Final Regulation Order

On-Board Diagnostic System Requirements--2010 and Subsequent Model-Year Heavy-Duty Engines

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

(Note: The amendments are shown in underline to indicate additions and strikeout to indicate deletions. Please note, some portions of the regulation are in strikeout and

underline

and those portions are to be deleted as well.)

§1971.1. On-Board Diagnostic System Requirements-- 2010 and Subsequent Model-Year Heavy-Duty Engines

(a) Purpose Purpose

. The purpose of this regulation is to establish emis sion standards and other requirements for onboard diagnostic systems (OBD sy stems) that are installed on 2010 and subsequent model-year engines certified for sal e in heavy-duty applications in California. The OBD systems, through the use of an onboard computer(s), shall monitor emission systems in-use for the actual life of the engine and shall be capable of detecting malfunctions of the monitored emission sy stems, illuminating a malfunction indicator light (MIL) to notify the vehicle operato r of detected malfunctions, and storing fault codes identifying the detected malfunctions.

(b) Applicability Applicability

. Except as specified in section (d)(7) and elsewhere in this regulation (title 13, CCR section 1971.1), all 2010 and subsequent model-year heavy-duty engines shall be equipped with an OBD system that has been certified by the Executive Officer as

and shall meeting all applicable requirements of this regulation (ti tle 13, CCR section 1971.1). 1

(c) Definitions Definitions

. “Actual life” refers to the entire period that an engine is operated on public roads in California up to the time an engine is retired f rom use. “Applicable standards” refers to the specific exhau st emission standards or family emission limits (FEL), including the Federal Test Procedure (FTP) and Supplemental Emission Test (SET) standards, to whic h the engine is certified.

“Base fuel schedule” refers to the fuel calibration schedule programmed into the Powertrain Control Module or programmable read-only memory (PROM) when manufactured or when updated by some off-board sour ce, prior to any learned

on-board correction. “Auxiliary Emission Control Device (AECD)” refers t o any approved AECD (as defined by 40 Code of Federal Regulations (CFR) 86. 082-2 and 86.094-2 ). “Emission Increasing Auxiliary Emission Control Dev ice (EI-AECD)” refers to any approved AECD that: reduces the effectiveness o f the emission control

1 Unless otherwise noted, all section references ref er to section 1971.1 of title 13, CCR.2

system under conditions which may reasonably be exp ected to be encountered in normal vehicle operation and use; and the need f or the AECD is justified in terms of protecting the vehicle against damage or a ccident. An AECD that is certified as an NTE deficiency shall not be conside red an EI-AECD. An AECD that does not sense, measure, or calculate any para meter or command or trigger any action, algorithm, or alternate strategy shall not be considered an EI-AECD. An AECD that is activated solely due to any of the following conditions shall not be considered an EI-AECD: (1) operation of the vehi cle above 8000 feet in elevation; (2) ambient temperature; (3) when the en gine is warming up and is not reactivated once the engine has warmed up in the sa me driving cycle; (4) failure detection (storage of a fault code) by the OBD syst em; (5) execution of an OBD monitor; or (6) execution of an infrequent regenera tion event. “Calculated load value” refers to the percent of en gine capacity being used and is defined in Society of Automotive Engineers (SAE) J1979 "E/E Diagnostic Test

Modes

– Equivalent to ISO/DIS 15031

- 5:April 30, 2002 ," April 2002 May 2007 (SAE J1979), incorporated by reference (section (h)(1.4) ). For diesel applications, the calculated load value is determined by the ratio of current engine output torque to maximum engine output torque at current engine spee d as defined by parameter definition 5.2.1.7 of SAE J1939-71 “Vehicle Applica tion Layer (Through February 2008),” January 2009

. “Confirmed fault code,” for purposes of engines usi ng International Standards Organization (ISO) 15765-4, is defined as the diagn ostic trouble code stored when an OBD system has confirmed that a malfunction exis ts (e.g., typically on the second driving cycle that the malfunction is detect ed) in accordance with the requirements of sections (d)(2), (f), (g), and (h)(4.4). “Continuously,” if used in the context of monitorin g conditions for circuit continuity, lack of circuit continuity, circuit fau lts, and out-of-range values, means monitoring is always enabled, unless alternate enab le conditions have been approved by the Executive Officer in accordance wit h section (d)(3.1.1), and sampling of the signal used for monitoring occurs at a rate no less than two samples per second. If a computer input component is sampl ed less frequently for engine control purposes, the signal of the component may i nstead be evaluated each time sampling occurs. “Deactivate” means to turn-off, shutdown, desensiti ze, or otherwise make inoperable through software programming or other me ans during the actual life of the engine. “Diagnostic or emission critical” electronic contro l unit refers to the engine and any other on-board electronic powertrain control un it containing software that: (1) has primary control over any of the monitors requir ed by sections (e)(1) through (f)(9), (g)(1) through (g)(2), and (g)(4); or (2) excluding anti-lock brake system (ABS) control units or stability/traction control units, has primary control over the diagnostics for more than two of the components req uired to be monitored by section (g)(3). For purposes of criteria (2) above , all glow plugs in an engine shall be considered “one” component in lieu of each glow plug being considered a
separate component. “Diesel engine” refers to an engine using a compres sion ignition thermodynamic cycle. “Driving cycle” is defined as a trip that meets any of the four conditions below:3

(a) Begins with engine start and ends with engine s hutoff; (b) Begins with engine start and ends after four ho urs of continuous engine-on operation; (c) Begins at the end of the previous four hours of continuous engine-on operation and ends after four hours of continuous e ngine-on operation; or (d) Begins at the end of the previous four hours of continuous engine-on operation and ends with engine shutoff. For monitors that run during engine-off conditions, the period of engine-off time following engine shutoff and up to the next engine start may be considered part of the driving cycle for conditions (a) and (d). For vehicles that employ engine shutoff strategies that do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with engine shutoff at id le), the manufacturer may request Executive Officer approval to use an alternate defi nition for driving cycle (e.g., key on and key off). Executive Officer approval of the alternate definition shall be based on equivalence to engine startup and engine shutoff signaling the beginning and ending of a single driving event for a conventional vehicle. Engine restarts following an engine shut-off that has been neither commanded by the vehicle operator nor by the engine control strategy but caused by an event such as an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle. For engines that are not likely to be routinely operate d for long continuous periods of time, a manufacturer may also request Executive Off icer approval to use an alternate definition for driving cycle (e.g., solel y based on engine start and engine shutoff without regard to four hours of continuous engine-on time). Executive Officer approval of the alternate definition shall be based on manufacturer-submitted data and/or information demonstrating the typical u sage, operating habits, and/or driving patterns of these vehicles. “Engine family” means a grouping of vehicles or en gines in a manufacturer’s product line determined in accordance with 40 CFR 8 6.098-24. “Engine rating” means a unique combination of displ acement, rated power, calibration (fuel, emission, and engine control), A ECDs, and other engine and emission control components within an engine family

. “OBD parent rating” means the specific engine ratin g selected according to section (d)(7.1.1) or (d)(7.2.2)(B) for compliance with section 1971.1. “OBD child rating” means an engine rating (other th an the OBD parent rating) within the engine family containing the OBD parent rating selected according to section (d)(7.1.1) or an engine rating within the O BD group(s) defined according to section (d)(7.2.1) and subject to section (d)(7. 2.3). “Engine misfire” means lack of combustion in the cy linder due to absence of spark, poor fuel metering, poor compression, or any other cause. This does not include lack of combustion events in non-active cyl inders due to default fuel shut-off or cylinder deactivation strategies. “Engine start” is defined as the point when the eng ine reaches a speed 150 rpm below the normal, warmed-up idle speed (as determin ed in the drive position for vehicles equipped with an automatic transmission). For hybrid vehicles or for engines employing alternate engine start hardware o r strategies (e.g., integrated starter and generators. ), the manufacturer may request Executive Officer a pproval to use an alternate definition for engine start (e. g., ignition key “on”). Executive4

Officer approval of the alternate definition shall be based on equivalence to an engine start for a conventional vehicle. “Family Emission Limit (FEL)” refers to the exhaus t emission levels to which an engine family is certified under the averaging, ban king, and trading program incorporated by reference in title 13, CCR section 1956.8. “Fault memory” means information pertaining to malf unctions stored in the onboard computer, including fault codes, stored eng ine conditions, and MIL status. “Federal Test Procedure (FTP) test” refers to an ex haust emission test conducted according to the test procedures incorpor ated by reference in title 13, CCR section 1956.8(b) and (d) that is used to deter mine compliance with the FTP standard to which an engine is certified. “FTP cycle”. For engines certified on an engine dy namometer, FTP cycle refers to the engine dynamometer schedule in 40 CFR appendix 1 of part 86, section (f)(1), entitled, “EPA Engine Dynamometer S chedule for Heavy-Duty Otto-Cycle Engines,” or section (f)(2), entitled, “ EPA Engine Dynamometer Schedule for Heavy-Duty Diesel Engines.”

“FTP standard” refers to the certification exhaust emission standards and test procedures applicable to the FTP cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is certified. “Fuel trim” refers to feedback adjustments to the b ase fuel schedule. Short-term fuel trim refers to dynamic or instantaneous adjust ments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibr ation schedule than short-term trim adjustments. “Functional check” for an output component or syste m means verification of proper response of the component and system to a co mputer command. “Gasoline engine” refers to an Otto-cycle engine or an alternate-fueled engine. “Heavy-duty engine” means an engine that is used to propel a heavy-duty

vehicle. “Heavy-duty vehicle” means any motor vehicle having a manufacturer’s gross vehicle weight rating (GVWR) greater than 14,000 po unds. “Ignition Cycle” means a driving cycle that begins with engine start, meets the engine start definition for at least two seconds pl us or minus one second, and ends with engine shutoff. “Keep-alive memory (KAM),” for the purposes of this regulation, is defined as a type of memory that retains its contents as long as power is provided to the onboard control unit. KAM is not erased upon shuttin g off the engine but may be erased if power to the on-board control unit is int errupted (e.g., vehicle battery disconnected, fuse to control unit removed). In so me cases, portions of KAM may

be erased with a scan tool command to reset KAM. “Key on, engine off position” refers to a vehicle w ith the ignition key in the engine run position (not engine crank or accessory positio n) but with the engine not running. “Malfunction” means any deterioration or failure of a component that causes the performance to be outside of the applicable limits in sections (e) through (g). “Manufacturer” for the purpose of this regulation m eans the holder of the Executive Order for the engine family. “MIL-on fault code,” for purposes of engines using Society of Automotive Engineers ( SAE) J1939, refers to the diagnostic trouble code store d when an OBD5

system has confirmed that a malfunction exists (e.g ., typically on the second driving cycle that the malfunction is detected) and has com manded the MIL on in accordance with the requirements of sections (d)(2) , (e), (g), and (h)(4.4). “Non-volatile random access memory (NVRAM),” for th e purposes of this regulation, is defined as a type of memory that ret ains its contents even when power to the on-board control unit is interrupted (e.g., vehicle battery disconnected, fuse to control unit removed). NVRAM is typically made non -volatile either by use of a back-up battery within the control unit or through the use of an electrically erasable and programmable read-only memory (EEPROM) chip. “Not-To-Exceed (NTE) control area” refers to the bo unded region of the engine’s torque and speed map, as defined in 40 CFR 86.1370- 2007, where emissions must not exceed a specific emission cap for a given poll utant under the NTE requirement. “Manufacturer-specific NOx NTE carve-out area” refe rs to regions within the

NTE control area for NOx where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-2007 1 (b)(7). “Manufacturer-specific PM NTE carve-out area” refer s to regions within the

NTE control area for PM where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-2007 1 (b)(7). “NTE deficiency” refers to regions or conditions wi thin the NTE control area

for NOx or PM where the manufacturer has received a deficiency as allowed by 40 CFR 86.007-11(a)(4)(iv).

“Non

- volatile random access memory (NVRAM),” for the purposes of this regulation, is defined as a type of memory that retains its con tents even when power

to the on

- board control unit is interrupted (e.g., vehicle ba ttery disconnected, fuse to control unit removed). NVRAM is typically made non

- volatile either by use of a

back

- up batter y within the control unit or through the use of an electrically erasable and programmable read

- only memory (EEPROM) chip. “OBD group” refers to a combination of engines, eng ine families, or engine ratings that use the same OBD strategies and simila r calibrations. A manufacturer is required to submit a grouping plan for Executive Officer review and approval detailing the OBD groups and the engine families an d engine ratings within each group for a model year. “Pending fault code” is defined as the diagnostic t rouble code stored upon the initial detection of a malfunction (e.g., typically on a single driving cycle) prior to illumination of the MIL in accordance with the requ irements of sections (d)(2), (e) through (g), and (h)(4.4).

“Permanent fault code” is defined as a confirmed or MIL-on fault code that is currently commanding the MIL on and is stored in NV RAM as specified in sections (d)(2) and (h)(4.4). “Percentage of misfire” as used in sections (e)(2) and (f)(2) means the percentage of misfires out of the total number of f iring events for the specified

interval. “Power Take-Off (PTO) unit” refers to an engine dri ven output provision for the purposes of powering auxiliary equipment (e.g., a d ump-truck bed, aerial bucket, or tow-truck winch). “Previously MIL-on fault code,” for purposes of eng ines using SAE J1939, is defined as the diagnostic trouble code stored when an OBD system has confirmed that a malfunction no longer exists (e.g., after th e third consecutive driving cycle in6

which the corresponding monitor runs and the malfun ction is not detected), extinguishes the MIL, and erases the corresponding MIL-on fault code in accordance with the requirements of sections (d)(2) , (e), (g), and (h)(4.4). “Rationality fault diagnostic” for an input compone nt means verification of the accuracy of the input signal while in the range of normal operation and when compared to all other available information. “Redline engine speed” shall be defined by the manu facturer as either the recommended maximum engine speed as normally displa yed on instrument panel tachometers or the engine speed at which fuel shuto ff occurs. “Response rate” for exhaust gas sensors refers to t he delay from when the sensor is exposed to a different make-up of exhaust gas constituents until it outputs a signal reflecting the different make-up of exhaus t gas constituents. For example, for oxygen sensors, response rate is the delay from when the oxygen sensor is exposed to a change in exhaust gas from richer/lean er than stoichiometric to

leaner/richer than stoichiometric to the time when the oxygen sensor indicates the lean/rich condition. Similarly, for wide-range air -fuel (A/F) sensors, response rate is the delay from when the sensor is exposed to a diff erent A/F ratio to the time it

indicates the different A/F ratio. For NOx and PM sensors, response rate is the delay from when the sensor is exposed to a differen t NOx or PM exhaust gas level

until it indicates the different NOx or PM exhaust gas level between a change in sensor output in response to a commanded change in the sensed exhaust gas parameter. Specifically, the response rate is the delay from the time when the exhaust gas sensor is exposed to an increase/decrea se of the exhaust gas parameter to the time when the exhaust gas sensor i ndicate s the increase/decrease of the sensed parameter (e.g., for an oxygen sensor , response rate is the delay from the time when the sensor is exposed to a change in exhaust gas from richer/leaner

than stoichiometric to leaner/richer than stoichiom etric to the t ime when the sensor indicates the lean/rich condition; for a NOx sensor , response rate is the delay from the time when the sensor is exposed to an increase/ decrease in NOx concentration

to the time when the sensor indicates the increased /decreased NOx conc entration)

. “Secondary air” refers to air introduced into the e xhaust system by means of a pump or aspirator valve or other means that is inte nded to aid in the oxidation of HC and CO contained in the exhaust gas stream. “Similar conditions” as used in sections (e)(1), (e)(2), (f)(1), and (f)(2) means engine conditions having an engine speed within 375 rpm, load conditions within 20 percent, and the same warm-up status (i.e., cold or hot) as the engine conditions stored pursuant to (e)(1.4.2)(E), (e)(2.4.2)(C), (f)(1.4.5), and (f)(2.4.4). The Executive Officer may approve other definitions of similar conditions based on comparable timeliness and reliability in detecting similar engine operation. “Start of production” is the time when the manufact urer has produced two percent of the projected volume for the engine or v ehicle, whichever is being

evaluated in accordance with specified in sections (k) and (l). “Supplemental Emission Test (SET) cycle” refers to the driving schedule defined as the “supplemental steady state emission test” in 40 CFR 86.1360-2007.

“SET standard” refers to the certification exhaust emission standards and test procedures applicable to the SET cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is c ertified7

“Warm-up cycle” means sufficient vehicle operation such that the coolant temperature has risen by at least 40 degrees Fahren heit from engine start and reaches a minimum temperature of at least 160 degre es Fahrenheit (140 degrees Fahrenheit for applications with diesel engines). “Weighted sales number” means a manufacturer’s proj ected sales number for engines to be used in California heavy-duty vehicle s multiplied by a weight class

factor. Sales numbers for diesel engines for heavy-duty vehicles less than 19,499 pounds GVWR shall be multiplied by 1.0. Sales numb ers for diesel engines for heavy-duty vehicles from 19,500 to 33,000 pounds sh all be multiplied by 1.68.

Sales numbers for diesel engines for heavy-duty vehicles greater than 33,000 pounds and urban buses shall be multiplied by 3.95. Sales numbers for all gasoline engines for heavy-duty vehicles shall be multiplied by 1.0.

(d) General Requirements General Requirements. Section (d) sets forth the general requirements of the OBD system. Specific performance requirements for components and systems that shall be monitored are set forth in sections (e) through (g) below. The O BD system is required to detect all malfunctions specified in sections (e) through (g). However, except as specified elsewhere, the OBD system is not required to use a unique monitor to detect each malfunction specified.
(1) The OBD System.
(1.1) If a malfunction is present as specified in sectio ns (e) through (g), the OBD system shall detect the malfunction, store a pendin g, confirmed, MIL-on, or previously MIL-on fault code in the onboard compute r’s memory, and illuminate the MIL as required.
(1.2) The OBD system shall be equipped with a standardiz ed data link connector to provide access to the stored fault codes as spec ified in section (h).
(1.3) The OBD system shall be designed to operate, witho ut any required scheduled maintenance, for the actual life of the e ngine in which it is installed and may not be programmed or otherwise designed to deactivate based on age and/or mileage of the vehicle during the actual life of the engine. This section is not intended to alter existing law and e nforcement practice regarding a manufacturer’s liability for an engine beyond its useful life, except where an engine has been programmed or otherwise de signed so that an OBD system deactivates based on age and/or mileage of the engine.
(1.4) Computer-coded engine operating parameters may not be changeable without the use of specialized tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) compute r enclosures). Subject to Executive Officer approval, manufacturers may ex empt from this requirement those product lines that are unlikely t o require protection. Criteria to be evaluated in making an exemption inc lude current availability of performance chips, performance capability of the en gine, and sales volume.
(2) MIL and Fault Code Requirements.
(2.1) MIL Specifications.
(2.1.1) The MIL shall be located on the driver's side inst rument panel and be of sufficient illumination and location to be readily visible under all lighting

conditions and shall be amber in color when illumin ated. The MIL, when illuminated, shall display the International Standa rds Organization (ISO)8 engine symbol. There shall be only one MIL used to indicate all faults detected by the OBD system on a single vehicle.
(2.1.2) The MIL shall illuminate in the key on, engine off position before engine cranking to indicate that the MIL is functional. T he MIL shall continuously illuminate during this functional check for a minim um of 15-20 seconds. During this functional check of the MIL, the data s tream value for MIL status shall indicate commanded off (see section (h )(4.2)) unless the MIL

has also been commanded on for a detected malfuncti on. This functional check of the MIL is not required during vehicle ope ration in the key on, engine off position subsequent to the initial engin e cranking of an ignition cycle (e.g., due to an engine stall or other non-co mmanded engine shutoff).
(2.1.3) At the manufacturer's option, the MIL may be used to indicate readiness status in a standardized format (see section (h)(4. 1.3)) in the key on, engine off position.
(2.1.4) A manufacturer may request Executive Officer appro val to also use the MIL to indicate which, if any, fault codes are curr ently stored (e.g., to “blink” the stored codes). The Executive Officer s hall approve the request upon determining that the manufacturer has demonstr ated that the

method used to indicate the fault codes will not be unintentionally activated during a California inspection test or du ring routine driver operation.
(2.1.5) The MIL may not be used for any purpose other than specified in this regulation.
(2.2) MIL Illumination and Fault Code Storage Protocol.
(2.2.1) For vehicles using the ISO 15765-4 protocol for th e standardized functions required in section (h): (A) Upon detection of a malfunction, the OBD system shall store a pending fault code within 10 seconds indicating the likely area of the malfunction. (B) After storage of a pending fault code, if the i dentified malfunction is again detected before the end of the next driving cycle i n which monitoring occurs, the OBD system shall illuminate the MIL con tinuously, keep the pending fault code stored, and store a confirmed fa ult code within 10

seconds. If a malfunction is not detected before t he end of the next driving cycle in which monitoring occurs (i.e., the re is no indication of the malfunction at any time during the driving cycle), the corresponding pending fault code set according to section (d)(2.2 .1)(A) shall be erased at the end of the driving cycle. (C) A manufacturer may request Executive Officer ap proval to employ

alternate statistical MIL illumination and fault co de storage protocols to those specified in these requirements. The Executi ve Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can evaluate system performance and detec t malfunctions in a manner that is equally effective and timely. Strat egies requiring on average more than six driving cycles for MIL illumi nation may not be accepted.9 (D) The OBD system shall store and erase “freeze fr ame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is detected. The storage and erasure of freeze frame conditions shall be done in conjunction with the storage and erasure of either pending or confirmed fault codes as required elsewhere in section (d)(2. 2). (E) The OBD system shall illuminate the MIL and sto re a confirmed fault code within 10 seconds to inform the vehicle operator wh enever the engine enters a default or “limp home” mode of operation t hat can affect emissions or the performance of the OBD system or i n the event of a malfunction of an on-board computer(s) itself that can affect the performance of the OBD system. If the default or “ limp home” mode of operation is recoverable (i.e., the diagnostic or c ontrol strategy that caused the default or “limp home” mode of operation can run on the next driving cycle and confirm the presence of the condi tion that caused the default or “limp home” operation operation automatically returns to normal at the beginning of the following ignition cycle ), the OBD system may, in lieu of illuminating the MIL within 10 seconds on t he first driving cycle where the default or “limp home” mode of operation is entered, delay

illumination of wait and illuminate the MIL until the condition causing the default or “limp home” mode of operation is again d etected before the end of the next driving cycle and store the confirmed fault code only if the

defau lt or “limp home” mode of operation is again entere d before the end of the next ignition cycle in lieu of illuminating the MIL within 10 seconds on the first driving cycle where the default or “li mp home” mode of operation is entered

. (F) Before the end of an ignition cycle, the OBD sy stem shall store confirmed fault codes that are currently causing the MIL to b e illuminated in NVRAM as permanent fault codes (as defined in section (h) (4.4.1)(F)).
(2.2.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h): (A) Upon detection of a malfunction, the OBD system shall store a pending fault code within 10 seconds indicating the likely area of the malfunction. (B) After storage of a pending fault code, if the i dentified malfunction is again detected before the end of the next driving cycle i n which monitoring occurs, the OBD system shall illuminate the MIL con tinuously, erase the pending fault code, and store a MIL-on fault code w ithin 10 seconds. If a

malfunction is not detected before the end of the n ext driving cycle in which monitoring occurs (i.e., there is no indicati on of the malfunction at any time during the driving cycle), the correspondi ng pending fault code set according to section (d)(2.2.2)(A) shall be era sed at the end of the driving cycle. (C) A manufacturer may request Executive Officer ap proval to employ

alternate statistical MIL illumination and fault co de storage protocols to those specified in these requirements. The Executi ve Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can evaluate system performance and detec t malfunctions in a manner that is equally effective and timely. Strat egies requiring on10 average more than six driving cycles for MIL illumi nation may not be accepted. (D) Storage and erasure of freeze frame conditions. (i) The OBD system shall store and erase “freeze fr ame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is

detected. (ii) The OBD system shall store freeze frame condit ions in conjunction with the storage of a pending fault code. (iii) If the pending fault code is erased in the ne xt driving cycle in which monitoring occurs and a malfunction is not detected (as described under section (d)(2.2.2)(B)), the OBD system may er ase the corresponding freeze frame conditions. (iv) If the pending fault code matures to a MIL-on fault code (as described under section (d)(2.2.2)(B)), the OBD system shall either retain the currently stored freeze frame conditions or replace the stored freeze frame conditions with freeze frame conditions regar ding the MIL-on fault code. The OBD system shall erase the freeze frame information in conjunction with the erasure of the previously M IL-on fault code (as described under section (d)(2.3.2)(C)). (E) The OBD system shall illuminate the MIL and sto re a MIL-on fault code within 10 seconds to inform the vehicle operator wh enever the engine enters a default or “limp home” mode of operation t hat can affect emissions or the performance of the OBD system or i n the event of a malfunction of an on-board computer(s) itself that can affect the performance of the OBD system. If the default or “ limp home” mode of operation is recoverable (i.e., the diagnostic or c ontrol strategy that caused the default or “limp home” mode of operation can run on the next driving cycle and confirm the presence of the condi tion that caused the default or “limp home” operation operation automatically returns to normal at the beginning of the follo wing ignition cycle ), the OBD system may, in lieu of illuminating the MIL within 10 seconds on t he first driving cycle where the default or “limp home” mode of operation is entered, delay illumination of the MIL until the condition causing the default or “limp home” mode of operation is again detected before th e end of the next driving cycle wait and illuminate the MIL only if the default or “limp home” mode of operation is again entered before the end o f the next ignition cycle in lieu of illuminating the MIL within 10 seconds on the first driving cycle where the default or “limp home” mode of oper ation is entered

. (F) Before the end of an ignition cycle, the OBD sy stem shall store MIL-on fault codes that are currently causing the MIL to b e illuminated in NVRAM as permanent fault codes (as defined in section (h) (4.4.2)(F)).
(2.3) MIL Extinguishing and Fault Code Erasure Protocol.
(2.3.1) For vehicles using the ISO 15765-4 protocol for th e standardized functions required in section (h): (A) Extinguishing the MIL. Except as otherwise pro vided in sections (f)(1.4.6), (f)(2.4.5), and (f)(7.4.2) for fuel sys tem, misfire, and evaporative system malfunctions, once the MIL has been illumina ted, it may be extinguished after three subsequent sequential driv ing cycles during which11 the monitoring system responsible for illuminating the MIL functions and the previously detected malfunction is no longer pr esent provided no other malfunction has been detected that would independen tly illuminate the MIL according to the requirements outlined above. (B) Erasing a confirmed fault code. The OBD system may erase a confirmed

fault code if the identified malfunction has not be en again detected in at least 40 engine warm-up cycles and the MIL is prese ntly not illuminated

for that malfunction. (C) Erasing a permanent fault code. The OBD system shall erase a permanent fault code only if either of the followin g conditions occur: (i) If the OBD system is commanding the MIL on, the OBD system shall erase a permanent fault code only if T t he OBD system itself

determines that the malfunction that caused the con firmed permanent fault code to be stored is no longer present and is not commanding the MIL on, concurrent with pursuant to the requirements of section (d)(2.3.1)(A) (which for the purposes of this secti on shall apply to all monitors). Erasure of the permanent fault code sha ll occur in conjunction with extinguishing the MIL or no later than the start of the first drive cycle that begins with the MIL commande d off. , or (ii) Subsequent to a clearing of the If all fault information in the on-board computer other than the permanent fault code has be en cleared (i.e., through the use of a scan tool or battery disconnec t) and the OBD system is not commanding the MIL on , the diagnostic for the malfunction that caused the permanent fa ult code to be stored has fully executed (i.e., has executed the minimum numb er of checks necessary for MIL illumination) and determined the malfunction is no longer present. :

a. Except as provided for in section (d)(2.3.1)(C)(ii) c., if the monitor of the malfunction that caused the permanent fault cod e to be stored is subject to the minimum ratio requirements of sec tion (d)(3.2) (e.g., catalyst monitor, comprehensive component in put component rationality monitors), the OBD system shall erase t he permanent fault code at the end of a driving cycle if the mon itor has run and made one or more determinations during a driving cy cle that the malfunction of the component or the system is not p resent and has not made any determinations within the same driving cycle that the malfunction is present.

b. If the monitor of the malfunction that caused the p ermanent fault code to be stored is not subject to the minimum rat io requirements of section (d)(3.2) (e.g., gasoline misfire monitor , gasoline fuel system monitor, comprehensive component circuit con tinuity monitors), the OBD system shall erase the permanent fault code at the end of a driving cycle if:

1. The monitor has run and made one or more determinat ions during a driving cycle that the malfunction of the component or the system is not present and has not made any dete rminations within the same driving cycle that the malfunction is present;12 2. The monitor has not made any determinations that th e malfunction is present subsequent to the most recen t driving cycle in which the criteria of section (d)(2.3.1)(C )(ii)b.1. are met;

and

3. The following criteria are satisfied on any single driving cycle (which may be a different driving cycle than that i n which the criteria of section (d)( 2.3.1)(C)(ii)b.1. are sati sfied):

i. Cumulative time since engine start is greater than or equal to 600 seconds;

ii. Cumulative gasoline engine operation at or above 25 miles per hour or diesel engine operation at or above 115 0 rpm, either of which occurs for greater than or equal to 300 seconds;

iii. Continuous vehicle operation at idle (i.e., acceler ator pedal released by driver and either vehicle speed less th an or equal to one mile per hour or engine speed less tha n or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equip ped with an automatic transmission)) for greater than or equ al to 30 seconds; and

iv. The monitor has not made any determinations that th e malfunction is present.

4. Monitors required to use “similar conditions” as de fined in section (c) to store and erase pending and confirme d fault codes may not require that the similar conditions b e met prior to erasure of the permanent fault code.

c. For monitors subject to section (d)(2.3.1)(C)(ii)a. , the manufacturer may choose to erase the permanent fault code using the criteria under section (d)(2.3.1)(C)(ii)b. in lieu of the cr iteria under section (d)(2.3.1)(C)(ii)a.

d. For 2010 through 2012 model year engines, manufactu rers may request Executive Officer approval to use alternate criteria to erase the permanent fault code. The Executive Officer sh all approve alternate criteria that will not likely require dri ving conditions that are longer and more difficult to meet than those re quired under section (d)(2.3.1)(C)(ii)b.
(2.3.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h): (A) Extinguishing the MIL. Except as otherwise pro vided in sections (e)(1.4.2)(F), (e)(2.4.2)(D) and (e)(6.4.2) for fuel system malfun ctions, misfire malfunctions, and empty reductant tanks, once the MIL has been illuminated, it may be extinguished after three sub sequent sequential driving cycles during which the monitoring system r esponsible for illuminating the MIL functions and the previously d etected malfunction is no longer present provided no other malfunction has been detected that would independently illuminate the MIL according to the requirements

outlined above.13 (B) Erasing a MIL-on fault code. The OBD system ma y erase a MIL-on fault code in conjunction with extinguishing the MIL as d escribed under section (d)(2.3.2)(A). In addition to the erasure of the M IL-on fault code, the OBD system shall store a previously MIL-on fault code f or that failure. (C) Erasing a previously MIL-on fault code. The OB D system may erase a previously MIL-on fault code if the identified malf unction has not been again detected in at least 40 engine warm-up cycles and the MIL is presently not illuminated for that malfunction. (D) Erasing a permanent fault code. The OBD system shall erase a permanent fault code only if either of the under the following conditions

occur : (i) If the OBD system is commanding the MIL on, the OBD system shall erase a permanent fault code only if T t he OBD system itself

determines that the malfunction that caused the MIL

- on permanent fault code to be stored is no longer present and is not commanding the MIL on, concurrent with pursuant to the requirements of section (d)(2.3.2)(A) (which for the purposes of this secti on shall apply to all monitors). Erasure of the permanent fault code sha ll occur in conjunction with extinguishing the MIL or no later than the start of the first drive cycle that begins with the MIL commande d off. , or (ii) Subsequent to a clearing of the If all fault information in the on-board computer has been cleared (i.e., through the use of a scan tool or battery disconnect) and the OBD system is not comma nding the MIL

on , the diagnostic for the malfunction that caused th e permanent fault code to be stored has fully executed (i.e., has exe cuted the minimum number of checks necessary for MIL illumination) an d deter mined the malfunction is no longer present. :

a. Except as provided for in section (d)(2.3.2)(D)(ii )c., if the monitor of the malfunction that caused the permanent fault cod e to be stored is subject to the minimum ratio requirements of sec tion (d)(3.2) (e.g., catalyst monitor, comprehensive component in put component rationality monitors), the OBD system shall erase t he permanent fault code at the end of a driving cycle if the mon itor has run and made one or more determinations during a driving cy cle that the malfunction of the component or the system is not p resent and has not made any determinations within the same driving cycle that the malfunction is present.

b. If the monitor of the malfunction that caused the p ermanent fault code to be stored is not subject to the minimum rat io requirements of section (d)(3.2) (e.g., continuous diesel fuel s ystem monitors, comprehensive component circuit continuity monitors ), the OBD system shall erase the permanent fault code at the end of a driving cycle if:

1. The monitor has run and made one or more determinat ions during a driving cycle that the malfunction of the component or the system is not present and has not made any dete rminations within the same driving cycle that the malfunction is present;14 2. The monitor has not made any determinations that th e malfunction is present subsequent to the most recen t driving cycle in which the criteria of section (d)(2.3.2)(D )(ii)b.1. are met;

and

3. The following criteria are satisfied on any single driving cycle (which may be a different driving cycle than that i n which the criteria of section (d)(2.3.2)(D)(ii)b.1. are satis fied):

i. Cumulative time since engine start is greater than or equal to 600 seconds;

ii. Cumulative gasoline engine operation at or above 25 miles per hour or diesel engine operation at or above 115 0 rpm, either of which occurs for greater than or equal to 300 seconds;

iii. Continuous vehicle operation at idle (i.e., acceler ator pedal released by driver and either vehicle speed less th an or equal to one mile per hour or engine speed less tha n or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equip ped with an automatic transmission)) for greater than or equ al to 30 seconds; and

iv. The monitor has not made any determinations that th e malfunction is present.

