p. 1 

# OAR Box 1190 Prepped by Candice Davis



## Document

Number: 

# 41 ) ll-A-3 3 Docket Number: 

# A-90-2 8

Printed 5/5/2008 9:13:51 AM

Sheet 41 of 106P. 2

^ ^ ST/ * OFCALIFORNIA—CALIFORNI A ENVIRONMENTA L PROTECTIO N AGENC Y PET E WILSON , Governo r 

### AIF ? RESOURCE S BOAR D 202 0 L STREET P.O . BO X 281 5 SACRAMENTO . CA 95814-281 5 

### Jul y 21 , 199 4 Charle s N . Freed , Director U.S . Environmenta

l Protectio n Agenc

y Manufacturer s Operation s Division 40 1 M Street

S.W . (6405J) Washington , D.C . 2046 0 Dea r Mr . Freed : Thi s letter will confir

mour telephone conversation during th e wee k of Jun e 27 , 1994 . Durin g tha

t conversation I explainedtha t the Ai r Resource s Boar

d(ARB ) wouldlik

e t o reques t tha t th e hearing to conside

r California' s reques t

fo r awaive r fo r th e on-boar

d diagnosti c (OB D II ) regulation s b e delayedt o o n or abou t March1995 . Thi s reques t i s necessar y becaus e th e AR

B i s i n the proces s o

f proposing modification s to the regulation s tha t will addres s man

y o f the concern s tha

t hav e bee n raise dby industr

y andreflec t

recent development s in technology . I a menclosing fo

r you r information acop

y o f the worksho

p notic e tha

t i s scheduled t o b e heldo

n July 2 7 in E l Monte . We are anticipating tha t the proposedmodification s will b e considere dby the AR

B i n Decembe

r o f thi s year . Afte

r the modification s are considered , th e AR B will supplemen

t it s waive r reques t addressing th e substantiv e change s i n th e context o f th e federa

l waive r criteria . If yo u hav e an y lega l question s regardin g thi s letter , pleas e d o not hesitat e to call eithe r mysel f or Michael Terri s a

t (916 ) 322-2884 . I

f yo u have an y technica l questions , pleas e call Stev e Albu , Chief , Engineering Studie s Branch , Mobil e Sourc e Division , a t (818 ) 575-7010 . Than

k yo u fo r you r understanding an

dassistance . Sincerely licnael P . Kenn

y Genera l Counsel Attachmen t



# O ./ Printe d o n recycle d pape rw , -PT - -aa-aTar* , ^__

_P. 3 -'—r-p f
•a 1 .**,--- - - - - V* ^ 93? 8 TELSTA

R AVENU E X^ ^ f l MO^TE , CA 91731-299 0 f -ONE : (818 ) 575-480 0 

### i Jun e 23 , 199

4 TO : AL L PASSENGE R CA R MANUFACTURER S AL L LIGHT-DUTY/MEDIUM-DUT Y VEHICL E MANUFACTURER S AL L OTHE R INTERESTE D PARTIE S SUBJECT : ON-BOAR D DIAGNOSTI C I I (OB D II ) REQUIREMEN T UPDAT E 

### PacKgrcunt i Th e Board originall yadopte d sectio n 1968. 1 o f Titl e 13 , Californi a Cod e o f Regulations , whic h contain s th e malfunctio n detectio n an d diagnosti csyste m requirement s know n as OB D II , o n Je&temberJJ^9^ ^ regulatio n t o promot e consistenc ywit h th e federa l OB D requirement s propose d at tha t time , t o addres s manufacturers ' concern s regardin g OB D I I implementation , an d t o improv e th e effectivenes s o f certai n requirements . Th e regulatio n was als o modifie d throug h amendments adopte d Jul y9 , 1993 , t o provid e limite d relie f fro m th e OB D I I requirement s durin g th e 1994 .and . 19.95_roodel„y.ear^hasi^a^eriod,foati e .regulation^- • •£-" . •*9*fc."-«'nt«iluuab*< " cwvu<v<Ui«'aaiHi«. n .• » '^:»«f.CKr>«-'-«W««» »



### Currently , a Board Hearin g i s schedule d fo rDecember , 1994 , a t whic h a n updat e wil l b e presente d regardin g manufacturers ' progres s toward successfull yimplementin g OB D I I system s o n low-emissio n vehicl e applications . Alon g wit h th e update , othe rissue s tha t will

_' , likel yBe*addfesse d ihclude~c^talystlfioh1toYrn g issues,lh e 1997'mode l year"misfire detection " requirements , evaporativ e syste m lea k detection , OB D I I complianc e o n diese l application s an d 199 6 mode l yea rcomplianc e concerns . Anumbe ro f mino rmodification s an d clarification s wil l als o b e considered . Th e AR B staf f has schedule d a worksho p fo rWednesday , Jul y27,1'994 , fro m 9:0 0 A.M . t o 5:0 0 P.M . t o discus s thes e issue s prio rt o th e releas e o f th e publi chearin g notic e an d Staf

f Report . Th e Worksho p wil l b e hel d at :

