1 FINAL REGULATION ORDER

Amend section 1968.2, title 13, California Code of Regulations , to read as follows:

Note: T he amendments are shown in double underline to indicate additions and double

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

§ 1968.2. Malfunction and Diagnostic System Requirements

-- 2004 and Subsequent Model

- Year Passenger Cars, Light

- Duty Trucks, and Medium

- Duty Vehicles and Engines

.

(a) Purpose. The purpose of this regulation is to reduce motor vehicle and motor vehicle engine emissions by establish ing emission standards and other requirements for onboard diagnostic sys tems (OBD II systems) that are installed on 2004 and subsequent

model

- year passenger cars, light

- duty trucks, and medium

- duty vehicles and engines certified for sale in California. The OBD II systems, through the use of an onboard computer(s), shall monit or emission systems in

- use for the actual life of the vehicle and shall be capable of detecting malfunctions of the monitored emission systems, illuminating a malfunction indicator light (MIL) to notify the vehicle operator of detected malfunctions, and st oring fault codes identifying the detected

malfunctions. The use and operation of OBD systems will ensure reductions in in

use motor vehicle and motor vehicle engine emissions through improvements of emission system durability and performance.

* * * *

(c) Definitions.

* * * *

“Alternate phase

- in” is a phase

- in schedule that achieves equivalent compliance volume by the end of the last year of a scheduled phase

- in provided in this regulation. The compliance volume is the numbe r calculated by multiplying the percent of vehicles (based on the manufacturer’s projected sales volume of all

vehicles unless specifically stated otherwise in section (e) or (f)) meeting the new requirements per year by the number of years implemented pri or to and including the last year of the scheduled phase

- in and then summing these yearly results to determine a cumulative total (e.g., a three year, 30/60/100 percent scheduled phase

in would be calculated as (30*3 years) + (60*2 years) + (100*1 year) = 310). On phase

- ins scheduled to begin prior to the 2004 model year, manufacturers are allowed to include vehicles introduced before the first year of the scheduled phase

- in2 (e.g., in the previous example, 10 percent introduced one year before the schedule d phase

- in begins would be calculated as (10*4 years) and added to the cumulative total). However, on phase

- ins scheduled to begin in 2004 or subsequent model years, manufacturers are only allowed to include vehicles introduced up to one model year before the first year of the scheduled phase

- in. The Executive Officer shall consider acceptable any alternate phase

- in that results in an equal or larger cumulative total by the end of the last year of the scheduled phase

- in and ensures that all vehicles subje ct to the phase

- in will comply with the respective requirements no later than two model years following the last year of the scheduled phase

- in.

* * * *

“Driving Cycle” consists of engine startup and engine shutoff and includes the period of engine off time up to the next engine startup. For vehicles that employ engine shutoff strategies (e.g., engine shutoff at idle), the manufacturer may request Executive Officer approval to us e an alternate definition for d r i ving cycle (e.g., key

on and key off). E x ecutive officer approval of the alternate definition shall be base d on equivalence to engine startup and engine shutoff signaling the beginning and ending of a single driving event for a conventional vehicle. For applications that are

used in both medium

- duty and heavy

- duty classes, the manufac turer may use the

d r iv ing cycle definition of the title 13, CCR, section 1971 .1 in lieu of this definition. Engine restarts following an engine shut

- off that has been neither commanded by the vehicle op erat or 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.

“ Emission standard ,” as it applies to OBD compliance and the remedies provide d for in the Health and Safety Code for noncompliance , relates to the emission characteristics of a motor vehicle and engine and means: (1) a numerical limit on the amount of a given pollutant that a motor vehicle or motor vehicle engine may emit into the atmosphere; or (2) a requirement that a motor vehicle or motor vehicle engine be equipped with a certain type of pollution

- control device or some other design feature related

to the control of emissions.

“ 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 cylinders due to default fuel shut

- off or cylinder deactivation strategies.

“Engine start” is defined as the point when the engine reaches a speed 150 rpm below the normal, warmed

- up idle speed (as determined in the drive position for vehicles equipped with an automatic transmission). For hybrid vehicles or for engines employing alternate engine start har dware or strategies (e.g., integrated starter and generators, etc.), the manufacturer may request Executive Officer3 approval to use an alternate definition for engine start (e.g., ignition key “on”). Executive Officer approval of the alternate definition shall be based on equivalence to an engine start for a conventional vehicle.

“ Evaporative emission standards ” are a subset of emission standards that refer to the specific motor vehicle fuel evaporative emission standards and test procedures incorporated by reference in title 13, CCR section 1976 to which a

vehicle is certified.

“ Exhaust emission standards ” or “ tailpipe emission standards ” are a subset of emission standards that collectively refer to the specific FTP standards and SET

standards to which a vehicle is certified.

“Family Emission Limit (FEL)” refers to the exhaust emission levels to which an engine family is certified under the averaging, banking, and trading program incorporated by reference in title 13, CCR section 1956.8.

* * * * (d) General Requirements. Section (d) sets forth the general requirements of the OBD II system. Specific performance requirements for components and systems that shall be monitored are set forth in sections (e) and (f) below.

* * * *
(3) Monitoring Conditions. Section (d)(3) sets forth the general monitoring requirements while sections (e) and (f) set forth the specific monitoring requirements as well as identify which of the following general monitoring requirements in section (d)(3) are applicable for each monitored component or system identified in sections (e) and (f).