4. Monitors required to use “similar conditions” as de fined in section (c) to store and erase pending and confirme d/MIL-on fault codes may not require that the similar condit ions be met prior to erasure of the permanent fault code.

c. For monitors subject to section (d)(2.3.2)(D)(ii)a. , the manufacturer may choose to erase the permanent fault code using the criteria under section (d)(2.3.2)(D)(ii)b. in lieu of the cr iteria under section (d)(2.3.2)(D)(ii)a.

d. For 2010 through 2012 model year engines, manufactu rers may request Executive Officer approval to use alternate criteria to erase the permanent fault code. The Executive Officer sh all approve alternate criteria that will not likely require dri ving conditions that are longer and more difficult to meet than those re quired under section (d)(2.3.2)(D)(ii)b.
(2.4) Exceptions to MIL and Fault Code Requirements.
(2.4.1) If the engine enters a default mode of operation, a manufacturer may request Executive Officer approval to be exempt fro m illuminating the MIL if any of the following conditions listed below occ urs. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation th at verify the

conditions below: (A) The default strategy (1) causes an overt indication (e.g., illumination of a red engine shut-down warning light) such that the d river is certain to respond and have the problem corrected and (2) is n ot caused by or invoked to protect a component required to be monit ored by the OBD system under sections (e) through (g) ; or15 (B) The default strategy is an AECD that is properl y activated due to the occurrence of conditions that have been approved by the Executive

Officer.
(2.4.2) For gasoline engines, a manufacturer may elect to meet the MIL and fault code requirements in title 13, CCR section 1968.2(d )(2) in lieu of meeting the requirements of (d)(2).
(3) Monitoring Conditions. Section (d)(3) sets forth the general monitoring re quirements while sections (e) through (g) sets forth the specific monitoring requ irements as well as identifies which of the following general monitoring requireme nts in section (d)(3) are applicable for each monitored component or system i dentified in sections (e) through (g).
(3.1) For all engines:
(3.1.1) As specifically provided for in sections (e) throu gh (g), manufacturers shall define monitoring conditions, subject to Executive Officer approval, for detecting malfunctions identified in sections (e) t hrough (g). The Executive Officer shall approve manufacturer-define d monitoring conditions that are determined (based on manufactur er-submitted data and/or other engineering documentation) to be: tech nically necessary to ensure robust detection of malfunctions (e.g., avoi d false passes and false indications of malfunctions); designed to ens ure monitoring will occur under conditions that may reasonably be expected to be encountered in normal vehicle operation and use; and designed to e nsure monitoring will occur during the FTP cycle.
(3.1.2) Monitoring shall occur at least once per driving c ycle in which the monitoring conditions are met.
(3.1.3) Manufacturers may request Executive Officer approv al to define monitoring conditions that are not encountered duri ng the FTP cycle as required in section (d)(3.1.1). In evaluating the manufacturer's request, the Executive Officer shall consider the degree to which the requirement to run during the FTP cycle restricts in-use monito ring, the technical necessity for defining monitoring conditions that a re not encountered during the FTP cycle, data and/or an engineering ev aluation submitted by the manufacturer which demonstrate that the compone nt/system does not normally function, or monitoring is otherwise not f easible, during the FTP cycle, and, where applicable in section (d)(3.2), t he ability of the manufacturer to demonstrate the monitoring conditio ns will satisfy the minimum acceptable in-use monitor performance ratio requirement as defined in section (d)(3.2) (e.g., data which show in-use driving meets the minimum requirements)

. (3.2) As specifically provided for in sections (e) throu gh (g), manufacturers shall define monitoring conditions in accordance with the criteria in sections (d)(3.2.1) through (3.2.3).
(3.2.1) Manufacturers shall implement software algorithms in the OBD system to individually track and report in-use performance of the following monitors in the standardized format specified in section (d) (5): (A) NMHC converting catalyst (section (e)(5.3.1)) (B) NOx converting catalyst (section (e)(6.3.1))16 (C) Catalyst (section (f)(6.3)); (D) Exhaust gas sensor (sections (e)(9.3.1)(A) or ( f)(8.3.1)(A)); (E) Evaporative system (section (f)(7.3.2)); (F) EGR system (sections (e)(3.3.2) and (3.3.3) or (f)(3.3.1)) and VVT system (sections (e)(10.3) or (f)(9.3)); (G) Secondary air system (section (f)(5.3.1)); (H) PM filter (section (e)(8.3)); (I) Boost pressure control system (sections (e)(4.3 .2) and (e)(4.3.3)); and (J) NOx adsorber (section (e)(7.3.1)) ; (K) Fuel system (section (e)(1.3.3)); and (L) Secondary oxygen sensor (section (f)(8.3.2)(A))

. The OBD system is not required to track and report in-use performance for monitors other than those specifically identifi ed above.
(3.2.2) For all 2013 and subsequent model year engines, ma nufacturers shall define monitoring conditions that, in addition to m eeting the criteria in sections (d)(3.1) and (d)(3.2.1), ensure that the m onitor yields an in-use performance ratio (as defined in section (d)(4)) th at meets or exceeds the minimum acceptable in-use monitor performance ratio for in-use vehicles. For purposes of this regulation, the minimum accep table in-use monitor performance ratio is 0.100 for all monitors specifi cally required in sections (e) through (g) to meet the monitoring condition re quirements of section (d)(3.2).
(3.2.3) Manufacturers may not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a moni toring condition for a monitor (e.g., using a low ratio to enable more fre quent monitoring through diagnostic executive priority or modificati on of other monitoring conditions, or using a high ratio to enable less fr equent monitoring).
(3.2.4) Upon request of a manufacturer or upon the best en gineering judgment of the ARB, the Executive Officer may revise the minim um acceptable in-use monitoring performance ratio specified in section ( d)(3.2.2) for a specific monitor if the most reliable monitoring method deve loped requires a lower

ratio.
(4) In-Use Monitor Performance Ratio Definition.
(4.1) For monitors required to meet the requirements in section (d)(3.2), the ratio

shall be calculated in accordance with the followin g specifications for the numerator, denominator, and ratio.
(4.2) Numerator Specifications
(4.2.1) Definition: The numerator is defined as a measure of the number of times a vehicle has been operated such that all monitorin g conditions necessary for a specific monitor to detect a malfunction have been encountered.
(4.2.2) Specifications for incrementing: (A) Except as provided for in section (d)(4.2.2)(E) , the numerator, when incremented, shall be incremented by an integer of one. The numerator may not be incremented more than once per driving c ycle. (B) The numerator for a specific monitor shall be i ncremented within 10 seconds if and only if the following criteria are s atisfied on a single driving cycle: (i) Every monitoring condition necessary for the mo nitor of the specific17 component to detect a malfunction and store a pendi ng fault code has been satisfied, including enable criteria, presence or absence of related fault codes, sufficient length of monitorin g time, and diagnostic executive priority assignments (e.g., diagnostic “A ” must execute prior to diagnostic “B”). For the purpose of incrementin g the numerator, satisfying all the monitoring conditions necessary for a monitor to determine the component is passing may not, by itse lf, be sufficient to

meet this criteria. (ii) For monitors that require multiple stages or e vents in a single driving cycle to detect a malfunction, every monitoring con dition necessary for all events to have completed must be satisfied. (iii) For monitors that require intrusive operation of components to detect a malfunction, a manufacturer shall request Executive Officer approval of the strategy used to determine that, had a malfu nction been present, the monitor would have detected the malfun ction. Executive Officer approval of the request shall be based on t he equivalence of the strategy to actual intrusive operation and the ability of the strategy to accurately determine if every monitoring conditi on necessary for the

intrusive event to occur was satisfied. (iv) For the secondary air system monitor, the crit eria in sections (d)(4.2.2)(B)(i) through (iii) above are satisfied during normal operation of the secondary air system. Monitoring during int rusive operation of the secondary air system later in the same driving cycle solely for the purpose of monitoring may not, by itself, be suffic ient to meet this

criteria. (C) For monitors that can generate results in a “gr ay zone” or “non-detection zone” (i.e., results that indicate neither a passin g system nor a malfunctioning system) or in a “non-decision zone” (e.g., monitors that increment and decrement counters until a pass or fa il threshold is reached), the manufacturer shall submit a plan for appropriate incrementing of the numerator to the Executive Offi cer for review and approval. In general, the Executive Officer shall not approve plans that

allow the numerator to be incremented when the moni tor indicates a result in the “non-detection zone” or prior to the monitor reaching a decision. In reviewing the plan for approval, the Executive Offi cer shall consider data and/or engineering evaluation submitted by the manu facturer demonstrating the expected frequency of results in the “non-detection zone” and the ability of the monitor to accurately determine if a monitor

would have detected a malfunction instead of a resu lt in the “nondetection zone” had an actual malfunction been pres ent. (D) For monitors that run or complete during engine -off operation, the

numerator shall be incremented within 10 seconds af ter the monitor has completed during engine-off operation or during the first 10 seconds of engine start on the subsequent driving cycle. (E) Except as specified in section (d)(4.2.2)(F) fo r exponentially weighted moving averages, M m anufacturers utilizing alternate statistical MIL illumination protocols as allowed in sections (d)(2 .2.1)(C) and (d)(2.2.2)(C) for any of the monitors requiring a numerator shall submit a plan for18 appropriate incrementing of the numerator to the Ex ecutive Officer for review and approval. Executive Officer approval of the plan shall be conditioned upon the manufacturer providing support ing data and/or engineering evaluation demonstrating the equivalenc e of the incrementing in the manufacturer's plan to the incrementing spec ified in section (d)(4.2.2) for monitors using the standard MIL illu mination protocol and the overall equivalence of the manufacturer's plan in d etermining that the minimum acceptable in-use performance ratio in sect ion (d)(3.2) is

satisfied. (F) Manufacturers using an exponentially weighted movin g average (EWMA) as the alternate statistical MIL illumination proto col approved in accordance with sections (d)(2.2.1)(C) and (d)(2.2. 2)(C) shall increment

the numerator as follows: (i) Following a reset or erasure of the EWMA result, th e numerator may not be incremented until after the requisite number of decisions necessary for MIL illumination have been fully exec uted. (ii) After the number of decisions required in section ( d)(4.2.2)(F)(i) above,
the numerator, when incremented, shall be increment ed by an integer of one and may not be incremented more than once pe r driving cycle. Incrementing of the numerator shall also be in acco rdance with sections (d)(4.2.2)(B), (C), and (D).
(4.3) Denominator Specifications
(4.3.1) Definition: The denominator is defined as a measur e of the number of times a vehicle has been operated as defined in (d) (4.3.2).
(4.3.2) Specifications for incrementing: (A) The denominator, when incremented, shall be inc remented by an integer of one. The denominator may not be incremented mor e than once per driving cycle. (B) The denominator for each monitor shall be incre mented within 10 seconds if and only if the following criteria are s atisfied on a single driving cycle: (i) Cumulative time since start of driving cycle is greater than or equal to 600 seconds while at an elevation of less than 8,00 0 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; (ii) Cumulative gasoline engine operation at or abo ve 25 miles per hour or diesel engine operation at or above 15% calculated load 1150 rpm

, either of which occurs for greater than or equal to 300 seconds while at an elevation of less than 8,000 feet above sea l evel and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; and (iii) Continuous vehicle operation at idle (i. e.g. , accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission) ) for greater than or equal to 30 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 2019 degrees Fahrenheit. (iv) For 2010 through 2012 model year diesel engines, ma nufacturers may use diesel engine operation at or above 15% calcula ted load in lieu of 1150 rpm for the criterion in section (d)(4.3.2)(B) (ii) above. (C) In addition to the requirements of section (d)( 4.3.2)(B) above, the evaporative system monitor denominator(s) shall be incremented if and only if: (i) Cumulative time since start of driving cycle i s greater than or equal to 600 seconds while at an ambient temperature of grea ter than or equal to 40 degrees Fahrenheit but less than or equal to 95 degrees Fahrenheit; and (ii) Engine cold start occurs with engine coolant temperature at engine start greater than or equal to 40 degrees Fahrenhei t but less than or equal to 95 degrees Fahrenheit and less than or equ al to 12 degrees Fahrenheit higher than ambient temperature at engin e start. (D) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors shall be incremented if and only if the component or strategy is commanded “on” for a cumulative time greater than or equal to 10 seconds: (i) Secondary Air System (section (f)(5)) (ii) Cold Start Emission Reduction Strategy (sectio ns (e)(11) or (f)(4)) (iii) Components or systems that operate only at en gine start-up (e.g., glow plugs, intake air heaters) and are subject to monitoring under “other emission control systems” (section (g)(4)) o r comprehensive component output components (section (g)(3)) For purposes of determining this commanded “on” tim e, the OBD system may not include time during intrusive operation of any of the components or strategies later in the same driving cycle solel y for the purposes of monitoring. (E) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors of output components (except those operated only at engine start-up and subject to the requirements of the previous section (d)(4.3.2)(D)) shall be increm ented if and only if the component is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked”) on two or more occasions during the driving cycle or for

a cumulative time greater than or equal to 10 seconds, whichever occurs first : (i) Variable valve timing and/or control system (s ections (e)(10) or (f)(9)) (ii) “Other emission control systems” (section (g)( 4)) (iii) Comprehensive component output component (sec tion (g)(3)) (e.g., turbocharger waste-gates, variable length manifold runners) As an alternative, in addition to the requirements of section (d)(4.3.2)(B), manufacturers may use the criteria specified in tit le 13, CCR section 1968.2(d)(4.3.2)(F) in lieu of the criteria specifi ed in section (d)(4.3.2)(E)

above. (F) For monitors of the following components, the m anufacturer may request Executive Officer approval to use alternate or addi tional criteria to that set forth in section (d)(4.3.2)(B) above for incrementi ng the denominator.20 Executive Officer approval of the proposed criteria shall be based on the equivalence of the proposed criteria in measuring t he frequency of monitor operation relative to the amount of vehicle operation in accordance with the criteria in section (d)(4.3.2)( B) above: (i) Engine cooling system input components (section (g)(1)) (ii) “Other emission control systems” (section (g) (4)) (iii) Comprehensive component input components that require extended monitoring evaluation (section (g)(3)) (e.g., stuck fuel level sensor rationality) (iv) Comprehensive component input component temperature sensor rationality monitors (section (g)(3)) (e.g., intake air temperature sensor, ambient temperature sensor, fuel temperature sensor ) (v) PM filter frequent regeneration (section (e)(8.2.2) ) (G) For monitors of the following components or oth er emission controls that experience infrequent regeneration events, the manu facturer may request Executive Officer approval to use alternate or addi tional criteria to that set forth in section (d)(4.3.2)(B) above for incrementi ng the denominator. Executive Officer approval of the proposed criteria shall be based on th e effectiveness of the proposed criteria in measuring the frequency of monitor operation relative to the amount of vehicle operation the denominator(s) shall be incremented during a drivin g cycle in which the following two criteria are met: (1) the requirement s of section (d)(4.3.2)(B) are met on the current driving cycle, and (2) the n umber of minutes of cumulative engine run time since the denominator wa s last incremented is greater than or equal to 800 minutes. The 800-minu te engine run time counter shall be reset to zero and begin counting a gain after the

denominator has been incremented and no later than the start of the next ignition cycle : (i) Oxidation Diesel NMHC converting catalyst (section (e)(5.2.2 )) (ii) Diesel NMHC converting catalyst other aftertre atment assistance functions (sections (e)(5.2.3)(B) and (D)) (iii) Particulate matter filters (sections (e)(8.2.1 ), (8.2.4), and (8.2.5) ) As an alternative, for 2010 through 2012 model year engines, the manufacturer may request Executive Officer approval to use alternate or additional criteria to that set forth in section (d )(4.3.2)(G) above for incrementing the denominator. Executive Officer ap proval of the proposed criteria shall be based on the effectivene ss of the proposed criteria in measuring the frequency of monitor oper ation relative to the amount of vehicle operation. (H) For 2013 and subsequent model year engines, in addi tion to the requirements of section (d)(4.3.2)(B) above, the de nominator(s) for the following monitors shall be incremented if and only if a regeneration event is commanded for a time greater than or equal to 10 seconds: (i) Diesel NMHC converting catalyst other aftertreatmen t assistance functions (sections (e)(5.2.3)(A) and (C)) (ii) PM filter incomplete regeneration (section (e)(8.2. 3)) (iii) PM filter active/intrusive injection (section (e)(8 .2.6)) (H) (I) For hybrid vehicles, vehicles that employ alternate engine start21 hardware or strategies (e.g., integrated starter an d generators), or alternate fuel vehicles (e.g., dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request Executive Officer appr oval to use alternate criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. In general, the Executive Officer sha ll not approve alternate criteria for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Executive Officer approval of the alternate criteria shall be based on the equivalence of the alternate criter ia to determine the amount of vehicle operation relative to the measure of conventional vehicle operation in accordance with the criteria i n section (d)(4.3.2)(B)

above.
(4.4) Ratio Specifications
(4.4.1) Definition: The ratio is defined as the numerator divided by the

denominator.
(4.5) Disablement of Numerators and Denominators
(4.5.1) Within 10 seconds of a malfunction being detected (i.e., a pending, confirmed, or MIL-on fault code being stored) that disables a monitor required to meet the monitoring conditions in secti on (d)(3.2), the OBD system shall disable further incrementing of the co rresponding numerator

and denominator for each monitor that is disabled. When the malfunction is no longer detected (e.g., the pending code is er ased through selfclearing or through a scan tool command), increment ing of all corresponding numerators and denominators shall res ume within 10

seconds.
(4.5.2) Within 10 seconds of the start of a PTO (see secti on (c)) operation that disables a monitor required to meet the monitoring conditions in section (d)(3.2), the OBD system shall disable further incr ementing of the corresponding numerator and denominator for each mo nitor that is disabled. When the PTO operation ends, incrementin g of all corresponding numerators and denominators shall res ume within 10

seconds.
(4.5.3) The OBD system shall disable further incrementing of all numerators and

denominators within 10 seconds if a malfunction of any component used to determine if the criteria in sections (d)(4.3.2) (B) through (C) are satisfied (i.e., vehicle speed/calculated load, amb ient temperature, elevation, idle operation, engine cold start, or ti me of operation) has been detected (i.e., a pending, confirmed, or MIL-on fau lt code has been stored) and the corresponding pending fault code has been s tored

. Incrementing of all numerators and denominators sha ll resume within 10 seconds when the malfunction is no longer present ( e.g., pending code erased through self-clearing or by a scan tool comm and).
(5) Standardized tracking and reporting of monitor per formance.
(5.1) For monitors required to track and report in-use m onitor performance in section (d)(3.2), the performance data shall be tra cked and reported in accordance with the specifications in sections (d)( 4), (d)(5), and (h)(5.1). The OBD system shall separately report an in-use monito r performance numerator and denominator for each of the following components:
(5.1.1) For diesel engines, fuel system, NMHC catalyst bank 1, NMHC catalyst22 bank 2, NOx catalyst bank 1, NOx catalyst bank 2, e xhaust gas sensor bank 1, exhaust gas sensor bank 2, EGR/VVT system, PM filter, boost pressure control system, and NOx adsorber. The OBD system shall also report a general denominator and an ignition cycle counter in the standardized format specified in sections (d)(5.5), (d)(5.6), and (h)(5.1).
(5.1.2) For gasoline engines, catalyst bank 1, catalyst ba nk 2, primary oxygen sensor bank 1, primary oxygen sensor bank 2, secondary oxygen sensor evaporative leak detection system, EGR/VVT system, and secondary air system. The OBD system shall also report a general denominator and an ignition cycle counter in the standardized format s pecified in sections (d)(5.5), (d)(5.6), and (h)(5.1).
(5.2) Numerator
(5.2.1) The OBD system shall report a separate numerator f or each of the components listed in section (d)(5.1).
(5.2.2) For specific components or systems that have multi ple monitors that are required to be reported under section (e) (e.g., ex haust gas sensor bank 1 may have multiple monitors for sensor response or o ther sensor characteristics), the OBD system shall separately t rack numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more spe cific monitors have identical ratios, the corresponding numerator and d enominator for the specific monitor that has the highest denominator s hall be reported for the specific component.
(5.2.3) The numerator(s) shall be reported in accordance w ith the specifications in section (h)(5.1.2)(A).
(5.3) Denominator
(5.3.1) The OBD system shall report a separate denominator for each of the components listed in section (d)(5.1).
(5.3.2) The denominator(s) shall be reported in accordance with the specifications in section (h)(5.1.2)(A).
(5.4) Ratio
(5.4.1) For purposes of determining which corresponding nu merator and denominator to report as required in section (d)(5. 2.2), the ratio shall be calculated in accordance with the specifications in section (h)(5.1.2)(B).
(5.5) Ignition cycle counter
(5.5.1) Definition: (A) The ignition cycle counter is defined as a coun ter that indicates the number of ignition cycles a vehicle has experienced as defined in section (d)(5.5.2)(B). (B) The ignition cycle counter shall be reported in accordance with the specifications in section (h)(5.1.2)(A).
(5.5.2) Specifications for incrementing: (A) The ignition cycle counter, when incremented, s hall be incremented by an integer of one. The ignition cycle counter may not be incremented more than once per ignition cycle. (B) The ignition cycle counter shall be incremented within 10 seconds if and only if the engine exceeds an engine speed of 50 to 150 rpm bel ow the23 normal, warmed-up idle speed (as determined in the drive position for vehicles equipped with an automatic transmission) f or at least two seconds plus or minus one second. (C) The OBD system shall disable further incrementi ng of the ignition cycle counter within 10 seconds if a malfunction of any c omponent used to determine if the criteria in section (d)(5.5.2)(B) are satisfied (i.e., engine speed or time of operation) has been detected and t he corresponding pending fault code has been stored. The ignition c ycle counter may not be disabled from incrementing for any other conditi on. Incrementing of the ignition cycle counter shall resume within 10 s econds when the malfunction is no longer present (e.g., pending cod e erased through selfclearing or by a scan tool command).
(5.6) General Denominator
(5.6.1) Definition: (A) The general denominator is defined as a measure of the number of times a vehicle has been operated as defined in section ( d)(5.6.2)(B). (B) The general denominator shall be reported in ac cordance with the specifications in section (h)(5.1.2)(A).
(5.6.2) Specifications for incrementing: (A) The general denominator, when incremented, sha ll be incremented by an integer of one. The general denominator may not be incremented more than once per driving cycle. (B) The general denominator shall be incremented wi thin 10 seconds if and only if the criteria identified in section (d)(4.3. 2)(B) are satisfied on a single driving cycle. (C) The OBD system shall disable further incrementi ng of the general

denominator within 10 seconds if a malfunction of a ny component used to determine if the criteria in section (d)(4.3.2)(B) are satisfied (i.e., vehicle speed/load, ambient temperature, elevation, idle op eration, or time of operation) has been detected and the corresponding pending fault code has been stored. The general denominator may not b e disabled from incrementing for any other condition (e.g., the dis ablement criteria in sections (d)(4.5.1) and (d)(4.5.2) may not disable the general denominator). Incrementing of the general denomina tor shall resume within 10 seconds when the malfunction is no longer present (e.g., pending code erased through self-clearing or by a s can tool command).
(6) Malfunction Criteria Determination.
(6.1) In determining the malfunction criteria for diesel engine monitors in sections (e) and (g) that are required to indicate a malfunc tion before emissions exceed an emission threshold based on any applicabl e standard (e.g., 2.0 times any of the applicable standards), the manufac turer shall:
(6.1.1) Use the emission test cycle and standard (i.e., FT P or SET) determined by the manufacturer, through use of data and/or eng ineering analysis, to be more stringent (i.e., to result in higher emissi ons with the same level of monitored component malfunction) as the “applicable standard” . The manufacturer shall use data and/or engineering anal ysis to determine the test cycle and standard that is more stringent.24

(6.1.2) Identify in the certification documentation requir ed under section (j), the test cycle and standard determined by the manufactu rer to be the

most more stringent for each applicable monitor.
(6.1.3) If the Executive Officer reasonably believes that a manufacturer has incorrectly determined the test cycle and standard that is most more stringent, the Executive Officer shall require the manufacturer to provide emission data and/or engineering analysis showing t hat the other test cycle and standard are less stringent.
(6.2) On engines equipped with emission controls that ex perience infrequent regeneration events, a manufacturer shall adjust th e emission test results that

are used to determine the malfunction criterion for monitors that are required

to indicate a malfunction before emissions exceed a certain emission threshold (e.g., 2.0 times any of the applicable st andards). Except as provided in section (d)(6.2.3), F f or each monitor, the manufacturer shall adjust the emission result using the procedure desc ribed in CFR title 40, part 86.004-28(i) with the component for which the malfu nction criteria is being

established deteriorated to the malfunction thresho ld. The adjusted emission value shall be used for purposes of determining whe ther or not the specified emission threshold is exceeded (e.g., a malfunction must be detected before the adjusted emission value exceeds 2.0 times any a pplicable standard).
(6.2.1) For purposes of section (d)(6.2), “regeneration” m eans an event during which emissions levels change while the emission co ntrol performance is being restored by design.
(6.2.2) For purposes of section (d)(6.2), “infrequent” mea ns having an expected frequency of less than once per FTP cycle.
(6.2.3) In lieu of using the procedure described in CFR tit le 40, part 86.004-28(i), the manufacturer may submit an alternate plan to ca lculate the adjustment factors for determining the adjusted emi ssion values to the Executive Officer for review and approval. Executi ve Officer approval of the plan shall be conditioned upon the manufacturer providing data and/or engineering evaluation demonstrating the procedure is consistent with good engineering judgment in determining appropriat e modifications to the tailpipe certification adjustment factors.
(6.3) In lieu of meeting the malfunction criteria for ga soline engine monitors in sections (f) and (g), the manufacturer may request Executive Officer approval to utilize OBD systems certified to the requirement s of title 13, CCR section 1968.2 on medium-duty engines or vehicles. The Exe cutive Officer shall approve the request upon finding that the manufactu rer has used good engineering judgment in determining equivalent malf unction detection criteria on the heavy-duty engine.
(7) Implementation Schedule
(7.1) Except as specified in sections (d)(7.4) and (d)(7 .5) for small volume manufacturers and alternate-fueled engines, for the 2010 through 2012 model year engines:
(7.1.1) Full OBD. Except as specified in section (d)(7.1. 3) below, a manufacturer shall implement an OBD system meeting the requireme nts of section 1971.1 on one engine rating (i.e., the OBD parent r ating) within one of the manufacturer’s engine families. The OBD parent rat ing shall be from the25 manufacturer’s heavy-duty engine family with the hi ghest weighted sales number for the 2010 model year and shall be the eng ine rating with the highest weighted sales number within that engine fa mily.
(7.1.2) Extrapolated OBD. For all other engine ratings wi thin the engine family selected according to section (d)(7.1.1) (i.e., the OBD child ratings), except as specified in section (d)(7.1.3) below), a manufacturer shall implement an OBD system meeting the requirements of section 1971.1 with the exception that the OBD system is not requi red to detect a malfunction prior to exceeding the emission thresho lds specified in the malfunction criteria in sections (e) through (g). In lieu of detecting a malfunction prior to exceeding the emission thresho lds, a manufacturer shall submit a plan for Executive Officer review an d approval detailing the engineering evaluation the manufacturer will use to establish the malfunction criteria for the OBD child ratings. Th e Executive Officer shall approve the plan upon determining that the manufact urer is using good engineering judgment to establish the malfunction c riteria for robust detection of malfunctions, including consideration of differences of base engine, calibration, emission control components, a nd emission control strategies.
(7.1.3) For all engine ratings (i.e., OBD parent and OBD c hild ratings) within the engine family selected according to (d)(7.1.1): (A) The OBD system is exempt from having to comply with the standardization requirements set forth in the incor porated documents to this regulation (e.g., SAE J1939 defined format) wi thin the following

sections : (i) (d)(1.2) and (h)(2) (standardized connector) (ii) (d)(2.1.1) and (2.1.5) (dedicated standardized MIL) (iii) (h)(3) (communication protocol) (iv) (h)(4) (standardized communication functions w ith respect to the requirements to make the data available in a standa rdized format or in accordance with SAE J1979/1939 specifications) (v) (h)(5.1.1) and (h)(5.2.1) with respect to the r equirements to make the

data available in a standardized format or in accor dance with SAE J1979/1939 specifications. (B) The OBD system shall meet the requirements of e ither sections (d)(2.2.1) and (2.3.1) or (d)(2.2.2) and (2.3.2) regardless of the communication protocol (e.g., standardized, proprietary) used by the OBD system.
(7.1.4) Engine Manufacturer Diagnostic (EMD) Systems. For all engine ratings in the manufacturer’s engine families not selected acc ording to section (d)(7.1.1), a manufacturer shall: (A) Implement an EMD system meeting the requirement s of title 13, CCR section 1971 in lieu of meeting the requirements of section 1971.1; and (B) Monitor the NOx aftertreatment (i.e., catalyst, adsorber) on engines soequipped. A malfunction shall be detected if: (i) The NOx aftertreatment system has no detectable amount of NOx aftertreatment capability (i.e., NOx catalyst conve rsion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed,26 or missing; or (iii) The NOx aftertreatment assembly is replaced w ith a straight pipe.
(7.2) Except as specified in section (d)(7.5) for altern ate-fueled engines, for the 2013 through 2015 model year engines:
(7.2.1) A manufacturer shall be required to define one or more OBD groups to cover all engine ratings in all engine families.
(7.2.2) Full OBD. A manufacturer shall implement an OBD s ystem meeting the requirements of section 1971.1: (A) On all engine ratings (i.e., OBD parent and OBD child ratings) within the engine family selected according to section (d)(7.1 .1); and (B) On one engine rating (i.e., OBD parent rating) within each of the manufacturer’s OBD groups. The OBD parent rating s hall be the engine rating with the highest weighted sales number for t he 2013 model year within each OBD group.
(7.2.3) Extrapolated OBD. For all engine ratings not subj ect to section (d)(7.2.2) (i.e., OBD child ratings), a manufacturer shall imp lement an OBD system meeting the requirements of section 1971.1 with the exception that the OBD system is not required to detect a malfunction prior to exceeding the emission thresholds specified in the malfunction cr iteria in sections (e) through (g). In lieu of detecting a malfunction pr ior to exceeding the emission thresholds, a manufacturer shall submit a plan for Executive Officer review and approval detailing the engineeri ng evaluation the

manufacturer will use to establish the malfunction criteria for the OBD child ratings. The Executive Officer shall approve the plan upon determining that the manufacturer is using good eng ineering judgment to

establish the malfunction criteria for robust detec tion of malfunctions, including consideration of differences of base engi ne, calibration, emission control components, and emission control s trategies.
(7.3) Except as specified in section (d)(7.5) for altern ate-fueled engines, for the 2016 and subsequent model year engines:
(7.3.1) A manufacturer shall implement an OBD system meeti ng the requirements of section 1971.1 on all engine rating s in all engine families.
(7.4) Small volume manufacturers shall be exempt from th e requirements of section 1971.1 for 2010 through 2012 model year eng ines. For purposes of this requirement, a small volume manufacturer is de fined as a manufacturer with projected engine sales for California heavy-du ty vehicles of less than 1200 engines per year for the 2010 model year.
(7.5) For alternate-fueled engines:
(7.5.1) For 2010 through 2012 model year engines, a manufa cturer shall be exempt from the requirements of section 1971.1.
(7.5.2) For 2013 through 2019 model year engines, the manu facturer shall: (A) Implement an EMD system meeting the requirement s of title 13, CCR section 1971 in lieu of meeting the requirements of section 1971.1; and (B) Monitor the NOx aftertreatment (i.e., catalyst, adsorber) on engines soequipped. A malfunction shall be detected if: (i) The NOx aftertreatment system has no detectable amount of NOx aftertreatment capability (i.e., NOx catalyst conve rsion or NOx adsorption);27 (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assembly is replaced w ith a straight pipe.
(7.5.3) For 2020 and subsequent model year engines, a manu facturer shall implement an OBD system meeting the requirements of section 1971.1.

(e) M onitor ing Requirements for Diesel/Compression

- Ignition Engines Monitoring Requirements for Diesel/Compression-Ignition Engine s. (1) Fuel System Monitoring
(1.1) Requirement: The OBD system shall monitor the fuel delivery syst em to determine its ability to comply with emission standards. The individual electronic components (e.g., actuators, valves, sensors, pumps) that are used in the fuel system and not specifically addressed in this section shall be monitored in accordance with the comprehensive component requirements in se ction (g)(3).
(1.2) Malfunction Criteria:
(1.2.1) Fuel system pressure control: The OBD system shall detect a malfunction of the fuel system pressure control system (e.g., f uel, hydraulic fluid) when the fuel system pressure control system is unable t o maintain an engine’s NMHC, NOx, or CO emissions at or below 2.0 times th e applicable standards or the engine’s PM emissions at or below the applicable standard plus 0.02 grams per brake horsepower-hour (g/bhp-hr). For engines in which no failure or deterioration of the fuel system pressure control could result in an engine’s emissions excee ding these emission levels, the OBD system shall detect a malfunction w hen the system has

reached its control limits such that the commanded fuel system pressure

cannot be delivered.
(1.2.2) Injection quantity: The OBD system shall detect a malfunction of the fuel injection system when the system is unable to deliv er the commanded quantity of fuel necessary to maintain an engine’s NMHC, CO, and NOx emissions at or below 2.0 times the applicable stan dards or the engine’s PM emissions at or below the applicable standard pl us 0.02 g/bhp-hr. For engines in which no failure or deterioration of the fuel injection quantity could result in an engine’s emissions exceeding the se emission levels, the OBD system shall detect a malfunction when the syst em has reached its control limits such that the commanded fuel quantit y cannot be delivered.
(1.2.3) Injection Timing: The OBD system shall detect a ma lfunction of the fuel injection system when the system is unable to deliv er fuel at the proper crank angle/timing (e.g., injection timing too adva nced or too retarded) necessary to maintain an engine’s NMHC, CO, and NOx emissions at or below 2.0 times the applicable standards or the eng ine’s PM emissions at or below the applicable standard plus 0.02 g/bhp-hr . For engines in which no failure or deterioration of the fuel injection t iming could result in an engine’s emissions exceeding these emission levels, the OBD system shall detect a malfunction when the system has reac hed its control limits such that the commanded fuel injection timing canno t be achieved.
(1.2.4) Feedback control: Except as provided for in sectio n (e)(1.2.5), if the engine is equipped with feedback or feed-forward control of the fuel28 system (e.g., feedback control of pressure or pilot injection quantity), the OBD system shall detect a malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authorit y and cannot achieve the target

. (1.2.5) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(1.2.4)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(1.2.6) In lieu of detecting the malfunctions specified in sections (e)(1.2.4)(A) and (B) with a fuel system-specific monitor, the OBD sy stem may monitor the individual parameters or components that are used a s inputs for fuel system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (e)(1.2.4)(A) an d (B).
(1.2.7) For purposes of determining the fuel system malfunc tion criteria in sections (e)(1.2.1) through (1.2.3): (A) For 2010 through 2012 model year engines, the malfu nction criteria shall be established by using a fault that affects either a single injector or all injectors equally. (B) For 2013 and subsequent model year engines, for sec tion (e)(1.2.1), the malfunction criteria shall be established by using a fault that affects all injectors equally. Additionally, for systems that have single component failures which could affect a single injector (e.g. , systems that build injection pressure within the injector that could h ave a single component pressure fault caused by the injector itself), the malfunction criteria shall also be established by using a fault that affects a single injector. (C) For 2013 and subsequent model year engines, for sec tions (e)(1.2.2) through (1.2.3), the malfunction criteria shall be established by both (1) a fault that affects all the injectors equally and (2 ) a fault that affects only one injector.
(1.3) Monitoring Conditions:
(1.3.1) Except as provided in sections (e)(1.3.2) and (e)( 1.3.4), T t he OBD system shall monitor continuously for malfunctions identif ied in sections (e)(1.2.1) and (e)(1.2.4) (i.e., fuel pressure control and fee dback operation).
(1.3.2) For fuel systems that achieve injection fuel pressu re within the injector or increase pressure within the injector (e.g. in the injector of an amplified common rail system), manufacturers may request Exec utive Officer approval to define the monitoring conditions for ma lfunctions identified in sections (e)(1.2.1) in accordance with sections (d) (3.1) and (d)(3.2) (i.e., minimum ratio requirements). The Executive Officer shall approve the29 monitoring conditions upon the manufacturer submitt ing data and/or analysis identifying all possible failure modes and the effect each has (e.g., failure modes and effects analysis) on fuel pressure across the entire range of engine operating conditions, and up on the Executive Officer determining based on the data and/or analys is that the monitoring

conditions allow for robust detection of all causes of fuel pressure

malfunctions.
(1.3.2) (1.3.3) Manufacturers shall define the monitoring condition s for malfunctions identified in sections (e)(1.2.2) and (e)(1.2.3) (i.e., injection quantity and timing) in accordance with sections (d )(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For all 2013 and subse quent model year engines, for purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunction s identified in sections (e)(1.2.2) and (e)(1.2.3) shall be tracked separate ly but reported as a single set of values as specified in section (d)(5. 2.2).
(1.3.4) Manufacturers may request Executive Officer approva l to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and

false indications of malfunctions. The Executive O fficer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a mal functioning system and that the disablement interval is limited only t o that which is technically

necessary. (1.4) MIL Illumination and Fault Code Storage:
(1.4.1) General requirements for MIL illumination and fault code storage are set forth in section (d)(2).
(1.4.2) Additionally, for malfunctions identified in sectio n (e)(1.2.1) (i.e., fuel pressure control) on all 2013 and subsequent model year vehicles: (A) A pending fault code shall be stored immediately up on the fuel system exceeding the malfunction criteria established purs uant to section (e)(1.2.1). (B) Except as provided below, if a pending fault code i s stored, the OBD system shall immediately illuminate the MIL and sto re a confirmed/MIL-on fault code if a malfunction is again detected durin g either of the following two events: (a) the driving cycle immediately follo wing the storage of the pending fault code, regardless of the conditions en countered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the p ending fault code was

stored are encountered. (C) The pending fault code may be erased at the end of the next driving cycle

in which similar conditions have been encountered w ithout an exceedance of the specified fuel system malfunction criteria. The pending code may

also be erased if similar conditions are not encoun tered during the 80 driving cycles immediately after the initial detect ion of a malfunction for which the pending code was set. (D) Storage of freeze frame conditions.30 (i) A manufacturer shall store and erase freeze frame c onditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed/MI L-on fault code. (ii) If freeze frame conditions are stored for a malfunc tion other than misfire (see section (e)(2)) or fuel system malfunc tion when a fault code is stored as specified in section (e)(1.4.2) a bove, the stored freeze frame information shall be replaced with fre eze frame information regarding the fuel system malfunction. (E) Storage of fuel system conditions for determining s imilar conditions of operation. (i) Upon detection of a fuel system malfunction under s ection (e)(1.4.2), the OBD system shall store the engine speed, load, and warm-up status of the first fuel system malfunction that re sulted in the storage of the pending fault code. (ii) The manufacturer may request Executive Officer appr oval to use an

alternate definition of similar conditions in lieu of the definition specified in section (c). The Executive Officer sh all approve the alternate definition upon the manufacturer providin g data or analysis demonstrating that the alternate definition provide s for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, and/or warm-up sta tus. (F) Extinguishing the MIL. The MIL may be extinguished after three sequential driving cycles in which similar conditio ns have been encountered without a malfunction of the fuel syste m.

(2) Misfire Monitoring
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfir e causing excess emissions. The OBD system shall be capable of detec ting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, the OBD system shall also identify the specific misfiring cylinder.
(2.1.2) If more than one cylinder is continuously misfirin g, a separate fault code shall be stored indicating that multiple cylinders are misfiring. When identifying multiple cylinder misfire, the manufact urer OBD system is not required to also identify each of the continuously misfiring cylinders individually through separate fault codes.
(2.2) Malfunction Criteria:
(2.2.1) The OBD system shall detect a misfire malfunction when one or more cylinders are continuously misfiring.
(2.2.2) Additionally, for 2013 and subsequent model year e ngines equipped with sensors that can detect combustion or combustion qu ality (e.g., for use in homogeneous charge compression ignition (HCCI) cont rol systems), the OBD system shall detect a misfire malfunction causi ng the engine’s NMHC, CO, or NOx emissions to exceed 2.0 times the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr.31 (A) Manufacturers shall determine the percentage of misfire evaluated in 1000 revolution increments that would cause NMHC, C O, or NOx emissions from an emission durability demonstration engine to exceed 2.0 times any of the applicable standards or PM emissio ns to exceed the applicable standard plus 0.02 g/bhp-hr if the perce ntage of misfire were present from the beginning of the test. To establi sh this percentage of misfire, the manufacturer shall utilize misfire eve nts occurring at equally spaced, complete engine cycle intervals, across ran domly selected cylinders throughout each 1000-revolution increment . If this percentage of misfire is determined to be lower than one perce nt, the manufacturer may set the malfunction criteria at one percent. (B) Subject to Executive Officer approval, a manufa cturer may employ other

revolution increments. The Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire.
(2.2.3) A malfunction shall be detected if the percentage of misfire established in section (e)(2.2.2)(A) is exceeded regardless of the pattern of misfire events (e.g., random, equally spaced, continuous).
(2.2.4) For multiple cylinder misfire situations that resul t in a misfire rate greater than or equal to 50 percent of all engine firings, the OBD system shall only be required to detect a misfire malfunction for sit uations that are caused by a single component failure.
(2.3) Monitoring Conditions:
(2.3.1) The OBD system shall monitor for misfire during en gine idle conditions at least once per driving cycle in which the monitorin g conditions for misfire are met. A manufacturer shall submit monitoring co nditions to the Executive Officer for approval. The Executive Offi cer shall approve manufacturer-defined monitoring conditions that are determined (based on manufacturer-submitted data and/or other enginee ring documentation) to: (i) be technically necessary to ensure robust d etection of malfunctions (e.g., avoid false passes and false detection of ma lfunctions), (ii) require no more than 1000 cumulative engine revolutions, an d (iii) do not require any single continuous idle operation of more than 1 5 seconds to make a determination that a malfunction is present (e.g., a decision can be made with data gathered during several idle operations o f 15 seconds or less); or satisfy the requirements of (d)(3.1) with altern ative engine operating

conditions.
(2.3.2) Manufacturers may request Executive Officer approv al to use alternate monitoring conditions (e.g., off-idle). The Execut ive Officer shall approve alternate monitoring conditions that are determined (based on manufacturer-submitted data and/or other engineerin g documentation) to ensure equivalent robust detection of malfunctions and equivalent

timeliness in detection of malfunctions.
(2.3.3) Additionally, for 2013 and subsequent model year e ngines equipped with sensors that can detect combustion or combustion qu ality: (A) The OBD system shall continuously monitor for m isfire under all positive torque engine speeds and load conditions.32 (B) If a monitoring system cannot detect all misfir e patterns under all required engine speed and load conditions as required in sec tion (e)(2.3.2 3 )(A), the manufacturer may request Executive Officer appr oval to accept the monitoring system. In evaluating the manufacturer’ s request, the Executive Officer shall consider the following fact ors: the magnitude of the region(s) in which misfire detection is limited, th e degree to which misfire detection is limited in the region(s) (i.e., the pr obability of detection of misfire events), the frequency with which said regi on(s) are expected to be encountered in-use, the type of misfire patterns fo r which misfire detection is troublesome, and demonstration that the monitori ng technology employed is not inherently incapable of detecting m isfire under required conditions (i.e., compliance can be achieved on oth er engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, s ingle cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(2.4) MIL Illumination and Fault Code Storage:
(2.4.1) General requirements for MIL illumination and fau lt code storage are set forth in section (d)(2).
(2.4.2) Additionally, for 2013 and subsequent model year e ngines equipped with sensors that can detect combustion or combustion qu ality: (A) Upon detection of the percentage of misfire spe cified in section (e)(2.2.2)(A), the following criteria shall apply f or MIL illumination and fault code storage: (i) A pending fault code shall be stored no later t han after the fourth exceedance of the percentage of misfire specified i n section (e)(2.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD sys tem shall illuminate the

MIL and store a confirmed/MIL-on fault code within 10 seconds if the percentage of misfire specified in section (e)(2.2. 2) is again exceeded four times during: (a) the driving cycle immediatel y following the storage of the pending fault code, regardless of th e conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the e ngine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending fault code may be erased at the e nd of the next driving cycle in which similar conditions to the engine con ditions that occurred when the pending fault code was stored have been en countered without an exceedance of the specified percentage o f misfire. The pending code may also be erased if similar conditio ns are not encountered during the next 80 driving cycles immed iately following

initial detection of the malfunction. (B) Storage of freeze frame conditions. (i) The OBD system shall store and erase freeze fra me conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing a confirmed/MIL-on fault c ode and erasing a confirmed/previously MIL-on fault code.33 (ii) If freeze frame conditions are stored for a ma lfunction other than a

misfire malfunction when a fault code is stored as specified in section (e)(2.4.2), the stored freeze frame information sha ll be replaced with freeze frame information regarding the misfire malf unction. (C) Storage of misfire conditions for similar condi tions determination. Upon detection of misfire under section (e)(2.4.2), the OBD system shall store the following engine conditions: engine speed, load , and warm-up status

of the first misfire event that resulted in the sto rage of the pending fault

code. (D) Extinguishing the MIL. The MIL may be extingui shed after three sequential driving cycles in which similar conditio ns have been encountered without an exceedance of the specified percentage of

misfire.