Ai rResource s Boar

d Anne xI V Auditoriu m 952 8 Telsta rAv e E l Monte , C

A9173 1 Th e ARB' s curren t positio n an d proposal s regardin g th e issue s t o b e discusse d are summarize d below . Catalys t Monitorin g Th e OB D I I regulatio n specifie s separat e catalyst monitorin g requirement s fo rvehicle s meetin g emissio n standard s prescribe d b yCalifornia' s Low-Emissio n Vehicl e regulatio n (identifie d i n th e regulatio n a

s LEVs) , an d thos e meetin g les s stringen t emission.standard s (nbn-LEVs)
. Wit h respec t t o non-LEVs , catalys t syste m deterioratio n must b e detecte d before emission s increas e b y1. 5 time s th e standard compare d t o th e emissio n leve l usin g representativ e 400 0 mil e catalysts . Severa l manufacturer s have alread ycertifie d vehicle s wit h catalys t monitorin g system s meetin g th e non-LE V requirements . Fo rLEVs , th e regulatio n currentl yrequire s a malfunctio n t o b e indicate d whe n fron t catalyst averag e Federa l Tes t Procedure (FTP ) hydrocarbo n efficienc

yfall s betwee n 5 0 t o 6 0 percen t (meanin g tha t onl y5 0 t o 6 0 percen t of engin e ou t hydrocarbon s are converted) , o rifth e fron t catalys t i s classifie d as a smal l volum e



# a'* . P. 4



### standard , not adde d o n t o th e 4000-mil e emissio n leve l o f th e vehicle . Th e regulatio n include d th e 4000-mil e emissio n leve l fo rnon-LEVs t o promote consistenc ywit h th e federa l OB D requirements . Manufacturer s hav e suggeste d that th e 4000-mil e emissio n leve l shoul d als o b e include d fo rLEVs . Thi s woul d allowfo remission s t o increas e t o a s muc h a s 2. 5 time s th e standard before a malfunctio n i s indicated . As a lon g ter m goal , th e staf f believe s that suc h emissio n increase s woul d b e unacceptabl yhig h i f Californi a i s t o have hop e o f achievin g mandate d ai rqualif

ystandards . Fo rth e manufacturer

s producin g OB D Il-equippe d TLE V application s fo rth e 199 5 mode l year , th e staff doe s not believe that significan t monitorin g syste m desig n change s wil l b e necessar y t o meet th e propose d revise d requirements . Th e AR B staf f believe s tha t wit h adequat e catalys t volum e downstrea m of th e monitore d fron t catalyst , tailpip e emission s shoul d not significantl y manufacture rproducin g a 1995 mode l yea rTLE V has state d i t i s confiden t tha t emission s wil l remai n below1. 5 time s th e standar d eve n whe n th e fron t catalys t i s deteriorated , an d i s plannin g t o conduc

t testin g t o confir m thi s estimate . Emissio n testin g conducte d b yth e AR B i n 199 2 als o support s th e staff s position . Th e tes t vehicl e wa s a 199 0 Buic k LeSabre equippe d .with.aa.el®ctriGally~heated.cat3ly ^ syste m disconnected , th e vehicle' s catalyst syste m (i.e. , a warm-u p catalys t followe d b ya mai n catalyst ) i s representativ e of catalyst configuration s currentl yi n productio n o n TLEVs . Th e emissio n performanc e ofth e vehicl e withou t electrica l heatin g (0.07 8 gram s pe rmil e NMOG ) als o indicate s that fo rtestin g purposes , th e vehiclej^asonabl yrepresent s th e performanc e o f a productio n TLEV . When'teste d wit h th e fron t catalysTremoved,"emission s increase d t o onl y 0.11 5 gram s pe rmile , fa rbelo wth e 1. 5 time s th e standar d threshol d of 0.18 8 gram s pe rmile . Th e emissio n increas e o f onl yapproximatel y0.0 4 gram s pe rmil e wit h th e catalys t completel y remove d furthe rsuggest s that th e emissio n threshol d shoul d b e achievabl e a t LE V an d ULE V emissio n categor

ylevel s as well . Furthe rtestin g b yt|ie,staff isjsjanne d to providejddjtiona l data . However , despit e thes e findings , i f i s possibl e that additiona l leadtim e ma yb e necessar