* * * *

(3.2) As specifically provided for in sections (e) and (f), manufacturers shall define monitoring conditions in accordance with the criteria i n sections (d)(3.2.1) through (3.2.3). The requirements of section (d)(3.2) shall be phased in as follows: 30 percent of all 2005 model year vehicles, 60 percent of all 2006 model year vehicles, and 100 percent of all 2007 and subsequent model year

vehicl es. Manufacturers may use an alternate phase

- in schedule in lieu of the required phase

- in schedule if the alternate phase

- in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2007 and subse quent model year vehicles shall comply with the requirements. Small volume manufacturers shall meet the requirements on 100 percent of 2007 and subsequent model year vehicles but shall not be required to meet the specific phase

- in requirements for the 200 5 and 2006 model years.4 (3.2.1) Manufacturers shall define monitoring conditions that, in addition to meeting the criteria in section (d)(3.1), ensure that the monitor yields an

in

- use performance ratio (as defined in section (d)(4)) that meets or

exceeds the minimum acceptable in

- use monitor performance ratio on in

use vehicles. For purposes of this regulation, except as provided below in section (d)(3.2.1)(D), the minimum acceptable in

- use monitor performance

ratio is: (A) 0.260 for secondary air system monitors and other cold start related monitors utilizing a denominator incremented in accordance with section (d)(4.3.2)(E); (B) For evaporative system monitors: (i) 0.260 for monitors designed to detect malfunctions identified in section (e)(4.2.2)(C) (i .e., 0.020 inch leak detection); and (ii) 0.520 for monitors designed to detect malfunctions identified in section (e)(4.2.2)(A) and (B) (i.e., purge flow and 0.040 inch leak detection); (C) 0.336 for catalyst, oxygen sensor, EGR, VVT system, and all othe r monitors specifically required in sections (e) and (f) to meet the monitoring condition requirements of section (d)(3.2); (D) For introductory interim years: (i) through the 2007 model year, for the first three years a vehicle is

certified to the in

- use performance ratio monitoring requirements of section (d)(3.2), 0.100 for all monitors specified in section (d)(3.2.1)(A) through (C) above. For example, the 0.100 ratio shall apply to the 2004, 2005, and 2006 model years for vehicles first certified in t he 2004 model year and to the 2007, 2008, and 2009 model years for vehicles first certified in the 2007 model year ; (ii) through the 2014 model year, for fuel system air

- fuel ratio cylinder imbalance monitors, 0.100; (iii) through the 2011 model year, for secondary exhaust gas sensor monitors specified in (e)(7.2.2)(C), 0.100; (iv) through the 2012 model year, for vehicles subject to the monitoring requirements of section (f), 0.100 for all monitors specified in section (d)(3.2.1)(C) above

. ; (v) through the 2016 model year for plug

- in hybrid electric vehicles, 0.100 for all monitors specifically required in sections (e) and (f) to meet the monitoring condition requirements of section (d)(3.2) and that are for systems or components that require engine operati on

. ; (vi) for 2016 through 2018 model year medium

- duty vehicles certified to an engine dynamometer tailpipe emission standard

, 0.100 for diesel PM filter filtering performance monitors (section (f)(9.2.1)) and missing substrate monitors (section (f)(9.2.5) ) not using the denominator criteria in section(d)(4.3.2)(G)

.

* * * *5 (4) In

- Use Monitor Performance Ratio Definition.

* * * *
(4.3) Denominator Specifications

* * * *
(4.3.2) Specifications for incrementing:

* * * * (F) 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)(E)) shall be incremented if and only if the component is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked”, etc.) on two or more occasions for greater than two seconds during the driving cycle or for a cumulative time greater than or equal to ten seconds, whichever occurs first: (i) Air conditioning system (section (e)(12)) (ii) Variable valve timing and/or control system (sections (e)(13) and (f)(13)) (iii) “Other emission control or source device” (sections (e)(16) and (f) (16)) (iv) Comprehensive component output component (sections (e)(15) and (f)(15)) (e.g., turbocharger waste

- gates, variable length manifold runners, torque converter clutch lock

- up solenoids, etc.) (v) PM sensor heater (section (f)(5.2.4)(A)) (vi) PM fil ter active/intrusive injection (section (f)(9.2.6)) For the PM sensor heater monitor, as an alternative for 2013 through 2015 model year vehicles, the manufacturer may use the criteria in section (d)(4.3.2)(B) in lieu of the criteria specified in section (d)(4.3.2)(F) above. For the PM filter active/intrusive injection monitor, as an alternative for 2013 through 2015 model year vehicles, the manufacturer may use the criteria in section (d)(4.3.2)(I) in lieu of the criteria specified in section (d)(4.3.2)(F ) above. (G) For the following monitors, the denominator(s) shall be incremented by one during a driving cycle in which the following two criteria are met: (1) the requirements of section (d)(4.3.2)(B) have been met on at least one driving cycle since the denominator was last incremented, and (2) the number of cumulative miles of vehicle operation since the denominator was last incremented is greater than or equal to 500 miles: (i) Diesel NMHC converting catalyst (section (f)(1.2.2)) (ii) Diesel NMHC conve rting catalyst other aftertreatment assistance functions (sections (f)(1.2.3)(B) and (f)(1.2.3)(D)) (iii) Diesel PM filter NMHC conversion (section s (f)(9.2.1), (f)(9.2.4) , and (f)(9.2.5) ) (iv) Diesel PM filter filtering performance and missing substrate ( sections (f)(9.2.1) and (f)(9.2.5)) for passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard (v) Diesel PM filter filtering performance and missing substrate (sections6 (f)(9.2.1) and (f)(9.2.5)) for 200 4 through 2015 model year medium

