Malfunction and Diagnostic System Requirements

-- 2004 a nd Subsequent Model

- Year Passenger Cars, Light

- Duty Trucks, and Medium

- Duty Vehicles and Engines

* * * *
(e) Monitoring Requirements for Gasoline/Spark

- Ignited Engines.

* * * *

(15) Comprehensive Component Monitoring

* * * *

(15.4) MIL Illumination and Fault Code Storage:

* * * *

(15.4.3) For purposes of determining the emission increase in section (e)(15.4.2)(A), the manufacturer shall request Executive Officer approval of the test cycle/vehicle operating conditions for which the emission increase will be determined. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering evaluation that demonstrate that the testing conditions represent in

- u se driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determining whether the specified percentages in section (e)(15.4.2)(A) are exceeded, if the approved testing conditions are comprised of an emission test cycle

with an **exhaust** emission standard, the measured increase shall be compared to a percentage of the **exhaust** emission standard (e.g., if the increase is equal to or more than 15 percent of the **exhaust** emission standard for that test cy cle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have

an **exhaust** emission standard, the measured increase shall be calculated as a percentage of the baseline test (e.g., if the increase fr om a back

- to

back test sequence between normal and malfunctioning condition is equal12 to or more than 15 percent of the baseline test results from the normal condition).

* * * *
(f) Monitoring Requirements for Diesel/Compression

- Ignition Engi nes. (1) Non

- Methane Hydrocarbon (NMHC) Converting Catalyst Monitoring

* * * *
(1.2) Malfunction Criteria:

* * * *
(1.2.2) Conversion Efficiency: (A) The OBD II system shall detect an NMHC catalyst malfunction when the catalyst con version capability decreases to the point that emissions

exceed:

* * * * (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

a. 2.5 times the applicable NMHC standards for 2007 through 2012 model year vehicles; and

b. 2.0 times the applicable NMHC standards or the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) for 2013 and subsequent model year vehicles.

* * * *
(1.2.3) Other Aftertreatment Assistance Functions. Additionally, for 2010 and subsequent model year vehicles, the catalyst(s) shall be monitored for

other aftertreatment assistance functions:

* * * * (B) For 201 0 5 and subsequent model year passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard

and 201 3 5 and subsequent model year medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpi pe emission standard, for catalysts used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD II system shall detect a malfunction when the catalyst is unable to generate the nece ssary feedgas constituents for proper SCR system operation. Catalysts are exempt from **feedgas generation this**  monitoring if **both of the fo llowing criteria are satisfied:**  **(1)** no malfunction of the catalyst’s feedgas generation ability can cause emissions t o **(1)** increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle;

**or and**  (2) **no malfunction of the catalyst’s feedgas generation ability**

**can cause emissions to** exceed the applicable full us eful life standard as

measured from an applicable emission test cycle

. * * * *13 (2) Oxides of Nitrogen (NOx) Converting Catalyst Monitoring

* * * *
(2.2) Malfunction Criteria:

* * * *
(2.2.2) Conversion Efficiency: ( A) The OBD II system shall detect a NOx catalyst malfunction when the catalyst conversion capability decreases to the point that NOx or NMHC

emissions exceed:

* * * * (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamo meter tailpipe emission standard:

a. the applicable NOx standard by more than 0.5 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.7 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle

emission test or 3.5 times t he applicable NMHC standard for 2007 through 2009 model year vehicles;

b. the applicable NOx standard by more than 0.4 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.6 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicab le cycle emission test or 2.5 times the applicable NMHC standard for 2010 through 2012 model year vehicles; and

c. the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission

standard is 0 .2 g/bhp

- hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013 through 2015 model year vehicles; and

c d

. the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bh p

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013

2016 and subsequent model year vehicles.