(3) Exhaust Gas Recirculation (EGR) System Monitoring
(3.1) Requirement:
(3.1.1) The OBD system shall monitor the EGR system on engi nes so-equipped for low flow rate, high flow rate, and slow respons e malfunctions. For engines equipped with EGR coolers (e.g., heat excha ngers), the OBD system shall monitor the cooler system for insufficient cooling malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system sh all be monitored in accordance with the comprehensive component require ments in section (g)(3).
(3.1.2) For engines with other charge control strategies th at affect EGR flow (e.g., systems that modify EGR flow to achieve a desired f resh air flow rate instead of a desired EGR flow rate), the manufactur er shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for EGR systems under section (e)(3).
(3.2) Malfunction Criteria:
(3.2.1) Low Flow: The OBD system shall detect a malfunctio n of the EGR system prior to a decrease from the manufacturer's specifi ed EGR flow rate that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine ’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the EGR system that causes a decrease in flow could result in an engine’s emissions exceedin g these levels, the OBD system shall detect a malfunction when either the EGR system has

reached its control limits such that it cannot incr ease EGR flow to achieve the commanded flow rate or, for non-feedback contro lled EGR systems, the EGR system has no detectable amount of EGR flow when EGR flow is expected

. (3.2.2) High Flow: The OBD system shall detect a malfuncti on of the EGR system, including a leaking EGR valve (i.e., exhaus t gas flowing through the valve when the valve is commanded closed), prio r to an increase from34 the manufacturer's specified EGR flow rate that wou ld cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the EGR system that causes an incr ease in flow could result in an engine’s emissions exceeding these lev els, the OBD system

shall detect a malfunction when either the EGR system has reached its

control limits such that it cannot reduce EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when lit tle or no EGR flow is expected

. (3.2.3) Slow Response: The OBD system shall detect a malfu nction of the EGR system prior to any failure or deterioration in the capability of the EGR system response (e.g., capability to achieve the com manded specified flow rate within a manufacturer-specified time) that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. The OBD system shall monitor both the capability of the EGR system response under both increasing and decreasing EGR flow rates to respond to a commanded increase in flow and the capability of the EGR system to respond to a commanded

decrease in flow . For engines in which no failure or deterioration of the EGR system response could result in an engine’s emi ssions exceeding these levels, the OBD system shall detect a malfunc tion of the EGR system when no detectable response to a change in c ommanded or expected flow rate occurs.
(3.2.4) Feedback control: Except as provided for in sectio n (e)(3.2.6 7 ), if the engine is equipped with feedback or feed-forward control of the EGR system (e.g., feedback control of flow, valve posit ion, pressure differential

across the valve via intake throttle or exhaust bac kpressure), the OBD system shall detect a malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authorit y and cannot achieve the target

. (3.2.5) EGR Cooler Performance: The OBD system shall detec t a malfunction of

the EGR cooler system cooler prior to a reduction from the manufacturer's specified cooling performance that would cause an e ngine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the app licable standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deter ioration of the EGR

cooler system cooler could result in an engine’s emissions exceeding these levels, the OBD system shall detect a malfunc tion when the system has no detectable amount of EGR cooling.
(3.2.6) EGR Catalyst Performance: For catalysts located in the EGR system on 2013 and subsequent model year engines and used to convert35 constituents to reduce emissions or protect or exte nd the durability of other emission-related components (e.g., to reduce fouling of an EGR cooler or valve), the OBD system shall detect a mal function when the catalyst has no detectable amount of constituent (e .g., hydrocarbons, soluble organic fractions) oxidation.
(3.2.6) (3.2.7) A manufacturer may request Executive Officer approv al to temporarily disable monitoring for the malfunction criteria specified in section (e)(3.2.4)(C) during conditions that a manu facturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(3.2.7) (3.2.8) In lieu of detecting the malfunctions specified in sections (e)(3.2.4)(A) and (B) with an EGR system-specific m onitor, the OBD system may monitor the individual parameters or com ponents that are used as inputs for EGR system feedback control prov ided that the

monitors detect all malfunctions that meet the crit eria in sections (e)(3.2.4)(A) and (B).
(3.2.9) For purposes of determining the EGR cooler performa nce malfunction criteria in section (e)(3.2.5) for EGR cooler syste ms that consist of more than one cooler (e.g., a pre-cooler and a main cool er, two or more coolers in series), the manufacturer shall submit an EGR co oler system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and combinat ion of components, and the method for determining the malfunction crit eria of section (e)(3.2.5) including the deterioration/aging proces s. Executive Officer approval of the plan shall be based on the represen tativeness of the aging to real world EGR cooler system component deteriora tion under normal and malfunctioning engine operating conditions and the effectiveness of

the method used to determine the malfunction criter ia of section (e)(3.2.5).
(3.3) Monitoring Conditions:
(3.3.1) Except as provided in section (e)(3.3.4), T t he OBD system shall monitor continuously for malfunctions identified in section s (e)(3.2.1), (3.2.2), and (e)(3.2.4) (i.e., EGR low and high flow, feedback c ontrol).
(3.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(3.2.3) (i.e., slow respon se) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2). For purposes of tr acking and reporting as required in section (d)(3.2.1), all monitors used t o detect malfunctions identified in section (e)(3.2.3) shall be tracked s eparately but reported as a single set of values as specified in section (d)( 5.2.2).36

(3.3.3) Manufacturers shall define the monitoring conditio ns for malfunctions

identified in sections (e)(3.2.5) and (e)(3.2.6) (i.e., cooler performance and EGR catalyst performance ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For p urposes of tracking and reporting as required in section (d)(3.2.1), all mo nitors used to detect malfunctions identified in section (e)(3.2.5) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(3.3.4) Manufacturers may request Executive Officer approv al to temporarily disable the EGR system check continuous monitoring, under specific conditions technically necessary to ensure robust d etection of malfunctions and to avoid false passes and false in dications of

malfunctions (e.g., disable EGR low flow monitoring when no or v ery little flow is commanded, disable EGR high and low flow mo nitoring when freezing may affect performance of the system). Th e Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation whi ch demonstrate that a

reliable check cannot be made when these conditions exist properly operating EGR system cannot be distinguished from a malfunctioning EGR system and that the disablement interval is lim ited only to that which is technically necessary

. (3.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(4) Boost Pressure Control System Monitoring
(4.1) Requirement:
(4.1.1) The OBD system shall monitor the boost pressure con trol system (e.g., turbocharger) on engines so-equipped for under and over boost malfunctions and slow response malfunctions . For engines equipped with variable geometry turbochargers (VGT), the OBD syst em shall monitor the VGT system for slow response malfunctions. For engines equipped with charge air cooler systems, the OBD system shall mon itor the charge air cooler system for cooling system performance malfun ctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the boost pressure control system shall be monitored in accordance with the comprehensive component require ments in section (g)(3).
(4.1.2) For engines with other charge control strategies th at affect boost pressure (e.g., systems that modify boost pressure to achiev e a desired air-fuel ratio instead of a desired boost pressure), the man ufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for boost pressure control systems under s ection (e)(4).
(4.2) Malfunction Criteria:
(4.2.1) Underboost: The OBD system shall detect a malfunct ion of the boost pressure control system prior to a decrease from th e manufacturer's commanded or expected boost pressure that would cause an engine’s37 NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the boost pressure control system that causes a decrease in boost could result in an engine’s emissions exce eding these levels, the OBD system shall detect a malfunction when either the boost system has

reached its control limits such that it cannot incr ease boost to achieve the commanded boost pressure or, for non-feedback contr olled boost systems, the boost system has no detectable amount of boost when boost is expected

. (4.2.2) Overboost: The OBD system shall detect a malfuncti on of the boost pressure control system prior to an increase from t he manufacturer's commanded or expected boost pressure that would cause an engine's NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the boost pressure control system that causes an increase in boost could result in an engine’s emissions exce eding these levels, the OBD system shall detect a malfunction when either the boost system has

reached its control limits such that it cannot decr ease boost to achieve the commanded boost pressure or, for non-feedback contr olled boost systems, the boost system has maximum detectable bo ost when little or no boost is expected

. (4.2.3) VGT s S low response: (A) For 2010 through 2012 model year engines equipped w ith variable geometry turbochargers (VGT), T t he OBD system shall detect a malfunction prior to any failure or deterioration i n the capability of the VGT system to achieve the commanded turbocharger geomet ry within a manufacturer-specified time that would cause an eng ine's NMHC, CO, or NOx emissions to exceed 2.0 times any of the applic able standards or the engine’s PM emissions to exceed the applicable stan dard plus 0.02 g/bhp-hr. For engines in which no failure or deter ioration of the VGT system response could result in an engine’s emissio ns exceeding these levels, the OBD system shall detect a malfunction o f the VGT system when proper functional no detectable response of the system to computer a change in commands ed turbocharger geometry does not occurs

. (B) For 2013 and subsequent model year engines, the OBD system shall detect a malfunction prior to any failure or deteri oration in the boost pressure control system response (e.g., capability to achieve the commanded or expected boost pressure within a manuf acturer-specified time) that would cause an engine's NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0. 02 g/bhp-hr. For engines in which no failure or deterioration of the boost system response could result in an engine’s emissions exceeding the se levels, the OBD system shall detect a malfunction of the boost syst em when no detectable response to a commanded or expected change in boost pressure occurs.38

(4.2.4) Charge Air Undercooling: The OBD system shall dete ct a malfunction of the charge air cooling system prior to a decrease f rom the manufacturer's specified cooling rate that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed the applicable stan dard plus 0.02 g/bhp-hr. For engines in which no failure or deter ioration of the charge air cooling system that causes a decrease in cooling pe rformance could result in an engine’s emissions exceeding these lev els, the OBD system shall detect a malfunction when the system has no d etectable amount of charge air cooling.
(4.2.5) Feedback control: Except as provided for in sectio n (e)(4.2.6), if the engine is equipped with feedback or feed-forward control of the boost pressure system (e.g., control of VGT variable geometry turbocharger position, turbine speed, manifold pressure) the OBD system shall detect a

malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authorit y and cannot achieve the target

. (4.2.6) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(4.2.5)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(4.2.7) In lieu of detecting the malfunctions specified in sections (e)(4.2.5)(A) and (B) with a boost pressure system-specific monitor, the OBD system may monitor the individual parameters or components tha t are used as inputs for boost pressure system feedback control provided that the monitors

detect all malfunctions that meet the criteria in s ections (e)(4.2.5)(A) and (B).
(4.2.8) For purposes of determining the charge air cooling performance malfunction criteria in section (e)(4.2.4) for char ge air cooling systems that consist of more than one cooler (e.g., a pre-cooler and a main cooler, two or more coolers in series), the manufacturer shall submit a charge air cooling system aging and monitoring plan to the Exe cutive Officer for review and approval. The plan shall include the de scription and location of each component, the monitoring strategy for each component and combination of components, and the method for deter mining the malfunction criteria of section (e)(4.2.4) includin g the deterioration/aging process. Executive Officer approval of the plan sh all be based on the representativeness of the aging to real world charg e air cooling system component deterioration under normal and malfunctio ning engine39 operating conditions and the effectiveness of the m ethod used to determine the malfunction criteria of section (e)(4 .2.4).
(4.3) Monitoring Conditions:
(4.3.1) Except as provided in section (e)(4.3.4), T t he OBD system shall monitor continuously for malfunctions identified in section s (e)(4.2.1), (4.2.2), and (4.2.5) (i.e., over and under boost, feedback contr ol).
(4.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(4.2.3) (i.e., VGT slow response) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every tim e the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors use d to detect malfunctions identified in section (e)(4.2.3) shall be tracked s eparately but reported as a single set of values as specified in section (d)( 5.2.2).
(4.3.3) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(4.2.4) (i.e., charge air cooler performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and reporti ng as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (e)(4.2.4) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(4.3.4) Manufacturers may request Executive Officer approva l to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and false indications of malfunctions (e.g., disable mo nitoring of underboost when commanded or expected boost pressure is very l ow). The Executive Officer shall approve the request upon de termining that the manufacturer has submitted data and/or an engineeri ng evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disableme nt interval is limited only to that which is technically necessary.
(4.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(5) Non-Methane Hydrocarbon (NMHC) Converting Catalyst Monitoring
(5.1) Requirement: The OBD system shall monitor the NMHC converting catalyst(s) for proper NMHC conversion capability. For engines equipped with catalyzed PM filters that convert NMHC emissio ns, the catalyst function

of the PM filter shall be monitored in accordance w ith the PM filter requirements in section (e)(8).
(5.2) Malfunction Criteria:
(5.2.1) For purposes of section (e)(5), each catalyst in a series configuration that

converts NMHC shall be monitored either individuall y or in combination

with others.
(5.2.2) Conversion Efficiency:40 (A) For 2010 through 2012 model year engines, T t he OBD system shall detect an NMHC catalyst malfunction when the cataly st conversion capability decreases to the point that NMHC emissio ns exceed 2.0 times any of the applicable standards. (B) For 2013 and subsequent model year engines, the OBD system shall detect an NMHC catalyst malfunction when the cataly st conversion capability decreases to the point that NMHC emissio ns exceed 2.0 times any of the applicable standards or NOx emissions ex ceed any of the applicable standards by more than 0.2 g/bhp-hr (e.g ., cause emissions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr). (B) (C) If no failure or deterioration of the catalyst NMHC conversion capability could result in an engine’s NMHC or NOx emissions exceeding 2.0 times any of the applicable standards malfunction criteria of section (e)(5.2.2)

, the OBD system shall detect a malfunction when the catalyst has no

detectable amount of NMHC or NOx conversion capability.
(5.2.3) Other Aftertreatment Assistance Functions: (A) For catalysts used to generate an exotherm to a ssist PM filter regeneration, the OBD system shall detect a malfunc tion when the catalyst is unable to generate a sufficient exother m to achieve regeneration of the PM filter. (B) For 2013 and subsequent model year engines, F f or catalysts used to generate a feedgas constituency to assist SCR syste ms (e.g., to increase

NO 2 concentration upstream 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 syste m operation. (C) For catalysts located downstream of a PM filte r and used to convert NMHC emissions during PM filter regeneration, the O BD system shall detect a malfunction when the catalyst has no detec table amount of NMHC conversion capability. (D) For catalysts located downstream of an SCR system ( e.g., to prevent ammonia slip), the OBD system shall detect a malfun ction when the catalyst has no detectable amount of NMHC, CO, NOx, or PM conversion capability. Monitoring of the catalyst is not requ ired if there is no measurable emission impact on the criteria pollutan ts (i.e., NMHC, CO, NOx, and PM) during any reasonable driving conditio n where the catalyst is most likely to affect criteria pollutants (e.g., during conditions most likely to result in ammonia generation or excessive reduct ant delivery).
(5.2.4) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfun ction criteria in sections (e)(5.2.2) and (5.2.3) for individually monitored c atalysts, the manufacturer shall use a catalyst deteriorated to the malfunctio n criteria using methods established by the manufacturer to represent real w orld catalyst deterioration under normal and malfunctioning engin e operating conditions. If the catalyst system contains cataly sts in parallel (e.g., a two bank exhaust system where each bank has its own cat alyst), the

malfunction criteria shall be determined with the “ parallel” catalysts equally

deteriorated. (B) For purposes of determining the catalyst malfun ction criteria in sections41 (e)(5.2.2) and (5.2.3) for catalysts monitored in c ombination with others, the manufacturer shall submit a catalyst system agi ng and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and loca tion of each component, the monitoring strategy for each compone nt and/or combination of components, and the method for deter mining the malfunction criteria of sections (e)(5.2.2) and (5. 2.3) including the deterioration/aging process. If the catalyst syste m contains catalysts in parallel (e.g., a two bank exhaust system where eac h bank has its own catalyst), the malfunction criteria shall be determ ined with the “parallel” catalysts equally deteriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component deterioration under normal and mal functioning engine operating conditions, the effectiveness of the meth od used to determine the malfunction criteria of section (e)(5.2), the a bility of the component monitor(s) to pinpoint the likely area of malfuncti on and ensure the correct components are repaired/replaced in-use, and the ab ility of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in sections (e)(5.2.2) and (5.2.3).
(5.3) Monitoring Conditions:
(5.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in sections (e)(5.2.2) and (5.2.3) in a ccordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.1), all monitors used to detect malfunctions identified in sections (e)(5 .2.2) and (5.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(5.4) MIL Illumination and Fault Code Storage:
(5.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(5.4.2) The monitoring method for the catalyst(s) shall be capable of detecting all instances, except diagnostic self-clearing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram approaches are not accept able).

(6) Oxides of Nitrogen (NOx) Converting Catalyst Monit oring
(6.1) Requirement: The OBD system shall monitor the NOx converting catalyst(s) for proper conversion capability. For engines equi pped with selective catalytic reduction (SCR) systems or other catalyst systems that utilize an active/intrusive reductant injection (e.g., active lean NOx catalysts utilizing diesel fuel injection), the OBD system shall monito r the SCR or active/intrusive reductant injection system for pro per performance. The individual electronic components (e.g., actuators, valves, sensors, heaters, pumps) in the SCR or active/intrusive reductant inj ection system shall be monitored in accordance with the comprehensive comp onent requirements in section (g)(3).42

(6.2) Malfunction Criteria: For purposes of section (e)( 6), each catalyst in a series configuration that converts NOx shall be monitored either individ ually or in

combination with others.
(6.2.1) Conversion Efficiency: (A) For 2010 through 2012 model year engines: (i) The OBD system shall detect a catalyst malfunct ion when the catalyst conversion capability decreases to the point that w ould cause an engine's NOx emissions to exceed any of the applica ble standards by

more than 0.3 4 g/bhp-hr (e.g., cause emissions to exceed 0.5 6 g/bhphr if the emission standard is 0.2 g/bhp-hr) as mea sured from an applicable cycle emission test (i.e., FTP or SET). (ii) If no failure or deterioration of the catalyst NOx conversion capability could result in an engine’s NOx emissions exceeding any of the applicable standards by more than 0.3 4 g/bhp-hr, the OBD system shall detect a malfunction when the catalyst has no detectable amount of NOx conversion capability. (B) For 2013 and subsequent model year engines: (i) The OBD system shall detect a catalyst malfunct ion when the catalyst conversion capability decreases to the point that w ould cause an engine's NOx emissions to exceed any of the applicable NOx

standards by more than 0.2 g/bhp-hr (e.g., cause emissions t o exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp- hr) as measured from an applicable cycle emission test or 2.0 times the applicable

NMHC standard

. (ii) If no failure or deterioration of the catalyst system NOx conversion capability could result in an engine’s NOx or NMHC emissions exceeding any of the applicable standards by more t han 0.2 g/bhp

- hr the applicable malfunction criteria of section (e)( 6.2.1)(B)(i) , the OBD system shall detect a malfunction when the catalyst has no detectable

amount of NOx or NMHC conversion capability.
(6.2.2) Selective Catalytic Reduction (SCR) or Other Activ e/Intrusive Reductant Injection System Performance: (A) Reductant Delivery Performance: (i) For 2010 through 2012 model year engines, the OBD system shall detect a malfunction prior to any failure or deteri oration of the system to properly regulate reductant delivery (e.g., urea injection, separate injector fuel injection, post injection of fuel, ai r assisted injection/mixing) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.3 4 g/bhp-hr (e.g., cause emissions to exceed 0.5 6 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET). If no failure or deterioration of the SCR system could result in an engine’s NOx emission s exceeding any of the applicable standards by more than 0.3 4 g/bhp-hr, the OBD system shall detect a malfunction when the system h as reached its control limits such that it is no longer able to de liver the desired quantity of reductant.43 (ii) For 2013 and subsequent model year engines, th e OBD system shall detect a system malfunction prior to any failure or deterioration of the system to properly regulate reductant delivery (e.g ., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine’s NOx emissions to exceed any of the applicable NOx standards by more than 0.2 g/bhphr (e.g., cause emissions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test or 2.0 times the applicable NMHC stan dard . If no failure or deterioration of the SCR system could result in an engine’s NOx or

NMHC emissions exceeding the applicable standards by mor e than 0.2 g/bhp

- hr

applicable malfunction criteria above , the OBD system shall detect a malfunction when the system has reac hed its control limits such that it is no longer able to deliver th e desired quantity of

reductant. (B) If the catalyst system uses a reductant other t han the fuel used for the engine or uses a reservoir/tank for the reductant t hat is separate from the fuel tank used for the engine, the OBD system shall detect a malfunction when there is no longer sufficient reductant availa ble to properly operate the reductant system (e.g., the reductant tank is empty). (C) If the catalyst system uses a reservoir/tank fo r the reductant that is separate from the fuel tank used for the engine, th e OBD system shall detect a malfunction when an improper reductant is used in the reductant reservoir/tank (e.g., the reductant tank is filled with something other than the reductant). (D) Feedback control: Except as provided for in sec tion (e)(6.2.2)(E), if the engine is equipped with feedback or feed-forward control of the reductant injection, the OBD system shall detect a malfunctio n: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If the feedback control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and cannot achieve the target

. (E) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(6.2.2)(D)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up. (F) In lieu of detecting the malfunctions specified in sections (e)(6.2.2)(D)(i) and (ii) with a reductant injection system-specific monitor, the OBD system may monitor the individual parameters or components that are used as inputs for reductant injection feedback control pro vided that the monitors44 detect all malfunctions that meet the criteria in s ections (e)(6.2.2)(D)(i) and (ii).
(6.2.3) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfun ction criteria in section (e)(6.2.1) for individually monitored catalysts, th e manufacturer shall use a catalyst deteriorated to the malfunction criteria u sing methods established by the manufacturer to represent real world catalys t deterioration under normal and malfunctioning engine operating conditio ns. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunct ion criteria shall be determined with the “parallel” catalysts equally de teriorated. (B) For purposes of determining the catalyst malfun ction criteria in section (e)(6.2.1) for catalysts monitored in combination w ith others, the manufacturer shall submit a catalyst system aging a nd monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and location of each component, the monitoring strategy for each component and/or c ombination of components, and the method for determining the malf unction criteria of section (e)(6.2.1) including the deterioration/agin g process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunct ion criteria shall be determined with the “parallel” catalysts equally de teriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component d eterioration under normal and malfunctioning engine operating conditio ns, the effectiveness

of the method used to determine the malfunction cri teria of section (e)(6.2.1), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct componen ts are repaired/replaced in-use, and the ability of the co mponent monitor(s) to accurately verify that each catalyst component is f unctioning as designed and as required in section (e)(6.2.1).
(6.3) Monitoring Conditions:
(6.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions

identified in sections (e)(6.2.1) and (e)(6.2.2)(C) (i.e., catalyst efficiency, improper reductant ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of track ing and reporting as required in section (d)(3.2.1), all monitors used t o detect malfunctions identified in section (e)(6.2.1) shall be tracked s eparately but reported as a single set of values as specified in section (d)( 5.2.2).
(6.3.2) Except as provided in section (e)(6.3.3), T t he OBD system shall monitor continuously for malfunctions identified in section s (e)(6.2.2)(A), (B), and (D) (e.g., SCR performance, insufficient reductant, fe edback control ).
(6.3.3) Manufacturers may request Executive Officer approva l to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and

false indications of malfunctions. The Executive O fficer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly45 operating system cannot be distinguished from a mal functioning system and that the disablement interval is limited only t o that which is technically

necessary. (6.4) MIL Illumination and Fault Code Storage:
(6.4.1) Except as provided below for reductant faults, gen eral requirements for MIL illumination and fault code storage are set for th in section (d)(2).
(6.4.2) If the OBD system is capable of discerning that a system fault is being caused by a empty reductant tank: (A) The manufacturer may request Executive Officer approval to delay illumination of the MIL if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The Executive Officer shall approve the request upon de termining the

alternative indicator is of sufficient illumination and location to be readily visible under all lighting conditions and provides equivalent assurance that a vehicle operator will be promptly notified and th at corrective action will

be undertaken. (B) If the vehicle is not equipped with an alternat ive indicator and the MIL illuminates, the MIL may be immediately extinguishe d and the corresponding fault codes erased once the OBD syste m has verified that the reductant tank has been properly refilled and t he MIL has not been illuminated for any other type of malfunction. (C) The Executive Officer may approve other strateg ies that provide equivalent assurance that a vehicle operator will b e promptly notified and

that corrective action will be undertaken.
(6.4.3) The monitoring method for the catalyst(s) shall be capable of detecting all instances, except diagnostic self-clearing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram approaches are not accept able).

(7) NOx Adsorber Monitoring
(7.1) Requirement: The OBD system shall monitor the NOx adsorber(s) on engines so-equipped for proper performance. For engines eq uipped with active/intrusive injection (e.g., in-exhaust fuel a nd/or air injection) to achieve desorption of the NOx adsorber(s) , the OBD system shall monitor the active/intrusive injection system for proper perfor mance. The individual electronic components (e.g., injectors, valves, sen sors) that are used in the active/intrusive injection system shall be monitore d in accordance with the comprehensive component requirements in section (g) (3).
(7.2) Malfunction Criteria:
(7.2.1) NOx adsorber capability: (A) For 2010 through 2012 model year engines, the O BD system shall detect a NOx adsorber system malfunction when the NOx adso rber system capability decreases to the point that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.3 g/bhp-hr (e.g., cause emissions to exceed 0.5 g/bhp -hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET). If no failure or deterior ation of the NOx adsorber
system capability could result in an engine’s NOx emission s exceeding46 any of the applicable standards by more than 0.3 g/ bhp-hr, the OBD system shall detect a malfunction when the system h as no detectable amount of NOx adsorber capability. (B) For 2013 and subsequent model year engines, the OBD system shall detect a NOx adsorber system malfunction when the N Ox adsorber capability decreases to the point that would cause an engine's NOx emissions to exceed any of the applicable NOx standards by more than 0.2 g/bhp-hr (e.g., cause emissions to exceed 0.4 g /bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET) or 2.0 times the applicable NMHC standard . If no failure or deterioration of the NOx adsorber capabi lity could result in an engine’s NOx or NMHC emissions exceeding the applicable malfunction

criteria above any of the applicable standards by more than 0.2 g/ bhp

- hr

, the OBD system shall detect a malfunction when the system has no detectable amount of NOx adsorber capability.
(7.2.2) For systems that utilize active/intrusive injectio n (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve desorption of the NOx adsorber, the OBD system shall detect a mal function if any failure or deterioration of the injection system’s ability to properly regulate injection causes the system to be unable to achieve desorption of the NOx

adsorber.
(7.2.3) Feedback control: Except as provided for in sectio n (e)(7.2.4), if the engine is equipped with feedback or feed-forward control of the NOx adsorber or active/intrusive injection system (e.g. , feedback control of injection quantity, time), the OBD system shall det ect a malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authorit y and cannot achieve the target

. (7.2.4) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(7.2.3)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(7.2.5) In lieu of detecting the malfunctions specified in sections (e)(7.2.3)(A) and (B) with a NOx adsorber-specific monitor, the OBD s ystem may monitor the individual parameters or components that are us ed as inputs for NOx adsorber or active/intrusive injection system feedb ack control provided

that the monitors detect all malfunctions that meet the criteria in sections (e)(7.2.3)(A) and (B).
(7.2.6) For purposes of determining the NOx adsorber system malfunction criteria in section (e)(7.2.1) for NOx adsorber systems that consist of more than47 one NOx adsorber (e.g., two or more adsorbers in se ries), the manufacturer shall submit a system aging and monito ring plan to the Executive Officer for review and approval. The pla n shall include the description and location of each component, the mon itoring strategy for each component and/or combination of components, an d the method for determining the malfunction criteria of section (e) (7.2.1) including the deterioration/aging process. Executive Officer app roval of the plan shall be based on the representativeness of the aging to real world NOx adsorber system component deterioration under norma l and malfunctioning engine operating conditions, the eff ectiveness of the

method used to determine the malfunction criteria o f section (e)(7.2.1), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are r epaired/replaced inuse, and the ability of the component monitor(s) to accurately verify that each NOx adsorber system component is functioning a s designed and as required in section (e)(7.2.1).
(7.3) Monitoring Conditions:
(7.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in sections (e)(7.2.1) (i.e., adsorber c apability) 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 s ection (d)(3.2.1), all

monitors used to detect malfunctions identified in sections (e)(7.2.1) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(7.3.2) Except as provided in section (e)(7.3.3), T t he OBD system shall monitor continuously for malfunctions identified in section s (e)(7.2.2) and (7.2.3) (e.g., injection function, feedback control).
(7.3.3) Manufacturers may request Executive Officer approva l to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and

false indications of malfunctions. The Executive O fficer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a mal functioning system and that the disablement interval is limited only t o that which is technically

necessary. (7.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(8) Particulate Matter (PM) Filter Monitoring
(8.1) Requirement: The OBD system shall monitor the PM f ilter on engines soequipped for proper performance. For engines equip ped with active regeneration systems that utilize an active/intrusi ve injection (e.g., in-exhaust fuel injection, in-exhaust fuel/air burner), the OB D system shall monitor the active/intrusive injection system for proper perfor mance. The individual electronic components (e.g., injectors, valves, sen sors) that are used in the active/intrusive injection system shall be monitore d in accordance with the comprehensive component requirements in section (g) (3).48

(8.2) Malfunction Criteria:
(8.2.1) Filtering Performance: (A) Except as specified in section (e)(8.2.1.)(B) b elow, f F or 2010 through

201 5 2012 model year engines, the OBD system shall detect a malfunction prior to a decrease in the filtering ca pability of the PM filter (e.g., cracking) that would cause an engine's PM em issions to exceed either of the following thresholds, whichever is hi gher: 0.07 g/bhp-hr as measured from an applicable emission test cycle (i. e., FTP or SET); or the applicable standard plus 0.06 g/bhp-hr (e.g., 0.07 g/bhp-hr if the emission standard is 0.01 g/bhp-hr). If no failure or deter ioration of the PM filtering performance could result in an engine’s PM emission s exceeding these levels, the OBD system shall detect a malfunction w hen no detectable amount of PM filtering occurs. (B) Except as specified in section (e)(8.2.1.)(C) below , for 2013 through 2015 model year engines, the OBD system shall detect a malfunction prior to a decrease in the filtering capability of the PM filt er (e.g., cracking) that would cause an engine's PM emissions to exceed eith er of the following thresholds, whichever is higher: 0.05 g/bhp-hr as m easured from an applicable emission test cycle (i.e., FTP or SET); or the applicable standard plus 0.04 g/bhp-hr (e.g., 0.05 g/bhp-hr if the emission standard is 0.01 g/bhp-hr). If no failure or deterioration of the PM filtering performance could result in an engine’s PM emission s exceeding these levels, the OBD system shall detect a malfunction w hen no detectable amount of PM filtering occurs. (B) (C) For 2013 through 2015 model year engines subject to (d)(7.2.2)(A) and for all 2016 and subsequent model year engines, the OBD system shall detect a malfunction prior to a decrease in t he filtering capability of the PM filter that would cause an engine's PM emiss ions to exceed either of the following thresholds, whichever is higher: 0 .03 g/bhp-hr as measured from an applicable emission test cycle (i. e., FTP or SET); or the applicable standard plus 0.02 g/bhp-hr (e.g., 0.03 g/bhp-hr if the emission standard is 0.01 g/bhp-hr). If no failure or deter ioration of the PM filtering performance could result in an engine’s PM emission s exceeding these levels, the OBD system shall detect a malfunction w hen no detectable amount of PM filtering occurs.
(8.2.2) Frequent Regeneration: The OBD system shall detect a malfunction when the PM filter regeneration occurs more frequency tly increases from than (i.e., occurs more often than) the manufacturer’s s pecified regeneration frequency to a level such that it would cause an en gine's NMHC emissions to exceed the following: (A) For 2010 through 2012 model year engines, 2.0 times the applicable

NMHC standards

. (B) For 2013 and subsequent model year engines, 2.0 tim es the applicable NMHC standards or the applicable NOx standard by mo re than 0.2 g/bhphr (e.g., cause NOx emissions to exceed 0.4 g/bhp-h r if the emission standard is 0.2 g/bhp-hr)

. (C) If no failure or deterioration causes an increase i n the PM filter regeneration frequency that could result in an engi ne’s NMHC emissions49 exceeding 2.0 times the applicable standards the emission levels specified

above , the OBD system shall detect a malfunction when th e PM filter regeneration frequency exceeds the manufacturer’s s pecified design limits for allowable regeneration frequency.
(8.2.3) Incomplete regeneration: The OBD system shall dete ct a regeneration malfunction when the PM filter does not properly re generate under manufacturer-defined conditions where regeneration is designed to occur.
(8.2.4) NMHC conversion: For 2013 and subsequent model yea r engines, F f or catalyzed PM filters that convert NMHC emissions, t he OBD system shall monitor the catalyst function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to th e point that NMHC emissions exceed 2.0 times the applicable standards . If no failure or deterioration of the NMHC conversion capability cou ld result in an engine’s NMHC emissions exceeding 2.0 times the app licable standards, the OBD system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability.
(8.2.5) Missing substrate: The OBD system shall detect a m alfunction if either the PM filter substrate is completely destroyed, remove d, or missing, or if the PM filter assembly is replaced with a muffler or st raight pipe.
(8.2.6) Active/Intrusive Injection: For systems that utili ze active/intrusive injection (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve regeneration of the PM filter, the OBD s ystem shall detect a malfunction if any failure or deterioration of the injection system’s ability to properly regulate injection causes the system to be unable to achieve regeneration of the PM filter.
(8.2.7) Feedback Control: Except as provided for in sectio n (e)(8.2.8), if the engine is equipped with feedback or feed-forward control of the PM filter regeneration (e.g., feedback control of oxidation c atalyst inlet temperature, PM filter inlet or outlet temperature, in-cylinder or in-exhaust fuel injection), the OBD system shall detect a malf unction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authorit y and cannot achieve the target

. (8.2.8) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(8.2.7)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(8.2.9) In lieu of detecting the malfunctions specified in sections (e)(8.2.7)(A) and (B) with a PM filter-specific monitor, the OBD syst em may monitor the individual parameters or components that are used a s inputs for PM filter50 regeneration feedback control provided that the mon itors detect all malfunctions that meet the criteria in sections (e) (8.2.7)(A) and (B).
(8.3) Monitoring Conditions:
(8.3.1) Manufacturers shall define the monitoring condition s for malfunctions identified in sections (e)(8.2.1) through (8.2.7 6 ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2). For purposes of tr acking and reporting as required in section (d)(3.2.1), all monitors used t o detect malfunctions identified in sections (e)(8.2.1) shall be tracked separately but reported as a single set of values as specified in section (d)( 5.2.2).
(8.3.2) Except as provided in section (e)(8.3.3), the OBD I I system shall monitor continuously for malfunctions identified in section (e)(8.2.7) (i.e., PM filter feedback control).
(8.3.3) Manufacturers may request Executive Officer approva l to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and

false indications of malfunctions. The Executive O fficer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a mal functioning system and that the disablement interval is limited only t o that which is technically

necessary. (8.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(9) Exhaust Gas Sensor Monitoring
(9.1) Requirement:
(9.1.1) The OBD system shall monitor all exhaust gas senso rs (e.g., oxygen, airfuel ratio, NOx) used for emission control system f eedback (e.g., EGR control/feedback, SCR control/feedback, NOx adsorbe r control/feedback) or as a monitoring device for proper output signal, activity, response rate, and any other parameter that can affect emissions.
(9.1.2) For engines equipped with heated exhaust gas senso rs, the OBD system shall monitor the heater for proper performance.
(9.2) Malfunction Criteria:
(9.2.1) Air-Fuel Ratio Sensors: (A) For sensors located upstream of the exhaust aftertreatment: (i) Sensor performance faults: The OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) that would cause an engine's NMHC , CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed any of the applicab le standards plus 0.02 g/bhp-hr. (ii) Circuit faults: The OBD system shall detect ma lfunctions of the sensor caused by either a lack of circuit continuity or ou t-of-range values.51 (iii) Feedback faults: The OBD system shall detect a malfunction of the

sensor when a sensor failure or deterioration cause s an emission control system (e.g., EGR, SCR, or NOx adsorber) to stop using that

sensor as a feedback or feed-forward input (e.g., causes default or open-loop operation). (iv) Monitoring capability: To the extent feasible, the OBD system shall

detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring). (B) For sensors located downstream of the exhaust aftertreatment: (i) Sensor performance faults: a. For 2010 through 2012 model year engines, the OB D system shall detect a malfunction prior to any failure or deteri oration of the sensor voltage, resistance, impedance, current, res ponse rate, amplitude, offset, or other characteristic(s) that would cause an engine's NMHC emissions to exceed 2.5 times any of the applicable standards, cause an engine's NOx emissio ns to exceed any of the applicable standards by more than 0.3 g/ bhp-hr (e.g., cause emissions to exceed 0.5 g/bhp-hr if the emiss ion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine’s PM emissio ns to exceed (whichever is higher): 0.05 g/bhp-hr as measured fr om an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.04 g/bhp-hr (e. g., cause emissions to exceed 0.05 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). b. For 2013 and subsequent model year engines, the OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, res ponse rate, amplitude, offset, or other characteristic(s) that would cause an engine's NMHC emissions to exceed 2.0 times any of the applicable standards, cause an engine's NOx emissio ns to exceed any of the applicable standards by more than 0.2 g/ bhp-hr (e.g., cause emissions to exceed 0.4 g/bhp-hr if the emiss ion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine's PM emissio ns to exceed (whichever is higher): 0.03 g/bhp-hr as measured fr om an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.02 g/bhp-hr (e. g., cause emissions to exceed 0.03 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). (ii) Circuit faults: The OBD system shall detect ma lfunctions of the sensor caused by either a lack of circuit continuity or ou t-of-range values. (iii) Feedback faults: The OBD system shall detect a malfunction of the

sensor when a sensor failure or deterioration cause s an emission control system (e.g., EGR, SCR, or NOx adsorber) to stop using that52 sensor as a feedback or feed-forward input (e.g., causes default or open-loop operation). (iv) Monitoring capability: To the extent feasible, the OBD system shall

detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring).
(9.2.2) NOx and PM sensors: (A) Sensor performance faults: (i) For 2010 through 2012 model year engines, the O BD system shall detect a malfunction prior to any failure or deteri oration of the sensor voltage, resistance, impedance, current, response r ate, amplitude, offset, or other characteristic(s) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than