duty vehicles certified to an engine dynamometer tailpipe emission

standard

* * * * (I) For 2013 and subsequent model year vehicles, in addition to the requirements of section (d)(4.3.2)(B) above, the denomina tor(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 ten seconds: (i) Diesel NMHC converting catalyst other aftertreatment assistance functions (sections (f)(1.2.3)(A) a nd (f)(1.2.3)(C)) (ii) PM filter incomplete regeneration (section (f)(9.2.3)) (iii) PM filter active/intrusive injection (section (f)(9.2.6))

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

- Ignited Engines.

* * * * ( 6 ) Fue l System Monitoring ( 6.1 ) Requirement: ( 6.1.1 ) The OBD II system shall monitor the fuel delivery system to determine its ability to provide compliance with emission applicable standards.

* * * *
(15) Comprehensive Component Monitoring

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

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

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

with an exhaust emission standard, the measured increase shall be compared to a percentage of the exhaust emission standard (e.g., if the increase is equal to or more than 15 percent of the exhaust emission

standard for that test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have

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

- to

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

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

- Ignition E ngines.
(1) Non

- Methane Hydrocarbon (NMHC) Converting Catalyst Monitoring

* * * *
(1.2) Malfunction Criteria:

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

exceed:

* * * * (ii) For medium

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

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

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

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

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

hr) for 2013 and subsequent m odel year vehicles.

* * * *

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

other aftertreatment assistance functions:

* * * *

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

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

and 201 5 and subsequent model year medium

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

life standard as measured from an applicable emission test cycle

.

* * * *8 (2) Oxides of Nitrogen (NOx) Converting Catalyst Monitoring

* * * * ( 2.2) Malfunction Criteria:

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

emissions exceed:

* * * * (ii) For medium

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

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

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

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

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

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

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

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

- hr) as measured from an applicable cycle

emissi on test or 2.5 times the applicable NMHC standard for 2010 through 2012 model year vehicles; and

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

- hr (e.g., cause

NOx emissions to exceed 0. 5 g/bhp

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

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

c d

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

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

- hr if the exh aust emission standard is 0.2 g/bhp

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

2016 and subsequent model year vehicles.

* * * *

( 2.3) Monitoring Conditions : (2.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(2.2.2) , (f)(2.2.3)(A), and (f)(2.2.3)(C) (i.e., catalyst efficiency, reductant delivery performance, and improper reductant) in accordance with sections (d)(3.1) and (d)(3. 2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in section (f)(2.2.2) shall be tracked separately but reported as a single set of

values a s specified in section (d)(5.2.2).9 (2.3.2) Except as provided for in section (f)(2.3.3), the OBD II system shall monitor continuously for malfunctions identified in section s (f)(2.2.3) (A), (B)

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

, SCR performance, insufficient reductant, fe edback control).
(2.3.3) Manufacturers may request Executive Officer approval to temporarily

disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and

false indications of malfunctions. The Executive Officer 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 malfunctioning syste m and that the disablement interval is limited only to that which is technically necessary.

* * * *
(3) Misfire Monitoring
(3.1) Requirement:
(3.1.1) The OBD II system shall monitor the engine for misfire causing excess

emissions . The OBD II system shall be capable of detecting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, the OBD II system shall also identify the specific misfiring cylinder.

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

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

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, for all combustion sensor or combustion quality

sensor

- equipped 20 10 through 2015 model year medium

- duty vehicles equipped with sensors that can detect combustion or combustion quality (e.g., for use in homogeneous charge compression ignition (HCCI) control systems) , and for 20 percent of 2016 model year, 50 percent of 2 017 model year, and 100 percent of 2018 model year medium

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

volume for all medium

- duty diesel vehicles ) : (A) The OBD II system shall detect a misfire malfunction that would caus e a vehicle’s NMHC, CO, NOx, or PM emissions to exceed as follows : (i) For passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, the OBD II system shall

detect a misfire malfunction that would cause a v ehicle’s NMHC, CO, NOx, or PM emissions to exceed 1.5 times any of the applicable FTP

standards.10 (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the OBD II system shall

detect a misfire malfunc tion when the percentage of misfire is equal to or exceeds five percent 2.0 times any of the applicable NMHC, CO, and NOx standards or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test

. (B) The manufacturers shall evaluate the percentage of misfire as follows: (i) For passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, M m anufacturers shall determine the percentage of misfire evaluated in 1000 revolution

increments that would cause NMH C, CO, NOx, or PM emissions from an emission durability demonstration vehicle to exceed the levels specified in section (f)(3.2.2)(A) if the percentage of misfire were present from the beginning of the test. To establish this percentage of misfire, the ma nufacturer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000