* * * * ( 2. 3 ) Monitoring Conditions : (2.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(2.2.2)

, **(f)(2.2.3)(A),** and (f)(2.2.3)(C) (i.e., catalyst efficiency, **reductant delivery performance, and** improper reductant) in accordance with sections (d)(3 .1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(2.2.2) shall be tracked separately but reported as a single s et of values as specified in section (d)(5.2.2).
(2.3.2) Except as provided for in section (f)(2.3.3), the OBD II system shall monitor continuously for malfunctions identified in section **s** (f)(2.2.3) **(A),** (B)

**,** and (D) ( **e.g. i.e.** 

, **SCR performance,** insufficient reductant, feedback control).14 * * * *
(3) Misfire Monitoring

* * * *
(3.2) Malfunction Criteria:
(3.2.1) The OBD II system shall detect a misfire malfunction when one or more cylinders are continuously misfiring.
(3.2.2) Additiona lly, for **all combustion sensor or combustion quality sensor**

  ** equipped (e.g., for use in homogeneous charge compression ignition** **control systems)** 2010 and subsequent model year vehicles passenger cars, light

- duty trucks, and MDPVs certified to a chassis dyna mometer tailpipe emission standard

, **for all combustion sensor or combustion**  **quality sensor**

**- equipped**  **and** 2010 through 2015 model year medium

duty vehicles **equipped with sensors that can detect combustion or combustion quality (**  **e.g., for use in homogeneous c harge**  **compression ignition (HCCI) control systems)**

, and for 20 percent of 2016 model year, 50 percent of 2017 model year, and 100 percent of 2018 model year medium

- duty vehicles ( percentage based on the manufacturer’s projected California sales volume for all medium

- duty

diesel vehicles ) : * * * *
(3.3) Monitoring Conditions:

* * * *
(3.3.3) Additionally, f F or misfires identified in section (f)(3.2.2) 2010 and subsequent model year vehicles subject to (f)(3.2.2) , the OBD II system

sh all monitor for misfire as follows : (A) For passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, T t he OBD II system shall continuously monitor for misfire under all positive torque engine speeds

and lo ad conditions. (B) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard , the OBD II system shall continuously monitor for misfire under the following conditions: (i) For 2010 through 2018 model year vehi cles and 2019 and subsequent model year vehicles that are not included in the phase

- in specified in section (f)(3.3.3)(B)(ii)

, under positive torque conditions **up to 75**  **percent of peak torque** with engine speed up to 75 percent of the

maximum

- rated engine sp eed **and engine load up to 75 percent**

**maximum**

**- rated load**  except within the following range: the engine operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following engine

- operating points: engine speed of 50 percent of maximum

- rated engine speed with the engine **load torque**  at the positive torque line, and 75 percent

of the maximum

- rated engine speed with the engine **load torque**  5 percent above the positive torque line

.15 (ii) For 20 percent of 2019 m odel year, 50 percent of 2020 model year, and 100 percent of 2021 model year medium

- duty vehicles ( percentage based on the manufacturer’s projected California sales

volume for all medium

- duty diesel vehicles ) , under all positive torque engine speed and loa d conditions **except within the following range: the engine operating region bound by the positive torque line (i.e.,**  **engine load with transmission in neutral) and the two following engine** 

**- operating points: engine speed of 50 percent of maximum** 

**** **rated engin e speed with the engine torque at the positive torque**  **line, and 100 percent of the maximum**

**- rated engine speed with the**  **engine torque 10 percent above the positive torque line**

. * * * * **(D) A manufacturer may request**  **Executive Officer approval to disable**  **misfire monitoring or employ an alternate malfunction criterion when misfire cannot be distinguished from other effects.**  **(i) Upon determining that the manufacturer has presented** 

**documentation that demonstrates the disablement interval or period of**  **use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive**  **Officer shall approve the disablement or use of the alternate malfunction criterion for conditions involving:** 

**a. rough road,** 

**b. fuel c**  **ut,**

**c. gear changes for manual transmission vehicles,** 

**d. traction control or other vehicle stability control activation** 

**such as anti**

**- lock braking or other engine torque modifications**  **to enhance vehicle stability,**

**e. off** 

**- board control or intrusive activati**  **on of vehicle components or diagnostics during service or assembly plant testing,** 