y fo rsom e manufacturer

s t o mak e monitorin g syste m adjustment s t o meet th e 1. 5 time s th e standard emissio n threshol d fo rTLEVs , o rt o verif ythat th e threshol d wil l b e met reliabl yin-use . Fo rLE V an d ULE V categor ylevels , fewi f an ysuc h model s wil l b e produce d before 199 8 accordin g t o phase-i n plan s submitte d b ya numbe rof manufacturers
. Fo rth e fe wtha t are produced , th e staff estimate s that i n meetin g th e previou s monitorin g requirements , emission s Ver ylikel ywoul d "remai n below ' 1751irf.e s th e ap'plicable"stahdards~a s wei r(probabl yeve n mdre likel ytha n o n curren t TLE V design s becaus e LEV/ULE V catalys t syste m design s are expecte d t o b e more simila rt o th e typ e describe d above fo rth e Buic k LeSabr e tes t vehicle)
. Th e propose d requirement , however , woul d provid e additiona l flexibilityi n designin g catalys t monitorin g approache s an d woul d simplif yth e curren t regulator

yrequirements . Therefore , prio rt o th e 199 8 mode l year , th e staf f i s considerin g th e proposa l t o accep t fo r TLEV s only , syste m monitorin g base d o n a n emissio n -threshol d of 2. 0 time s th e hydrocarbo n standard plu s th e emissio n leve l usin g representative 400 0 mil e catalysts . Thi s highe rinteri m malfunctio n criterio n shoul d ensur e that manufacturer

s abl e t o meet th e curren t fron t catalys t monitorin g requirement s o n TLEVs will , wit h thei rpresen t syste m designs , als o b e abl e t o mee t th e revise d requirements . I f a manufacture rdecide s t o satisf ythes e requirement s wit h a monitorin g strateg ythat infer s tota l catalyst syste m performance throug h monitorin g of a portio n o f th e tota l catalys t volume , th e AR B woul d not hol d th e manufacture rresponsibl e fo remissio n increase s above th e emissio n threshol d resultin g fro m damag e f o unmonitore d catalysts .


# 3P. 5



### condition s woul d lea d t o th e fulfillmen t of th e ARB' s goal s fo rthi s monitorin g requiremen t whil e allowin g manufacturers additiona l leadtim e t o addres s th e technica l concern s associate d wit h th e engin e familie s fo rwhic h misfire detectio n i s mos t difficult
. Specifically , th e staf f plan s t o propos e a 50-75-90-10 0 percen t phase-i n schedul e spannin g fro m th e 199 7 mode l yea r throug h th e 200 0 mode l year . Smal l volum e manufacturer s woul d no

t b e require d t o meet th e phase-i n percentage s provide d 100 percen t implementatio n i s achieve d b yth e 200 0 mode l year .

^-M, <^-Zi--ai*tmy*t>$--Zi*V*m

t VM*«'k«*«3 ^ ta«tWiU= ; 

### Wit h respec

t t o th e scop e of th e monitorin g conditions , th e staf f plan s t o propos e maintainin g th e requiremen t fo rmisfire detectio n durin g al l engin e speed s a t positive torqu e load s wit h th e exceptio n of ver

yligh t load s a

t engin e speed s abov

e 300 0 rpm . Specifically , misfire detectio n disablemen t woul d b e permitte d i n th e operatin g regio n boun d b yth e positive torqu e lin e (i.e. , .tha.engin e load'with--the-transmis 9 loa d a t engin e spee d redlin e equivalen t t o th e manifol d vacuu m a t th e positive torqu e lin e minu s 4 inche s o f mercury . Thi s regio n i s illustrate d i n figure 1 . Manufacturer s have state d that vehicl e operatio n jus t above th e positiv e torqu e lin e a t hig h engin e speed s represent s th e greates t challeng e i n term s o f assurin g reliabl e misfire detection . Further , th e probabilit yo f 'prelQrtged'vehicle'Operatio.ris'probaWyHowes ^ - ' proposa l wil l bette rfacilitat e th e implementatio n o f expande d misfire detectio n monitorin g condition s withou t significantl yaffectin g ai rquality . 'OH3tr.0*U *9,', < ±.r,. »£* !

..-m -.~«/V__)»y » •_., (

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e manifol d vacuu m - 4 inches H

g

positiv e torqu e jneutra^^^Ldisablemen tare a idle 100 0 200 0 300 0 400 0 Engin e Spee d 500 0 redlin e 

### Figure 1 -199 7 an d late rmode l yea rmisfire detectio n disablemen t regio n Th e AR B staf

f understand s that som e manufacturer s ma ynot presentl yb e confiden t that th e expande d misfire monitorin g conditions , eve n wit h th e permitte d hig h speed , ligh t loa d disablement , ca n b e met o n al l o f thei rengin e designs . However , wit h th e phase-i n percentage s proposed , manufacturer s wil l hav e mor e developmen t tim e t o mak e enhancements , o rt o continu e investigatio n of misfire detectio n technologie s suc h as th e magnetostrictiv e misfir e detectio n senso rdevelope d b yTechnica l Advances , th e fuel-o n adaptiv e learnin g technique s develope d b yPurdu e University , th e advance d misfire detectio n


# 4P. 6

lli-l t Jr-N^ry-t^-^m-.^-c^w-i ! 