- revolution increment. If this percentage of misfire is determined to be lower than one percent, t he manufacturer may set the malfunction criteria at one percent. (ii) For medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the manufacturer shall evaluate the percentage of misfire in 1000 revolution i ncrements. (C) Subject to Executive Officer approval, a manufacturer 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.
(3.2.3) A malfunction shall be detected if the percentage of misfire established in section (f)(3.2.2) (B) is exceeded regardless of the pattern of misfire events (e.g., random, equally spaced, continuous).
(3.2.4) For multi ple cylinder misfire situations that result in a misfire rate greater than or equal to 50 percent of all engine firings, the OBD II system shall only be required to detect a misfire malfunction for situations that are caused by a single component failure.
(3.2.5) Upon request by the manufacturer and upon determining that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall revise the percentage of misfire malfunction criteria in section (f) (3.2.2)(A)(ii) upward to exclude detection of misfire that cannot cause the vehicle’s NMHC, CO, and NOx emissions to exceed 2.0 times the applicable standards and the vehicle’s PM emissions to exceed 0.03 g/bhp

- hr as measured from an applicable cycle emiss ion test.
(3.3) Monitoring Conditions:
(3.3.1) Except as provided in section (f)(3.3.2), T t he OBD II system shall monitor

for misfire s identified in section (f)(3.2.1) during engine idle conditions at least once per driving cycle in which the monitoring conditions for misfire11 are met. A manufacturer shall submit monitoring conditions to the Executive Officer for approval. The Executive Officer shall approve

manufacturer

- defined monitoring conditions that are determined (based on

manufacturer

- submitted d ata and/or other engineering documentation) to: (i) be technically necessary to ensure robust detection of malfunctions (e.g., avoid false passes and false detection of malfunctions), (ii) require no more than 1000 cumulative engine revolutions, and (iii) do not require any single continuous idle operation of more than 15 seconds to make a determination that a malfunction is present (e.g., a decision can be made with data gathered during several idle operations of 15 seconds or less); or satisfy the require ments of (d)(3.1) with alternative engine operating

conditions.
(3.3.2) Manufacturers may request Executive Officer approval to use alternate monitoring conditions (e.g., off

- idle) in lieu of the monitoring conditions specified in section (f)(3.3.1) . The Executive Officer shall approve alternate monitoring conditions that are determined (based on

manufacturer

- submitted data and/or other engineering documentation) to ensure equivalent robust detection of malfunctions and equivalent

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

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

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

and load conditions. (B) For medium

- duty vehicles (including MDPVs) certified to an engine

d ynamometer tailpipe emission standard , the OBD II system shall continuously monitor for misfire under the following conditions: (i) For 2010 through 2018 model year vehicles and 2019 and subsequent model year vehicles that are not included in the phase

- in specified in section (f)(3.3.3)(B)(ii), under positive torque conditions up to75 percent of peak torque with engine speed up to 75 percent of the maximum engine speed except within the following range: the engine operating region bound by the positive to rque line (i.e., engine torque with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 75 percent of the maximum engine speed with the engine tor que at 5 percent of peak torque above the positive torque line

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

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

- duty diesel vehicles ) , under all positive torque engine speed conditions except within the following range: the engine12 operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 100 percent of the maximum engine speed with the engine torque at 10 percent of peak torque above the positive torque line

. (B) (C) If a monitoring system cannot detect all misfire patterns under all required engine speed and load conditions as required in section s (f)(3.3.3)(A) and (B) , the manufacturer may request Executive Officer approval to accept the monitoring system. In evalua ting the manufacturer’s request, the Executive Officer shall consider the following factors: the magnitude of the region(s) in which misfire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of d etection of misfire events), the frequency with which said region(s) are expected to be encountered in

- use, the type of misfire patterns for which misfire detection is troublesome, and demonstration that the monitoring technology employed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines) , and the extent to which the most reliable monitoring method developed is unable to ensure robust detection of misfire in the region(s) . The eval uation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, single cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire. (D) A manufactu rer may request Executive Officer approval to disable misfire monitoring or employ an alternate malfunction criterion when misfire cannot be distinguished from other effects. Upon determining that the manufacturer has presented documentation that demonstr ates the disablement interval or period of use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive Officer shall approve the disablement or use of the alternate malfunction

criterion. Such di sablements may include but are not limited to events involving: (i) rough road, (ii) fuel cut, (iii) gear changes for manual transmission vehicles, (iv)traction control or other vehicle stability control activation such as anti

lock braking or other engin e torque modifications to enhance vehicle stability, (v) off

- board control or intrusive activation of vehicle components or diagnostics during service or assembly plant testing, (vi)intrusive diagnostics during portions that can significantly affect engine stability, or (vii)infrequent regeneration events during portions that can significantly affect engine stability.13 (3.4) MIL Illumination and Fault Code Storage:
(3.4.1) General requirements for MIL illumination and fault code storage are set

forth in sect ion (d)(2).
(3.4.2) Additionally, for 2010 and subsequent model year vehicles subject to (f)(3.2.2): (A) Upon detection of the percentage of misfire specified in section (f)(3.2.2) (B) , the following criteria shall apply for MIL illumination and fault

code storage: (i) A pending fault code shall be stored no later than after the fourth exceedance of the percentage of misfire specified in section (f)(3.2.2) (B) during a single driving cycle. (ii) If a pending fault code is stored, the OBD II system shall illum inate the

MIL and store a confirmed fault code within 10 seconds if the percentage of misfire specified in section (f)(3.2.2) (B) is again exceeded four times during: (a) the driving cycle immediately following the storage of the pending fault code, regardl ess of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending faul t code may be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The

pen ding code may also be erased if similar conditions are not encountered during the next 80 driving cycles immediately following

initial detection of the malfunction.