**f. intrusive diagnostics during portions that can significantly**  **affect engine stability , or** 

**g**

**. infrequent regeneration events during portions that can**  **significantly affect en gine stability** 

**.** * * * * ( 4 ) Fuel System Monitoring

* * * *
(4.2) Malfunction Criteria:
(4.2.1) Fuel system pressure control: (A) The OBD II system shall detect a malfunction of the fuel system pressure control system (e.g., fuel, hy draulic fluid) prior to any failure or deterioration that would cause a vehicle’s NMHC, CO, NOx, or PM

emissions to exceed:

* * * * (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:16 a

. 1.5 times any of the applicable NMHC, CO, and NOx standards or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of greater

th an 0.50 g/bhp

- hr NOx;

b. 2.5 times any of the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an app licable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx; and

c. 2.0 times any of the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle

emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx;

* * * *
(5) Exhaust Gas Sensor Monitoring

* * * *
(5.2) Malfunction Criteria:
(5.2.1) Air

- Fuel Ratio Sensors: (A) For sensors located upstream of the exhaust aftertreatment: (i) Sensor performance faults: The OBD II system shall detect a

malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause a vehicle’s NMHC, CO, NOx,

or PM emissions to exceed:

* * * *

b. For med ium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

1. 1.5 times the applicable NMHC, CO, and NOx standards or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of greater than 0.50 g/bhp

- hr NOx;

2. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx

emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an17 applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynam ometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx;

and

3. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** e mission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx

emissio n standard of less than or equal to 0.50 g/bhp

- hr NOx.

* * * * (B) For sensors located downstream of the exhaust aftertreatment: (i) Sensor performance faults: The OBD II system shall detect a malfunction prior to any failure or deterioration o f the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause a vehicle’s NMHC, CO, NOx,

or PM emissions to exceed:

* * * *

b. For medium

- duty vehicles (including MDPVs) cert ified to an engine dynamometer tailpipe emission standard:

1. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.5 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.7 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/b hp

- hr) as measured from an applicable cycle emission test, or 0.05 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of greater than 0. 50 g/bhp

- hr NOx;

2. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycl e emission test, or 0.05 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx;

and

3. 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bh p

- hr PM as measured from an applicable cycle emission test for 2013 and subsequent model18 year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx.

* * * *
(5.2.2) NOx and PM sens ors: (A) Sensor performance faults: The OBD II system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause a ve hicle’s emissions to exceed:

* * * *

(ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

a. 2.5 times the applicable NMHC standards, the applicable NOx standard by more than 0.5 g/bhp

- h r (e.g., cause NOx emissions to exceed 0.7 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) as measured from an applicable cycle emission test or 0.05 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehicles;

b. 2.5 times the applicable NMHC standards, the applicable NOx standard by more than 0.4 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.6 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) as measured from an applicable cycle emission t est or 0.05 g/bhp

- hr PM as measured from an applicable cycle emission test for 2010 through 2012 model year vehicles; and

c. 2.0 times the applicable NMHC standard, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to

exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2013 through 2015 model year vehicles; and

c d

. 2.0 times the appli cable NMHC standards, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) as measured from an applicable cycle emission test or 0.03 g/bhp

- hr PM as measur ed from an applicable cycle emission test

for 2013 2016 and subsequent model year vehicles.

* * * *
(5.3) Monitoring Conditions:
(5.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the monitoring conditions for malfunctions

identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2.2)(A) , and (5.2.2)(D) (e.g., sensor performance faults) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For all 2010 and subsequent model year vehicles, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions19 identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2.2)(A)

, and for 2016 and subsequent model year medium

- duty vehicles **certified to an engin**  **e dynamometer tailpipe emission standard** , section ( f )( 5 .2.2)(D) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).

* * * *
(6) Exhaust Gas Recirculation (EGR) System Monitoring

* * * *
(6.2) Malfunction Criteria:
(6.2.1) Low Flow: (A) The OBD II system shall detect a malfunction of the EGR system at or prior to a decrease from the manufacturer's specified EGR flow rate that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to e xceed:

* * * * (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

a. 1.5 times the applicable FTP standards for 2004 through 2006 model year vehicles;

b. 1.5 times the applicable NMHC , CO, and NOx standards or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of greater than 0.50 g/bhp

- hr NOx;

c. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx; and

d. 2.0 times the applicable NMHC or CO standa rds, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an appli cable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx.