0.3 4 g/bhp-hr (e.g., cause emissions to exceed 0.5 6 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine's PM emissions to exceed (whichever is higher): 0.05 g/b hp-hr as measured from an applicable cycle emission test (i.e., FTP o r SET); or any of the applicable standards by more than 0.04 g/bhp-hr (e. g., cause emissions to exceed 0.05 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). (ii) For 2013 and subsequent model year engines, th e OBD system shall detect a malfunction prior to any failure or deteri oration of the sensor voltage, resistance, impedance, current, response r ate, amplitude, offset, or other characteristic(s) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.2 g/bhp-hr (e.g., cause emissions to exceed 0.4 g/bhp -hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET), or cause an engin e's PM emissions to exceed (whichever is higher): 0.03 g/bhp-hr as meas ured from an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.02 g/bhp-hr (e. g., cause emissions to exceed 0.03 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). (B) Circuit faults: The OBD system shall detect mal functions of the sensor caused by either a lack of circuit continuity or ou t-of-range values. (C) Feedback faults: The OBD system shall detect a malfunction of the

sensor when a sensor failure or deterioration cause s an emission control system (e.g., EGR, SCR, or NOx adsorber) to stop us ing that sensor as a

feedback or feed-forward input (e.g., causes default or open-loop operation). (D) Monitoring capability: To the extent feasible, the OBD system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD system monit oring device (e.g., for catalyst, EGR, PM filter, SCR, or NOx adsorber monitoring).53

(9.2.3) Other exhaust gas sensors: (A) For other exhaust gas sensors, the manufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for air-fuel ratio sensors, and NOx sensors, and PM sensors under sections (e)(9.2.1) and (e)(9.2.2).
(9.2.4) Sensor Heaters: (A) The OBD system shall detect a malfunction of th e heater performance when the current or voltage drop in the heater circ uit is no longer within the manufacturer's specified limits for normal oper ation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance m alfunctions may be used upon the Executive Officer determining that th e manufacturer has submitted data and/or an engineering evaluation tha t demonstrate the monitoring reliability and timeliness to be equival ent to the stated criteria in section (e)(9.2.4)(A). (B) The OBD system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the comma nded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volt s (ground)).
(9.3) Monitoring Conditions:
(9.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (e)(9.2.1)(A)(i), (9.2.1)(B) (i), and (9.2.2)(A) (e.g., sensor performance faults) in accordance with secti ons (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For p urposes of tracking and reporting as required in section (d)(3.2.1), all mo nitors used to detect malfunctions identified in sections (e)(9.2.1)(A)(i ), (9.2.1)(B)(i), and (9.2.2)(A) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2). (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (9.2.1)(A)(iv), (9.2.1)(B)(i v), and (9.2.2)(D) (e.g., monitoring capability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements) with the excepti on that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in se ction (d)(3.1.2). (C) Except as provided in section (e)(9.3.1)(D), mo nitoring for malfunctions identified in sections (e)(9.2.1)(A)(ii), (9.2.1)(A )(iii), (9.2.1)(B)(ii), (9.2.1)(B)(iii), (9.2.2)(B), and (9.2.2)(C) (i.e., circuit continuity, and openloop malfunctions) shall be conducted continuously. (D) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an ex haust gas sensor malfunction cannot be distinguished from other effe cts (e.g., disable outof-range low monitoring during fuel cut conditions) . The Executive Officer shall approve the disablement upon determining that the manufacturer

has submitted test data and/or documentation that d emonstrate a properly54 functioning sensor cannot be distinguished from a m alfunctioning sensor and that the disablement interval is limited only t o that necessary for avoiding false detection.
(9.3.2) Sensor Heaters (A) Manufacturers shall define monitoring condition s for malfunctions identified in section (e)(9.2.4)(A) (i.e., sensor h eater performance) in

accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). (B) Monitoring for malfunctions identified in secti on (e)(9.2.4)(B) (i.e., circuit malfunctions) shall be conducted continuously.
(9.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(10) Variable Valve Timing and/or Control (VVT) System Monitoring
(10.1) Requirement: The OBD system shall monitor the VVT system on engines so-equipped for target error and slow response malf unctions. The individual electronic components (e.g., actuators, valves, sen sors) that are used in the VVT system shall be monitored in accordance with th e comprehensive components requirements in section (g)(3).
(10.2) Malfunction Criteria:
(10.2.1) Target Error: The OBD system shall detect a malfun ction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a cran k angle and/or lift tolerance that would cause an engine's NHMC, NOx, o r CO emissions to exceed 2.0 times any of the applicable standards or an engine’s PM emissions to exceed a threshold of the applicable s tandard plus 0.02 g/bhp-hr.
(10.2.2) Slow Response: The OBD system shall detect a malfu nction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a manu facturer-specified time that would cause an engine's NHMC, NOx, or CO emissions to exceed 2.0 times any of the applicable standards or an engine’s PM emissions to exceed a threshold of the applicable s tandard plus 0.02 g/bhp-hr.
(10.2.3) For engines in which no failure or deterioration o f the VVT system could result in an engine’s emissions exceeding the thres holds of sections (e)(10.2.1) or (10.2.2), the OBD system shall detec t a malfunction of the VVT system when proper functional response of the s ystem to computer

commands does not occur.
(10.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section ( e)(10.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). For purposes of tracking and r eporting as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (e)(10.2) shall be tracked separately but r eported as a single set of values as specified in section (d)(5.2.2).55

(10.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(11) Cold Start Emission Reduction Strategy Monitoring
(11.1) Requirement:
(11.1.1) For all 2013 and subsequent model year engines, if an engine incorporates a specific engine control strategy to reduce cold start emissions, the OBD system shall monitor the system to verify the strategy achieves the desired effect (e.g., to achieve accel erated catalyst light-off temperature) and monitor the commanded elements/com ponents for proper function (e.g., injection timing, increased engine idle speed, increased engine load via intake or exhaust throttl e activation) while the control strategy is active to ensure proper operati on of the control
strategy.
(11.2) Malfunction Criteria: The OBD system shall, to the extent feasible, detect a malfunction if either of the following occurs:
(11.2.1) Any single commanded element/component does not pro perly respond

to the commanded action while the cold start strate gy is active. For purposes of this section, “properly respond” is def ined as when the element responds: (A) by a robustly detectable amount by the monitor; and (B) in the direction of the desired command; and (C) above and beyond what the element/component would a chieve on startup without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault must b e detected if there is no detectable amount of engine speed increase above what the system would achieve without the cold start strategy activ e);
(11.2.2) Any failure or deterioration of the cold start emis sion reduction control strategy that would cause an engine’s NMHC, NOx, or CO emissions to exceed 2.0 times the applicable standards or the en gine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-h r. (11.2.3) For section (e)(11.2.2), to the extent feasible (wi thout adding hardware for this purpose), the OBD system shall monitor the ability of the system to achieve the desired effect (e.g., strategies used t o accelerate catalyst light-off by increasing catalyst inlet temperature shall verify the catalyst inlet temperature actually achieves the desired tem peratures within an Executive Officer approved time interval after star ting the engine) for failures that cause emissions to exceed the applica ble emission levels specified in section (e)(11.2.2). For strategies w here it is not feasible to be monitored as a system, the OBD system shall moni tor the individual elements/components (e.g., increased engine speed, increased engine load from restricting an exhaust throttle) for fail ures that cause emissions to exceed the applicable emission levels specified in section (e)(11.2.2).
(11.3) Monitoring Conditions: Manufacturers shall define t he monitoring conditions for malfunctions identified in section (e)(11.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(11.4) MIL Illumination and Fault Code Storage: General re quirements for MIL illumination and fault code storage are set forth i n section (d)(2).56

(f) Monitoring Requirements for Gasoline/Spark

- Ignited Engines Monitoring Requirements for Gasoline/Spark-Ignited Engines

. (1) Fuel System Monitoring
(1.1) Requirement: The OBD system shall monitor the fuel delivery system to determine its ability to provide compliance with em ission standards.
(1.2) Malfunction Criteria:
(1.2.1) The OBD system shall detect a malfunction of the f uel delivery system (including feedback control based on a secondary ox ygen sensor) when: (A) t T he fuel delivery system is unable to maintain an en gine's emissions at or below 1.5 times the applicable standards; or

. (B) If equipped, the feedback control based on a second ary oxygen or exhaust gas sensor is unable to maintain a vehicle’ s emissions (except as a result of a malfunction specified in section (f)( 1.2.1)(C)) at or below 1.5 times any of the applicable standards; or (C) For 2014 and subsequent model year vehicles, an air -fuel ratio cylinder imbalance (e.g., the air-fuel ratio in one or more cylinders is different than the other cylinders due to a cylinder specific malf unction such as an intake manifold leak at a particular cylinder, fuel inject or problem, an individual cylinder EGR runner flow delivery problem, an indiv idual variable cam lift malfunction such that an individual cylinder is ope rating on the wrong cam lift profile, or other similar problems) occurs in one or more cylinders such that the fuel delivery system is unable to maintain a vehicle’s emissions at or below: 3.0 times the applicable standards for th e 2014 through 2016 model years; and 1.5 times the applicable FTP stand ards for all 2017 and subsequent model year vehicles.
(1.2.2) Except as provided for in section (f)(1.2.3) below , if the engine is equipped with adaptive feedback control, the OBD system shal l detect a malfunction when the adaptive feedback control has used up all of the adjustment allowed by the manufacturer.
(1.2.3) If the engine is equipped with feedback control th at is based on a secondary oxygen (or equivalent) sensor, the OBD sy stem is not required to detect a malfunction of the fuel system solely w hen the feedback control based on a secondary oxygen sensor has used up all of the adjustment allowed by the manufacturer. However, i f a failure or deterioration results in engine emissions that exce ed the malfunction criteria in section (f)(1.2.1)(B) , the OBD system is required to detect a

malfunction.
(1.2.4) The OBD system shall detect a malfunction whenever the fuel control system fails to enter closed-loop operation within an Executive Officerapproved time interval after engine start. Executi ve Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacture r supports the specified times.
(1.2.5) For engines that employ engine shutoff strategies t hat do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with engine shutoff at idle), the OBD system shall detect whenever the fuel control system fails to enter closed-loop oper ation within an Executive57 Officer-approved time interval after an engine rest art. Executive Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times.
(1.2.5) Manufacturers may adjust the malfunction criteria and/or monitor ing conditions to compensate for changes in altitude, f or temporary introduction of large amounts of purge vapor, or fo r other similar identifiable operating conditions when they occur.
(1.3) Monitoring Conditions:
(1.3.1) Except as provided in section (f)(1.3.5), T t he OBD system shall monitor fuel system shall be monitored continuously for the presence of a malfunctions identified in sections (f)(1.2.1)(A), (f)(1.2.1)(B), and (f)(1.2.2) (i.e., fuel delivery system, secondary feedback con trol, adaptive feedback control)

. (1.3.2) Manufacturers shall define monitoring conditions fo r malfunctions identified in section (f)(1.2.1)(C) (i.e., air-fuel ratio cylinder imbalance malfunctions) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(1.3.3) Manufacturers shall define monitoring conditions fo r malfunctions identified in section (f)(1.2.4) in accordance with sections (d)(3.1).
(1.3.4) Manufacturers shall define monitoring conditions fo r malfunctions identified in section (f)(1.2.5) in accordance with sections (d)(3.1) with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2).
(1.3.5) Manufacturers may request Executive Officer approva l to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and false indications of malfunctions (e.g., for tempor ary introduction of large amounts of purge vapor). The Executive Officer sha ll approve the request upon determining that the manufacturer has submitte d data and/or an engineering evaluation which demonstrate that a pro perly operating system cannot be distinguished from a malfunctionin g system and that the disablement interval is limited only to that which is technically necessary.
(1.4) MIL Illumination and Fault Code Storage: For malfu nctions described under section (f)(1.2.1)(C) (i.e., air-fuel ratio cylinde r imbalance malfunctions), general requirements for MIL illumination and fault code storage are set forth in section (d)(2). For all other fuel system malfu nctions, the MIL illumination and fault code storage requirements are set forth i n sections (f)(1.4.1) through (1.4.6) below.
(1.4.1) A pending fault code shall be stored immediately u pon the fuel system exceeding the malfunction criteria established purs uant to section (f)(1.2).
(1.4.2) Except as provided below, if a pending fault code is stored, the OBD system shall immediately illuminate the MIL and sto re a confirmed fault code if a malfunction is again detected during eith er of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions en countered during the driving cycle; or (b) on the next driving cycle in which similar conditions58 (see section (c)) to those that occurred when the p ending fault code was

stored are encountered.
(1.4.3) The pending fault code may be erased at the end of the next driving cycle

in which similar conditions have been encountered w ithout an exceedance of the specified fuel system malfunction criteria. The pending code may

also be erased if similar conditions are not encoun tered during the 80 driving cycles immediately after the initial detect ion of a malfunction for which the pending code was set.
(1.4.4) Storage of freeze frame conditions. (A) The OBD system shall store and erase freeze fra me conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a mal function other than a misfire (see section (f)(2)) or fuel system malfunction whe n a fault code is stored as specified in section (f)(1.4.1 ) or (f)(1.4.2) above, the stored freeze frame information shall be replaced with freeze fra me information regarding the fuel system malfunction.
(1.4.5) Storage of fuel system conditions for determining similar conditions of operation. (A) Upon detection of a fuel system malfunction under s ection (f)(1.2), the OBD system shall store the engine speed, load, and warm-up status of the first fuel system malfunction that resulted in the storage of the pending

fault code. (B) For fuel system faults detected using feedback cont rol that is based on a secondary oxygen (or equivalent) sensor, the manufa cturer may request Executive Officer approval to use an alternate defi nition of similar conditions in lieu of the definition specified in s ection (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the a lternate definition provides for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, a nd/or warm-up status.
(1.4.6) Extinguishing the MIL. The MIL may be extinguishe d after three sequential driving cycles in which similar conditio ns have been encountered without a malfunction of the fuel syste m.

(2) Misfire Monitoring
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfir e causing catalyst damage and misfire causing excess emissions.
(2.1.2) The OBD system shall identify the specific cylinde r that is experiencing misfire. Manufacturers may request Executive Offic er approval to store a general misfire fault code instead of a cylinder sp ecific fault code under certain operating conditions. The Executive Office r shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat the misfiring cylinder cannot be reliably identified when the con ditions occur.
(2.1.3) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring ex cept as allowed below.59 When identifying multiple cylinder misfire, the OBD system is not required to also identify each of the misfiring cylinders in dividually through separate fault codes. If more than 90 percent of the detect ed misfires occur in a single cylinder, the OBD system may elect to store the appropriate fault code indicating the specific misfiring cylinder in lieu of the multiple cylinder misfire fault code. If, however, two or more cylin ders individually have more than 10 percent of the total number of detecte d misfires, a multiple cylinder fault code must be stored.
(2.2) Malfunction Criteria: The OBD system shall detect a misfire malfunction pursuant to the following:
(2.2.1) Misfire causing catalyst damage: (A) Manufacturers shall determine the percentage of misfire evaluated in 200 revolution increments for each engine speed and loa d condition that would result in a temperature that causes catalyst damage. The manufacturer shall submit documentation to support this percentage of misfire as required in section (j)(2.5). For every engine speed and load condition that this percentage of misfire is determ ined to be lower than five percent, the manufacturer may set the malfunct ion criteria at five
percent. (B) Subject to Executive Officer approval, a manufa cturer may employ a longer interval than 200 revolutions but only for d etermining, on a given driving cycle, the first misfire exceedance as prov ided in section (f)(2.4.1)(A) below. Executive Officer approval sh all be granted upon determining that the manufacturer has submitted dat a and/or an engineering evaluation that demonstrate that cataly st damage would not occur due to unacceptably high catalyst temperature s before the interval has elapsed. (C) A misfire malfunction shall be detected if the percentage of misfire established in section (f)(2.2.1)(A) is exceeded. For multiple cylinder misfire situations that result in a misfire rate gr eater than or equal to 50 percent, the OBD system shall only be required to d etect a misfire malfunction for situations that are caused by a sin gle component failure. (D) For purposes of establishing the temperature at which catalyst damage occurs as required in section (f)(2.2.1)(A), manufa cturers may not define catalyst damage at a temperature more severe than w hat the catalyst system could be operated at for 10 consecutive hour s and still meet the applicable standards.
(2.2.2) Misfire causing emissions to exceed 1.5 times the applicable standards: (A) Manufacturers shall determine the percentage of misfire evaluated in

1000 revolution increments that would cause emissio ns from an emission durability demonstration engine to exceed 1.5 times any of the applicable standards if the percentage of misfire were present from the beginning of the test. To establish this percentage of misfire, the manufacturer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throu ghout each 1000- revolution increment. If this percentage of misfir e is determined to be lower than one percent, the manufacturer may set th e malfunction criteria
at one percent.60 (B) Subject to Executive Officer approval, a manufa cturer may employ other

revolution increments. The Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire. (C) A malfunction shall be detected if the percenta ge of misfire established in section (f)(2.2.2)(A) is exceeded regardless of the pattern of misfire events (e.g., random, equally spaced, continuous).
(2.3) Monitoring Conditions:
(2.3.1) The OBD system shall continuously monitor for misf ire under the following

conditions: (A) From no later than the end of the second cranks haft revolution after engine start, (B) While under positive torque conditions D d uring the rise time and settling time for engine speed to reach the desired idle eng ine speed at engine start-up (i.e., “flare-up” and “flare-down”), and (C) Under all positive torque engine speeds and loa d conditions except within the following range: the engine operating region bo und by the positive torque line (i.e., engine load with the transmissio n in neutral), and the two following engine operating points: an engine speed of 3000 rpm with the engine load at the positive torque line, and the re dline engine speed (defined in section (c)) with the engine's manifold vacuum at four inches of mercury lower than that at the positive torque line

. (2.3.2) If a monitoring system cannot detect all misfire p atterns under all required engine speed and load conditions as required in sec tion (f)(2.3.1) above, the manufacturer may request Executive Officer appr oval to accept the monitoring system. In evaluating the manufacturer’ s request, the Executive Officer shall consider the following fact ors: the magnitude of the region(s) in which misfire detection is limited, th e degree to which misfire detection is limited in the region(s) (i.e., the pr obability of detection of misfire events), the frequency with which said regi on(s) are expected to be encountered in-use, the type of misfire patterns fo r which misfire detection is troublesome, and demonstration that the monitori ng technology employed is not inherently incapable of detecting m isfire under required conditions (i.e., compliance can be achieved on oth er engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, s ingle cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(2.3.3) A manufacturer may request Executive Officer appro val of a monitoring system that has reduced misfire detection capabilit y during the portion of the first 1000 revolutions after engine start that a cold start emission reduction strategy that reduces engine torque (e.g. , spark retard strategies) is active. The Executive Officer shall approve the request upon determining that the manufacturer has demonstr ated that the probability of detection is greater than or equal t o 75 percent during the worst case condition (i.e., lowest generated torque ) for a vehicle operated continuously at idle (park/neutral idle) on a cold start between 50 and 8661 degrees Fahrenheit and that the technology cannot r eliably detect a higher percentage of the misfire events during the conditions.
(2.3.4) A manufacturer may request Executive Officer appro val to disable misfire monitoring or employ an alternate malfunction crite rion when misfire cannot be distinguished from other effects. (A) Upon determining that the manufacturer has pres ented documentation that demonstrates the disablement interval or perio d of use of an alternate malfunction criterion is limited only to that neces sary for avoiding false detection, the Executive Officer shall approve the disablement or use of

the alternate malfunction criterion for conditions involving: (i) rough road, (ii) fuel cut, (iii) gear changes for manual transmission vehicles

, (iv) traction control or other vehicle stability co ntrol activation such as antilock braking or other engine torque modifications t o enhance vehicle stability, (v) off-board control or intrusive activation of ve hicle components or diagnostics during service or assembly plant testin g, (vi) portions of intrusive evaporative system or EG R diagnostics that can significantly affect engine stability (i.e., while the purge valve is open during the vacuum pull-down of a evaporative system leak check but not while the purge valve is closed and the evapora tive system is sealed or while an EGR diagnostic causes the EGR va lve to be intrusively cycled on and off during positive torqu e conditions), or (vii) engine speed, load, or torque transients due to throttle movements more rapid than occurs over the FTP cycle for the w orst case engine within each engine family. (B) Additionally, the Executive Officer will approv e a manufacturer's request in accordance with sections (g)(5.3), (g)(5.4), and (g)(5.6) to disable misfire monitoring when the fuel level is 15 percen t or less of the nominal capacity of the fuel tank, when PTO units are activ e, or while engine coolant temperature is below 20 degrees Fahrenheit. The Executive Officer will approve a request to continue disablem ent on engine starts when engine coolant temperature is below 20 degrees Fahrenheit at engine start until engine coolant temperature excee ds 70 degrees

Fahrenheit. (C) In general, the Executive Officer shall not app rove disablement for conditions involving normal air conditioning compre ssor cycling from onto-off or off-to-on, automatic transmission gear sh ifts (except for shifts occurring during wide open throttle operation), tra nsitions from idle to offidle, normal engine speed or load changes that occu r during the engine speed rise time and settling time (i.e., “flare-up” and “flare-down”) immediately after engine starting without any vehic le operator-induced actions (e.g., throttle stabs), or excess accelerat ion (except for

acceleration rates that exceed the maximum accelera tion rate obtainable at wide open throttle while the vehicle is in gear due to abnormal conditions such as slipping of a clutch).62 (D) The Executive Officer may approve misfire monit oring disablement or use of an alternate malfunction criterion for any other condition on a case by case basis upon determining that the manufacturer h as demonstrated that the request is based on an unusual or unforeseen ci rcumstance and that it is applying the best available computer and moni toring technology.
(2.3.5) For engines with more than eight cylinders that ca nnot meet the requirements of section (f)(2.3.1), a manufacturer may request Executive Officer approval to use alternative misfire monitor ing conditions. The Executive Officer shall approve the request upon de termining that the manufacturer has submitted data and/or an engineeri ng evaluation that demonstrate that misfire detection throughout the r equired operating region cannot be achieved when employing proven mon itoring technology (i.e., a technology that provides for compliance wi th these requirements on other engines) and provided misfire is detected to the fullest extent permitted by the technology. However, the Executiv e Officer may not grant the request if the misfire detection system i s unable to monitor during all positive torque operating conditions enc ountered during an FTP cycle.
(2.3.6) For engines that employ engine shutoff strategies t hat do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with engine shutoff at idle), the OBD system shall monitor for misfire from

no later than the end of the second crankshaft revo lution after each engine restart.
(2.4) MIL Illumination and Fault Code Storage:
(2.4.1) Misfire causing catalyst damage. Upon detection o f the percentage of misfire specified in section (f)(2.2.1) above, the followin g criteria shall apply for MIL illumination and fault code storage: (A) Pending fault codes (i) A pending fault code shall be stored immediatel y if, during a single driving cycle, the specified percentage of misfire is exceeded three times when operating in the positive torque region encountered during an FTP cycle or is exceeded on a single occasion wh en operating at any other engine speed and load condition in the po sitive torque region defined in section (f)(2.3.1). (ii) Immediately after a pending fault code is stor ed as specified in section (f)(2.4.1)(A)(i) above, the MIL shall blink once pe r second at all times while misfire is occurring during the driving cycle

. a. The MIL may be extinguished during those times w hen misfire is not occurring during the driving cycle. b. If, at the time a misfire malfunction occurs, th e MIL is already illuminated for a malfunction other than misfire, t he MIL shall blink as previously specified in section (f)(2.4.1)(A)(ii ) while misfire is occurring. If misfiring ceases, the MIL shall stop blinking but remain illuminated as required by the other malfunc tion. (B) Confirmed fault codes (i) If a pending fault code for exceeding the perce ntage of misfire set forth in section (f)(2.2.1) is stored, the OBD system sha ll immediately store a confirmed fault code if the percentage of misfire specified in section63 (f)(2.2.1) is again exceeded one or more times duri ng either: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered duri ng the driving cycle; or (b) on the next driving cycle in which si milar conditions (see section (c)) to the engine conditions that occurred when the pending

fault code was stored are encountered. (ii) If a pending fault code for exceeding the perc entage of misfire set forth in section (f)(2.2.2) is stored from a previous dri ving cycle, the OBD system shall immediately store a confirmed fault co de if the percentage of misfire specified in section (f)(2.2. 1) is exceeded one or more times regardless of the conditions encountered

. (iii) Upon storage of a confirmed fault code, the M IL shall blink as specified in subparagraph (f)(2.4.1)(A)(ii) above a s long as misfire is occurring and the MIL shall remain continuously ill uminated if the misfiring ceases. (C) Erasure of pending fault codes Pending fault codes shall be erased at the end of t he next driving cycle in which similar conditions to the engine conditions t hat occurred when the pending fault code was stored have been encountered without any exceedance of the specified percentage of misfire. The pending code may also be erased if similar driving conditions ar e not encountered during the next 80 driving cycles subsequent to the initial detection of a

malfunction. (D) Exemptions for engines with fuel shutoff and de fault fuel control. Notwithstanding sections (f)(2.4.1)(A) and (B) abov e, in engines that provide for fuel shutoff and default fuel control t o prevent over fueling during catalyst damage misfire conditions, the MIL is not required to blink. Instead, the MIL may illuminate continuously in ac cordance with the requirements for continuous MIL illumination in sec tions (f)(2.4.1)(B)(iii) above upon detection of misfire, provided that the fuel shutoff and default

control are activated as soon as misfire is detecte d. Fuel shutoff and default fuel control may be deactivated only to per mit fueling outside of the misfire range. Manufacturers may also periodic ally, but not more than once every 30 seconds, deactivate fuel shutoff and default fuel control to determine if the specified catalyst damage percenta ge of misfire is still being exceeded. Normal fueling and fuel control ma y be resumed if the specified catalyst damage percentage of misfire is no longer being

exceeded. (E) Manufacturers may request Executive Officer app roval of strategies that continuously illuminate the MIL in lieu of blinking the MIL during extreme catalyst damage misfire conditions (i.e., catalyst damage misfire occurring at all engine speeds and loads). Executive Officer approval shall be granted upon determining that the manufacturer empl oys the strategy only when catalyst damage misfire levels cannot be avoid ed during reasonable driving conditions and the manufacturer has demonst rated that the strategy will encourage operation of the vehicle in conditions that will minimize catalyst damage (e.g., at low engine speed s and loads).64

(2.4.2) Misfire causing emissions to exceed 1.5 times the FTP standards. Upon detection of the percentage of misfire specified in section (f)(2.2.2), the following criteria shall apply for MIL illumination and fault code storage: (A) Misfire within the first 1000 revolutions after engine start. (i) A pending fault code shall be stored no later t han after the first exceedance of the specified percentage of misfire d uring a single driving cycle if the exceedance occurs within the f irst 1000 revolutions after engine start (defined in section (c)) during which misfire detection

is active. (ii) If a pending fault code is stored, the OBD sys tem shall illuminate the

MIL and store a confirmed fault code within 10 seco nds if an exceedance of the specified percentage of misfire i s again detected in the first 1000 revolutions during any subsequent dr iving cycle, regardless of the conditions encountered during the driving cycle. (iii) The pending fault code shall be erased at the end of the next driving cycle in which similar conditions to the engine con ditions that occurred when the pending fault code was stored have been en countered without an exceedance of the specified percentage o f misfire. The pending code may also be erased if similar conditio ns are not encountered during the next 80 driving cycles immed iately following

the initial detection of the malfunction. (B) Exceedances after the first 1000 revolutions af ter engine start. (i) A pending fault code shall be stored no later t han after the fourth exceedance of the percentage of misfire specified i n section (f)(2.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD sys tem shall illuminate the

MIL and store a confirmed fault code within 10 seco nds if the percentage of misfire specified in section (f)(2.2. 2) is again exceeded four times during: (a) the driving cycle immediatel y following the storage of the pending fault code, regardless of th e conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the e ngine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending fault code may be erased at the e nd of the next driving cycle in which similar conditions to the engine con ditions that occurred when the pending fault code was stored have been en countered without an exceedance of the specified percentage o f misfire. The pending code may also be erased if similar conditio ns are not encountered during the next 80 driving cycles immed iately following

initial detection of the malfunction.
(2.4.3) Storage of freeze frame conditions. (A) The OBD system shall store and erase freeze fra me conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a mal function other than a misfire or fuel system malfunction (see section (f)(1)) whe n a fault code is stored as specified in section (f)(2.4) above, the stored freeze frame information65 shall be replaced with freeze frame information reg arding the misfire

malfunction.
(2.4.4) Storage of misfire conditions for similar conditio ns determination. Upon detection of misfire under sections (f)(2.4.1) or ( 2.4.2), the OBD system shall store the following engine conditions: engine speed, load, and warm-up status of the first misfire event that resu lted in the storage of the pending fault code.
(2.4.5) Extinguishing the MIL. The MIL may be extinguishe d after three sequential driving cycles in which similar conditio ns have been encountered without an exceedance of the specified percentage of

misfire.

(3) Exhaust Gas Recirculation (EGR) System Monitoring
(3.1) Requirement: The OBD system shall monitor the EGR system on engines so-equipped for low and high flow rate malfunctions . The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system shall be monitored in accordance with the co mprehensive component requirements in section (g)(3).
(3.2) Malfunction Criteria:
(3.2.1) The OBD system shall detect a malfunction of the E GR system prior to a decrease from the manufacturer's specified EGR flow rate that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For engines in which no failure or dete rioration of the EGR system that causes a decrease in flow could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detect a malfunction when the system h as no detectable

amount of EGR flow.
(3.2.2) The OBD system shall detect a malfunction of the E GR system prior to an increase from the manufacturer's specified EGR flow rate that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For engines in which no failure or dete rioration of the EGR system that causes an increase in flow could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detect a malfunction when the system h as reached its control

limits such that it cannot reduce EGR flow.
(3.3) Monitoring Conditions:
(3.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(3.2) (i.e., flow rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.1), all monitors used to detect malfunctions identified in section (f)(3. 2) shall be tracked separately but reported as a single set of values a s specified in section (d)(5.2.2).
(3.3.2) Manufacturers may request Executive Officer approv al to temporarily disable the EGR system check under conditions when monitoring may not be reliable (e.g., when freezing may affect perform ance of the system). The Executive Officer shall approve the request upo n determining that the manufacturer has submitted data and/or an engineeri ng evaluation which66 demonstrate that a reliable check cannot be made wh en these conditions

exist.
(3.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(4) Cold Start Emission Reduction Strategy Monitoring
(4.1) Requirement: If an engine incorporates a specific engine control strategy to reduce cold start emissions, the OBD system shall m onitor the key
components commanded elements/components for proper function (e.g., increased engine idle speed, mass air flow, command ed ignition timing retard

idle air control valve ), other than secondary air, while the control stra tegy is active to ensure proper operation of the control st rategy. Secondary air systems shall be monitored under the provisions of section (f)(5).
(4.2) Malfunction Criteria:
(4.2.1) For 2010 through 2012 model year engines: (A) The OBD system shall detect a malfunction prior to any failure or

deterioration of the individual elements/ components associated with the cold start emission reduction control strategy that would cause an engine’s emissions to exceed 1.5 times the applicab le standards.

Manufacturers shall: (A) (i) Establish the malfunction criteria based on data fr om one or more representative engine(s). (B) (ii) Provide an engineering evaluation for establishing the malfunction criteria for the remainder of the manufacturer’s pr oduct line. The Executive Officer shall waive the evaluation requir ement each year if, in the judgment of the Executive Officer, technolog ical changes do not affect the previously determined malfunction criter ia. (4.2.2) (B) For components where no failure or deterioration of the

element/ component used for the cold start emission reductio n strategy could result in an engine’s emissions exceeding 1.5 times the applicable standards, the individual element/ component shall be monitored for proper functional response in accordance with the m alfunction criteria in section (g)(3.2) while the control strategy is acti ve. (4.2.2) For 2013 and subsequent model year engines, the OBD system shall, to the extent feasible, detect a malfunction if either of the following occurs: (A) Any single commanded element/component does not pro perly respond to the commanded action while the cold start strategy is active. For elements/components involving spark timing (e.g., r etarded spark timing), the monitor may verify final commanded spark timing in lieu of verifying actual delivered spark timing. For purposes of thi s section, “properly respond” is defined as when the element responds: (i) by a robustly detectable amount; and (ii) in the direction of the desired command; and (iii) above and beyond what the element/component would a chieve on start-up without the cold start strategy active (e. g., if the cold start strategy commands a higher idle engine speed, a fau lt must be detected if there is no detectable amount of engine speed increase67 above what the system would achieve without the col d start strategy active); (B) Any failure or deterioration of the cold start emis sion reduction control strategy that would cause an engine’s emissions to be equal to or above 1.5 times the applicable standards. For this requi rement, the OBD system shall either monitor the combined effect of the elements/components of the system as a whole (e.g., measuring air flow and modeling overall heat into the exhaust) or the individual elements/components (e.g., increased engine speed, commanded final spark timing) for failures that cause engine emissi ons to exceed 1.5 times the applicable standards.
(4.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(4.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(4.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(5) Secondary Air System Monitoring
(5.1) Requirement:
(5.1.1) The OBD system on engines equipped with any form o f secondary air delivery system shall monitor the proper functionin g of the secondary air delivery system including all air switching valve(s ). The individual electronic components (e.g., actuators, valves, sen sors) in the secondary air system shall be monitored in accordance with th e comprehensive component requirements in section (g)(3).
(5.1.2) For purposes of section (f)(5), “air flow” is defi ned as the air flow delivered by the secondary air system to the exhaust system. For engines using secondary air systems with multiple air flow paths/ distribution points, the air flow to each bank (i.e., a group of cylinders t hat share a common exhaust manifold, catalyst, and control sensor) sha ll be monitored in

accordance with the malfunction criteria in section (f)(5.2) unless complete blocking of air delivery to one bank does not cause a measurable increase

in emissions

. (5.1.3) For purposes of section (f)(5), “normal operation” is defined as the condition when the secondary air system is activate d during catalyst and/or engine warm-up following engine start. “Nor mal operation” does not include the condition when the secondary air sy stem is intrusively turned on solely for the purpose of monitoring.
(5.2) Malfunction Criteria:
(5.2.1) Except as provided in section (f)(5.2.3), the OBD system shall detect a secondary air system malfunction prior to a decreas e from the manufacturer's specified air flow during normal ope ration that would cause an engine's emissions to exceed 1.5 times any of the applicable

standards.
(5.2.2) Except as provided in section (f)(5.2.3), the OBD system shall detect a secondary air system malfunction prior to an increa se from the manufacturer's specified air flow during normal ope ration that would68 cause an engine's emissions to exceed 1.5 times any of the applicable

standards.
(5.2.3) For engines in which no deterioration or failure o f the secondary air system would result in an engine’s emissions exceed ing 1.5 times any of the applicable standards, the OBD system shall dete ct a malfunction

when no detectable amount of air flow is delivered during normal operation of the secondary air system.
(5.3) Monitoring Conditions:
(5.3.1) Manufacturers shall define the monitoring conditio ns 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 s ection (d)(3.2.1), all

monitors used to detect malfunctions identified in section (f)(5.2) during normal operation of the secondary air system shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(5.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(6) Catalyst Monitoring
(6.1) Requirement: The OBD system shall monitor the cata lyst system for proper conversion capability.
(6.2) Malfunction Criteria:
(6.2.1) The OBD system shall detect a catalyst system malf unction when the catalyst system’s conversion capability decreases t o the point that any of the following occurs: (A) Non-Methane Hydrocarbon (NMHC) emissions exceed 1.75 times the applicable standards to which the engine has been c ertified. (B) The average FTP test NMHC conversion efficiency of the monitored portion of the catalyst system falls below 50 perce nt (i.e., the cumulative

NMHC emissions measured at the outlet of the monito red catalyst(s) are more than 50 percent of the cumulative engine-out e missions measured at the inlet of the catalyst(s)). With Executive O fficer approval, manufacturers may use a conversion efficiency malfu nction criteria of less than 50 percent if the catalyst system is designed such that the monitored portion of the catalyst system must be replaced alo ng with an adjacent portion of the catalyst system sufficient to ensure that the total portion replaced will meet the 50 percent conversion effici ency criteria. Executive Officer approval shall be based on data and/or engi neering evaluation demonstrating the conversion efficiency of the moni tored portion and the total portion designed to be replaced, and the like lihood of the catalyst system design to ensure replacement of the monitore d and adjacent portions of the catalyst system. (C) Oxides of nitrogen (NOx) emissions exceed 1.75 times the applicable NOx standard to which the engine has been certified

. (6.2.2) For purposes of determining the catalyst system ma lfunction criteria in section (f)(6.2.1): (A) The manufacturer shall use a catalyst system de teriorated to the malfunction criteria using methods established by t he manufacturer to represent real world catalyst deterioration under n ormal and69 malfunctioning operating conditions. (B) Except as provided below in section (f)(6.2.2)( C), the malfunction criteria shall be established by using a catalyst system wit h all monitored and unmonitored (downstream of the sensor utilized for catalyst monitoring) catalysts simultaneously deteriorated to the malfun ction criteria. (C) For engines using fuel shutoff to prevent over- fueling during misfire conditions (see section (f)(2.4.1)(D)), the malfunc tion criteria shall be established by using a catalyst system with all mon itored catalysts simultaneously deteriorated to the malfunction crit eria while unmonitored catalysts shall be deteriorated to the end of the e ngine's useful life.
(6.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(6.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.1), all monitors used to detect malfunctions identified in section (f)(6.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(6.4) MIL Illumination and Fault Code Storage:
(6.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(6.4.2) The monitoring method for the catalyst(s) shall b e capable of detecting when a catalyst fault code has been cleared (except OBD system self-clearing), but the catalyst has not been repla ced (e.g., catalyst overtemperature histogram approaches are not accept able).