* * * * ( 4 ) Fuel System Monitoring ( 4.1 ) Requirement:

The OBD II system shall monitor the fuel delivery system to determine its ability to comply with emission applicable 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 section (f)(15).
(4.2) Malfunction Criteria:
(4.2.1) Fuel system pressure control: (A) The OBD II system shall detect a malfunction of the fuel system pressure

contro l system (e.g., fuel, hydraulic fluid) prior to any failure or deterioration that would cause a vehicle’s NMHC, CO, NOx, or PM

emissions to exceed:

* * * *14 (ii) For medium

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

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

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

- hr NOx;

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

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

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

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

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

- hr NOx; and

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

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

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

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

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

- hr NOx;

* * * *
(5) Exhaust Gas Sensor Monitoring

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

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

or PM emissions to exceed:

* * * *

b. For medium

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

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

- hr PM as measured from an applicable cycle emission

test fo r 2007 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of greater than 0.50 g/bhp

- hr NOx;15 2. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp

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

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

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

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

- hr NOx;

and

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

- hr (e.g., cause NOx

emissions to exceed 0 .4 g/bhp

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

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

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

- hr NOx.

* * * *

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

or PM emissions to exceed:

* * * *

b. For medium

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

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

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

- hr if the exha ust emission standard is 0.2 g/bhp

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

- hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehicles certified to an engine dynamometer tailpipe NOx

emis sion standard of greater than 0.50 g/bhp

- hr NOx;

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

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

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

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

- hr PM as measured from an applicable cycle emission test for 2007 through 2012 model16 year vehicles certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.5 0 g/bhp

- hr NOx;

and

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

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

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

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

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

- hr NOx.

* * * *
(5.2.2) NOx and PM sensors: (A) Sensor performance faults: The OBD II system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other

chara cteristic(s) that would cause a vehicle’s emissions to exceed:

* * * *

(ii) For medium

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

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

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

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

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

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

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

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

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

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

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

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

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

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

hr) as measured from an applicable cycle emission test

, or 0.03 g/bhp

- hr PM as measured from an applicable cycle emission test

for 2013 through 2015 model year v ehicles; and

c d

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

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

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

hr) as measured from an applicable cycle emissio n test or 0.0317 g/bhp

- hr PM as measured from an applicable cycle emission test

for 2013 2016 and subsequent model year vehicles.

* * * *
(5.3) Monitoring Conditions:
(5.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the monitoring cond itions for malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2.2)(A) , and (5.2.2)(D) (e.g., sensor performance faults) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For all 2010 and subsequ ent model year vehicles, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2.2)(A) , and for 2016 and subsequent model year mediu m

- duty vehicles, section ( f )( 5 .2.2)(D) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2). (B) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (f)(5.2.1)(A)(iv)

, and (5.2.1)(B)(iv) , and (5.2.2)(D) (e.g., monitoring capability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements) with the exception that monitoring shall occur every time the monitoring conditions are met during

the d riving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).

* * * *

(6) Exhaust Gas Recirculation (EGR) System Monitoring

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

* * * * (ii) For medium

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

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

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

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

- hr NOx;18 c. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/b hp

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

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

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

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

- hr NOx; and

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

- hr (e.g., cause NOx

emissi ons to exceed 0.4 g/bhp

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

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

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

certified to an engine dynamometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp

- hr NOx.

* * * *

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

other emission

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

, : (A) For 2004 through 2012 model year vehicles, the catalyst shall be

monitored in accordance w ith the other emission control or source system monitoring requirements under section (f)(16). (B) For 2013 and subsequent model year vehicles, e xcept as provided for in section (f)(6.2.6)(C) below, the OBD II system shall detect a malfunction

when the cat alyst has no detectable amount of constituent (e.g., hydrocarbons, soluble organic fractions) oxidation. For 2004 through 2012 model year vehicles, the catalyst shall be monitored in accordance with the other emission control or source system monitoring r equirements under section (f)(16). (C) Monitoring of the catalyst is not required if there is no measurable emission impact on the criteria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable driving condition in which the catalyst is most likel y to affect criteria pollutants.

* * * *

(7) Boost Pressure Control System Monitoring

* * * *
(7.2) Malfunction Criteria:19 (7.2.1) Underboost: (A) The OBD II system shall detect a malfunction of the boost pressure control
system a t or prior to a decrease from the manufacturer's commanded or expected boost pressure that would cause a vehicle’s NMHC, CO, NOx,

or PM emissions to exceed:

* * * *

(ii) For medium

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

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

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

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

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

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

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

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

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

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

- hr PM as measured from an applicable cycle emission test for 2013 and subsequent model yea r vehicles.