* * * *
(6.2.6) EGR Catalyst Performance: For catalysts located in the EGR system **on 2013 and subsequent model year vehicles**  and used to convert constituents to reduce emissions or protect or extend the durability of

other emission

- related components (e.g., to reduce fouling of an EGR cooler or valve)

, :20 **(A) For 2004 t**  **hrough 2012 model year vehicles, the catalyst shall be**

**monitored in accordance with the other emission control or source system monitoring requirements under section (f)(16).**  **( B** 

**) For 2013 and subsequent model year vehicles,**  **e xcept**  **as provided**

**for in sectio n (f)(6.2.6)(**  **C**

**) below,** the OBD II system shall detect a malfunction when the catalyst has no detectable amount of constituent (e.g., hydrocarbons, soluble organic fractions) oxidation. **For 2004 through 2012 model year vehicles, the catalyst shall be monit**  **ored in accordance with the other emission control or source system**  **monitoring requirements under section (f)(16). (** 

**C**

**) Monitoring of the catalyst**  **is not required if there is no measurable**

**emission impact on the criteria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable driving condition in which the catalyst is**  **most likely to affect criteria pollutants.**

* * * *
(7) Boost Pressure Control System Monitoring

* * * *
(7.2) Malfunction Criteria:
(7.2.1) Underboost: (A) The OB D II system shall detect a malfunction of the boost pressure control system at or prior to a decrease from the manufacturer's commanded or expected boost pressure that would cause a vehicle’s NMHC, CO, NOx,

or PM emissions to exceed:

* * * * (i i) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

a. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/ bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2010 through 2012 model year vehicles; and

b. 2.0 times the applicable N MHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measur ed from an applicable cycle emission test for 2013 and subsequent model year vehicles.

* * * *
(8) NOx Adsorber Monitoring

* * * *
(8.2) Malfunction Criteria:
(8.2.1) NOx adsorber capability:21 (A) The OBD II system shall detect a NOx adsorber system malfunction when the NOx adsorber system capability decreases to the point that would

cause a vehicle's NOx or NMHC emissions to exceed:

* * * * (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

a. the applicable NOx standard by more than 0.5 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.7 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test or 3.5 times the ap plicable NMHC standard for 2007 through 2009 model year vehicles;

b. the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cy cle emission test or 2.5 times the applicable NMHC standard for 2010 through 2012 model year vehicles; and

c. the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/ bhp

- hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013 and subsequent model year vehicles.

* * * *
(9) Particulate Matter (PM) Filter Monitoring

* * * *
(9.2) Malfuncti on Criteria:

* * * *
(9.2.2) Frequent Regeneration: (A) For 2010 and subsequent model year vehicles, the OBD II system shall detect a malfunction when PM filter regeneration occurs more frequently than (i.e., occurs more often than) the manufac turer’s specified regeneration frequency such that it would cause a vehicle's emissions to

exceed:

* * * * (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard:

a. 2.5 times the applicabl e NMHC standards or the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) as measured from an applicable cycle emission test for 2010 through 2012 model yea r vehicles; and

b. 2.0 times the applicable NMHC standards or the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

hr) as measured from an applicable cycle emi ssion test for 2013 and subsequent model year vehicles.22 * * * *
(9.2.4) **Catalyzed PM Filter: (A)**  NMHC conversion: For 201 0 5 and subsequent model year passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard and 201 3 5 and subsequent model year

medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard with catalyzed PM filters that convert NMHC emissions, the OBD II system shall monitor the catalyst

function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to the point that NMHC emissions exceed the applicable emission levels specified in section (f)(9.2.2)(A). If no

failure or deterioration of the NMHC conversion capability could result in a vehicle’s NMHC emissions exceeding these emission levels, the OBD II system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability. PM filters are exempt from

**NMHC convers ion capability**  **this** monitoring if **both of the fol lowing** 

**criteria are satisfied: (1)**  no malfunction of the PM filter’s NMHC conversion capability can cause emissions to **(1)** increase by 15 percent or more of the applicable full useful life standard as measur ed from an applicable emission test cycle; **or and**  (2) **no malfunction of the PM filter’s NMHC conversion capability can cause emissions to**  exceed the applicable full useful life standard as measured from an applicable emission test cycle