(7) Evaporative System Monitoring
(7.1) Requirement: The OBD system shall verify purge flo w from the evaporative system and shall monitor the complete evaporative s ystem, excluding the tubing and connections between the purge valve and the intake manifold, for vapor leaks to the atmosphere. Individual componen ts of the evaporative system (e.g. valves, sensors) shall be monitored in accordance with the comprehensive components requirements in section (g )(3) (e.g., for circuit continuity, out of range values, rationality, prope r functional response). Vehicles not required to be equipped with evaporati ve emission systems shall be exempt from monitoring of the evaporative system

. (7.2) Malfunction Criteria:
(7.2.1) For purposes of section (f)(7), an “orifice” is de fined as an O’Keefe Controls Co. precision metal “Type B” orifice with NPT connections with a diameter of the specified dimension (e.g., part num ber B-31-SS for a stainless steel 0.031 inch diameter orifice).
(7.2.2) The OBD system shall detect an evaporative system malfunction when any of the following conditions exist: (A) No purge flow from the evaporative system to th e engine can be detected by the OBD system; or (B) The complete evaporative system contains a leak or leaks that cumulatively are greater than or equal to a leak ca used by a 0.150 inch

diameter orifice.
(7.2.3) A manufacturer may request the Executive Officer t o revise the orifice size in section (f)(7.2.2)(B) if the most reliable monit oring method available70 cannot reliably detect a system leak of the magnitu des specified. The Executive Officer shall approve the request upon de termining that the manufacturer has provided data and/or engineering a nalysis that demonstrate the need for the request.
(7.2.4) Upon request by the manufacturer and upon determin ing that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall re vise the orifice size in section (f)(7.2.2)(B) upward to exclude detection o f leaks that cannot cause evaporative or running loss emissions to exce ed 1.5 times the applicable evaporative emission standards.
(7.2.5) For vehicles that utilize more than one purge flow path (e.g., a turbocharged engine with a low pressure purge line and a high pressure purge line), the OBD system shall verify the criteria of (f)(7.2.2)(A) (i.e., purge flow to the engine) for both purge flow paths. If a manufacturer demonstrates that blockage, leakage, or disconnecti on of one of the purge flow paths cannot cause a measurable emission increase during any reasonable in-use driving conditions, monitorin g of that flow path is not required.
(7.3) Monitoring Conditions:
(7.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(7.2.2)(A) (i.e., purge fl ow) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(7.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(7.2.2)(B) (i.e., 0.150 in ch leak detection) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and report ing as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (f)(7.2.2)(B) shall be tracked separately b ut reported as a single set of values as specified in section (d)(5.2.2).
(7.3.3) Manufacturers may disable or abort an evaporative system monitor when the fuel tank level is over 85 percent of nominal t ank capacity or during a refueling event.
(7.3.4) Manufacturers may request Executive Officer approv al to execute the evaporative system monitor only on driving cycles d etermined by the

manufacturer to be cold starts if the condition is needed to ensure reliable monitoring. The Executive Officer shall approve th e request upon determining that data and/or an engineering evaluat ion submitted by the

manufacturer demonstrate that a reliable check can only be made on driving cycles when the cold start criteria are sat isfied. However, in making a decision, the Executive Officer will not a pprove conditions that exclude engine starts from being considered as cold starts solely on the basis that ambient temperature exceeds (i.e., indic ates a higher temperature than) engine coolant temperature at eng ine start.
(7.3.5) Manufacturers may temporarily disable the evaporat ive purge system to perform an evaporative system leak check.
(7.4) MIL Illumination and Fault Code Storage:
(7.4.1) Except as provided below for fuel cap leaks, gener al requirements for MIL illumination and fault code storage are set forth i n section (d)(2).71

(7.4.2) If the OBD system is capable of discerning that a system leak is being caused by a missing or improperly secured fuel cap: (A) The manufacturer is not required to illuminate the MIL or store a fault code if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The alter native indicator shall be

of sufficient illumination and location to be readi ly visible under all lighting

conditions. (B) If the vehicle is not equipped with an alternat ive indicator and the MIL illuminates, the MIL may be extinguished and the co rresponding fault codes erased once the OBD system has verified that the fuel cap has been securely fastened and the MIL has not been ill uminated for any other type of malfunction. (C) The Executive Officer may approve other strateg ies that provide equivalent assurance that a vehicle operator will b e promptly notified of a missing or improperly secured fuel cap and that cor rective action will be

undertaken.

(8) Exhaust Gas Sensor Monitoring
(8.1) Requirement:
(8.1.1) The OBD system shall monitor the output signal, re sponse rate, and any other parameter which can affect emissions of all p rimary (fuel control) exhaust gas oxygen sensors (conventional switching sensors and wide range or universal sensors e.g., oxygen, wide

- range air/fuel ) for

malfunction. Both the lean

- to

- rich and rich

- to

- lean response rates shall be

monitored.
(8.1.2) The OBD system shall also monitor all secondary ex haust gas oxygen sensors (those used for secondary fuel trim control or as a monitoring device) for proper output signal, activity, and res ponse rate.
(8.1.3) For engines equipped with heated exhaust gas oxygen sensors, the OBD system shall monitor the heater for proper performa nce. (8.1.4) For other types of sensors (e.g., hydrocarbon senso rs, NOx sensors), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted dat a and an engineering evaluation that demonstrate that the monitoring pla n is as reliable and effective as the monitoring plan required for conve ntional sensors under section (f)(8).
(8.2) Malfunction Criteria:
(8.2.1) Primary Sensors: (A) The OBD system shall detect a malfunction prior to any failure or deterioration of the exhaust gas oxygen sensor output voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) (including drift or bias correcte d for by secondary sensors) that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For response rate (se e section (c)), the OBD system shall detect asymmetric malfunctions (i.e., malfunctions that primarily affect only the lean-to-rich response rat e or only the rich-to-lean response rate) and symmetric malfunctions (i.e., ma lfunctions that affect72 both the lean-to-rich and rich-to-lean response rat es). As defined in section (c), response rate includes delays in the s ensor to initially react to a change in exhaust gas composition as well as dela ys during the transition from a rich-to-lean (or lean-to-rich) se nsor output. For 2013 and subsequent model year engines, the manufacturer sha ll submit data and/or engineering analysis to demonstrate that the calibration method used ensures proper detection of all symmetric and asymmetric response rate malfunctions as part of the certification appl ication. (B) The OBD system shall detect malfunctions of the exhau st gas oxygen sensor caused by either a lack of circuit continuit y or out-of-range values. (C) The OBD system shall detect a malfunction of th e exhaust gas oxygen sensor when a sensor failure or deterioration cause s the fuel system to stop using that sensor as a feedback input (e.g., c auses default or openloop operation) or causes the fuel system to fail t o enter closed-loop operation within a manufacturer-specified time inte rval

. (D) The OBD system shall detect a malfunction of th e exhaust gas oxygen sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, or other characteristics are n o longer sufficient for use as an OBD system monitoring device (e.g., for catal yst monitoring).
(8.2.2) Secondary Sensors: (A) The OBD system shall detect a malfunction prior to any failure or deterioration of the exhaust gas oxygen sensor voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) that would cause an engine's emis sions to exceed 1.5 times any of the applicable standards. (B) The OBD system shall detect malfunctions of the exhaust gas oxygen sensor caused by a lack of circuit continuity. (C) Sufficient sensor performance for other monitors. (C) (i) To the extent feasible, t T he OBD system shall detect a malfunction

of the ex haust gas oxygen sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst monitoring). For this requirement, “sufficient” is defined as the capability of the wo rst performing acceptable sensor to detect the best performing una cceptable other monitored system or component (e.g., catalyst). (ii) For systems where it is not technically feasible to satisfy the criteria of section (f)(8.2.2)(C)(i) completely, the OBD system shall, at a minimum, detect a slow rich-to-lean response malfun ction during a fuel shut-off event (e.g., deceleration fuel cut event) on all 2013 and subsequent model year engines. The rich-to-lean re sponse check shall monitor both the sensor response time from a rich condition (e.g., 0.7 Volts) prior to the start of fuel shut-off to a lean condition (e.g., 0.1 Volts) expected during fuel shut-off conditions and the sensor transition time in the intermediate sensor range (e .g., from 0.55 Volts to 0.3 Volts). (iii) Additionally, for systems where it is not technical ly feasible to satisfy the criteria in section (f)(8.2.2)(C)(i), prior to certification of 2013 model73 year engines, the manufacturer must submit a compre hensive plan to the Executive Officer demonstrating the manufacture r’s efforts to minimize any gap remaining between the worst perfor ming acceptable sensor and a sufficient sensor. The plan should in clude quantification of the gap and supporting documentation for efforts to close the gap including sensor monitoring improvements, other sys tem component monitor improvements (e.g., changes to make the cat alyst monitor less sensitive to oxygen sensor response), and sensor sp ecification changes, if any. The Executive Officer shall appro ve the plan upon determining the submitted information supports the necessity of the gap and the plan demonstrates that the manufacturer is taking reasonable efforts to minimize or eliminate the gap in a timely manner. (D) The OBD system shall detect malfunctions of the exhaust gas oxygen sensor caused by out-of-range values. (E) The OBD system shall detect a malfunction of th e exhaust gas oxygen sensor when a sensor failure or deterioration cause s the fuel system (e.g., fuel control) to stop using that sensor as a feedba ck input (e.g., causes default or open-loop operation).
(8.2.3) Sensor Heaters: (A) The OBD system shall detect a malfunction of th e heater performance when the current or voltage drop in the heater circ uit is no longer within the manufacturer's specified limits for normal oper ation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance m alfunctions may be used upon the Executive Officer determining that th e manufacturer has submitted data and/or an engineering evaluation tha t demonstrate the monitoring reliability and timeliness to be equival ent to the stated criteria in section (f)(8.2.3)(A). (B) The OBD system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the comma nded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volt s (ground)).
(8.3) Monitoring Conditions:
(8.3.1) Primary Sensors (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (f)(8.2.1)(A) and (D) (e.g., proper response rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and report ing as required in section (d)(3.2.1), all monitors used to detect mal functions identified in sections (f)(8.2.1)(A) and (D) shall be tracked sep arately but reported as a single set of values as specified in section (d)(5. 2.2). (B) Except as provided in section (f)(8.3.1)(C), mo nitoring for malfunctions identified in sections (f)(8.2.1)(B) and (C) (i.e., circuit continuity, out-ofrange, and open-loop malfunctions) shall be conduct ed continuously. (C) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an ex haust gas sensor malfunction cannot be distinguished from other effe cts (e.g., disable outof-range low monitoring during fuel cut conditions) . The Executive Officer74 shall approve the disablement upon determining that the manufacturer

has submitted test data and/or documentation that d emonstrate a properly functioning sensor cannot be distinguished from a m alfunctioning sensor and that the disablement interval is limited only t o that necessary for avoiding false detection.
(8.3.2) Secondary Sensors (A) Manufacturers shall define monitoring condition s for malfunctions identified in sections (f)(8.2.2)(A), (B), and (C) (e.g., proper sensor activity) in accordance with sections (d)(3.1) and (d)(3.2) ( i.e., minimum ratio requirements). For all 2013 and subsequent model y ear engines meeting the monitoring requirements of section (f)(8.2.2)(C )(i) or (ii), for purposes of tracking and reporting as required in section (d )(3.2.1), all monitors

used to detect malfunctions identified in sections (f)(8.2.2)(A) and (C) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2). (B) Except as provided in section (f)(8.3.2)(C), mo nitoring for malfunctions identified in sections (f)(8.2.2)(B), (D), and (E) (i.e., open circuit, out-ofrange malfunctions, open-loop malfunctions ) shall be conducted continuously. (C) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an ex haust gas oxygen sensor malfunction cannot be distinguished from oth er effects (e.g., disable out-of-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upo n determining that the

manufacturer has submitted test data and/or documen tation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement inte rval is limited only to that necessary for avoiding false detection.
(8.3.3) Sensor Heaters (A) Manufacturers shall define monitoring condition s for malfunctions identified in section (f)(8.2.3)(A) (i.e., sensor h eater performance) in

accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). (B) Monitoring for malfunctions identified in secti on (f)(8.2.3)(B) (i.e., circuit malfunctions) shall be conducted continuously.
(8.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(9) Variable Valve Timing and/or Control (VVT) System Monitoring
(9.1) Requirement: The OBD system shall monitor the VVT system on engines so-equipped for target error and slow response malf unctions. The individual electronic components (e.g., actuators, valves, sen sors) that are used in the VVT system shall be monitored in accordance with th e comprehensive components requirements in section (g)(3).
(9.2) Malfunction Criteria:
(9.2.1) Target Error: The OBD system shall detect a malfun ction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a cran k angle and/or lift75 tolerance that would cause an engine’s emissions to exceed 1.5 times any of the applicable standards.
(9.2.2) Slow Response: The OBD system shall detect a malfu nction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a manu facturer-specified time that would cause an engine’s emissions to exce ed 1.5 times any of the applicable standards for gasoline engines.
(9.2.3) For engines in which no failure or deterioration o f the VVT system could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detect a malfunctio n of the VVT system when proper functional response of the system to co mputer commands

does not occur.
(9.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section ( f)(9.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). For purposes of tracking and r eporting as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (f)(9.2) shall be tracked separately but re ported as a single set of values as specified in section (d)(5.2.2).
(9.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(g) Monitoring Requirements For All Engines Monitoring Requirements For All Engines.
(1) Engine Cooling System Monitoring
(1.1) Requirement:
(1.1.1) The OBD system shall monitor the thermostat on eng ines so-equipped for proper operation.
(1.1.2) The OBD system shall monitor the engine coolant te mperature (ECT) sensor for circuit continuity, out-of-range values, and rationality faults.
(1.1.3) For engines that use a system other than the cooli ng system and ECT sensor (e.g., oil temperature, cylinder head temper ature) for an indication of engine operating temperature for emission contro l purposes (e.g., to modify spark or fuel injection timing or quantity), the manufacturer shall submit a monitoring plan to the Executive Officer f or approval. The Executive Officer shall approve the request upon de termining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine cooling system u nder section (g)(1).
(1.2) Malfunction Criteria:
(1.2.1) Thermostat (A) The OBD system shall detect a thermostat malfun ction if, within an Executive Officer-approved time interval after engi ne start, any of the following conditions occur: (i) The coolant temperature does not reach the high est temperature required by the OBD system to enable other diagnost ics;76 (ii) The coolant temperature does not reach a warme d-up temperature within 20 degrees Fahrenheit of the manufacturer’s nominal thermostat regulating temperature. Subject to Executive Offic er approval, a manufacturer may utilize lower temperatures for thi s criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, spark timing, and/or other coolant t emperature-based modifications to the engine control strategies woul d not cause an emission increase of 50 or more percent of any of t he applicable standards (e.g., 50 degree Fahrenheit emission test ). (B) For 2016 and subsequent model year engines, the OBD system shall detect a thermostat fault if, after the coolant tem perature has reached the temperatures indicated in sections (g)(1.2.1)(A)(i) and (ii), the coolant temperature drops below the temperature indicated i n section (g)(1.2.1)(A)(i). (B) (C) Executive Officer approval of the time interval aft er engine start under section (g)(1.2.1)(A) above shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times. (C) (D) For monitoring of malfunctions under section (g)(1. 2.1)(A), W w ith Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see section (g)(1.3)) that are a function of temperature at engine start on engines that do not reach the temperatures specified in the malfunction criteria when the thermostat is functioning properly. Executive Officer approval s hall be granted upon determining that the manufacturer has submitted dat a that demonstrate that a properly operating system does not reach the specified temperatures, that the monitor is capable of meetin g the specified malfunction criteria at engine start temperatures g reater than 50 degrees Fahrenheit, and that the possibility for cooling system malfun ctions to go

undetected and disable other OBD monitors is minimi zed to the extent technically feasible. (D) (E) A manufacturer may request Executive Officer approv al to be exempted from the requirements of thermostat monito ring. Executive Officer approval shall be granted upon determining that the manufacturer has demonstrated that a malfunctioning thermostat c annot cause a measurable increase in emissions during any reasona ble driving condition nor cause any disablement of other monitors.
(1.2.2) ECT Sensor (A) Circuit Continuity. The OBD system shall detec t a malfunction when a lack of circuit continuity or out-of-range values o ccur. (B) Time to Reach Closed-Loop/Feedback Enable Tempe rature. (i) The OBD system shall detect a malfunction if th e ECT sensor does not achieve the highest stabilized minimum temperature which is needed for closed-loop/feedback control of all emission co ntrol systems (e.g., fuel system, EGR system) within an Executive Office r-approved time interval after engine start. (ii) The time interval shall be a function of start ing ECT and/or a function of intake air temperature. Executive Officer appro val of the time77 interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacture r supports the specified times. (iii) Manufacturers are exempted from the requireme nts of section (g)(1.2.2)(B) if the manufacturer does not utilize ECT to enable closedloop/feedback control of any emission control syste m. (C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available informatio n, the OBD system shall detect a malfunction if the ECT sensor inappropriat ely indicates a temperature below the highest minimum enable temper ature required by the OBD system to enable other diagnostics (e.g., a n OBD system that requires ECT to be greater than 140 degrees Fahrenh eit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 de grees Fahrenheit). Manufacturers are exempted from this requirement fo r temperature regions in which the monitors required under sectio ns (g)(1.2.1) or (g)(1.2.2)(B) will detect ECT sensor malfunctions a s defined in section (g)(1.2.2)(C). (D) Stuck in Range Above the Lowest Maximum Enable Temperature. (i) To the extent feasible when using all available information, the OBD system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum en able temperature required by the OBD system to enable ot her diagnostics (e.g., an OBD system that requires ECT to be less t han 90 degrees Fahrenheit at engine start to enable a diagnostic m ust detect malfunctions that cause the ECT sensor to inappropr iately indicate a temperature above 90 degrees Fahrenheit). (ii) Manufacturers are exempted from this requireme nt for temperature regions in which the monitors required under sectio ns (g)(1.2.1), (g)(1.2.2)(B), or (g)(1.2.2)(C) (i.e., ECT sensor or thermostat malfunctions) will detect ECT sensor malfunctions a s defined in section (g)(1.2.2)(D) or in which the MIL will be i lluminated under the requirements of sections (d)(2.2.1)(E) or (d)(2.2.2 )(E) for default mode operation (e.g., overtemperature protection strateg ies). (iii) Manufacturers are exempted from the requireme nts of section (g)(1.2.2)(D) for temperature regions where the tem perature gauge indicates a temperature in the red zone (engine ove rheating zone) for vehicles that have a temperature gauge (not a warni ng light) on the instrument panel and utilize the same ECT sensor fo r input to the OBD system and the temperature gauge.
(1.3) Monitoring Conditions:
(1.3.1) Thermostat (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (g)(1.2.1)(A) in accordance w ith section (d)(3.1) except as provided for in section (g)(1.3.1)(E) . Additionally, except as provided for in sections (g)(1.3.1)(B) and (C), mon itoring for malfunctions identified in section (g)(1.2.1)(A) shall be conduc ted once per driving cycle on every driving cycle in which the ECT sensor indi cates, at engine start,78 a temperature lower than the temperature establishe d as the malfunction criteria in section (g)(1.2.1)(A). (B) Manufacturers shall define the monitoring condition s for malfunctions identified in section (g)(1.2.1)(B) in accordance w ith section (d)(3.1) with the exception that monitoring shall occur every tim e the monitoring conditions are met during the driving cycle in lieu of once per driving cycle. (B) (C) Manufacturers may disable thermostat monitoring at ambient engine

start temperatures below 20 degrees Fahrenheit. (C) (D) Manufacturers may request Executive Officer approva l to suspend or disable thermostat monitoring if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 percent of the warm-up time, hot restart co nditions). In general, the Executive Officer shall not approve disablement of the monitor on engine starts where the ECT at engine start is more than 35 degrees

Fahrenheit lower than the thermostat malfunction th reshold temperature determined under section (g)(1.2.1)(A). The Execut ive Officer shall approve the request upon determining that the manuf acturer has provided data and/or engineering analysis that demonstrate t he need for the
request. (E) With respect to defining enable conditions that are encountered during the FTP cycle as required in (d)(3.1.1) for malfunc tions identified in section (g)(1.2.1)(A), the FTP cycle shall refer to on-road driving following the FTP cycle in lieu of testing on an engine dynam ometer.
(1.3.2) ECT Sensor (A) Except as provided below in section (g)(1.3.2)( E), monitoring for malfunctions identified in section (g)(1.2.2)(A) (i .e., circuit continuity and out-of-range) shall be conducted continuously. (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (g)(1.2.2)(B) in accordance w ith section (d)(3.1). Additionally, except as provided for in section (g) (1.3.2)(D), monitoring for malfunctions identified in section (g)(1.2.2)(B) sh all be conducted once per driving cycle on every driving cycle in which t he ECT sensor indicates a temperature lower than the closed-loop enable tem perature at engine start (i.e., all engine start temperatures greater than the ECT sensor outof-range low temperature and less than the closed-l oop enable temperature). (C) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (g)(1.2.2)(C) and (D) in acc ordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). (D) Manufacturers may suspend or delay the time to reach closed-loop enable temperature diagnostic if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 to 75 percent of the warm-up time). (E) A manufacturer may request Executive Officer ap proval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effects. The Ex ecutive Officer shall approve the disablement upon determining that the m anufacturer has submitted test data and/or engineering evaluation t hat demonstrate a79 properly functioning sensor cannot be distinguished from a malfunctioning

sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(1.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(2) Crankcase Ventilation (CV) System Monitoring
(2.1) Requirement: (2.1.1) The OBD system shall monitor the CV system on engin es so-equipped for system integrity. Engines not required subject to crankcase emission control requirements be equipped with CV systems shall be exempt from monitoring of the CV system.
(2.1.1) For diesel engines, the manufacturer shall submit a plan for Executive Officer approval of the monitoring strategy, malfun ction criteria, and

monito ring conditions prior to OBD certification. Execut ive Officer approval shall be based on the effectiveness of the monitoring strategy to monitor the performance of the CV system to the ext ent feasible with respect to the malfunction criteria in section (g )( 2 .2) below and the monitoring conditions required by the diagnostic.
(2.2) Malfunction Criteria:
(2.2.1) For the purposes of section (g)(2), “CV system” is defined as any form of crankcase ventilation system, regardless of whether it utilizes positive pressure or whether it vents to the atmosphere, the intake, or the exhaust

. “CV valve” is defined as any form of valve or orifice, and/or filter/separator

used to restrict, or control, or alter the composition (e.g., remove oil vapor or particulate matter) of the crankcase vapor flow. Further, any additional external CV system tubing o r hoses used to equalize crankcase pressure or to provide a ventila tion path between various areas of the engine (e.g., crankcase and va lve cover) are considered part of the CV system “between the crank case and the CV valve” and subject to the malfunction criteria in s ection (g)(2.2.2) below.
(2.2.2) Except as provided below, the OBD system shall det ect a malfunction of the CV system when a disconnection of the system oc curs between either the crankcase and the CV valve, or between the CV v alve and the intake

manifold ducting

. (2.2.3) If disconnection in the system results in a rapid l oss of oil or other overt indication of a CV system malfunction such that the vehicle operator is certain to respond and have the vehicle repaired, t he Executive Officer shall exempt the manufacturer from detection of tha t disconnection.
(2.2.3) (2.2.4) The Executive Officer shall exempt a manufacturer f rom detecting a

disconnection between the crankcase and the CV valv e upon determining

that the disconnection cannot be made without first disconnecting a monitored portion of the system (e.g., the CV system is designed such that the CV valve is fastened directly to the crank case in a manner which makes it significantly more difficult to remove the valve from the

crankcase rather than disconnect the line between t he valve and the intake manifold/ducting (taking aging effects into consideration)) and the line between the valve and the intake ducting is mo nitored for80 disconnection . The manufacturer shall file a request and submit data and/or engineering evaluation in support of the exe mption.
(2.2.4) (2.2.5) Subject to The Executive Officer approval, shall exempt a manufacturer from detecting a disconnection between the crankcase and

the CV valve for system designs that utilize tubing between the valv e and the crankcase shall be exempted from the monitoring requirement for

detection of disconnection upon determining that the connections

between the CV valve and the crankcase. The manufacturer shall fi le a request and submit data and/or engineering evaluati on in support of the request. The Executive Officer shall approve the r equest upon determining that the connections between the valve and the crankcase are: (1) resistant to deterioration or accidental d isconnection, (2) significantly more difficult to disconnect than the line between the valve and the intake manifold/ducting , and (3) not subject to disconnection per manufacturer’s maintenance, service, and/or repair procedures for nonCV system repair work. The ma nufacturer shall file a request and submit data and/or engineering evaluation in support of th e exemption.
(2.2.5) (2.2.6) The Executive Officer shall exempt a manufacturer f rom detecting a

disconnection between the CV valve and the intake m anifold upon determining that the disconnection (1) causes the v ehicle to stall immediately during idle operation; or (2) is unlike ly to occur due to a CV system design that is integral to the induction sys tem (e.g., machined passages rather than tubing or hoses). The manufac turer shall file a request and submit data and/or engineering evaluati on in support of the exemption.
(2.2.7) For engines certified on an engine dynamometer havi ng an open CV system (i.e., a system that releases crankcase emis sions to the atmosphere without routing them to the intake ducti ng or to the exhaust upstream of the aftertreatment), the manufacturer s hall submit a plan for Executive Officer approval of the monitoring strate gy, malfunction criteria, and monitoring conditions prior to OBD certificatio n. Executive Officer approval shall be based on the effectiveness of the monitoring strategy to (i) monitor the performance of the CV system to the extent feasible with respect to the malfunction criteria in section (g)( 2.2.1) through (g)(2.2.4) and the monitoring conditions required by the diagn ostic, and (ii) monitor the ability of the CV system to control crankcase v apor emitted to the atmosphere relative to the manufacturer’s design an d performance specifications for a properly functioning system (e .g., if the system is equipped with a filter and/or separator to reduce c rankcase emissions to the atmosphere, the OBD system shall monitor the in tegrity of the filter and/or function of the separator).
(2.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (g)(2.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(2.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2). The stored fault code need not specifically identify the CV sy stem (e.g., a fault code for idle speed control or fuel system monitoring can be stored) if the81 manufacturer demonstrates that additional monitorin g hardware would be necessary to make this identification, and provided the manufacturer’s diagnostic and repair procedures for the detected m alfunction include directions to check the integrity of the CV system.

(3) Comprehensive Component Monitoring
(3.1) Requirement:
(3.1.1) Except as provided in sections (g)(3.1.4), (g)(3.1 .5), (g)(3.1.6), and (g)(4), the OBD system shall monitor for malfunction any el ectronic engine component/system not otherwise described in section s (e)(1) through (g)(2) that either provides input to (directly or i ndirectly) or receives commands from the on-board computer(s), and: (1) ca n affect emissions during any reasonable in-use driving condition, or (2) is used as part of the diagnostic strategy for any other monitored sys tem or component. (A) Input Components: Input components required to be monitored may include the crank angle sensor, knock sensor, throt tle position sensor, cam position sensor, intake air temperature sensor, boost pressure sensor, manifold pressure sensor, mass air flow sen sor, exhaust temperature sensor, exhaust pressure sensor, fuel p ressure sensor, fuel composition sensor (e.g. flexible fuel vehicles), a nd electronic components used to comply with any applicable engin e idling requirements of title 13, CCR section 1956.8. (B) Output Components/Systems: Output components/sy stems required to be monitored may include the idle speed control system , fuel injectors, glow plug system, variable length intake manifold runner systems, supercharger or turbocharger electronic components, heated fuel preparation systems, and the wait-to-start lamp on diesel applications,

and the MIL

. (3.1.2) For purposes of criteria (1) in section (g)(3.1.1) above, the manufacturer shall determine whether an engine input or output c omponent/system can

affect emissions. If the Executive Officer reasona bly believes that a manufacturer has incorrectly determined that a comp onent/system cannot affect emissions, the Executive Officer shall requi re the manufacturer to provide emission data showing that the component/sy stem, when malfunctioning and installed in a suitable test veh icle, does not have an emission effect. The Executive Officer may request E e mission data may be requested for any reasonable driving condition.
(3.1.3) Manufacturers shall monitor for malfunction electr onic powertrain input or output components/systems associated with an electr onic transfer case, electronic power steering system, or other componen ts that are driven by the engine and not related to the control of fuelin g, air handling, or emissions only if the component or system is used a s part of the diagnostic strategy for any other monitored system or component For purposes of section (g)( 3 ), ”electronic engine components/systems” does not include components that are driven by the engin e and are not related to the control of the fueling , air handling, or emissions of the engine (e.g., PTO components, air conditioning system components, and power steering components)

.82

(3.1.4) Except as specified for hybrids in section (g)(3.1. 5), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnost ic strategy for any other monitored system or component.
(3.1.5) For hybrids, manufacturers shall submit a plan to t he Executive Officer for approval of the hybrid components determined by the manufacturer to be subject to monitoring in section (g)(3.1.1). In ge neral, the Executive Officer shall approve the plan if it includes monit oring of all components/systems used as part of the diagnostic s trategy for any other monitored system or component, monitoring of all en ergy input devices to the electrical propulsion system, monitoring of bat tery and charging system performance, monitoring of electric motor pe rformance, and monitoring of regenerative braking performance.
(3.1.6) For OBD systems that receive vehicle speed informat ion from a transmission control unit and use vehicle speed as part of the diagnostic strategy for any other OBD monitored system or comp onent: (A) The OBD system shall monitor the vehicle speed info rmation to the extent feasible in accordance with the requirements of sec tion (g)(3); (B) The OBD system shall detect a fault and illuminate the MIL when the OBD system is unable to properly receive the vehicl e speed information;

and (C) If the transmission control unit monitors the vehic le speed information and indicates an error of the information to the OBD sy stem (e.g., valid vehicle speed data is no longer available), the OBD system shall handle the error indication as a default mode of operation subject t o the MIL illumination requirements under section (d)(2.2).
(3.2) Malfunction Criteria:
(3.2.1) Input Components: (A) The OBD system shall detect malfunctions of inp ut components caused by a lack of circuit continuity, out-of-range value s, and, where feasible, rationality faults. To the extent feasible, the ra tionality fault diagnostics shall verify that a sensor output is neither inappr opriately high nor inappropriately low (i.e., shall be “two-sided” dia gnostics). (B) To the extent feasible, the OBD system shall se parately detect and store different fault codes that distinguish rationality faults from lack of circuit continuity and out-of-range faults. For input comp onent lack of circuit continuity and out-of-range faults, the OBD system shall, to the extent feasible, separately detect and store different fau lt codes for each distinct malfunction (e.g., out-of-range low, out-of-range h igh, open circuit). The OBD system is not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out-of-range

circuit faults. (C) For input components that are used to activate alternate strategies that can affect emissions (e.g., AECDs, engine shutdown systems or strategies to meet NOx idling standards required by title 13, CCR section83 1956.8), the OBD system shall detect rationality ma lfunctions that cause the system to erroneously activate or deactivate th e alternate strategy. To the extent feasible when using all available inform ation, the rationality fault diagnostics shall detect a malfunction if the input component inappropriately indicates a value that activates or deactivates the alternate strategy. For example, if an alternate strategy re quires the intake air temperature to be greater than 120 degrees Fahrenhe it to activate, the OBD system shall detect malfunctions that cause the intake air temperature sensor to inappropriately indicate a te mperature above 120 degrees Fahrenheit. (D) For input components that are directly or indirectl y used for any emission control strategies that are not covered under secti ons (e), (f), and (g)(1) (e.g., exhaust temperature sensors used for a contr ol strategy that regulates SCR catalyst inlet temperature within a t arget window), the OBD system shall detect rationality malfunctions that p revent the component from correctly sensing any condition necessary for the strategy to operate

in its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, cause the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is sti ll unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat reliable detection of the malfunction is technically infeasible or wou ld require additional

hardware. (D) (E) For engines that require precise alignment between the camshaft and the crankshaft, the OBD system shall monitor the cr ankshaft position sensor(s) and camshaft position sensor(s) to verify proper alignment

between the camshaft and crankshaft in addition to monitoring the sensors for circuit continuity and rationality malf unctions. Proper alignment monitoring between a camshaft and a crank shaft shall only be required in cases where both are equipped with posi tion sensors. For engines equipped with VVT systems and a timing belt or chain, the OBD system shall detect a malfunction if the alignment between the camshaft and crankshaft is off by one or more cam/crank spro cket cogs (e.g., the timing belt/chain has slipped by one or more teeth/ cogs). If a manufacturer demonstrates that a single tooth/cog m isalignment cannot cause a measurable increase in emissions during any reasonable driving condition, the OBD system shall detect a malfunctio n when the minimum number of teeth/cogs misalignment needed to cause a measurable

emission increase has occurred.
(3.2.2) Output Components/Systems: (A) The OBD system shall detect a malfunction of an output component/system when proper functional response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD system shall detect malfun ctions of output components/systems caused by a lack of circuit cont inuity or circuit fault84 (e.g., short to ground or high voltage). For outpu t component lack of circuit continuity faults and circuit faults, the O BD system is not required to

store different fault codes for each distinct malfu nction (e.g., open circuit, shorted low). Manufacturers are not required to ac tivate an output component/system when it would not normally be acti ve exclusively for the purposes of performing functional monitoring of output components/systems as required in section (g)(3). (B) The idle control system shall be monitored for proper functional response to computer commands. (i) For gasoline engines using monitoring strategie s based on deviation from target idle speed, a malfunction shall be dete cted when either of the following conditions occur: a. The idle speed control system cannot achieve the target idle speed within 200 revolutions per minute (rpm) above the t arget speed or 100 rpm below the target speed. The Executive Offi cer shall allow larger engine speed tolerances upon determining tha t a manufacturer has submitted data and/or an engineeri ng evaluation

which demonstrate that the tolerances can be exceed ed without a malfunction being present. b. The idle speed control system cannot achieve the target idle speed within the smallest engine speed tolerance range re quired by the OBD system to enable any other monitors. (ii) For diesel engines, a malfunction shall be det ected when either any of the following conditions occur:

a. The idle fuel control system cannot achieve or maintain the target idle speed or fuel injection quantity within +/-50 percent of the manufacturer-specified fuel quantity and target or desired engine speed tolerances

. b. The idle fuel control system cannot achieve the target or desired idle speed or fueling quantity within the smallest engine speed or fueling quantity tolerance range required by the OBD system to enable any other monitors.

c. For 2013 and subsequent model year engines, the idl e control system cannot achieve the fueling quantity within t he smallest fueling quantity tolerance range required by the OB D system to enable any other monitors.

d. For 2013 and subsequent model year engines, the idl e control system cannot achieve the target idle speed with a fuel injection quantity within +/-50 percent of the fuel quantity necessary to achieve the target idle speed for a properly functi oning engine and the given operating conditions. (C) Glow plugs/intake air heater systems shall be m onitored for proper functional response to computer commands and for ci rcuit continuity faults. The glow plug/intake air heater circuit(s) shall be monitored for proper current and voltage drop. The Executive Off icer shall approve other monitoring strategies based on manufacturer’s data and/or engineering analysis demonstrating equally reliable and timely detection of malfunctions. Except as provided below, the OBD system shall detect85 a malfunction when a single glow plug no longer ope rates within the manufacturer’s specified limits for normal operatio n. If a manufacturer demonstrates that a single glow plug failure cannot cause a measurable increase in emissions during any reasonable driving condition, the OBD system shall detect a malfunction for the minimum n umber of glow plugs needed to cause an emission increase. Further, to the extent feasible on existing engine designs (without adding additional hardware for this purpose) and on all new 2013 and subsequent model year design engines, the stored fault code shall identify the s pecific malfunctioning glow plug(s). (D) The wait-to-start lamp circuit and the MIL circuit shall be monitored for

malfunctions that cause either the lamp to fail to illuminate when commanded on (e.g., burned out bulb). (E) For output components/systems that are directly or indirectly used for any emission control strategies that are not covered un der sections (e), (f), and (g)(1) (e.g., an intake throttle used for a con trol strategy that adjusts intake throttle position to regulate SCR catalyst i nlet temperature within a target window), the OBD system shall detect functio nal malfunctions that prevent the component/system from achieving the des ired functional response necessary for the strategy to operate in i ts intended manner. These malfunctions include faults that inappropriat ely prevent or delay the activation of the emission control strategy, cause the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or auth ority allowed by the

manufacturer and is still unable to achieve the des ired condition. The Executive Officer may waive detection of specific m alfunctions upon determining that the manufacturer has submitted dat a and/or an engineering evaluation that demonstrate that reliab le detection of the malfunction is technically infeasible or would requ ire additional hardware. (F) For 2013 and subsequent model year engines that uti lize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or so ftware during production or repair procedures (e.g., individually coded injectors for flow characteristics that are programmed into an electro nic control unit to compensate for injector to injector tolerances, fue l pumps that use in-line resistors to correct for differences in fuel pump v olume output), the components shall be monitored to ensure the proper compensation is being used. The system shall detect a fault if the compensation being used by the control system does not match the compe nsation designated for the installed component (e.g., the flow charact eristic coding designated on a specific injector does not match the compensat ion being used by the fuel control system for that injector). If a manuf acturer demonstrates that a single component (e.g., injector) using the wrong compensation cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunct ion for the minimum number of components using the wrong compensation n eeded to cause an emission increase. Further, the stored fault co de shall identify the specific component that does not match the compensa tion.86

(3.3) Monitoring Conditions:
(3.3.1) Input Components: (A) Except as provided in section (g)(3.3.1)(C), in put components shall be monitored continuously for proper range of values a nd circuit continuity. (B) For rationality monitoring (where applicable) m anufacturers shall define the monitoring conditions for detecting malfunction s in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that rationality monitoring shall occur e very time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). (C) A manufacturer may request Executive Officer ap proval to disable continuous input component proper range of values o r circuit continuity monitoring when a malfunction cannot be distinguish ed from other effects. The Executive Officer shall approve the disablemen t upon determining

that the manufacturer has submitted test data and/o r documentation that demonstrate a properly functioning input component cannot be distinguished from a malfunctioning input component and that the disablement interval is limited only to that necess ary for avoiding false

detection.
(3.3.2) Output Components/Systems: (A) Except as provided in section (g)(3.3.2)(D), mo nitoring for circuit continuity and circuit faults shall be conducted co ntinuously. (B) Except as provided in section (g)(3.3.2)(C), fo r functional monitoring, manufacturers shall define the monitoring condition s for detecting malfunctions in accordance with sections (d)(3.1) a nd (d)(3.2) (i.e., minimum ratio requirements). (C) For the idle control system, manufacturers shal l define the monitoring conditions for functional monitoring in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), wi th the exception that functional monitoring shall occur every time the mo nitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). (D) A manufacturer may request Executive Officer ap proval to disable continuous output component circuit continuity or c ircuit fault monitoring when a malfunction cannot be distinguished from oth er effects. The Executive Officer shall approve the disablement upo n determining that the

manufacturer has submitted test data and/or documen tation that demonstrate a properly functioning output component cannot be distinguished from a malfunctioning output componen t and that the disablement interval is limited only to that necess ary for avoiding false

detection.
(3.4) MIL Illumination and Fault Code Storage:
(3.4.1) Except as provided in sections (g)(3.4.2) and (3.4 .4) and ( 3 .4.3) below, general requirements for MIL illumination and fault code storage are set forth in section (d)(2).
(3.4.2) Exceptions to general requirements for MIL illumin ation. MIL illumination is not required in conjunction with storing a confi rmed or MIL-on fault code for any comprehensive component if:87 (A) the component or system, when malfunctioning, c ould not cause engine emissions to increase by 15 percent or more of the FTP standard during any reasonable driving condition; and (B) the component or system is not used as part of the diagnostic strategy for any other monitored system or component.
(3.4.3) Exceptions for MIL circuit faults. MIL illuminatio n is not requ ired if a malfunction in the MIL circuit that prevents the MI L from illuminating (e.g., burned out bulb or LED) has been detected. However , the electronic MIL status (see section (h)(4.2)) shall be reported as MIL commanded

- on and

a confirmed or MIL

- on fa ult code (see section (h)(4.4)) shall be stored.
(3.4.3) For purposes of determining the emission increase i n section (g)(3.4.2)(A), the manufacturer shall request Execu tive Officer approval of the test cycle/vehicle operating conditions for whi ch the emission increase will be determined. Executive Officer approval sha ll be granted upon determining that the manufacturer has submitted dat a and/or engineering evaluation that demonstrate that the testing condit ions represent in-use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determin ing whether the specified percentages in section (g)(3.4.2)(A) are exceeded, if the approved testing conditions are comprised of an emi ssion test cycle with an emission standard, the measured increase shall b e compared to a percentage of the emission standard (e.g., if the i ncrease is equal to or more than 15 percent of the emission standard for t hat test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an emission standard, the measured increase shall be calculated as a percenta ge of the baseline test (e.g., if the increase from a back-to-back tes t sequence between normal and malfunctioning condition is equal to or more than 15 percent

of the baseline test results from the normal condit ion).
(3.4.4) For malfunctions required to be detected by section (g)(3.2.2)(B)(ii)d. (idle control fuel injection quantity faults), the stored fault code is not required to specifically identify the idle control system (e .g., a fault code for cylinder fuel injection quantity imbalance or combustion qua lity monitoring can be stored).