* * * *
(8) NOx Adsorber Monitoring

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

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

* * * *

(ii) For medium

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

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

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

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

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

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

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

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

- hr) as measured from an applicable cycle20 emission test or 2.5 times the applicable NMHC standard for 2010

th rough 2012 model year vehicles; and

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

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

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

- hr) as measured from an applicable cycle

emission test or 2.0 times the applicable NMHC standard for 2013 and subsequent model year vehicles.

* * * *

(9) Particulate Matter (PM) Filter Monitoring

* * * *
(9.2) Malfunction Criteria:
(9.2.1) Filtering Performance: (A) The OBD II system sh all detect a malfunction prior to a decrease in the filtering capability of the PM filter that would cause a vehicle's PM

emissions to exceed:

* * * *

(ii) For medium

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

a. 0.09 g/bhp

- hr PM as measured from an applicable cycle emission test for 2004 through 2009 model year vehicles;

b. 0.07 g/bhp

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

c. 0 .0 3 g/bhp

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

. (iii) For 2014 through 2015 model year medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, th e manufacturer shall use the malfunction criteria in section (f)(9.2.1)(A)(ii) c . above without using the provision s of section (f)(17.1) to exclude specific failure modes on vehicles under one of the following two options below:

a. A t least 20 percent of 2 014 model year vehicles and at least 20 percent of 2015 model year vehicles (percentage based on the manufacturer’s projected California sales volume for a ll medium

duty diesel vehicles), or b. At least 50 percent of 2015 model year vehicles (percentage ba sed on the manufacturer’s projected California sales volume for all

medium

- duty diesel vehicles)

. (iv) For the phase

- in schedules described in section (f)(9.2.1)(A)(iii) above, the manufacturer may not use an alternate phase

- in schedule as

defined in secti on (c) in lieu of the required phase

- in schedules.21 * * * *
(9.2.2) Frequent Regeneration: (A) For 2010 and subsequent model year vehicles, the OBD II system shall detect a malfunction when PM filter regeneration occurs more fre quently than (i.e., occurs more often than) the manufacturer’s specified regeneration frequency such that it would cause a vehicle's emissions to

exceed:

* * * *

(ii) For medium

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

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

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

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

hr) as measured from an applic able cycle emission test for 2010 through 2012 model year vehicles; and

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

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

- hr if the exhaust emission standard i s 0.2 g/bhp

hr) as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles.

* * * *
(9.2.4) Catalyzed PM Filter: (A) NMHC conversion: For 201 5 and subsequent model year passenger cars, light

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

emission standard and 201 5 and subsequent model year medium

- duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard with catalyzed PM filters that convert NMHC emissio ns, the OBD II system shall monitor the catalyst function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to the point that NMHC emissions exceed the applicable emission levels specified in section (f)(9.2.2)(A). If no failure or deterioration of the NMHC conversion capability could result in a vehicle’s NMHC emissions exceeding these emission levels, the OBD II system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability. PM filters are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the PM filter’s NMHC conversion capability can cause emissions to increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; and (2) no malfunction of the PM filter’s NMHC conversion capability can cause emissions to exceed the applicable full useful life standard as measured from an applicable emission test cycle

.22 (B) Feedgas generation: For 2016 and subsequent model year medium

- duty

vehicles with catalyzed PM filters used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD II system shall detect a ma lfunction when the system is unable to generate the necessary feedgas constituents for proper SCR system operation. Catalyzed PM filters are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyzed P M filter’s feedgas generation ability can cause emissions to increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; and (2) no malfunction of the catalyzed PM filter’s feedgas generati on ability can cause emissions to exceed the applicable full useful life standard as measured from an applicable emission test cycle

.

* * * *

(12) Cold Start Emission Reduction Strategy Monitoring

* * * *

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

* * * *

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

to exceed:

* * * *

(B) For medium

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

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

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

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

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

* * * *

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

* * * *
(13.2) Malfunction Criteria:23 (13.2.1) Target Error: The OBD II system shall detect a malfunction prior to any

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

to exceed:

* * * *

(B) For medium

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

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

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

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

exceed 0. 5 g/bhp

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

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

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

- hr

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

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

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

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

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

- hr

NOx.

* * * *
(15) Comprehensive Component Monitoring

* * * *
(15.2) Malfunction Criteria:

* * * *

(15.2.2) Output Components/Systems:

* * * *

(F) For 20 15 and subsequent model year vehicles that utilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or software during production or repair procedures (e.g., individually coded in jectors for flow24 characteristics that are programmed into an electronic control unit to compensate for injector to injector tolerances, fuel pumps that use in

- line resistors to correct for differences in fuel pump volume output), the components shall be mo nitored to ensure the proper compensation is being used. (i) The system shall detect a fault if the compensation being used by the control system does not match the compensation designated for the installed component (e.g., the flow characteristic coding designated on a specific injector does not match the compensation being used by the fuel control system for that injector). If a manufacturer demonstrates that a single component (e.g., injector) using the wrong compensation

cannot cause a measurable inc rease in emissions during any reasonable driving condition, the manufacturer shall detect a malfunction for the minimum number of components using the wrong compensation needed to cause an emission increase. Further, the stored fault code shall identify t he specific component that does not match the compensation. (ii) Monitoring of the fuel control system components under section (f)(15.2.2)(F)(i) is not required if the manufacturer demonstrates that both of the following criteria are satisfied: (1) no fau lt of the components’ tolerance compensation features (e.g., wrong compensation being used) could cause emissions to increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; and (2) no f ault of the components’ tolerance compensation features could cause emissions