. **(B) Feedgas genera**  **tion: For 2016 and subsequent model year medium** 

**** **duty vehicles with catalyzed PM filters used to generate a feedgas**  **constituency to assist SCR systems (e.g., to increase NO 2**  **concentration upstream of an SCR system), the OBD II**  **system shall**

**detect a malfunct ion when the system is unable to generate the**  **necessary feedgas constituents for proper SCR system operation. Catalyzed PM filters**  **are exempt from this**  **monitoring if both of the** 

**fol lowing criteria are satisfied:**  **(1) no**  **malfunction of the catalyzed PM**

**filt er’s feedgas generation a**  **bility can cause emissions to increase by**  **15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle;**  **and (2)**  **no malfunction of the catalyzed PM filter’s feedgas generation abi**  **lity**

**can cause emissions to exceed the applicable full useful life**  **standard as measured from an applicable emission test cycle**

**.** * * * *
(12) Cold Start Emission Reduction Strategy Monitoring

* * * *
(12.2) Malfunction Criteria: The OBD II system shall, to the extent feasible, detect a malfunction if either of the following occurs:

* * * *23 ( 12.2.2 ) Any failure or deterioration of the cold start emission reduction control strategy that would cause a vehicle’s NMHC, CO, NOx, or PM emissions

to exceed:

* * * * (B) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard: (i) 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/ bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2013 and subsequent mo del year vehicles.

* * * *
(13) Variable Valve Timing And/Or Control (VVT) System Monitoring

* * * *
(13.2) Malfunction Criteria:
(13.2.1) Target Error: The OBD II system shall detect a malfunction prior to any

failure or deteriorat ion in the capability of the VVT system to achieve the commanded valve timing and/or control within a crank angle or lift tolerance that would cause a vehicle's NMHC, CO, NOx, or PM emissions

to exceed:

* * * *

(B) For medium

- duty vehicles (inc luding MDPVs) certified to an engine dynamometer tailpipe emission standard: (i) 1.5 times the applicable NMHC, CO, and NOx standards or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2006 and subsequent model year vehicles certifi ed to an engine dynamometer tailpipe NOx emission standard of greater than 0.50 g/bhp

- hr NOx; (ii) 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.5 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2006 through 2012 model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr

NOx ; and (iii) 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp

- hr (e.g., cause NOx emissions to exceed 0.4 g/bhp

- hr if the **exhaust** emission standard is 0.2 g/bhp

- hr) as measured from an applicable cycle emission test, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engine dynamometer24 tailpipe NOx emission standard of le ss than or equal to 0.50 g/bhp

- hr

NOx.

* * * *
(15) Comprehensive Component Monitoring

* * * *
(15.2) Malfunction Criteria:

* * * *
(15.2.2) Output Components/Systems:

* * * * (F) For 2013 2015 and subsequent model year vehicles that utilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or software during production or repair procedures (e.g., individually coded injectors for flow characteristics that are programmed into an electronic control unit to compensate for injector to injector tolerances, fuel pumps that use in

- line resistors to correct for differences in fuel pump volume output), the components shall be monitored to ensure the proper compensation is being used.

* * * * (ii) Monitoring of the fuel control system components under section (f)(15.2.2)(F)(i) is not required if the manufacturer demonstrates that **both of the following criteria are satisfied: (1)** no f ault of the components’ tolerance compensation features (e.g., wrong compensation being used) could cause emissions to **(1)** increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; **or and**  (2) **no fault of the components’ tolerance compensation features could cause** 

**emissions to** exceed the applicable full useful life standard as measured from an applicable emission test cycle. For purposes of determining if the emission criteria above are me t, the manufacturers shall request Executive Officer approval of the test plan for which the emission impact will be determined. The test plan shall include the combination of failed components and the degree of mismatch (e.g., wrong compensation) used as well as the test procedure and emission test cycles used to demonstrate the emission impact, including the necessary preconditioning cycles used by the system to correct or adapt for any mismatch and mitigate the emission impact. Executive Officer approv al shall be granted upon determining that the manufacturer has submitted data and/or engineering analysis that demonstrate that the conditions necessary for the system to correct or adapt will readily occur in a timely manner during in