(4) Other Emission Control System Monitoring
(4.1) Requirement: For other emission control systems th at are: (1) not identified or addressed in sections (e)(1) through (g)(3) (e.g., hydrocarbon traps, homogeneous charge compression ignition ( HCCI) control systems), or (2) identified or addressed in section (g)(3) but not c orrected or compensated for by an adaptive control system (e.g., swirl control valves), manufacturers shall submit a plan for Executive Officer approval of the monitoring strategy, malfunction criteria, and monitoring conditions pri or to introduction on a production engine. Executive Officer approval shal l be based on the effectiveness of the monitoring strategy, the malfu nction criteria utilized, the monitoring conditions required by the diagnostic, a nd, if applicable, the determination that the requirements of section (g)( 4.2) and (g)(4.3) below are

satisfied.88

(4.2) For engines that utilize emission control systems that alter intake air flow or cylinder charge characteristics by actuating valve( s), flap(s), etc. in the intake air delivery system (e.g., swirl control valve syst ems), the manufacturers, in addition to meeting the requirements of section (g) (4.1) above, may elect to have the OBD system monitor the shaft to which all valves in one intake bank are physically attached in lieu of monitoring the i ntake air flow, cylinder charge, or individual valve(s)/flap(s) for proper f unctional response. For nonmetal shafts or segmented shafts, the monitor shall verify all shaft segments for proper functional response (e.g., by verifying the segment or portion of the shaft furthest from the actuator properly functions ). For systems that have more than one shaft to operate valves in multiple i ntake banks, manufacturers are not required to add more than one set of detection hardware (e.g., sensor, switch) per intake bank to meet this requirement.
(4.3) For emission control strategies that are not covere d under sections (e), (f), and (g)(1) (e.g., a control strategy that regulates SCR catalyst inlet temperatures within a target window), Executive Off icer approval shall be based on the effectiveness of the plan in detecting malfunctions that prevent the strategy from operating in its intended manner. These malfunctions include faults that inappropriately prevent or dela y the activation of the emission control strategy, faults that cause the sy stem to erroneously exit the emission control strategy, and faults where the con trol strategy has used up all of the adjustments or authority allowed by the manufacturer and is still

unable to achieve the desired condition. The Execu tive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that

reliable detection of the malfunction is technicall y infeasible or would require

additional hardware.

(5) Exceptions to Monitoring Requirements
(5.1) Upon request of a manufacturer or upon the best en gineering judgment of the ARB, the Executive Officer may revise the emission threshold for any monitor in sections (e) through (g) or revise the PM filter malfunction criteria of section (e)(8.2.1) to exclude detection of specific failure modes (e.g., partially melted substrates) if the most reliable monitoring method developed requires a higher threshold (or, in the case of section (e)(8. 2.1), the exclusion of specific failure modes) to prevent significant errors of com mission in detecting a

malfunction.
(5.2) For 2010 through 2012 model year diesel engines, i n determining the malfunction criteria for diesel engine monitors in sections (e)(1), (3), (4), (5), (8.2.2), (8.2.4), (9.2.1)(A), and (e)(10), the manufacturer shall use a threshold of 2.5 times any of the applicable NMHC, CO, or NOx standards in lieu of 2.0 times any of the applicable standards.
(5.3) Manufacturers may request Executive Officer approv al to disable an OBD system monitor at ambient engine start temperatures below 20 degrees Fahrenheit (low ambient temperature conditions may be determined based on intake air or engine coolant temperature at engi ne start) or at elevations

above 8000 feet above sea level. The Executive Off icer shall approve the request upon determining that the manufacturer has provided data and/or an89 engineering evaluation that demonstrate that monito ring during the conditions would be unreliable. A manufacturer may further re quest, and the Executive Officer shall approve, that an OBD system monitor b e disabled at other ambient engine start temperatures upon determining that the manufacturer has demonstrated with data and/or an engineering ev aluation that misdiagnosis would occur at the ambient temperature s because of its effect on the component itself (e.g., component freezing).
(5.4) Manufacturers may request Executive Officer approv al to disable monitoring systems that can be affected by low fuel level or r unning out of fuel (e.g., misfire detection) when the fuel level is 15 percen t or less of the nominal capacity of the fuel tank. The Executive Officer s hall approve the request upon determining that the manufacturer has submitte d data and/or an engineering evaluation that demonstrate that monito ring at the fuel levels would be unreliable and the OBD system is able to d etect a malfunction if the component(s) used to determine fuel level erroneous ly indicates a fuel level

that causes the disablement.
(5.5) Manufacturers may disable monitoring systems that can be affected by vehicle battery or system voltage levels.
(5.5.1) For monitoring systems affected by low vehicle bat tery or system voltages, manufacturers may disable monitoring systems when t he battery or system voltage is below 11.0 Volts. Manufacturers may request Executive Officer approval to utilize a voltage threshold hig her than 11.0 Volts to disable system monitoring. The Executive Officer s hall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat monitoring at the voltages would be unreliable and that either operat ion of a vehicle below the disablement criteria for extended periods of ti me is unlikely or the OBD system monitors the battery or system voltage a nd will detect a malfunction at the voltage used to disable other mo nitors.
(5.5.2) For monitoring systems affected by high vehicle ba ttery or system voltages, manufacturers may request Executive Offic er approval to disable monitoring systems when the battery or syst em voltage exceeds a manufacturer-defined voltage. The Executive Office r shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat monitoring above the manufacturer-defined voltage would be unreliabl e and that either the electrical charging system/alternator warning light is illuminated (or voltage gauge is in the “red zone”) or the OBD system monit ors the battery or system voltage and will detect a malfunction at the voltage used to disable

other monitors.
(5.6) A manufacturer may request Executive Officer appro val to disable monitors that can be affected by PTO activation on engines o r vehicles designed to accommodate the installation of PTO units (as defin ed in section (c)).
(5.6.1) Except as allowed in section (g)(5.6.2) below, a ma nufacturer may request Executive Officer approval to disable an affected m onitor provided disablement occurs only while the PTO unit is activ e and the OBD readiness status (specified under section (h)(4.1)) and PTO activation time are appropriately tracked and erased as descri bed in this section.90 The Executive Officer shall approve the request for disablement based on

the manufacturer’s demonstration that the affected monitor cannot robustly detect malfunctions (e.g., cannot avoid fa lse passes or false indications of malfunctions) while the PTO unit is active. The OBD system shall track the cumulative engine runtime with PTO active and clear OBD readiness status (i.e., set all monitors to indicat e “not complete”) no later than the start of the next ignition cycle if 750 mi nutes of cumulative engine

runtime with PTO active has occurred since the last time the affected monitor has determined the component or system moni tored by the affected monitor is or is not malfunctioning (i.e., has completed). The PTO timer shall pause whenever PTO changes from act ive to not active and resume counting when PTO is re-activated. The timer shall be reset to zero after the affected monitor has completed an d no later than the start of the next ignition cycle. Once the PTO tim er has reached 750

minutes and the OBD readiness status has been clear ed, the PTO timer may not cause the OBD system to clear the readiness status again until after the PTO timer has reset to zero (after the mo nitor has completed) and again reached 750 minutes.
(5.6.2) For 2010 through 2012 model year engines, in lieu o f requesting Executive Officer approval for disabling an affecte d monitor according to section (g)(5.6.1) above, A a manufacturer may disable affected monitors monitoring systems in vehic les designed to accommodate the installation of PTO units (as defined in section (c)) , provided disablement occurs only while the PTO unit is active, and the OBD readiness status is cleared by the on-board computer (i.e., all monitors set to in dicate “not complete”) while the PTO unit is activated (see section (h)(4. 1) below) . If the disablement occurs, the readiness status may be res tored to its state prior

to PTO activation when the disablement ends.
(5.7) Whenever the requirements in sections (e) through ( g) of this regulation require monitoring “to the extent feasible”, the ma nufacturer shall submit its proposed monitor(s) for Executive Officer approval. The Executive Officer shall approve the proposal upon determining that th e proposed monitor(s) meets the criteria of “to the extent feasible” by c onsidering the best available monitoring technology to the extent that it is know n or should have been known to the manufacturer and given the limitations of the manufacturer’s existing hardware, the extent and degree to which t he monitoring requirements are met in full, the limitations of mo nitoring necessary to prevent significant errors of commission and omissi on, and the extent to which the manufacturer has considered and pursued a lternative monitoring concepts to meet the requirements in full. The man ufacturer’s consideration and pursuit of alternative monitoring concepts shal l include evaluation of other modifications to the proposed monitor(s), the monitored components themselves, and other monitors that use the monitor ed components (e.g., altering other monitors to lessen the sensitivity a nd reliance on the component or characteristic of the component subjec t to the proposed monitor(s)).

(h) Standardization Requirements Standardization Requirements.91

(1) Reference Documents: The following Society of Automotive Engineers (SAE) and International Organization of Standards (ISO) documents are incor porated by reference into this regulation:
(1.1) SAE J1930 "Electrical/Electronic Systems Diagnosti c Terms, Definitions, Abbreviations, and Acronyms – Equivalent to ISO/TR 15031-2:April 30,

2002 ", April 2002 October 2008 (SAE J1930).
(1.2) SAE J1962 "Diagnostic Connector – Equivalent to IS O/DIS 15031-3: December 14, 2001", April 2002 (SAE J1962).
(1.3) SAE J1978 "OBD II Scan Tool – Equivalent to ISO/DI S 15031-4: December 14, 2001", April 2002 (SAE J1978).
(1.4) SAE J1979 "E/E Diagnostic Test Modes

– Equivalent to ISO/DIS 15031

- 5:April 30, 2002 ", April 2002 May 2007 (SAE J1979).
(1.5) SAE J2012 "Diagnostic Trouble Code Definitions

– Equivalent to ISO/DIS

15031

- 6: April 30, 2002 ", April 2002 December 2007 (SAE J2012).
(1.6) ISO 15765-4:2001 5 "Road Vehicles-Diagnostics on Controller Area Netw ork (CAN) - Part 4: Requirements for emission-related s ystems", December

2001 January 2005 (ISO 15765-4).
(1.7) SAE J1939 consisting of:
(1.7.1) J1939 Recommended Practice for a Serial Control and Communications
Vehicle Network, March 2009;
(1.7.2) J1939/1 Recommended Practice for Control and Commun ications Network for On-Highway Equipment, September 2000;
(1.7.3) J1939/11 Physical Layer, 250K bits/s, Twisted Shiel ded Pair, September
2006;
(1.7.4) J1939/13 Off-Board Diagnostic Connector, March 2004 ; (1.7.5) J1939/15 Reduced Physical Layer, 250K bits/sec, UN- Shielded Twisted Pair (UTP), August 2008;
(1.7.6) J1939/21 Data Link Layer, December 2006;
(1.7.7) J1939/31 Network Layer, April 2004;
(1.7.8) J1939/71 Vehicle Application Layer (Through Februar y 2008), January
2009;
(1.7.9) J1939/73 Application Layer—Diagnostics, September 2 006;
(1.7.10) J1939/81 Network Management, May 2003; and
(1.7.11) J1939/84 OBD Communications Compliance Test Cases F or Heavy Duty Components and Vehicles, December 2008. March 2005

- “Recommended

Practice for a Serial Control and Communications Ve hicle Network” and the associated subparts included in SAE HS

- 1939, “Truck and Bus

Control and Communications Network Standards Manual ”, 200 5 Edition (SAE J1939).
(1.8) SAE J2403 “Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature,” August 2004 2007 (SAE J2403).
(1.9) SAE J1699-3 – “OBD II Compliance Test Cases”, May 2 006 (SAE J1699-3).
(1.10) SAE J2534-1 – “Recommended Practice for Pass-Thru V ehicle Programming”, December 2004 (SAE J2534-1).

(2) Diagnostic Connector: A standard data link connector conforming to SAE J1 962 or SAE J1939-1392

specifications (except as specified in section (h)( 2.3)) shall be incorporated in

each vehicle.
(2.1) For the 2010 through 2012 model year engines:
(2.1.1) The connector shall be located in the driver’s side foot-well region of the vehicle interior in the area bound by the driver’s side of the vehicle and the driver's side edge of the center console (or th e vehicle centerline if the vehicle does not have a center console) and at a lo cation no higher than the bottom of the steering wheel when in the lowest adjustable position. The connector may not be located on or in the cente r console (i.e., neither on the horizontal faces near the floor-mounted gear selector, parking brake lever, or cup-holders nor on the vertical fac es near the car stereo, climate system, or navigation system controls).
(2.1.2) If the connector is covered, the cover must be remo vable by hand without the use of any tools and be labeled “OBD” to aid te chnicians in identifying the location of the connector. Access to the diagn ostic connector may not require opening or the removal of any storage acces sory (e.g., ashtray, coinbox). The label shall be submitted to the Exec utive Officer for review and approval, at or before the time the manufacture r submits its certification application. The Executive Officer s hall approve the label upon determining that it clearly identifies that th e connector is located behind the cover and is consistent with language an d/or symbols commonly used in the automotive industry.
(2.2) For 2013 and subsequent model year engines:
(2.2.1) The connector shall be located in the driver’s side foot-well region of the vehicle interior in the area bound by the driver’s side of the vehicle and the foot pedal closest to the driver’s side of the vehicle (left most pedal in a left hand drive vehicle) excluding a foot-activat ed emergency brake if equipped (e.g., typically the brake pedal for an au tomatic transmission equipped vehicle or the clutch pedal for a manual t ransmission equipped vehicle) and at a location no higher than the botto m of the steering wheel when in the lowest adjustable position.
(2.2.2) The connector shall be mounted in an uncovered loca tion and may not be covered with or located behind any form of panel, a ccess door, or storage device (e.g., fuse panel cover, hinged door, ashtra y, coinbox) that requires opening or removal to access the connector. The co nnector may be equipped with a dust cap in the shape and size of t he diagnostic connector for environmental protection purposes but the dust cap must be removable by hand without the use of any tools and be labeled “OBD” to aid technicians in identifying the connector.
(2.2.3) The connector shall be mounted in a manner that all ows vehicle operation and driving (e.g., does not interfere with use of d river controls such as the clutch, brake, and accelerator pedal) while a scan tool is connected to the

vehicle.
(2.3) The location of the connector shall be capable of b eing easily identified and accessed (e.g., to connect an off-board tool). For vehicles equipped with a driver’s side door, the connector shall be capable of being easily identified and accessed by a technician standing (or “crouched ”) on the ground outside

the driver’s side of the vehicle with the driver’s side door open.93

(2.3) (2.4) If the ISO 15765-4 protocol (see section (h)(3)) is used for the required OBD standardized functions, the connector shall mee t the “Type A” specifications of SAE J1962. Any pins in the conne ctor that provide electrical power shall be properly fused to protect the integr ity and usefulness of the connector for diagnostic purposes and may not excee d 20.0 Volts DC regardless of the nominal vehicle system or battery voltage (e.g., 12V, 24V, 42V).
(2.4) (2.5) If the SAE J1939 protocol (see section (h)(3)) is u sed for the required OBD standardized functions, the connector shall mee t the specifications of SAE J1939-13. Any pins in the connector that provi de electrical power shall be properly fused to protect the integrity and usef ulness of the connector for diagnostic purposes.
(2.5) (2.6) Manufacturers may equip vehicles with additional di agnostic connectors for manufacturer-specific purposes (i.e., purposes other than the required OBD functions). However, if the additional connect or conforms to the “Type A” specifications of SAE J1962 or the specification s of SAE J1939-13 and is located in the vehicle interior near the required c onnector of section (h)(2.3 ) or (2.4) , the connector(s) must be clearly labeled to ident ify which connector

is used to access the standardized OBD information required in section (h).

(3) Communications to a Scan Tool: All OBD control modules (e.g., engine, auxiliary em ission control module) on a single vehicle shall use the same protocol for comm unication of required emission-related messages from on-board to off-boar d network communications to a scan tool meeting SAE J1978 specifications or designed to communicate with an SAE J1939 network. Engine manufacturers sh all not alter normal operation of the engine emission control system due to the presence of off-board test equipment accessing information required by se ction (h). The OBD system shall use one of the following standardized protoco ls:
(3.1) ISO 15765-4. All required emission-related message s using this protocol shall use a 500 kbps baud rate.
(3.2) SAE J1939. This protocol may only be used on vehi cles with diesel engines.

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

communicate with an SAE J1939 network:
(4.1) Readiness Status: In accordance with SAE J1979/J19 39-73 specifications, the OBD system shall indicate “complete” or “not co mplete” 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 A a ll components or systems identified in (f )(1), (f)(2), or

and (g)(3) that are monitored continuously shall always indicate “complete”. The readiness status for all other C c omponents or systems that are not subject to continuous monitori ng shall immediately indicate “complete” upon the respective diagnostic monitor (s) (except those monitors specified under section (h)(4.1.4) below) being fully executed and94 determining that the component or system is not mal functioning. The

readiness status for A a component or system shall also indicate “complete” if after the requisite number of decisions necessary f or determining MIL status has been fully executed, the monitor indicates a ma lfunction 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 th at allowed in section (d)(2). Normal vehicle shut down (i.e., key off, e ngine off) may not cause the

readiness status to indicate “not complete”.
(4.1.1) Subject to Executive Officer approval, a manufactu rer may request that

the readiness status for a monitor be set to indica te “complete” without monitoring having been completed if monitoring is d isabled for a multiple number of driving cycles due to the continued prese nce of extreme operating conditions (e.g., cold ambient temperatur es, high altitudes). Executive Officer approval shall be based on the co nditions for monitoring system disablement and the number of driving cycles specified without completion of monitoring before readiness is indica ted as “complete”.
(4.1.2) For the evaporative system monitor, the readiness status shall be set in accordance with section (h)(4.1) when both the func tional check of the purge valve and, if applicable, the leak detection monitor of the orifice size specified in section (f)(7.2.2)(B) (e.g., 0.150 inc h) indicate that they are complete.
(4.1.3) If the manufacturer elects to additionally indicat e readiness status through the MIL in the key on, engine off position as provi ded for in section (d)(2.1.3), the readiness status shall be indicated in the following manner: If the readiness status for all monitored component s or systems is “complete”, the MIL shall remain continuously illum inated in the key on, engine off position for at least 15-20 seconds. If the readiness status for one or more of the monitored components or systems is “not complete”, after 15-20 seconds of operation in the key on, eng ine off position with the MIL illuminated continuously, the MIL shall blink o nce per second for 5-10 seconds. The data stream value for MIL status (sec tion (h)(4.2)) shall indicate “commanded off” during this sequence unles s the MIL has also

been “commanded on” for a detected fault.
(4.1.4) Manufacturers are not required to use the following monitors in determining the readiness status for the specific c omponent or system: (A) Circuit and out-of-range monitors that are required to be continuous; (B) Gasoline and diesel exhaust gas sensor feedback mon itors specified in sections (e)(9.2.1)(A)(iii), (e)(9.2.1)(B)(iii), (e )(9.2.2)(C), (f)(8.2.1)(C), and (f)(8.2.2)(E); (C) Diesel feedback control monitors specified in secti ons (e)(1.2.4), (e)(3.2.4), (e)(4.2.5), (e)(6.2.2)(D), (e)(7.2.3), and (e)(8.2.7); (D) Gasoline fuel system monitors specified in sections (f)(1.2.1)(A), (f)(1.2.1)(B), (f)(1.2.2), (f)(1.2.4), and (f)(1.2. 5).
(4.2) Data Stream: The following signals shall be made a vailable on demand through the standardized data link connector in acc ordance with SAE J1979/J1939 specifications. The actual signal valu e shall always be used instead of a default or limp home value.95

(4.2.1) For all gasoline engines: (A) Calculated load value, engine coolant temperatu re, engine speed, vehicle speed, time elapsed since engine start; and (B) Absolute load, fuel level (if used to enable or disable any other diagnostics), barometric pressure (directly measure d or estimated), engine control module system voltage, commanded equ ivalence ratio;

and (C) Number of stored confirmed fault codes, catalys t temperature (if directly measured or estimated for purposes of enabling the catalyst monitor(s)), monitor status (i.e., disabled for the rest of this driving cycle, complete this driving cycle, or not complete this driving cycle) since last engine shut-off for each monitor used for readiness status, distanc e traveled (or engine run time for engines not utilizing vehicle speed in formation) while MIL activated, distance traveled (or engine run time fo r engines not utilizing vehicle speed information) since fault memory last cleared, and number of warm-up cycles since fault memory last cleared, OBD requirements to which the engine is certified (e.g., California OBD , EPA OBD, European OBD, non-OBD) and MIL status (i.e., commanded-on or commanded-off).
(4.2.2) For all diesel engines: (A) Calculated load (engine torque as a percentage of maximum torque available at the current engine speed), driver’s de mand engine torque (as a percentage of maximum engine torque), actual engi ne torque (as a percentage of maximum engine torque), reference eng ine maximum torque, reference maximum engine torque as a functi on of engine speed (suspect parameter numbers (SPN) 539 through 543 de fined by SAE J1939 within parameter group number (PGN) 65251 for engine configuration), engine coolant temperature, engine oil temperature (if used for emission control or any OBD diagnostics), engin e speed, time elapsed since engine start; and (B) Fuel level (if used to enable or disable any ot her diagnostics), vehicle speed (if used for emission control or any OBD diag nostics), barometric pressure (directly measured or estimated), engine c ontrol module system voltage; and (C) Number of stored confirmed/MIL-on fault codes, monitor status (i.e., disabled for the rest of this driving cycle, comple te this driving cycle, or not complete this driving cycle) since last engine shut -off for each monitor used for readiness status, distance traveled (or en gine run time for engines not utilizing vehicle speed information) wh ile MIL activated, distance traveled (or engine run time for engines n ot utilizing vehicle speed information) since fault memory last cleared, number of warm-up cycles since fault memory last cleared, OBD require ments to which the engine is certified (e.g., California OBD, Californ ia OBD-child rating (i.e., for engines subject to (d)(7.1.2) or (d)(7.2.3)) EP A OBD, European OBD, non-OBD), and MIL status (i.e., commanded-on or commanded-off); (D) NOx NTE control area status (i.e., inside contr ol area, outside control area, inside manufacturer-specific NOx NTE carve-ou t area, or deficiency active area), and PM NTE control area status (i.e., inside control ar ea,96 outside control area, inside manufacturer-specific PM NTE carve-out area, or deficiency active area) ; (E) For 2013 and subsequent model year engines, normali zed trigger for PM filter regeneration, PM filter regeneration status; and (F) For 2013 and subsequent model year engines, average distance (or engine run time for engines not utilizing vehicle s peed information) between PM filter regenerations

. (E) (G) For purposes of the calculated load and torque para meters in section (h)(4.2.2)(A), manufacturers shall report the most accurate values that are calculated within the applicable electronic control unit (e.g., the engine control module). “Most accurate values”, in this c ontext, shall be of sufficient accuracy, resolution, and filtering to b e used for the purposes of in-use emission testing with the engine still in a vehicle (e.g., using portable emission measurement equipment).
(4.2.3) For all engines so equipped: (A) Absolute throttle position, relative throttle p osition, fuel control system status (e.g., open loop, closed loop), fuel trim, f uel pressure, ignition timing advance, fuel injection timing, intake air/m anifold temperature, engine intercooler temperature, manifold absolute p ressure, air flow rate from mass air flow sensor, secondary air status (up stream, downstream, or atmosphere), ambient air temperature, commanded purge valve duty cycle/position, commanded EGR valve duty cycle/posi tion, actual EGR valve duty cycle/position, EGR error between actual and commanded, PTO status (active or not active), redundant absolu te throttle position (for electronic throttle or other systems that utilize t wo or more sensors), absolute pedal position, redundant absolute pedal p osition, commanded throttle motor position, fuel rate, boost pressure, commanded/target boost pressure, turbo inlet air temperature, fuel rail pr essure, commanded fuel rail pressure, PM filter inlet pressure, PM filter inlet temperature, PM filter outlet pressure, PM filter outlet temperature, PM f ilter delta pressure, exhaust pressure sensor output, exhaust gas tempera ture sensor output, injection control pressure, commanded injection con trol pressure, turbocharger/turbine speed, variable geometry turbo position, commanded variable geometry turbo position, turbocharger comp ressor inlet temperature, turbocharger compressor inlet pressure , turbocharger turbine inlet temperature, turbocharger turbine out let temperature, wastegate valve position, glow plug lamp status; an d (B) For 2013 and subsequent model year engines, EGR temperature, variable geometry turbo control status (e.g., open loop, closed loop), reductant level (e.g., urea tank fill level), alcoh ol fuel percentage, type of fuel currently being used, NOx adsorber regeneratio n status, NOx adsorber deSOx status, hybrid battery pack remainin g charge; (C) Oxygen sensor output, air/fuel ratio sensor output, NOx sensor output,

and evaporative system vapor pressure; and (D) For 2013 and subsequent model year engines, PM sens or output and distance traveled while low/empty SCR reductant dri ver warning/inducement active

. (4.3) Freeze Frame:

.97

(4.3.1) “Freeze frame” information required to be stored p ursuant to sections (d)(2.2.1)(D), (d)(2.2.2)(D), (e)(1.4.2)(D), (e)(2. 4.2)(B), (f)(1.4.4), and (f)(2.4.3) shall be made available on demand throug h the standardized

data link connector in accordance with SAE J1979/J1 939-73 specifications.
(4.3.2) “Freeze frame” conditions must include the fault c ode which caused the data to be stored and all of the signals required i n sections (h)(4.2.1)(A) and (4.2.2)(A). Freeze frame conditions shall also include all of the signals required on the engine in sections (h)(4.2. 1)(B), (4.2.2)(B), (4.2.2)(E), and (4.2.3)(A), and (4.2.3)(B) that are used for diagnostic or control purposes in the specific diagnostic or emis sion-critical powertrain

control unit that stored the fault code.
(4.3.3) Only one frame of data is required to be recorded. Manufacturers may choose to store additional frames provided that at least the required frame can be read by a scan tool meeting SAE J1978 specif ications or designed

to communicate with an SAE J1939 network.
(4.4) Fault Codes:
(4.4.1) For vehicles using the ISO 15765-4 protocol for th e standardized functions required in section (h): (A) For all monitored components and systems, store d pending, confirmed, and permanent fault codes shall be made available t hrough the diagnostic

connector in a standardized format in accordance wi th SAE J1979 specifications. Standardized fault codes conformin g to SAE J2012 shall be employed. (B) The stored fault code shall, to the fullest ext ent possible, pinpoint the likely cause of the malfunction. To the extent fea sible, manufacturers shall use separate fault codes for every diagnostic where the diagnostic and repair procedure or likely cause of the failure is different. In general, rationality and functional diagnostics shall use di fferent fault codes than the respective circuit continuity diagnostics. Add itionally, input component circuit continuity diagnostics shall use different fault codes for distinct malfunctions (e.g., out-of-range low, out-of-range high, open circuit). (C) Manufacturers shall use appropriate SAE-defined fault codes of SAE J2012 (e.g., P0xxx, P2xxx) whenever possible. With Executive Officer approval, manufacturers may use manufacturer-define d fault codes in accordance with SAE J2012 specifications (e.g., P1x xx). Factors to be considered by the Executive Officer for approval sh all include the lack of available SAE-defined fault codes, uniqueness of th e diagnostic or monitored component, expected future usage of the d iagnostic or component, and estimated usefulness in providing ad ditional diagnostic and repair information to service technicians. Man ufacturer-defined fault codes shall be used consistently (i.e., the same fa ult code may not be used to represent two different failure modes) acro ss a manufacturer’s entire product line. (D) A pending or confirmed fault code (as required in sections (d) and (e) through (g)) shall be stored and available to an SA E J1978 scan tool within 10 seconds after a diagnostic has determined that a malfunction has occurred. A permanent fault code shall be stor ed and available to an98 SAE J1978 scan tool no later than the end of an ign ition cycle (including electronic control unit shutdown) in which the corresponding confirmed fault code causing the MIL to be illuminated has be en stored. (E) Pending fault codes: (i) Pending fault codes for all components and syst ems (including continuously and non-continuously monitored compone nts) shall be made available through the diagnostic connector in accordance with SAE J1979 specifications (e.g., Mode/Service $07). (ii) A pending fault code(s) shall be stored and av ailable through the diagnostic connector for all currently malfunctioni ng monitored component(s) or system(s), regardless of the MIL il lumination status or confirmed fault code status (e.g., even after a pen ding fault has

matured to a confirmed fault code and the MIL is il luminated, a pending fault code shall be stored and available if the most recent monitoring event indicates the component is malfunc tioning). (iii) Manufacturers using alternate statistical pro tocols for MIL illumination as allowed in section (d)(2.2.1)(C) shall submit to the Executive Officer a protocol for setting pending fault codes. The Ex ecutive Officer shall approve the proposed protocol upon determining that , overall, it is equivalent to the requirements in sections (h)(4.4. 1)(E)(i) and (ii) and that it effectively provides service technicians wi th a quick and accurate indication of a pending failure. (F) Permanent fault codes: (i) Permanent fault codes for all components and sy stems shall be made available through the diagnostic connector in a sta ndardized format that distinguishes permanent fault codes from both pending fault

codes and confirmed fault codes. (ii) A confirmed fault code shall be stored as a pe rmanent fault code no later than the end of the ignition cycle and subseq uently at all times that the confirmed fault code is commanding the MIL on (e.g., for currently failing systems but not during the 40 war m-up cycle selfhealing process described in section (d)(2.3.1)(B))

. (iii) Permanent fault codes shall be stored in NVRA M and may not be erasable by any scan tool command (generic or enhan ced) or by disconnecting power to the on-board computer. (iv) Permanent fault codes shall be may not be erasable ed if when the engine control module containing the permanent fault code is reprogrammed unless and the readiness status (refer to section (h)(4.1)) for all monitored components and systems are set to “not complete. ” in conjunction with the reprogramming event. (v) The OBD system shall have the ability to store a minimum of four current confirmed fault codes as permanent fault co des in NVRAM. If the number of confirmed fault codes currently comma nding the MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall store the earliest det ected confirmed fault codes as permanent fault codes. If additiona l confirmed fault codes are stored when the maximum number of permane nt fault codes is already stored in NVRAM, the OBD system ma y not replace99 any existing permanent fault code with the addition al confirmed fault

codes.
(4.4.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h): (A) For all monitored components and systems, store d pending, MIL-on, and previously MIL-on fault codes shall be made availab le through the diagnostic connector in a standardized format in ac cordance with SAE J1939 specifications (i.e., Diagnostic Message (DM) 6, DM12, and DM23). Standardized fault codes conforming to SAE J1939 s hall be employed. (B) The stored fault code shall, to the fullest ext ent possible, pinpoint the likely cause of the malfunction. To the extent fea sible, manufacturers shall use separate fault codes for every diagnostic where the diagnostic and repair procedure or likely cause of the failure is different. In general, rationality and functional diagnostics shall use di fferent fault codes than the respective circuit continuity diagnostics. Add itionally, input component circuit continuity diagnostics shall use different fault codes for distinct malfunctions (e.g., out-of-range low, out-of-range high, open circuit). (C) Manufacturers shall use appropriate SAE-defined fault codes of SAE J939 whenever possible. With Executive Officer app roval, manufacturers may use manufacturer-defined fault codes in accorda nce with SAE J1939 specifications. Factors to be considered by the Ex ecutive Officer for approval shall include the lack of available SAE-de fined fault codes, uniqueness of the diagnostic or monitored component , expected future usage of the diagnostic or component, and estimated usefulness in providing additional diagnostic and repair informat ion to service

technicians. Manufacturer-defined fault codes shal l be used consistently (i.e., the same fault code may not be used to repre sent two different failure modes) across a manufacturer’s entire produ ct line. (D) A pending or MIL-on fault code (as required in sections (d), (e), and (g))

shall be stored and available to an SAE J1939 scan tool within 10 seconds after a diagnostic has determined that a ma lfunction has occurred. A permanent fault code shall be stored a nd available to an SAE J1939 scan tool no later than the end of an ignitio n cycle (including electronic control unit shutdown) in which the corresponding MIL-on fault code causing the MIL to be illuminated has been sto red. (E) Pending fault codes: (i) Pending fault codes for all components and syst ems (including continuously and non-continuously monitored compone nts) shall be made available through the diagnostic connector in accordance with SAE J1939 specifications (i.e., DM6). (ii) Manufacturers using alternate statistical prot ocols for MIL illumination as allowed in section (d)(2.2.2)(C) shall submit to the Executive Officer a protocol for setting pending fault codes. The Ex ecutive Officer shall approve the proposed protocol upon determining that , overall, it is equivalent to the requirements in sections (h)(4.4. 2)(E)(i) and that it effectively provides service technicians with a qui ck and accurate indication of a pending failure. (F) Permanent fault codes:100 (i) Permanent fault codes for all components and sy stems shall be made available through the diagnostic connector in a sta ndardized format that distinguishes permanent fault codes from pendi ng fault codes, MIL-on fault codes, and previously MIL-on fault cod es. (ii) A MIL-on fault code shall be stored as a perma nent fault code no later than the end of the ignition cycle and subsequently at all times that the MIL-on fault code is commanding the MIL on (e.g., f or currently failing systems). (iii) Permanent fault codes shall be stored in NVRA M and may not be erasable by any scan tool command (generic or enhan ced) or by disconnecting power to the on-board computer. (iv) Permanent fault codes shall be may not be erasable ed if when the engine control module containing the permanent fault codes is reprogrammed unless and the readiness status (refer to section (h)(4.1)) for all monitored components and systems are set to “not complete. ” in conjunction with the reprogramming event. (v) The OBD system shall have the ability to store a minimum of four current MIL-on fault codes as permanent fault codes in NVRAM. If the number of MIL-on fault codes currently commanding t he MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall store the earliest det ected MIL-on fault codes as permanent fault codes. If additional MIL- on fault codes are stored when the maximum number of permanent fault c odes is already stored in NVRAM, the OBD system may not replace any existing permanent fault code with the additional MIL-on fau lt codes.
(4.5) Test Results:
(4.5.1) Except as provided in section (h)(4.5.7), for all monitored components and systems identified in sections (e)(1) through (f)(9 ), results of the most recent monitoring of the components and systems and the test limits established for monitoring the respective component s and systems shall be stored and available through the data link in ac cordance with the standardized format specified in SAE J1979 for the ISO 15765-4 protocol

or SAE J1939.
(4.5.2) The test results shall be reported such that prop erly functioning components and systems (e.g., “passing” systems) do not store test

values outside of the established test limits. Tes t limits shall include both minimum and maximum acceptable values and shall be defined so that a test result equal to either test limit is a “passin g” value, not a “failing”

value.
(4.5.3) The test results shall be standardized such that t he name of the monitored component (e.g., catalyst bank 1) can be identified by a generic scan tool

and the test results and limits can be scaled and r eported with the appropriate engineering units by a generic scan too l.
(4.5.4) The test results shall be stored until updated by a more recent valid test result or the fault memory of the OBD system comput er is cleared.
(4.5.5) Upon fault memory being cleared, test results reported for monitors that have not yet completed with valid test results sinc e the last time the fault memory was cleared shall report values of zero for the test result and test101 limits. If the OBD system fault memory is cleared, all test results shall report values of zero for the test result and test limits. The test results shall be updated once the applicable monitor has ru n and has valid test results and limits to report.
(4.5.5) All test results and test limits shall always be re ported and the test r esults shall be stored until updated by a more recent vali d test result or the fault memory of the OBD system computer is cleared.
(4.5.6) All test results and test limits shall always be r eported. The OBD system shall store and report unique test results for each separate diagnostic.
(4.5.7) The requirements of section (h)(4.5) do not apply to continuous gasoline fuel system monitoring s specified under sections (f)(1.2.1)(A), (f)(1.2.1)(B), (f)(1.2.2), (f)(1.2.4), and (f)(1.2. 5) , exhaust gas sensor monitors specified under sections (e)(9.2.1)(A)(iii ), (e)(9.2.1)(B)(iii), (e)(9.2.2)(C), (f)(8.2.1)(C), and (f)(8.2.2)(E), cold start emission reduction strategy monitoring s , and continuous circuit monitoring and out-of-range monitors that are required to be continuous, and di esel feedback control monitors specified under sections (e)(1.2.4), (e)(3 .2.4), (e)(4.2.5), (e)(6.2.2)(D), (e)(7.2.3), and (e)(8.2.7)

. (4.6) Software Calibration Identification:
(4.6.1) Except as provided for in section (h)(4.6.3), O o n all vehicles, a single software calibration identification number (CAL ID) for each diagnostic or emission critical control unit(s) shall be made ava ilable through the

standardized data link connector in accordance with the SAE J1979/J1939 specifications.
(4.6.2) A unique CAL ID shall be used for every emission-re lated calibration and/or software set having at least one bit of diff erent data from any other

emission-related calibration and/or software set. Control units coded with multiple emission or diagnostic calibrations and/or software sets shall indicate a unique CAL ID for each variant in a mann er that enables an offboard device to determine which variant is being us ed by the vehicle. Control units that utilize a strategy that will res ult in MIL illumination if the incorrect variant is used (e.g., control units that contain variants for

manual and automatic transmissions but will illumin ate the MIL if the variant selected does not match the type of transmi ssion on the vehicle) are not required to use unique CAL IDs.
(4.6.3) Manufacturers may request Executive Officer approva l to respond with more than one CAL ID per diagnostic or emission cri tical powertrain control unit. Executive Officer approval of the re quest shall be based on the method used by the manufacturer to ensure each control unit will respond to a generic scan tool with the CAL IDs in order of highest to lowest priority with regards to areas of the softwa re most critical to emission and OBD system performance.
(4.7) Software Calibration Verification Number:
(4.7.1) All vehicles shall use an algorithm to calculate a single calibration verification number (CVN) that verifies the on-boar d computer software integrity for each diagnostic or emission critical electronically reprogrammable control unit. The CVN shall be made available thro ugh

the standardized data link connector in accordance with the SAE102 J1979/J1939 specifications. The CVN shall be capab le of being used to

determine if the emission-related software and/or c alibration data are valid and applicable for that vehicle and CAL ID.
(4.7.2) One CVN shall be made available for each CAL ID mad e available. For diagnostic or emission critical powertrain control units with more than one CAL ID, each CVN shall be output to a generic scan tool in the same order as the CAL IDs are output to the generic scan tool to allow the scan tool to match each CVN to the corresponding CAL ID.
(4.7.2) (4.7.3) Manufacturers shall submit information for Executiv e Officer approval of the algorithm used to calculate the CVN . Executive Officer approval of the algorithm shall be based on the com plexity of the algorithm and the determination that the same CVN i s difficult to achieve

with modified calibration values.
(4.7.3) (4.7.4) The CVN shall be calculated at least once per drivi ng ignition cycle and stored until the CVN is subsequently updated. Except for immediately after a reprogramming event or a non-vo latile memory clear or for the first 30 seconds of engine operation aft er a volatile memory clear or battery disconnect, the stored value shall be made available through the data link connector to a generic scan t ool in accordance with SAE J1979/J1939 specifications. The stored CVN val ue may not be erased when fault memory is erased by a generic sca n tool in accordance with SAE J1979/J1939 specifications or during norma l vehicle shut down (i.e., key off, engine off).
(4.7.4) (4.7.5) For purposes of Inspection and Maintenance (I/M) te sting,

manufacturers shall make the CVN and CAL ID combina tion information

available for all vehicles in a standardized electr onic format that allows for off-board verification that the CVN is valid and ap propriate for a specific

vehicle and CAL ID. The standardized electronic fo rmat is detailed in Attachment F of ARB Mail-Out #MSC 09-22, July 7, 20 09, incorporated by

reference. Manufacturers shall submit the CVN and CAL ID information to the Executive Officer not more than 25 days afte r the close of a calendar quarter.
(4.8) Vehicle and Engine Identification Numbers : (4.8.1) All vehicles shall have the vehicle identificatio n number (VIN) available in a standardized format through the standardized data link connector in accordance with SAE J1979/J1939 specifications. On ly one electronic control unit per vehicle shall report the VIN to an SAE J1978/J1939 scan

tool.
(4.8.2) All 2013 and subsequent model year engines shall ha ve the engine serial number (ESN) available in a standardized format thr ough the standardized data link connector. Only one electro nic control unit per vehicle shall report the ESN to an SAE J1978/J1939 scan tool.
(4.8.2) (4.8.3) If the VIN or ESN is reprogrammable, all emission-related diagnostic information identified in section (h)(4.9 10 .1) shall be erased in conjunction with reprogramming of the VIN or the ESN

. (4.9) ECU Name: For 2013 and subsequent model year engine s, the name of each electronic control unit that responds to an SAE J19 78/J1939 scan tool with a unique address or identifier shall be communicated in a standardized format103 in accordance with SAE J1979/J1939 (e.g., ECUNAME i n Service/Mode $09, InfoType $0A in SAE J1979).