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

- use operation and

that the te st conditions represent worst case emissions from typical in

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

- one

- sigma injectors with minus

- one

- sigma injectors w ithout updating of the compensation value)

.25 * * * *

(15.4) MIL Illumination and Fault Code Storage:

* * * *

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

evaluation that demonstrate that the testing conditions represent in

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

an exhaust emission standard, the measured increase shall be compared to a percentage of the exhaust emission standard (e.g., if the increase is equal to or more than 1 5 percent of the exhaust emission standard for that test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an exhaust emission standard, the measured increase shall be calculated as a percentage of the baseline test (e.g., if the increase from a back

- to

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

* * * *

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

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

Additio nally, except as specified in section (f) (9.2.1)(A)(iii)

, for 2007 through

2013 model year light

- duty vehicles and 2007 through 2013 2015 model year

medium

- duty vehicles, the Executive Officer may revise the PM filter malfunction criteria of section (f)(9.2 .1) to exclude detection of specific failure modes (e.g., combined failure of partially melted and partially cracked substrates) if the most reliable monitoring method developed requires the exclusion of specific failure modes to prevent significant errors of commission in detecting false indications of a malfunction.

* * * *26 (17.1.3) For medium

- duty diesel vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the Executive Officer shall approve a malfuncti on criteria of “the applicable PM standard plus 0.02 g/bhp

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

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

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

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

- hr PM (e.g., unable to

maintain PM emissions at or b elow 0.05 g/bhp

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

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

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

* * * *

(17.1.5) For 200 4 through 2015 model year medium

- duty diesel vehicles (except MDPVs) certified to a chassis dynamometer tailpipe emission standard, the monitoring requirements and malfunction criteria in section (f) applicable to medium

- duty diesel veh icles certified to an engine dynamometer tailpipe emission standard shall apply. However, the manufacturer shall request Executive Officer approval of manufacturer

proposed medium

- duty chassis dynamometer

- based malfunction criteria in lieu of the engine d ynamometer

- based malfunction criteria required for each monitor in section (f). The Executive Officer shall approve the request upon finding that: (A) the manufacturer has used good engineering judgment in determining the malfunction criteria, (B) the mal function criteria will provide for similar timeliness in detection of malfunctioning components with respect to detection of malfunctions on

medium

- duty diesel vehicles certified to an engine dynamometer tailpipe emission standard, (C) the malfunction crit eria are set as stringently as technologically feasible with respect to indicating a malfunction at the lowest possible tailpipe emission levels (but not lower than 1.5 times the chassis dynamometer tailpipe emission standard the vehicle is certified to), considering the best available monitoring technology to the extent that it is known or should have been known to the manufacturer, (D) the malfunction criteria will prevent detection of a malfunction when the monitored component is within the performance s pecifications for components aged to the end of the full useful life, and (E) the manufacturer has provided emission data showing the emission levels

at which the malfunctions are detected.
(17.1. 6 ) For 2016 and subsequent model year medium

- duty diesel veh icles (except MDPVs) certified to a chassis dynamometer tailpipe emission27 standard, the following monitoring requirements and malfunction criteria shall apply: (A) Except as provided for in section s (f)(17.1.6)(B) and (C) below, the monitoring requirements and malfunction criteria in section (f) applicable

to passenger cars, light

- duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard shall apply. (B) For NMHC catalyst conversion efficiency monitoring (section (f)(1.2.2)),

th e manufacturer shall detect an NMHC catalyst malfunction when the catalyst conversion capability decreases to the point that emission s exceed 1.75 times the applicable FTP NMHC or NOx standards. (C) For misfire monitoring (section (f)(3)), the manufacturer shall use the monitoring requirements and malfunction criteria applicable to medium

duty vehicles certified to an engine dynamometer tailpipe emission

standard

. (17.2) Whenever the requirements in section (f) of this regulation require a

manufacturer to m eet a specific phase

- in schedule:
(17.2.1) The phase

- in percentages shall be based on the manufacturer’s projected sales volume for all vehicles subject to the requirements of title 13, CCR section 1968.2 unless specifically stated otherwise in section (f ).
(17.2.2) Manufacturers may use an alternate phase

- in schedule in lieu of the required phase

- in schedule if the alternate phase

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

- in of for in

- use monitor performance ratio monitoring conditions in section (d)(3.2) and the PM filter monitor in section (f)(9.2.1)(A)

. ( 17.2.3 ) Small volume manufacturers may use an alternate phase

- in schedule in accordance with section (f)(17.2.2) in lieu of the required phase

- in schedule or may use a different schedule as follows: (A)For the diesel PM filter monitor phase

- in schedule in section (f)(9.2.1)(A)(iii), the manufacturer may use the malfunction criteria in section (f)(9.2.1)(A)(ii)c. for all 2014 and 2015 model year medium

- duty vehicles in lieu of the malfunction criteria and required phase

- in schedule in section (f)(9.2.1)(A)(iii). (B) For phase

- in schedules not listed in section (f)(17.2.3)(A) above, the manufacturer may meet the requirement on all vehicles by the final year of the phase

- in in lieu of meeting the specific phase

- in requirements for each model year.