- use operation and

th at the test conditions represent worst case emissions from typical in

use service actions when considering the distribution and variance of the compensation values and parts (e.g., replacement of one or more25 plus

- one

- sigma injectors with minus

- one

- sigma in jectors without updating of the compensation value)

. * * * *
(15.4) MIL Illumination and Fault Code Storage:

* * * *
(15.4.3) For purposes of determining the emission increase in section (f)(15.4.2)(A), the manufacturer shall reques t Executive Officer approval of the test cycle/vehicle operating conditions for which the emission increase will be determined. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering

evalua tion that demonstrate that the testing conditions represent in

- use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determining whether the specified percentages in section (f)(15.4.2)(A) a re exceeded, if the approved testing conditions are comprised of an emission test cycle with

an **exhaust** emission standard, the measured increase shall be compared to a percentage of the **exhaust** emission standard (e.g., if the increase is equal to or more t han 15 percent of the **exhaust** emission standard for that test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an **exhaust** emission standard, the measured increase shall be calculate d as a percentage of the baseline test (e.g., if the increase from a back

- to

- back test sequence between normal and malfunctioning condition is equal to or more than 15 percent of the baseline test results from the normal condition).

* * * *
(17 ) Exceptions to Monitoring Requirements
(17.1) Except as provided in sections (f)(17.1.1) through (17.1.4) below, upon request of a manufacturer or upon the best engineering judgment of ARB, the Executive Officer may revise the emission threshold for a malfunction on any diagnostic required in section (f) for medium

- duty vehicles if the most reliable monitoring method developed requires a higher threshold to prevent significant errors of commission in detecting false indications of a malfunction.

Addi tionally, except as specified in section (f) (9.2.1)(A)(iii)

, for 2007 through

2009 2013 model year light

- duty vehicles and 2007 through 2012 2013 2015 model year medium

- duty vehicles, the Executive Officer may revise the PM

filter malfunction criteria of se ction (f)(9.2.1) to exclude detection of specific failure modes (e.g., combined failure of partially melted and partially cracked substrates) if the most reliable monitoring method developed requires the exclusion of specific failure modes to prevent signi ficant errors of commission in detecting false indications of a malfunction.

* * * *
(17.1.3) For medium

- duty diesel vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the Executive Officer shall

approve a malfunction criteria of “the applicable PM standard plus 0.0226 g/bhp

- hr PM (e.g., unable to maintain PM emissions at or below 0.03 g/bhp

- hr if the **exhaust** emission standard is 0.01 g/bhp

- hr) as measured from an applicable cycle emission test” in lieu of “0.03 g/bhp

- hr PM as measured from an applicable cycle emission test” wherever required in section (f). The Executive Officer shall also approve a malfunction criteria of “the applicable PM standard plus 0.04 g/bhp

- hr PM (e.g., unable to

maintain PM emiss ions at or below 0.05 g/bhp

- hr if the **exhaust** emission standard is 0.01 g/bhp

- hr) as measured from an applicable cycle emission test” in lieu of “0.05 g/bhp

- hr PM as measured from an applicable cycle emission test” wherever required in section (f).

* * * * (h) Monitoring System Demonstration Requirements For Certification

* * * *
(4) Required Testing for Diesel/Compression

- ignition vehicles: Except as provided below, the manufacturer shall perform single

- fault testing based on the ap plicable test with the following components/systems set at their malfunction criteria limits as determined by the manufacturer for meeting the requirements of section (f).

* * * *
(4.3) Misfire Monitoring: For 2010 and subsequent model year veh icles subject to section (f)(3.2.2 ) (A)(i) **or (f)(3.2.5)** , the manufacturer shall perform a test at the malfunction criteria limit specified in section (f)(3.2.2 ) **(A)(i ) or (f)(3.2.5)**  . A misfire monitor demonstration test is not required for vehicles not sub ject to section (f)(3.2.2 ) (A)(i) **and not subject to section**  **(f)(3.2.5)**

. * * * *