(4.9) (4.10) Erasure of Emission-Related Diagnostic Information:
(4.9.1) (4.10.1) For purposes of section (h)(4.9 10 ), “emission-related diagnostic information” includes all the following: (A) Readiness status (section (h)(4.1)) (B) Data stream information (section (h)(4.2)) incl uding number of stored confirmed/MIL-on fault codes, distance traveled whi le MIL activated, number of warm-up cycles since fault memory last cl eared, and distance traveled since fault memory last cleared. (C) Freeze frame information (section (h)(4.3)) (D) Pending, confirmed, MIL-on, and previously MIL- on fault codes (section (h)(4.4.)) (E) Test results (section (h)(4.5))
(4.9.2) (4.10.2) For all vehicles, the emission-related diagnostic information shall be erased if commanded by a scan tool (generic or e nhanced) and may be erased if the power to the on-board computer is disconnected. If any of the emission-related diagnostic information is c ommanded to be erased by a scan tool (generic or enhanced), all emission- related diagnostic information from all diagnostic or emission critica l control units shall be erased. The OBD system may not allow a scan tool t o erase a subset of the emission-related diagnostic information (e.g., the OBD system may not allow a scan tool to erase only one of three st ored fault codes or only information from one control unit without erasing i nformation from the other control unit(s)).

(5) Tracking Requirements:
(5.1) In-use Performance Ratio Tracking Requirements:
(5.1.1) For each monitor required in sections (e) through (g) to separately report an in-use performance ratio, manufacturers shall im plement software algorithms to report a numerator and denominator in the standardized format specified below and in accordance with the S AE J1979/J1939 specifications.
(5.1.2) Numerical Value Specifications: (A) For the numerator, denominator, general denomin ator, and ignition cycle

counter: (i) Each number shall have a minimum value of zero and a maximum value of 65,535 with a resolution of one. (ii) Each number shall be reset to zero only when a non-volatile random access memory (NVRAM) reset occurs (e.g., reprogram ming event) or, if the numbers are stored in keep-alive memory (KAM ), when KAM is lost due to an interruption in electrical power to the control module (e.g., battery disconnect). Numbers may not be res et to zero under any other circumstances including when a scan tool command to clear

fault codes or reset KAM is received. (iii) If either the numerator or denominator for a specific component reaches the maximum value of 65,535 ±2, both number s shall be divided by two before either is incremented again t o avoid overflow104 problems. (iv) If the ignition cycle counter reaches the maxi mum value of 65,535 ±2, the ignition cycle counter shall rollover and incre ment to zero on the next ignition cycle to avoid overflow problems. (v) If the general denominator reaches the maximum value of 65,535 ±2, the general denominator shall rollover and incremen t to zero on the next driving cycle that meets the general denominat or definition to avoid overflow problems. (vi) If a vehicle is not equipped with a component (e.g., oxygen sensor bank 2, secondary air system), the corresponding nu merator and denominator for that specific component shall alway s be reported as

zero. (B) For the ratio: (i) The ratio shall have a minimum value of zero an d a maximum value of

7.99527 with a resolution of 0.000122. (ii) A ratio for a specific component shall be cons idered to be zero whenever the corresponding numerator is equal to ze ro and the corresponding denominator is not zero. (iii) A ratio for a specific component shall be con sidered to be the maximum value of 7.99527 if the corresponding denom inator is zero or if the actual value of the numerator divided by the denominator

exceeds the maximum value of 7.99527.
(5.2) Engine Run Time Tracking Requirements:
(5.2.1) For all gasoline and diesel engines, manufacturers shall implement software algorithms to individually track and repor t in a standardized format the engine run time while being operated in the following

conditions: (A) Total engine run time; (B) Total idle run time (with “idle” defined as acc elerator pedal released by driver, vehicle speed less than or equal to one mil e per hour, engine speed greater than or equal to 50 to 150 rpm below the normal, warmedup idle speed (as determined in the drive position for vehicles equipped with an automatic transmission), and PTO not active) , and either vehicle speed less than or equal to one mile per hour or en gine speed less than or equal to 200 rpm above normal warmed-up idle), a nd ; (C) Total run time with PTO active. ; (D) For 2013 and subsequent model year diesel engines o nly: (i) total run time with EI-AECD #1active; (ii) total run time with EI-AECD #2 active; and so on up to (iii) total run time with EI-AECD #n active.
(5.2.2) Numerical Value Specifications: For each counter s pecified in section (h)(5.2.1): (A) For each counter specified in section (h)(5.2.1): (i) (A) Each number shall be a four

- byte value with a minimum value of zero

, a resolution of one second per bit , and an accuracy of +/

- ten seconds per driving cycle

. conform to the standardized format specified in SAE

J1979/J1939. (ii) (B) Each number shall be reset to zero only when a non- volatile memory105 reset occurs (e.g., reprogramming event). Numbers may not be reset to zero under any other circumstances including when a scan tool (generic or enhanced) command to clear fault codes or reset KAM is received. (iii) (C) If any of the individual counters reach the maximum value, all counters shall be divided by two before any are incremented again to avoid overflow problems. (iv) (D) The counters shall be made available to a generic s can tool in accordance with the SAE J1979/J1939 specifications and may be rescaled when transmitted, if required by the SAE s pecifications, from a resolution of one second per bit to no more than th ree minutes per bit.
(5.2.3) Specifications of EI-AECDs (A) For purposes of section (h)(5.2.3), the following t erms shall be defined as

follows: (i) “Purpose” is defined as the objective of the EI-AEC D when it is activated (e.g., EGR valve protection); (ii) “Action” is defined as a specific component/element act that is commanded when the EI-AECD is activated (e.g., EGR system is derated); (iii) “Parameter” is defined as a component/element (e.g. , ECT, oil temperature) used to determine when to activate the EI-AECD; and (iv) “Condition” is defined as the specific characterist ic/state exhibited by the parameter (e.g., ECT above 100 degrees Celsius) that triggers

activation of the EI-AECD. (B) Each unique combination of action, parameter, and c ondition within a purpose shall be tracked as a separate EI-AECD and increment the timer(s) at all times the condition necessary to ac tivate the EI-AECD is
present. (i) For EI-AECDs that implement an action of variable d egree based on the varying characteristics of a parameter (e.g., d erate EGR more aggressively as engine oil temperature continues to increase), the EIAECD shall be tracked by incrementing two separate timers within a single EI-AECD (e.g., EI-AECD #1 timer 1 and EI-AEC D #1 timer 2) as

follows:

a. The first of the two timers shall be incremented wh enever the EIAECD is commanding some amount of reduced emission control effectiveness up to but not including 75 percent of the maximum

reduced emission control effectiveness that the EI- AECD is capable of commanding during in-use vehicle or engi ne operation. For example, an overheat protection strategy that p rogressively derates EGR and eventually shuts off EGR as oil tem perature

increases would accumulate time for the first timer from the time derating of EGR begins up to the time that EGR is d erated 75 percent. As a second example, an overheat protecti on strategy that advances fuel injection timing progressively u p to a maximum advance of 15 degrees crank angle as the engine coo lant temperature increases would accumulate time for the first timer from the time advance is applied up to the time tha t advance reaches 11.25 degrees (75 percent of the maximum 15 degrees).106 b. The second of the two timers shall be incremented w henever the EIAECD is commanding 75 percent or more of the maximu m reduced

emission control effectiveness that the EI-AECD is capable of commanding during in-use vehicle or engine operatio n. For example, the second timer for the first example EI- AECD identified in section (h)(5.2.3)(B)(i) would accumulate time f rom the time that EGR is derated 75 percent up to and including when EGR is completely shut off. For the second example EI-AECD identified in section (h)(5.2.3)(B)(i), the second timer would ac cumulate time from the time fuel injection timing advance is at 1 1.25 degrees up to and including the maximum advance of 15 degrees. (C) A manufacturer may request Executive Officer approv al to combine multiple unique actions, parameters, and/or conditi ons to be tracked within a single EI-AECD. The manufacturer shall submit a plan for combining, tracking, and incrementing the EI-AECD to the Execu tive Officer for approval. Executive Officer approval of the plan s hall be based on the effectiveness and the equivalence of the incrementi ng plan to determine the amount of EI-AECD activity per condition relati ve to the measure of EI-AECD activity under section (h)(5.2.3)(B). (D) For EI-AECDs that are activated solely due to eleva tion, the timer shall be incremented only for the portion of EI-AECD activat ion when the elevation is below 8000 feet (e.g., the timer for an EI-AECD that is activated when

the elevation is above 5000 feet shall be increment ed only when the EIAECD is active and the elevation is below 8000 feet ). (E) For EI-AECDs that are initially activated due to en gine warm-up and are subsequently reactivated after the engine has warme d up, the timer shall be incremented only when the EI-AECD is active afte r the initial engine warm-up (e.g., an EI-AECD that turns off an emissio n control at low engine coolant temperature would not increment the timer during initial warm-up but would increment the timer if coolant te mperature subsequently dropped below the low temperature and reactivated the EIAECD later in the drive cycle). (F) If more than one EI-AECD is currently active, the t imers for both EIAECDs shall accumulate time, regardless if there is overlap or redundancy in the commanded action (e.g., two diffe rent EI-AECDs independently but simultaneously commanding EGR off shall both accumulate time in their respective timers).

(6) Service Information:
(6.1) Engine manufacturers shall provide the aftermarket service and repair industry emission-related service information as se t 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 that the ARB or U.S. EPA has adopted a service information regulation or rule that is in e ffect and operative and requires engine manufacturers to provide emission-r elated service

information: (A) of comparable or greater scope than required un der these provisions;107 (B) in an easily accessible format and in a timefra me 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 f air and reasonable price to the automotive repair industry, vehicle repair proc edures which allow effective emission-related diagnosis and repairs to be perfor med using only the SAE J1978/J1939 generic scan tool and commonly availabl e, non-microprocessor

based tools.
(6.4) As an alternative to publishing repair procedures required under section (h)(6.3), a manufacturer may publish repair procedu res referencing the use of manufacturer-specific or enhanced equipment provide d the manufacturer meets one of the following conditions:
(6.4.1) makes available to the aftermarket scan tool indust ry the information needed to manufacture scan tools to perform the sam e emission-related diagnosis and repair procedures (excluding any repr ogramming) in a comparable manner as the manufacturer-specific diag nostic scan tool,

. or (6.4.2) makes available for purchase, at a fair and reasona ble price to the automotive repair industry, a manufacturer-specific or enhanced tool to perform the emission-related diagnosis and repair p rocedures (excluding any reprogramming).
(6.5) Manufacturers shall make available:
(6.5.1) Information to utilize the test results reported a s required in section (h)(4.5). The information must include a descripti on of the test and test result, typical passing and failing values, associa ted fault codes with the test result, and scaling, units, and conversion fac tors necessary to convert the results to engineering units.
(6.5.2) A generic description of each of the diagnostics u sed to meet the requirements of this regulation. The generic descr iption 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 resu lts (section (h)(4.5)) associated with the diagnostic. Vehicles that have diagnostics not adequately represented by the typical values identi fied above shall be specifically identified along with the appropriate typical values.
(6.5.3) Information necessary to execute each of the diagn ostics used to meet the requirements of sections (e)(1) through (f)(9). The information must include either a description of sample driving patt erns designed to be operated in-use or a written description of the con ditions the vehicle needs to operate in to execute each of the diagnost ics 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 wel l as be able to be used to exercise the monitors to individually change the readiness status for each specific monitor from “not complete” to “compl ete”.

(7) Exceptions to Standardization Requirements.
(7.1) For 2020 and subsequent model year alternate-fuele d engines derived from a diesel-cycle engine, a manufacturer may meet the st andardized requirements108 of section (h) that are applicable to diesel engine s in lieu of the requirements applicable to gasoline engines.

(i) Monitoring System Demonstration Requirements fo r Certification Monitoring System Demonstration Requirements for Certification.
(1) General.
(1.1) Certification requires that manufacturers submit e mission test data from one or more durability demonstration test engines (test engines).
(1.2) The Executive Officer may approve other demonstrat ion protocols if the manufacturer can provide comparable assurance that the malfunction criteria are chosen based on meeting the malfunction criteri a requirements and that

the timeliness of malfunction detection is within t he constraints of the applicable monitoring requirements.
(1.3) For flexible fuel engines capable of operating on more than one fuel or fuel combinations, the manufacturer shall submit a plan for providing emission test data to the Executive Officer for approval. T he Executive Officer shall approve the plan if it is determined to be represen tative of expected in-use fuel or fuel combinations and provides accurate and timely evaluation of the monitored systems.
(2) Selection of Test Engines:
(2.1) Prior to submitting any applications for certifica tion for a model year, a manufacturer shall notify the Executive Officer of the engine families and engine ratings within each family planned for that model year. The Executive Officer will then select the engine family(ies) and the specific engine rating within the engine family(ies) that the manufacturer shall use as demonstration test engines to provide emission test data. The se lection of test vehicles for production vehicle evaluation, as specified in sect ion (l)(2), may take place during this selection process.
(2.2) Number of test engines:
(2.2.1) For the 2010 model year, a manufacturer shall prov ide emission test data of a test engine from the OBD parent rating.
(2.2.2) For the 2011 and 2012 model years, a manufacturer certifying one to seven engine families in a model year shall provide emission test data of a test engine from one OBD child rating. A manufac turer certifying eight or more engine families in a model year shall provi de emission test data of test engines from two OBD child ratings. The Execu tive Officer may waive the requirement for submittal of data of one or more of the test engines if data have been previously submitted for all of the OBD parent and OBD child ratings.
(2.2.3) For the 2013 and subsequent model years, a manufac turer certifying one to five engine families in a model year shall provi de emission test data of a test engine from one engine rating. A manufactur er certifying six to ten engine families in a model year shall provide emiss ion test data from test engines from two engine ratings. A manufacturer ce rtifying eleven or more engine families in a model year shall provide emission test data of test engines from three engine ratings. The Execut ive Officer may waive the requirement for submittal of data of one or mor e of the test engines if data have been previously submitted for all of the engine ratings.109

(2.2.4) For a given model year, a manufacturer may elect t o provide emission data of test engines from more engine ratings than required by section (i)(2.2.1) through (2.2.3). For each additional en gine rating tested in that given model year, the Executive Officer shall reduc e the number of engine ratings required for testing in one future model ye ar under sections (i)(2.2.2) through (2.2.3) by one.
(2.3) Aging and data collection of diesel test engines:
(2.3.1) For 2010 through 2012 model year test engines, For the test engine(s), a manufacturer shall use an engine(s) aged for a minimum of 125 hours plus exhaust aftertreatment emission controls aged by an accelerated aging process to be representative of full useful life. Manufacturers are required to submit for Executive Officer approval a description of the accelerated aging process and/or supporting data. The Executive Officer shall approve the process upon determining that the submitted description and/or data demonstrate that the process ensures th at deterioration of the

exhaust aftertreatment emission controls is stabili zed sufficiently such that it is representative of the manufacturer’s best est imates for the performance of the emission control at the end of t he useful life. The Executive Officer may not require manufacturers to provide actual in-use or high mileage data to verify or validate that the aging is equivalent to full useful life for purposes of section (i)(2.3.1).
(2.3.2) For 2013 through 2015 model year test engines: (A) A manufacturer shall collect emission and deteriora tion data from an actual high mileage system(s) (consisting of the en gine, engine emission controls, and aftertreatment) to validate its accel erated aging process.

The manufacturer shall collect the data from a 2010 or newer model year system that is the most representative of system de signs planned for the 2013 model year and has a minimum actual mileage of full useful life or 185,000 miles, whichever is lower. The manufacture r shall collect and report the data to ARB prior to the end of 2011. T he manufacturer shall submit a plan for system selection, procurement, an d data collection to the Executive Officer for approval prior to proceed ing with the data collection. The Executive Officer shall approve th e plan upon determining that the submitted description will result in the m anufacturer gathering data necessary to quantify emission performance and deterioration of the system elements in a manner that will allow compari son to deterioration and performance levels achieved with the manufactur er’s accelerated aging process. (B) For testing of 2013 through 2015 model year engines , a manufacturer shall use a system (engine, engine emission control s, and aftertreatment) aged by an accelerated aging process to be represen tative of full useful life. Manufacturers are required to submit for Exe cutive Officer approval a description of the accelerated aging process and su pporting data. The Executive Officer shall approve the process upon de termining that the submitted description and data demonstrate that the aging process will result in a system representative of the manufactur er’s best estimates of the system performance at full useful life and that the manufacturer has utilized the data collected under section (i)(2.3.2 )(A) to validate the110 correlation of the aging process to actual high mil eage systems up to a minimum of full useful life or 185,000 miles.
(2.3.3) For 2016 and subsequent model year test engines: (A) A manufacturer shall collect emission and deteriora tion data from an actual high mileage system(s) (consisting of the en gine, engine emission controls, and aftertreatment) to validate its accel erated aging process.

The manufacturer shall collect the data from a 2010 or newer model year system that is the most representative of system de signs planned for the 2016 model year and has a minimum actual mileage of full useful life. The manufacturer shall collect and report the data to ARB prior to the end of 2014. The manufacturer shall submit a plan for system selection, procurement, and data collection to the Executive O fficer for approval prior to proceeding with the data collection. The Executive Officer shall approve the plan upon determining that the submitte d description will result in the manufacturer gathering data necessary to quantify emission performance and deterioration of the system element s in a manner that will allow comparison to deterioration and performa nce levels achieved with the manufacturer’s accelerated aging process. (B) For testing of 2016 and subsequent model year engin es, a manufacturer shall use a system (engine, engine emission control s, and aftertreatment) aged by an accelerated aging process to be represen tative of full useful life. Manufacturers are required to submit for Exe cutive Officer approval a description of the accelerated aging process and su pporting data. The Executive Officer shall approve the process upon de termining that the submitted description and data demonstrate that the aging process will result in a system representative of the manufactur er’s best estimates of the system performance at full useful life and that the manufacturer has utilized the data collected under section (i)(2.3.3 )(A) to validate the correlation of the aging process to actual high mil eage systems up to a

minimum of full useful life.
(2.4) Aging of gasoline engines: For the test engine(s), a manufacturer shall use a certification emission durability test engine(s) sy stem (i.e., consisting of the engine, engine emission controls, and aftertreatmen t), a representative high mileage engine(s) system, or an engine(s) system ag ed to the end of the full useful life using an ARB-approved alternative durab ility procedure (ADP).
(3) Required Testing: Except as provided below, the manufacturer shall pe rform single-fault testing based on the applicable test with the following com ponents/systems set at their malfunction criteria limits as determined by the ma nufacturer for meeting the requirements of sections (e), (f), and (g) or secti ons (d)(7.1.2) and (d)(7.2.3) for extrapolated OBD systems.
(3.1) Required testing for Diesel/Compression Ignition E ngines:
(3.1.1) Fuel System: The manufacturer shall perform a sepa rate test for each malfunction limit established by the manufacturer f or the fuel system parameters (e.g., fuel pressure, injection timing) specified in sections (e)(1.2.1) through (e)(1.2.3). When performing a t est for a specific parameter, the fuel system shall be operating at th e malfunction criteria limit for the applicable parameter only. All other parameters shall be with111 normal characteristics. In conducting the fuel sys tem demonstration tests, the manufacturer may use computer modifications to cause the fuel system to operate at the malfunction limit if the m anufacturer can demonstrate to the Executive Officer that the compu ter modifications produce test results equivalent to an induced hardw are malfunction.
(3.1.2) Misfire Monitoring: For 2010 through 2012 model ye ar engines, a misfire demonstration test is not required for diesel engin es. For 2013 and subsequent model year engines, the manufacturer sha ll perform a test at the malfunction criteria limit specified in section (e)(2.2.2).
(3.1.3) EGR System: The manufacturer shall perform a test at each flow, slow response, and cooling limit calibrated to the malfu nction criteria (e.g., 2.0 times the standard) in sections (e)(3.2.1) through (3.2.3) and (e)(3.2.5). In conducting the EGR cooler performance demonstration test, the EGR cooler(s) being evaluated shall be deteriorated to the applicable malfunction criteria using methods established by t he manufacturer in accordance with section (e)(3.2.9). In conducting the EGR system slow response demonstration tests, the manufacturer may use computer modifications to cause the EGR system to operate at the malfunction limit

if the manufacturer can demonstrate to the Executiv e Officer that the computer modifications produce test results equival ent to an induced hardware malfunction or that there is no reasonably feasible method to

induce a hardware malfunction

. (3.1.4) Boost Pressure Control System: The manufacturer sh all perform a test at each boost, response, and cooling limit calibrated to the malfunction criteria (e.g., 2.0 times the FTP standard) in sect ions (e)(4.2.1) through (4.2.3) and (e)(4.2.4). In conducting the charge a ir undercooling demonstration test, the charge air cooler(s) being evaluated shall be deteriorated to the applicable malfunction criteria established by the manufacturer in section (e)(4.2.4) using methods es tablished by the manufacturer in accordance with section (e)(4.2.8).
(3.1.5) NMHC Catalyst: The manufacturer shall perform a se parate test for each monitored NMHC catalyst(s) (e.g., oxidation catalys t) that is used for a different purpose (e.g., oxidation catalyst upstrea m of a PM filter, NMHC catalyst used downstream of an SCR catalyst) . The catalyst(s) being evaluated shall be deteriorated to the applicable m alfunction criteria established by the manufacturer in section (e)(5.2. 2)(A) and (e)(5.2.2)(B) using methods established by the manufacturer in ac cordance with section (e)(5.2.4). For each monitored NMHC cataly st(s), the manufacturer shall also demonstrate that the OBD sy stem will detect a catalyst malfunction with the catalyst at its maxim um level of deterioration (i.e., the substrate(s) completely removed from the catalyst container or “empty” can). Emission data are not required for t he empty can

demonstration.
(3.1.6) NOx Catalyst: The manufacturer shall perform a sep arate test for each monitored NOx catalyst(s) (e.g., SCR catalyst) that is used for a different purpose (e.g., passive lean NOx catalyst, SCR catal yst) . The catalyst(s) being evaluated shall be deteriorated to the applic able malfunction criteria established by the manufacturer in sections (e)(6.2 .1)(A)(i),112 (e)(6.2.1)(B)(i), and (e)(6.2.2)(A) using methods e stablished by the manufacturer in accordance with section (e)(6.2.3). For each monitored NOx catalyst(s), the manufacturer shall also demons trate that the OBD system will detect a catalyst malfunction with the catalyst at its maximum level of deterioration (i.e., the substrate(s) comp letely removed from the catalyst container or “empty” can). Emission data are not required for the empty can demonstration.
(3.1.7) NOx Adsorber: The manufacturer shall perform a tes t using a NOx adsorber(s) deteriorated to the malfunction criteri a in section (e)(7.2.1).

The manufacturer shall also demonstrate that the OB D system will detect

a NOx adsorber malfunction with the NOx adsorber at its maximum level of deterioration (i.e., the substrate(s) completely removed from the container or “empty” can). Emission data are not r equired for the empty

can demonstration.
(3.1.8) PM Filter: The manufacturer shall perform a test u sing a PM filter(s) deteriorated to each applicable malfunction criteri a in sections (e)(8.2.1), (e)(8.2.2), and (e)(8.2.4). The manufacturer shall also demon strate that the OBD system will detect a PM filter malfunction with the filter at its maximum level of deterioration (i.e., the filter(s) completely removed from the filter container or “empty” can). Emission dat a are not required for the empty can demonstration.
(3.1.9) Exhaust Gas Sensor: The manufacturer shall perform a test for each exhaust gas sensor parameter calibrated to the malf unction criteria (e.g., 2.0 times the FTP standard) in sections (e)(9.2.1)( A)(i), (e)(9.2.1)(B)(i)a. through b., and (e)(9.2.2)(A)(i) through (ii). Whe n performing a test, all exhaust gas sensors used for the same purpose (e.g. , for the same feedback control loop, for the same control feature on parallel exhaust banks) shall be operating at the malfunction criter ia limit for the applicable parameter only. All other exhaust gas sensor param eters shall be with

normal characteristics.
(3.1.10) VVT System: The manufacturer shall perform a test at each target error limit and slow response limit calibrated to the mal function criteria (e.g., 2.0 times the FTP standard) in sections (e)(10.2.1) and (e)(10.2.2). In conducting the VVT system demonstration tests, the manufacturer may use computer modifications to cause the VVT system to operate at the

malfunction limit if the manufacturer can demonstra te to the Executive Officer that the computer modifications produce tes t results equivalent to

an induced hardware malfunction.
(3.1.11) Cold Start Emission Reduction Strategy: The manufac turer shall perform a test at the malfunction criteria for the system o r for each component monitored according to section (e)(11.2.2).
(3.1.11) (3.1.12) For each of the testing requirements of section (i) (3.1), if the manufacturer has established that only a functional check is required because no failure or deterioration of the specific tested system could result in an engine’s emissions exceeding the emiss ion malfunction criteria (e.g., 2.0 times any of the applicable sta ndards), the manufacturer is not required to perform a demonstration test; ho wever the manufacturer is required to provide the data and/or engineering analysis used to113 determine that only a functional test of the system (s) is required.
(3.2) Required testing for Gasoline/Spark-Ignited Engine s: (3.2.1) Fuel System: (A) For engines with adaptive feedback based on the primary fuel control sensor(s), the manufacturer shall perform a test wi th the adaptive feedback based on the primary fuel control sensor(s ) at the rich limit(s) and a test at the lean limit(s) established by the manufacturer in section (f)(1.2.1) to detect a malfunction before emissions exceed 1.5 times the applicable standards. (B) For engines with feedback based on a secondary fuel control sensor(s) and subject to the malfunction criteria in section (f)(1.2.1), the manufacturer shall perform a test with the feedback based on the secondary fuel control sensor(s) at the rich limit( s) and a test at the lean limit(s) established by the manufacturer in section (f)(1.2.1) to detect a

malfunction before emissions exceed 1.5 times the a pplicable standards. (C) For other fuel metering or control systems, the manufacturer shall perform a test at the criteria limit(s). (D) For purposes of fuel system testing, the fault( s) induced may result in a uniform distribution of fuel and air among the cyli nders. Non-uniform

distribution of fuel and air used to induce a fault may not cause misfire. In conducting the fuel system demonstration tests, the manufacturer may use computer modifications to cause the fuel system to operate at the

malfunction limit if the manufacturer can demonstra te to the Executive Officer that the computer modifications produce tes t results equivalent to

an induced hardware malfunction.
(3.2.2) Misfire: The manufacturer shall perform a test at the malfunction criteria limit specified in section (f)(2.2.2).
(3.2.3) EGR System: The manufacturer shall perform a test at each flow limit calibrated to the malfunction criteria (e.g., 1.5 t imes the standard) in sections (f)(3.2.1) and (f)(3.2.2).
(3.2.4) Cold Start Emission Reduction Strategy: The manufa cturer shall perform a test at the malfunction criteria for each component monitored according to section (f)(4.2.1)(A) or (f)(4.2.2)(B)

. (3.2.5) Secondary Air System: The manufacturer shall perfo rm a test at each flow

limit calibrated to the malfunction criteria in sec tions (f)(5.2.1) and (f)(5.2.2).
(3.2.6) Catalyst: The manufacturer shall perform a test us ing a catalyst system

deteriorated to the malfunction criteria in section (f)(6.2.1) using methods established by the manufacturer in accordance with section (f)(6.2.2).

The manufacturer shall also demonstrate that the OB D system will detect a catalyst system malfunction with the catalyst sys tem at its maximum level of deterioration (i.e., the substrate(s) comp letely removed from the catalyst container or “empty” can). Emission data are not required for the empty can demonstration.
(3.2.7) Exhaust Gas Sensor: (A) The manufacturer shall perform a test with all prim ary exhaust gas oxygen sensors (conventional switching sensors and wide ra nge or universal sensors) used for fuel control simultaneously possessing a r esponse rate114 deteriorated to the malfunction criteria limit in s ection (f)(8.2.1)(A). Manufacturers shall also perform a test for any oth er primary or secondary exhaust gas oxygen sensor parameter under sections (f)(8.2.1)(A) and (f)(8.2.2)(A) that can cause engine emissions to ex ceed the malfunction threshold (e.g., 1.5 times the applicable standards (e.g., due to a shift in air/fuel ratio at which oxygen sensor switches, dec reased amplitude). When performing additional test(s), all primary and secondary (if applicable) exhaust gas oxygen sensors used for emission fuel control shall be operating at the malfunction criteria limi t for the applicable parameter only. All other primary and secondary ex haust gas oxygen sensor parameters shall be with normal characterist ics. (B) For engines utilizing sensors other than oxygen sen sors for primary fuel control (e.g., hydrocarbon sensors), the manufactur er shall submit, for Executive Officer approval, a demonstration test pl an for performing testing of all of the sensor parameters that can ca use engine emissions to exceed the malfunction threshold (e.g., 1.5 times t he applicable standards). The Executive Officer shall approve th e plan if it is determined that it will provide data that will assu re proper performance of the diagnostics of the sensors, consistent with the intent of section (i).
(3.2.8) VVT System: The manufacturer shall perform a test at each target error limit and slow response limit calibrated to the mal function criteria (e.g., 1.5 times the FTP standard) in sections (f)(9.2.1) and (f)(9.2.2). In conducting the VVT system demonstration tests, the manufacture r may use computer modifications to cause the VVT system to operate at the malfunction limit

if the manufacturer can demonstrate to the Executiv e Officer that the computer modifications produce test results equival ent to an induced

hardware malfunction.
(3.2.9) For each of the testing requirements of section (i )(3.2), if the manufacturer has established that only a functional check is req uired because no failure or deterioration of the specific tested system coul d result in an engine’s emissions exceeding the emission malfunction criter ia (e.g., 1.5 times any of the applicable standards), the manufacturer is n ot required to perform a demonstration test; however the manufacturer is req uired to provide the data and/or engineering analysis used to determine that only a functional test of the system(s) is required.
(3.3) Required Testing for All Engines:
(3.3.1) Other Emission Control Systems: The manufacturer s hall conduct

demonstration tests for all other emission control components (e.g., hydrocarbon traps, adsorbers) designed and calibrat ed to an emission threshold malfunction criteria (e.g., 1.5 times the applicable emission standards) under the provisions of section (g)(4).
(3.3.2) For each of the testing requirements of section (i )(3.3), if the manufacturer has established that only a functional check is req uired because no failure or deterioration of the specific tested system coul d result in an engine’s emissions exceeding the emission malfunction criter ia (e.g., 1.5 times any of the applicable standards), the manufacturer is n ot required to perform a demonstration test; however the manufacturer is req uired to provide the data and/or engineering analysis used to determine that only a functional115 test of the system(s) is required.
(3.4) The manufacturer may electronically simulate deter iorated components if the

manufacturer can demonstrate to the Executive Offic er that the computer modifications produce test results equivalent to an induced hardware

malfunction but may not make any engine control unit modificati ons (unless otherwise provided above or exempted pursuant to th is section ) when performing demonstration tests. All equipment nece ssary to duplicate the

demonstration test must be made available to the AR B upon request. A manufacturer may request Executive Officer approval to electronically simulate a deteriorated component with engine contr ol unit modifications. The Executive Officer shall approve the request up on determining the manufacturer has submitted data and/or engineering analysis demonstrating that is technically infeasible, very difficult, and /or resource intensive to implant the fault with modifications external to the engine control unit.
(3.5) For each of the testing requirements of (i)(3), whe n performing a test, all components or systems used in parallel for the same purpose (e.g., separate

VVT actuators on the intake valves for Bank 1 and B ank 2, separate NOx converting catalysts on parallel exhaust banks) sha ll be simultaneously

deteriorated to the malfunction criteria limit. Co mponents or systems in series or used for different purposes (e.g., upstre am and downstream exhaust gas sensors in a single exhaust bank, separ ate high pressure and low pressure EGR systems) may not be simultaneously deteriorated to the

malfunction criteria limit.
(4) Testing Protocol:
(4.1) Preconditioning:

. The manufacturer may request Executive Officer appr oval

to shall use a an applicable cycle for preconditioning cycle test engines prior to conducting each of the above emission tests. Th e Executive Officer shall approve the request U u pon determining that a manufacturer has provided data and/or engineering evaluation that demonstrate that additional the preconditioning is necessary to stabilize the emiss ion control system. The manufacturer may also request Executive Officer app roval to use an additional identical preconditioning cycle followin g a 20 minute hot soak after the initial preconditioning cycle. , t T he Executive Officer shall approve the request upon determining that a manufacturer has pr ovided data and/or engineering evaluation that demonstrate that the ad ditional preconditioning is necessary to stabilize the emission control system allow the manufacturer to perform a single additional preconditioning cycle, identical to the initial preconditioning cycle following a 20 minute hot soak after the initial preconditioning cycle.