* * * *

(h) Monitoring System Demonstration Requirements For Certification

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

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

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

* * * *

( 4.3 ) Misfire Monitoring: For 2010 and subsequent model year vehicles subject to section (f )(3.2.2) (A)(i) or (f)(3.2.5) , the manufacturer shall perform a test at the

malfunction criteria limit specified in section (f)(3.2.2) (A)(i) or (f)(3.2.5) . A misfire monitor demonstration test is not required for vehicles not subject to section (f)(3.2.2) (A)(i) and not subject to section (f)(3.2.5)

.

* * * *

(i) Certification Documentati on ( 1 ) When submitting an application for certification of a test group, the manufacturer shall submit the following documentation. If any of the items listed below are standardized for all of a manufacturer’s test groups, the manufacturer may, for

each m odel year, submit one set of documents covering the standardized items for all of its test groups. ( 1.1 ) For the required documentation not standardized across all test groups, the manufacturer may propose to the Executive Officer that documentation

coveri ng a specified combination of test groups be used. These combinations

shall be known as “OBD II groups”. Executive Officer approval shall be granted for those groupings that include test groups using the same OBD II strategies and similar calibrations. If approved by the Executive Officer, the manufacturer may submit one set of documentation from one or more representative test group(s) that are a part of the OBD II group. The Executive Officer shall determine whether a selected test group(s) is

represe ntative of the OBD II group as a whole. To be approved as representative, the test group(s) must possess the most stringent exhaust

emission standards and OBD II monitoring requirements and cover all of the

emission control devices within the OBD II group

.

* * * *

( 2 ) The following information shall be submitted as “Part 1” of the certification application. Except as provided below for demonstration data, the Executive Officer will not issue an Executive Order certifying the covered vehicles without the information having been provided. The information must include:

* * * *

( 2.5 ) Data supporting the misfire monitor:29 ( 2.5 2.5.1 ) For gasoline vehicles, data supporting the misfire monitor

, shall

includ ing e : ( 2.5.1 A ) The establis hed percentage of misfire that can be tolerated without damaging the catalyst over the full range of engine speed and load

conditions.
( 2.5. 2 B ) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over the ful l engine speed and load operating range for the following misfire patterns: random cylinders misfiring at the malfunction criteria established in section (e)(3.2.2), one cylinder continuously misfiring, and paired cylinders continuously misfiring.
( 2.5. 3 C ) Data identifying all disablement of misfire monitoring that occurs during the FTP and US06 cycles. For every disablement that occurs during the cycles, the data should identify: when the disablement occurred relative to the driver’s trace, the number of engine revolutions that each disablement was present for, and which disable condition documented in the certification application caused the disablement. The data shall be

submitted in the standardized format detailed in Attachment A: Misfire

Disablement a nd Detection Chart of ARB Mail

- Out #06

- 23, December 21, 2006, incorporated by reference. ( 2.5.4 D ) Manufacturers are not required to use the durability demonstration vehicle to collect the misfire data for sections (i)(2.5.1) (A) though ( 2.5.3 C ).
( 2.5.2 ) For diesel medium

- duty vehicles subject to the monitoring requirements of section (f)(3.2.2) , data supporting the misfire monitor shall include: (A) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over the re quired engine speed and load operating range for the following misfire patterns: random cylinders misfiring at the malfunction criteria established in section (f)(3.2.2), one cylinder continuously misfiring, and paired cylinders continuously misfiring

. (B) Data identifying all disablement of misfire monitoring that occurs during

the chassis dynamometer FTP and Unified cycles. For every disablement that occurs during the cycles, the data shall identify: when the disablement

occurred relative to the driver’s trace, the number of engine revolutions that each disablement was present for, and which disable condition documented in the certification application caused the disablement. The

number of 1000

- revolution intervals completed and the number of 1000

- revolu ation intervals in which the misfire threshold was exceeded shall

also be identified. The data shall be submitted in the standardized format

detailed in Attachment A: Misfire Disablement and Detection Chart of ARB

Mail

- Out #06

- 23.

* * * *

( j) Production Vehicle Evaluation Testing.

* * * *30 ( 2 ) Verification of Monitoring Requirements.

* * * * ( 2.3 ) Evaluation requirements:

* * * *

( 2.3.4) Malfunctions may be mechanically implanted or electronically simula ted

but internal on

- board computer hardware or software changes may not be used to simulate malfunctions. Emission testing to confirm that the malfunction is detected before the appropriate emission standards are malfunction threshold (e.g., 1.5 times the applicable standards) is exceeded is not required.

* * * *

NOTE: Authority cited: Sections 39010, 39600, 39601, 43000.5, 43013, 43016, 43018, 43100, 43101, 43104, 43105, 43105.5 and 43106, Health and Safety Code. Reference: Sections 39002, 39003, 39010, 39018, 39021.5, 39024, 39024.5, 39027, 39027.3, 39028, 39029, 39031, 39032, 39032.5, 39033, 39035, 39037.05, 39037.5, 39038, 39039, 39040, 39042, 39042.5, 39046, 39047, 39053, 39054, 39058, 39059, 39060, 39515, 39600

, - 39601, 43000, 43000.5, 43004, 43006, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43150, 43151, 43152, 43153, 43154, 43155, 43156, 43204, 43211 and 43212, Health and Safety Code.