. The manufacturer may not require the test engine to be cold soaked prior to conducting preconditioning cycles in order for the monitoring system testing to be successful. If a s econd preconditioning cycle is permitted, the manufacturer may adjust the syste m or component to be tested before conducting the second preconditioning cycle. The manufacturer may not replace, modify, or adjust the system or component after the last preconditioning cycle has taken plac e. (4.2) Test Sequence:
(4.2.1) The manufacturer shall set the system or component on the test engine

for which detection is to be tested at the criteria limit(s) prior to conducting116 the applicable preconditioning cycle(s) emission test (or preconditioning, if approved) . If a second preconditioning cycle is permitted i n accordance with section (i)(4.1) above, the manufacturer may a djust the system or component to be tested before conducting the second preconditioning cycle. The manufacturer may not repl ace, modify, or adjust the system or component after the last preconditioning cycle has taken place.
(4.2.2) After preconditioning, t T he test engine shall be operated over the first engine start of the applicable FTP emission test (i.e., the cold start) cycle or a SET cycle to allow for the initial detection of the tested sy stem or component malfunction. If required by the designat ed monitoring strategy, an additional cold soak and first engine start of the FTP cycle (i.e., the cold start) may be performed prior to co nducting this test cycle (e.g., for two-trip monitors that only run during c old starts). This test cycle may be omitted from the testing protocol if it is u nnecessary. If required by the designated monitoring strategy, a cold soak may be performed

pr ior to conducting this test cycle.
(4.2.3) The test engine shall then be operated over the ap plicable second engine

start of the FTP exhaust emission test (i.e., the hot start) or an SET

emission test . The second SET cycle may be omitted from the tes ting protocol if it is unnecessary (e.g., one-trip fault detection strategies that run on the SET).
(4.3) Test Data Collection:
(4.3.1) During the test sequence of section (i)(4.2), the m anufacturer shall collect data immediately prior to each engine shut-down (e. g., the end of each preconditioning cycle in section (i)(4.2.1), the en d of the cold start FTP cycle in section (i)(4.2.3), the end of the warm st art FTP cycle in section (i)(4.2.3)). If the data cannot be collected immed iately prior to engine shut-down, the data shall be collected immediately after engine shutdown.
(4.3.2) The manufacturer shall be required to collect the f ollowing data: (A) Approximate time on the test cycle (in seconds afte r engine start) when the MIL illuminates (e.g., MIL illuminated at 402 s econds into the cold start FTP cycle); (B) All data required by sections (h)(4.1) through (h)( 4.9) and (h)(5) including readiness status, current data stream values, fault code(s), freeze frame data, test results, CAL ID, CVN, VIN, ESN, ECU Name , in-use performance ratios, and engine run time tracking da ta.
(4.4) A manufacturer required to test more than one test engine (section (i)(2.2)) may utilize internal calibration sign-off test proc edures (e.g., forced cool downs, less frequently calibrated emission analyzer s) instead of official test procedures to obtain the emission test data require d in section (i) for all but one of the required test engines. The manufacturer may elect this option if the data from the alternative test procedure are re presentative of official emission test results. Manufacturers using this op tion are still responsible for meeting the malfunction criteria specified in secti ons (e) through (g) when emission tests are performed in accordance with off icial test procedures.
(4.4) (4.5) A manufacturer may request Executive Officer approv al to utilize an alternate testing protocol for demonstration of MIL illumination if the engine117 dynamometer emission test cycle does not allow all of a monitor’s enable conditions to be satisfied. A manufacturer may req uest the use of an alternate engine dynamometer test cycle or the use of chassis testing to demonstrate proper MIL illumination. In evaluating the manufacturer's request, the Executive Officer shall consider the t echnical necessity for using an alternate test cycle and the degree to which the alternate test cycle demonstrates that in-use operation with the malfunc tioning component will properly result in MIL illumination.
(5) Evaluation Protocol:
(5.1) Full OBD engine ratings subject to sections (d)(7. 1.1), (d)(7.2.2), or (d)(7.3) shall be evaluated according to the following proto col.
(5.1.1) For all tests conducted under section (i), the MIL shall be illuminated upon detection of the tested system or component malfunc tion before the end of the first engine start portion of the exhaust emission test specified in (i)(4.2.3) of the complete applicable test in accordance with the requirements of sections (e) through (g).
(5.1.2) If the MIL illuminates prior to emissions exceedin g the applicable malfunction criteria specified in sections (e) thro ugh (g), no further demonstration is required. With respect to the mis fire monitor demonstration test, if a manufacturer has elected t o use the minimum misfire malfunction criteria of one percent as allo wed in sections (e)(2.2.2)(A) and (f)(2.2.2)(A), no further demonst ration is required if the MIL illuminates with misfire implanted at the malfu nction criteria limit.
(5.1.3) If the MIL does not illuminate when the system or component is set at its limit(s), the criteria limit or the OBD system is n ot acceptable. (A) Except for testing of the catalyst (i.e., compo nents monitored under sections (e)(5.2.2), (e)(6.2.1), (e)(7.2.1), and (f )(6.2.1)) or PM filter system (i.e., (e)(8.2.1) and (e)(8.2.4)) , if the MIL first illuminates after emissions exceed the applicable malfunction criteria specifie d in sections (e) through (g), the test engine shall be retested with the tes ted system or component adjusted so that the MIL will illuminate before emi ssions exceed the applicable malfunction criteria specified in sectio ns (e) through (g). If the component cannot be adjusted to meet this criterion because a default fuel or emission control strategy is used when a ma lfunction is detected (e.g., open loop fuel control used after an oxygen sensor malfunction is determined), the test engine shall be retested with the component adjusted to the worst acceptable limit (i.e., the a pplicable monitor indicates the component is performing at or slightl y better than the malfunction criteria). When tested with the compon ent adjusted to the worst acceptable limit, the MIL must not illuminate during the test and the engine emissions must be below the applicable malfu nction criteria specified in sections (e) through (g). (B) In testing the catalyst (i.e., components monit ored under sections (e)(5.2.2), (e)(6.2.1), (e)(7.2.1), and (f)(6.2.1)) or PM filter system (i.e., (e)(8.2.1) and (e)(8.2.4)) , if the MIL first illuminates after emissions exce ed the applicable emission threshold(s) specified in s ections (e) and (f), the tested engine shall be retested with a less deterio rated catalyst/PM filter system (i.e., more of the applicable engine out pol lutants are converted or118 trapped). For the OBD system to be approved, testi ng shall be continued until either of the following conditions are satisf ied: (i) The MIL is illuminated and emissions do not exc eed the thresholds specified in sections (e) or (f); or (ii) The manufacturer demonstrates that the MIL ill uminates within the upper and lower limits of the threshold identified below. The manufacturer shall demonstrate acceptable limits by continuing testing

until the test results show:

a. The MIL is illuminated and emissions exceed the thresholds specified in sections (e) or (f) by 10 percent or l ess of the applicable standard (e.g., emissions are less than 1.85 times the applicable standard for a malfunction criterion of 1.75 times the standard); and

b. The MIL is not illuminated and emissions are bel ow the thresholds specified in sections (e) or (f) by no more than 20 percent of the standard (e.g., emissions are between 1.55 and 1.75 times the applicable standard for a malfunction criterion of 1.75 times the standard).
(5.1.4) If an OBD system is determined unacceptable by the above criteria, the manufacturer may recalibrate and retest the system on the same test engine. In such a case, the manufacturer must conf irm, by retesting, that all systems and components that were tested prior t o recalibration and are affected by the recalibration function properly und er the OBD system as

recalibrated.
(5.2) OBD child ratings subject to sections (d)(7.1.2) o r (d)(7.2.3) (i.e., extrapolated OBD) shall be evaluated according to the following protocol.
(5.2.1) For all tests conducted under section (i), the MIL shall be illuminated upon detection of the tested system or component malfunc tion before the end of the first engin e start portion of the exhaust test emission test of the complete applicable test specified in (i)(4.2.3) in accordance with the malfunction criteria established by the manufacture r under sections (d)(7.1.2) and (d)(7.2.3).
(5.2.2) Except for testing of the catalyst or PM filter sy stem, if the MIL first illuminates after the tested component or system si gnificantly exceeds the applicable malfunction criteria established by the manufacturer, the test engine shall be retested with the tested system or component adjusted so that the MIL will illuminate at the applicable malf unction criteria established by the manufacturer.
(5.2.3) In testing the catalyst or PM filter system, if th e MIL first illuminates after the tested component or system significantly exceed s the applicable malfunction criteria established by the manufacture r, the tested engine shall be retested with a less deteriorated catalyst /PM filter system (i.e., more of the applicable engine out pollutants are co nverted or trapped). For the OBD system to be approved, testing shall be continued until either of the following conditions are satisfied: (A) The MIL is illuminated and the tested component or system is at the applicable malfunction criteria established by the manufacturer; or (B) The manufacturer demonstrates that the MIL illu minates within the upper119 and lower limits of the threshold identified below. The manufacturer shall demonstrate acceptable limits by continuing testing until the test results

show: (i) The MIL is illuminated and monitoring results i ndicate the tested component or system exceeds the malfunction criteri a established by the manufacturer by 10 percent or less of the monit ored parameter;

and (ii) The MIL is not illuminated and monitoring resu lts indicate the tested component or system is below the malfunction criter ia established by the manufacturer by 10 percent or less of the monit ored parameter.
(6) Confirmatory Testing:
(6.1) The ARB may perform confirmatory testing to verify the emission test data submitted by the manufacturer under the requirement s of section (i) comply with the requirements of section (i) and the malfun ction criteria identified in sections (e) through (g). This confirmatory testin g is limited to the engine rating represented by the demonstration engine(s).
(6.2) The ARB or its designee may install appropriately deteriorated or malfunctioning components (or simulate a deteriorat ed or malfunctioning component) in an otherwise properly functioning tes t engine of an engine rating represented by the demonstration test engine (s) in order to test any of the components or systems required to be tested in section (i). Upon request by the Executive Officer, the manufacturer shall ma ke available an engine and all test equipment (e.g., malfunction simulator s, deteriorated components) necessary to duplicate the manufacturer ’s testing. The Executive Officer shall make the request within six months of reviewing and approving the demonstration test engine data submit ted by the manufacturer for the specific engine rating.

(j) Certification Documentation Certification Documentation.
(1) When submitting an application for certification o f an engine, the manufacturer shall submit the following documentation. If any o f the items listed below are standardized for all of a manufacturer’s engines, t he manufacturer may, for each model year, submit one set of documents covering th e standardized items for all of its engines.
(1.1) For the required documentation not standardized ac ross all engines, the manufacturer may propose to the Executive Officer t hat it be allowed to submit documentation for certification from one eng ine that is representative of other engines. The Executive Officer shall appr ove the engine as representative if the engine possesses the most str ingent emission standards and OBD monitoring requirements and covers all of t he emission control devices for the engines covered by the submitted do cumentation. Upon approval, this grouping shall be known as an “OBD c ertification documentation group”.
(1.2) With Executive Officer approval, one or more of th e documentation requirements of section (j) may be waived or modifi ed if the information required would be redundant or unnecessarily burden some to generate.
(1.3) To the extent possible, the certification document ation shall use SAE J1930 or J2403 terms, abbreviations, and acronyms.120

(2) The following information shall be submitted as pa rt of the certification application. Except as provided below for demonstr ation data, the Executive Officer will not issue an Executive Order certifyin g the covered engines without the information having been provided. The informat ion must include:
(2.1) A description of the functional operation of the O BD system including a complete written description for each monitoring st rategy that outlines every step in the decision-making process of the monitor. Algorithms, diagrams, samples of data, and/or other graphical representat ions of the monitoring strategy shall be included where necessary to adequ ately describe the

information.
(2.2) A table, in the standardized format detailed in At tachment A C of ARB MailOut #95

- 20 MSC 09-22 , May 22, 1995 July 7, 2009 , incorporated by

reference.
(2.2.1) The table must include the following information f or each monitored component or system (either computer-sensed or -con trolled) of the emission control system: (A) Corresponding fault code (B) Monitoring method or procedure for malfunction detection (C) Primary malfunction detection parameter and its type of output signal (D) Fault criteria limits used to evaluate output s ignal of primary parameter (E) Other monitored secondary parameters and condit ions (in engineering units) necessary for malfunction detection (F) Monitoring time length and frequency of checks (G) Criteria for storing fault code (H) Criteria for illuminating malfunction indicator light (I) Criteria used for determining out-of-range valu es and input component rationality checks
(2.2.2) Wherever possible, the table shall use the followi ng engineering units: (A) Degrees Celsius ( ° C) for all temperature criteria (B) KiloPascals (KPa) for all pressure criteria rel ated to manifold or atmospheric pressure (C) Grams (g) for all intake air mass criteria (D) Pascals (Pa) for all pressure criteria related to evaporative system vapor

pressure (E) Miles per hour (mph) for all vehicle speed crit eria (F) Relative percent (%) for all relative throttle position criteria (as defined in SAE J1979/J1939) (G) Voltage (V) for all absolute throttle position criteria (as defined in SAE J1979/J1939) (H) Per crankshaft revolution (/rev) for all change s per ignition event based criteria (e.g., g/rev instead of g/stroke or g/firi ng) (I) Per second (/sec) for all changes per time base d criteria (e.g., g/sec) (J) Percent of nominal tank volume (%) for all fuel tank level criteria
(2.3) A logic flowchart describing the step-by-step eval uation of the enable criteria

and malfunction criteria for each monitored emissio n-related component or
system.
(2.4) Emission test data, a description of the testing s equence (e.g., the number and types of preconditioning cycles), approximate t ime (in seconds) of MIL121 illumination during the test, fault code(s) and fre eze frame information stored at the time of detection, correspond ing test results (e.g. SAE J1979 Mode/Service $06, SAE J1939 Diagnostic Message 8 (D M8)) stored during

the test the data required to be collected in section (i)(4. 3) , and a description of the modified or deteriorated components used for fault simulation with respect to the demonstration tests specified in sec tion (i). The freeze frame data are not required for engines subject to sectio ns (d)(7.1.2) or (d)(7.2.3). The Executive Officer may approve conditional certi fication of an engine prior to the submittal of this data for ARB review and ap proval. Factors to be considered by the Executive Officer in approving th e late submission of information identified in section (j)(2.4) shall in clude the reason for the delay in the data collection, the length of time until da ta will be available, and the demonstrated previous success of the manufacturer i n submitting the data prior to certification.
(2.5) For gasoline engines, data supporting the misfire monitor, including:
(2.5.1) The established percentage of misfire that can be tolerated without damaging the catalyst over the full range of engine speed and load

conditions.
(2.5.2) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over the full engine spee d and load operating range for the following misfire patterns: random cy linders misfiring at the malfunction criteria established in section (f)(2.2 .2), one cylinder continuously misfiring, and paired cylinders contin uously misfiring.
(2.5.3) Data identifying all disablement of misfire monito ring that occurs during the FTP. For every disablement that occurs during the cycles, the data should identify: when the disablement occurred rela tive to the driver’s trace, the number of engine revolutions that each d isablement was present for, and which disable condition documented in the certification application caused the disablement.
(2.5.4) Manufacturers are not required to use the durabili ty demonstration engine to collect the misfire data for sections (j)(2.5.1) through (2.5.3).
(2.6) Data supporting the limit for the time between eng ine starting and attaining the designated heating temperature for after-start heated catalyst systems.
(2.7) Data supporting the criteria used to detect a malf unction of the fuel system, EGR system, boost pressure control system, catalyst , NOx adsorber, PM filter, cold start emission reduction strategy, sec ondary air, evaporative system, VVT system, exhaust gas sensors, and other emission controls which causes emissions to exceed the applicable mal function criteria specified in sections (e), (f), and (g). For diese l engine monitors in sections (e) and (g) that are required to indicate a malfunc tion before emissions exceed an emission threshold based on any applicabl e standard (e.g., 1.5 times any of the applicable standards), the test cy cle and standard determined by the manufacturer to be the most strin gent for each applicable monitor in accordance with section (d)(6.1) and the adjustment factors determined by the manufacturer for each applicable monitor in accordance with section (d)(6.2)

. (2.8) A listing of all electronic powertrain input and o utput signals (including those not monitored by the OBD system) that identifies wh ich signals are monitored122 by the OBD system. For input and output signals th at are monitored as comprehensive components, the listing shall also id entify the specific fault code for each malfunction criteria (e.g., out of ra nge low, out of range high, open circuit, rationality low, rationality high).
(2.9) A written description of all parameters and condit ions necessary to begin closed-loop/feedback control of emission control sy stems (e.g., fuel system, boost pressure, EGR flow, SCR reductant delivery, P M filter regeneration, fuel system pressure).
(2.10) A written identification of the communication prot ocol utilized by each engine

for communication with an SAE J1978/J1939 scan tool

. (2.11) A pictorial representation or written description of the diagnostic connector location including any covers or labels.
(2.12) A written description of the method used by the ma nufacturer to meet the requirements of section (g)(2) for CV system monito ring including diagrams or pictures of valve and/or hose connections.
(2.13) A written description of each AECD utilized by the manufacturer including the sensor signals and/or calculated values used to inv oke each AECD, the engineering data and/or analysis demonstrating the need for such an AECD, the actions taken when each AECD is activated, the expected in-use frequency of operation of each AECD, and the expected emission impact from each AECD activation, and ,

. for diesel engines, the identification of each AECD that has been determined by the manufactu rer to be an EI-AECD and the assignment by the manufacturer to the data required to be tracked and reported in the standardized format specified i n section (h)(6) (e.g., the AECD of “engine overheat protection as determined b y coolant temperature greater than...” is an EI-AECD and is reported as EI- AECD #1 to a generic scan tool).
(2.14) A written description of each NOx and PM NTE defic iency and emission carve-out utilized by the manufacturer including th e sensor signals and/or

calculated values used to invoke each NTE deficienc y or carve-out, the engineering data and/or analysis demonstrating the need for such an NTE deficiency or carve-out, the actions taken when eac h NTE deficiency or carve-out is activated, the expected in-use frequen cy of operation of each NTE deficiency or carve-out, and the expected emiss ion impact from each NTE deficiency or carve-out activation.
(2.15) Build specifications provided to engine purchasers or chassis manufacturers detailing all specifications or limitations imposed on the engine purchaser relevant to OBD requirements or emission compliance (e.g., allowable MIL locations, connector location specifications, cooli ng system heat rejection rates). A description of the method or copies of a greements used to ensure engine purchasers or chassis manufacturers will com ply with the OBD and emission relevant build specifications (e.g., signe d agreements, required audit/evaluation procedures).
(2.16) A cover letter identifying all concerns and defici encies applicable to the equivalent previous model year engine and the chang es and/or resolution of each concern or deficiency for the current model ye ar engine.
(2.17) A checklist of all the malfunction criteria in sect ions (e), (f), and (g) and the corresponding diagnostic noted by fault code for ea ch malfunction criterion.123 The formats of the checklists are detailed in Attac hments G and H of ARB Mail-Out #MSC 09-22, July 7, 2009, incorporated by reference.
(2.18) Any other information determined by the Executive O fficer to be necessary to demonstrate compliance with the requirements of thi s regulation.

(k) Deficiencies Deficiencies.
(1) The Executive Officer, upon receipt of an applicat ion from the manufacturer, may certify OBD systems installed on engines even thoug h the systems do not comply with one or more of the requirements of titl e 13, CCR section 1971.1. In granting the certification, the Executive Officer s hall consider the following factors: the extent to which the requirements of se ction 1971.1 are satisfied overall based on a review of the engine application s in question, the relative performance of the resultant OBD system compared to systems fully compliant with the requirements of section 1971.1, and a demo nstrated good-faith effort on the part of the manufacturer to: (1) meet the requi rements in full by evaluating and considering the best available monitoring techn ology; and (2) come into compliance as expeditiously as possible.
(2) For 2013 and subsequent model year engines, manufa cturers of OBD systems for which deficiencies have been granted are subjec t to fines pursuant to section 43016 of the California Health and Safety Code. Th e specified fines apply to: (1) the third and subsequently identified deficiency(ie s), ordered according to section (k)(3), and (2) a monitoring system deficiency wher e a required monitoring strategy is completely absent from the OBD system.
(3) The fines for engines specified in section (k)(2) above are in the amount of $50 per deficiency per engine for non-compliance with a ny of the monitoring requirements specified in sections (e), (f), and (g )(4), and $25 per deficiency per engine for non-compliance with any other requiremen t of section 1971,1. In determining the identified order of deficiencies, d eficiencies subject to a $50 fine are identified first. Total fines per engine under section (k) may not exceed $500 per engine and are payable to the State Treasurer f or deposit in the Air Pollution

Control Fund.
(4) Manufacturers must re-apply for Executive Officer approval of a deficiency each model year. In considering the request to carry-ov er a deficiency, the Executive

Officer shall consider the factors identified in se ction (k)(1) including the manufacturer’s progress towards correcting the defi ciency. The Executive Officer may not allow manufacturers to carry over m onitoring system deficiencies for more than two model years unless it can be demo nstrated that substantial engine hardware modifications and additional lead t ime beyond two years would be necessary to correct the deficiency, in which ca se the Executive Officer shall allow the deficiency to be carried over for three m odel years.
(5) Except as allowed in section (k)(6), deficiencies may not be retroactively granted

after certification.124

(6) Request for retroactive deficiencies
(6.1) During either the first 6 months after commencement of normal the start of engine production or the first 3 months after commencement of the start of vehicle production, whichever is later , manufacturers may request that the Executive Officer grant a deficiency and amend an e ngine’s certification to conform to the granting of the deficiencies for eac h aspect of the monitoring system: (a) identified by the manufacturer (during testing required by section (l)(2) or any other testing) to be functioning diff erent than the certified system or otherwise not meeting the requirements of any as pect of section 1971.1; and (b) reported to the Executive Officer. If the Executive Officer grants the deficiency( ies) and amended s the certification, their approval would be retroactive to the start of production all affected engines within the engine family

. (6.2) Executive Officer approval of the request for a re troactive deficiency shall be granted provided that the conditions necessary for a pre-certification deficiency determination are satisfied (see section (k)(1)) and the manufacturer could not have reasonably anticipated the identified problem before commencement of production.
(6.3) In granting the amended certification, the Executi ve Officer shall include any approved post-production deficiencies together with all previously approved deficiencies in computing fines in accordance with section (k)(2).

(l) Production Engine/Vehicle Evaluation Testing Production Engine/Vehicle Evaluation Testing.
(1) Verification of Standardized Requirements.
(1.1) Requirement: Manufacturers shall perform testing t o verify that 2013 and subsequent model year production vehicles meet the requirements of section (h)(3) and (h)(4) relevant to proper communication of required emissionrelated messages to an SAE J1978/J1939 scan tool.
(1.2) Selection of Test Vehicles:
(1.2.1) Engine manufacturers shall perform this testing ev ery model year on ten unique production vehicles (i.e., engine rating and chassis application combination) per engine family. If there are less than ten unique production vehicles for a certain engine family, th e manufacturer shall test each unique production vehicle in that engine famil y. Manufacturers shall perform this testing within no later than either three months of after the start of engine production or one month of after the start of vehicle production, whichever is later. Manufacturers may request Executive Officer approval to group multiple production vehic les together and test one representative vehicle per group. The Executiv e Officer shall approve the request upon finding that the software and hard ware designed to comply with the standardization requirements of sec tion (h) (e.g., communication protocol message timing, number of su pported data stream parameters, engine and vehicle communication network architecture) in the representative vehicle are ide ntical to all others in the group and that any differences in the production ve hicles are not relevant with respect to meeting the criteria in section (l) (1.4).125

(1.2.2) For 2016 and subsequent model year engines, the Ex ecutive Officer shall reduce the maximum required number of vehicles to b e tested from ten per engine family to five per engine family for a m anufacturer based on the demonstrated previous success of the manufactur er to meet the requirements of section (l)(1). For purposes of th is requirement, a

manufacturer shall be determined to be successful i n meeting the requirements of section (l)(1) if zero vehicles fai l the testing required by section (l)(1) for two consecutive years.
(1.2.3) For 2019 and subsequent model year engines, the Ex ecutive Officer shall further reduce the maximum required number of vehic les to be tested to three per engine family for a manufacturer based on the demonstrated previous success of the manufacturer to meet the re quirements of section (l)(1). For purposes of this requirement, a manufa cturer shall be determined to be successful in meeting the requirem ents of section (l)(1) if zero vehicles fail the testing required by section (l)(1) for three consecutive years.
(1.2.4) The Executive Officer may waive the requirement fo r submittal of data from one or more of the production vehicles if data have been previously submitted for all of the production vehicles. Manu facturers may request Executive Officer approval to carry over data colle cted in previous model years. The Executive Officer shall approve the req uest upon finding that the software and hardware designed to comply with t he standardization requirements of section (h) are identical to the pr evious model year and no other hardware or software changes that affect c ompliance with the standardization requirements have been made.
(1.3) Test Equipment: For the testing required in sectio n (l)(1), manufacturers shall utilize an off-board device to conduct the testing. Prior to conducting testing, manufacturers are required to request and receive E xecutive Officer approval

of the off-board device that the manufacturer will use to perform the testing.
(1.3.1) For vehicles using the ISO 15765-4 protocol for the standardized functions required in section (h), the Executive Officer shal l approve the request upon determining that the manufacturer has submitte d data, specifications, and/or engineering analysis that de monstrate that the offboard device meets the minimum requirements to cond uct testing according to SAE J1699-3 using the software develop ed and maintained for the SAE J1699-3 committee and available through www.sourceforge.net and SAE J2534 compliant hardware configured specifically for SAE J1699-3 testing.
(1.3.2) For vehicles using the SAE J1939 protocol for the s tandardized functions required in section (h), T t he Executive Officer shall approve the request upon determining that the manufacturer has submitte d data, specifications, and/or engineering analysis that de monstrate that the offboard device is able to verify that vehicles tested are able to perform all of the required functions in section (l)(1.4) with any other off-board device designed and built in accordance with the SAE J1978 /J1939 generic scan tool specifications.
(1.4) Required Testing:126

(1.4.1) The testing shall verify that communication can be properly established between all emission-related on-board computers and any SAE J1978/J1939 scan tool designed to adhere strictly t o the communication protocols allowed in section (h)(3);
(1.4.2) The testing shall verify that all emission-related information is properly

communicated between all emission-related on-board computers and any

SAE J1978/J1939 scan tool in accordance with the re quirements of section (h) and the applicable ISO and SAE specific ations including specifications for physical layer, network layer, m essage structure, and
message content.
(1.4.3) The testing shall further verify that the followin g information can be properly communicated to any SAE J1978/J1939 scan t ool: (A) The current readiness status from all on-board computers required to support readiness status in accordance with SAE J19 79/J1939-73 and section (h)(4.1) in the key on, engine off positio n and while the engine is running; (B) The MIL command status while the MIL is command ed off and while the

MIL is commanded on in accordance with SAE J1979/J1 939 and section (h)(4.2) in the key on, engine off position and whi le the engine is running,

and in accordance with SAE J1979/J1939 and sections (d)(2.1.2) during the MIL functional check and, if applicable, (h)(4. 1.3) during the MIL readiness status check while the engine is off; (C) All data stream parameters required in section (h)(4.2) in accordance with SAE J1979/J1939 including, if applicable, the prope r identification of each data stream parameter as supported in SAE J1979 (e. g., Mode/Service $01, PID $00); (D) The CAL ID, CVN, ESN, and VIN in accordance with SAE J1979/J1939 and sections (h)(4.6) through (4.8); (E) An emission-related fault code (permanent, conf irmed, pending, MIL-on, and previously MIL-on) in accordance with SAE J1979 /J1939-73 (including correctly indicating the number of store d fault codes (e.g., Mode/Service $01, PID $01, Data A for SAE J1979)) a nd section (h)(4.4);
(1.4.4) The testing shall also verify that the on-board c omputer(s) can properly respond to any SAE J1978/J1939 scan tool request to clear emissionrelated fault codes and reset readiness status in a ccordance with section (h)(4.9 10 ).
(1.5) Reporting of Results:
(1.5.1) The manufacturer shall submit to the Executive Off icer the following, based on the results of testing: (A) If a variant meets all the requirements of sect ion (l)(1.4), a statement specifying that the variant passed all the tests, o r (B) If any variant does not meet the requirements o f section (l)(1.4), a written report to the Executive Officer for approval within one month of testing the specific variant. The written report shall include the problem(s) identified and the manufacturer’s proposed corrective action ( if any) to remedy the problem(s). Factors to be considered by the Execut ive Officer in approving the proposed corrective action shall incl ude the severity of the problem(s), the ability of the vehicle to be tested in a California inspection127 program (e.g., roadside inspection, fleet self-insp ection program), the ability of service technicians to access the requir ed diagnostic information, the impact on equipment and tool manufacturers, and the amount of time prior to implementation of the proposed corrective action.
(1.5.2) Upon request of the Executive Officer, a manufactu rer shall submit a report of the results of any testing conducted purs uant to section (l)(1) to

the Executive Officer for review.
(1.5.3) In accordance with section (k)(6), manufacturers m ay request Executive Officer approval for a retroactive deficiency to be granted for items identified during this testing.
(1.6) Alternative Testing Protocols. Manufacturers may request Executive Officer approval to use other testing protocols. The Execu tive Officer shall approve the protocol if the manufacturer can demonstrate th at the alternate testing methods and equipment provide an equivalent level o f verification of compliance with the standardized requirements to th e requirements of section (l)(1).

(2) Verification of Monitoring Requirements.
(2.1) Within No later than either the first six months of after the start of engine production or the first three months of after the start of vehicle production, whichever is later, manufacturers shall conduct a c omplete evaluation of the OBD system of one or more production vehicles (test vehicles) and submit

the results of the evaluation to the Executive Offi cer. (2.2) Selection of test vehicles:
(2.2.1) For each engine selected for monitoring system dem onstration in section (j), the manufacturer shall evaluate one production vehicle equipped with an engine from the same engine family and rating as the demonstration engine. The Executive Officer shall select the spe cific production vehicle(s) to be tested.
(2.2.2) A manufacturer required to test more than one test vehicle may test an engine in lieu of a vehicle for all but one of the required test vehicles.
(2.2.3) The Executive Officer may waive the requirements f or submittal of

evaluation results from one or more of the test veh icles if data have been previously submitted for all of the engine ratings and variants.
(2.3) Evaluation requirements:
(2.3.1) The evaluation shall demonstrate the ability of th e OBD system on the selected production vehicle to detect a malfunction , illuminate the MIL, and, where applicable, store an appropriate fault c ode readable by a scan tool conforming to SAE J1978/J1939 when a malfuncti on is present and the monitoring conditions have been satisfied for e ach individual diagnostic required by title 13, CCR section 1971.1

. (2.3.2) The evaluation shall verify that malfunctions dete cted by non-MIL illuminating diagnostics of components used to enab le any other OBD system diagnostic (e.g., fuel level sensor) will no t inhibit the ability of other OBD system diagnostics to properly detect malfuncti ons. (2.3.3) The evaluation shall verify that the software used to track the numerator and denominator for purposes of determining in-use monitoring frequency correctly increments as required in section (d)(4).128

(2.3.4) Malfunctions may be mechanically implanted or elec tronically simulated but internal on-board computer hardware or software changes may not be

used to simulate malfunctions. For monitors that a re required to indicate

a malfunction before emissions exceed an emission t hreshold based on any applicable standard (e.g., 2.0 times any of the applicable standards), manufacturers are not required to use malfunctionin g components/systems set exactly at their malfunction criteria limits. Emission testing to confirm that the malfunction is detected before the appropriate emission standards are exceeded is not required.
(2.3.5) Manufacturers shall submit a proposed test plan fo r Executive Officer approval prior to evaluation testing being performe d. The test plan shall identify the method used to induce a malfunction fo r each diagnostic. If the Executive Officer determines that the requireme nts of section (l)(2) are satisfied, the proposed test plan shall be approved

. (2.3.6) Subject to Executive Officer approval, manufacture rs may omit demonstration of specific diagnostics. The Executi ve Officer shall approve a manufacturer's request if the demonstrati on cannot be reasonably performed without causing physical damag e to the vehicle (e.g., on-board computer internal circuit faults).
(2.3.7) For evaluation of test vehicles selected in accord ance with section (l)(2.2), manufacturers are not required to demonstrate diagn ostics that were previously demonstrated prior to certification as r equired in section (i).
(2.4) Manufacturers shall submit a report of the results of all testing conducted pursuant to section (l)(2) to the Executive Officer for review. This report shall identify the method used to induce a malfunction in each diagnostic, the MIL illumination status, and the fault code(s) stored.
(2.5) In accordance with section (k)(6), manufacturers m ay request Executive Officer approval for a retroactive deficiency to be granted for items identified during this testing.

(3) Verification and Reporting of In-use Monitoring Pe rformance.
(3.1) Manufacturers are required to collect and report i n-use monitoring performance data representative of production vehic les (i.e., engine rating and chassis application combination). Manufacturer s shall collect and report

the data to the ARB within twelve months after the production vehicles were

first introduced into commerce.
(3.2) Manufacturers shall separate production vehicles i nto monitoring performance groups, as defined by sections (l)(3.2. 1) and (3.2.2) below, and submit data representative of each group:
(3.2.1) Emission architecture. Engines shall be separated by emission architecture. All engines that use the same or sim ilar emission control architecture and monitoring system shall be in the same emission architecture category.
(3.2.2) Monitoring performance group. Within an emission architecture category, engines shall be separated by vehicle application. The separate monitoring performance groups shall be based on thr ee classifications: engines intended primarily for line-haul chassis ap plications, engines129 intended primarily for urban delivery chassis appli cations, and all other engines.
(3.3) Manufacturers may request Executive Officer approv al to use an alternate grouping method to collect representative data. Ex ecutive Officer approval shall be granted upon determining that the proposed groupings include production vehicles using similar emission controls , OBD strategies, monitoring condition calibrations, and vehicle appl ication driving/usage patterns such that they are expected to have simila r in-use monitoring performance. If approved by the Executive Officer, the manufacturer may submit one set of data for each of the approved gro upings.
(3.4) For each group, the data must include all of the i n-use performance tracking data reported through SAE J1979/J1939 (i.e., all nu merators, denominators, the general denominator, and the ignition cycle cou nter), the date the data were collected, the odometer reading, the VIN, and the ECM software

calibration identification number.
(3.5) Manufacturers shall submit a plan to the Executive Officer for review and approval that details the types of production vehic les in each group, the number of vehicles per group to be sampled, the sam pling method, the time line to collect the data, and the reporting format. The Executive Officer shall approve the plan upon determining that it provides for effective collection of data from a sample of vehicles that, at a minimum, is fifteen vehicles per group, will likely result in the collection and sub mittal of data within the required time frame, will generate data that are re presentative of California drivers and temperatures, and does not, by design, exclude or include specific vehicles in an attempt to collect data onl y from vehicles with the highest in-use performance ratios.
(3.6) Upon request of the manufacturer, the Executive Of ficer may for good cause extend the twelve month time requirement set forth in section (l)(3.1) up to a maximum of eighteen months. In granting additional time, the Executive Officer shall consider, among other things, informa tion submitted by the manufacturer to justify the delay, sales volume of the group(s), and the sampling mechanism utilized by the manufacturer to procure vehicles for data collection. If an extension beyond twelve months i s granted, the manufacturer shall additionally be required to subm it an interim report within twelve months for data collected up to the time of the interim report.

(4) Verification of In-Use Compliance
(4.1) As a condition for certification, manufacturers are required to perform compliance testing on in-use engines as specified i n California Code of Regulations, title 13, section 1971.5(c).

(m) Intermediate In

- Use Compliance Standards
(1) For 2010 thr ough 2012 model year engines:
(1.1) For monitors that are required to indicate a malfun ction before emissions exceed a certain emission threshold (e.g., 2.5 times any of the applicable standards):
(1.1.1) On the OBD parent rating (i.e., the engine rating s ubject to the “full OBD” requirement under section (d)(7.1.1)), the Executiv e Officer may not130 consider an OBD system noncompliant unless a repres entative sample

indicates emissions exceed 2.0 times the malfunctio n criteria (e.g., 5 .0

times the standard if the malfunctio n criterion is 2 .5 times the standard) without MIL illumination on either of the applicabl e standards (i.e., FTP or

SET ).
(1.1.2) On the OBD child ratings (i.e., the engine ratings subject to the “extrapolated OBD” requirement under section (d) (7.1.2)), the Execut ive Officer may not consider an OBD system noncompliant based on

emission levels.
(1.2) The Executive Officer shall use only the test cycle and standard determined and identified by the manufacturer at the time of certi fication in accordance with section (d)(6.1 ) as the most stringent for purposes of determining OBD system noncompliance in section (m)(1.1.1).
(2) For 2013 through 2015 model year engines:
(2.1) For monitors that are required to indicate a malfun ction before emissions exceed a certain emission threshold (e.g

., 2.0 times any of the applicable standards):
(2.1.1) On all OBD parent ratings and OBD child ratings sub ject to section (d)(7.2.2), the Executive Officer may not consider an OBD system noncompliant unless a representative sample indicat es emissions exceed

2.0 ti mes the malfunction criteria (e.g., 4 .0 times the standard if the

malfunction criterion is 2.0 times the standard) without MIL illumination on either of the applicable standards (i.e., FTP or SET ).
(2.1.2) On all other engine ratings, the Executive Officer may not consider an OBD system noncompliant based on emission levels.
(2.2) The Executive Officer shall use only the test cycle and standard determined and identified by the manufacturer at the time of certi fication in accordance with section (d)(6.1) as the most strin gent for purposes of determining OBD system noncompliance in section (m)(2.1.1).
(2.3) For monitors subject to meeting the minimum in

- use monitor performance ratio of 0.100 in section (d)(3.2.2), the Executive Offic er may not consider an OBD system noncompliant unless a representative sample indicates the in

- use ratio is below 0.050.
(3) For 2016 through 2019 model year engines:
(3.1) For monitors of the PM filter subject to the malfun ction criteria of section (e)(8.2.1)(B), the Executive Officer may not consid er the PM fi lter monitor noncompliant with the malfunction threshold of sect ion (e)(8.2.1)(B) unless a representative sample indicates emissions exceed 2. 0 times the malfunction criteria (e.g., PM emission level of 0.06 g/bhp

- hr if the malfunction criterion is 0.03 g /bhp

- hr) without MIL illumination on either of the appli cable standards (i.e., FTP or SET ).
(3.2) For all engine ratings subject to section (d)(7.2.3) for extrapolated OBD in 2013 through 2015, the Executive Officer may not conside r an OBD system noncompliant un less a representative sample indicates emissions ex ceed 2.0 times the malfunction criteria (e.g., 4.0 times the standard if the malfunction criterion is 2.0 times the standard) without MIL il lumination on either of the applicable standards (i.e., FTP or SE T),131

(4) For 2010 and subsequent model year engines, the Exe cutive Officer may not consider an OBD system noncompliant solely due to a failure or deterioration mode of a monitored component or system that could not have been reasonably foreseen to occur by the manufacturer.

NOTE: Authority cited: Sections 39600, 39601, 43000 .5, 43013, 43018, 43100, 43101, 43104, 43105, 43105.5, and 43106, Health and Safety Code. Refere nce: Sections 39002, 39003, 39010-39060, 39515,
39600-39601, 43000, 43000.5, 43004, 43006, 43013, 4 3016, 43018, 43100, 43101, 43102, 43104,
43105,43105.5, 43106, 43150-43156, 43204, 43211, an d 43212, Health and Safety Code.