### i t ma

ynot b e possibl e t o reliabl ydetec t change s i n emissio n contro l syste m performanc e before exceedin g 1. 5 time s th e standard . Regardin g TLEVs , th e staf f has alread yapprove d th e OB D I I system s fo rtw o 199 5 mode l yea rengin e families
. Data provide d wit h th e application s fo rth e engin e familie s indicat e that malfunction s wil l b e properl ydetecte d wit h respec t t o tailpip e emissions , thereb yestablishin g th e feasibilityof implementin g th e OB D I I threshold s o n TLEVs . O f most concer n woul d naturall yb e vehicle s meetin g th e ULE V standard s wherei n th e detectio n of a malfunctio n woul d b e require d befor e NMO G emission s excee d 0.0 6 gram s pe r mil e (i.e. , before 50,00 0 miles)
. T o date , th e AR B ha s receive d ver ylittl e dat a fro m th e industr y regardin g th e feasibilityof meetin g th e emissio n threshold s fo reithe rULEV s o rLEVs . j^ow,@v§ r 

### J'WtecUest ^ it*vill . b e possible ^ implement-•;-- ? • th e OB D I I threshold s eve n o n ULE V applications .

*_Si«*- m <T » 1 w tr^».«ft' ' 

### Th e testin g conducte d b yth e staf f involve d th e introductio n o f simulate d emissio n contro l syste m malfunction s o rth e installatio n o f deteriorate d components o n prototyp e vehicle s eithe r -meetin g oMomir^-elos@40'th©4JkE ^ were tested . Result s of th e testin g were presente d durin g a pane l discussio n a t th e 1994 SA E Congres s i n Detroit . Th e testin g i s summarize d below . ^rataw. ; . w « i 

### Regardin g oxyge n sensj^dete£0 ^ ~i n term s o f respons e (measure d b yth e perio d o f th e senso rat idle ) o routpu t voltage . Asampl e .

- o f th e differenc e i n oxyge n senso rsignal s i s provide d i n Figur e 2 . Figur

e 3 illustrate s numericall yth e difference s betwee n "good " an d "bad " sensors . Th e vehicle s wer e teste d t o determin e th e resultin g impac t o n emissions . Whil e emissio n increase s were note d (summarized.i n Jable. 1 \, th e increjas§s,were„ppl£j ^ emission s t o . , .. . - excee d 1. 5 time s an yof th e ULE V standards , indicatin g that oxyge n senso rdeterioratio n shoul d b e detectabl e b

yOB D I I system s o n low-emissio n vehicle s wit h respec t t o th e 1. 5 time s th e standard emissio n threshold .

Table" ! - Emissio n Results fo rOxyge n Senso rTestin g Vehicl e L e Sabre Jett a Corsic a Camr y NMH C (g/mi )

0.02 8 0.02 8 0.03 9 0.05 0 0.03 7 0,06 0 0.04 4 0.05 1 C O (g/mi )

0.26 1 0.26 2 0.67 5 1.00 5 0.42 3 2.18 5 0.68 8 0.90 3 NO

X (g/mi ) 0.36 7 0.40 4 0.02 9 0.01 3 0.20 0 0.05 3 0.17 9 0.19 3 Tes t Conditio n

Baselin e Averag e Malfunctionin g Senso r Baselin e Averag e Malfunctionin g Senso r Baselin e Averag e Malfunctionin g Senso r Baselin e Malfunctionin g Senso r To evaluat e th e impac

t of EG R syste m malfunctions , th e staf f installe d restrictio n plate s i n th e EG R passag e t o simulat e malfunction s causin g lo wEG R flow
. Wit h eac h o f th e tes t vehicles , a distinc t differenc e i n manifol d pressure (se e figure s 4 an d 5) wa s detecte d withou t emission s 

## 602SUMMHL.XL C



# € ^ Figun e 3 | J ?

Rati o o f Malfunctio n t o Norma l Voltag e Characteristic s o f 0 2 Sensor s Durin g Idl e Afte r Close d Loo p (Durin g FT P Tes t 135-15 5 sec ) fo r Variou s IJLEVs •' "

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## - 5 Averag e Chang e i n Manifol d Ai r Pressur e (MAP ) Resultin g fro m pulse d EG R Durin g FT P Tes t (jCamry ) . I ( * .125 " Di a EG R (96% ) Restriction ) 

## I

OE M EG R EG R Restricted *

Poin t 1 Poin t 2 Poin t 3

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# I f. "f c oP. 9



### 1 3 Diese l Application s I n 1991 , amendments wer e adopte d t o th e regulatio n makin g th e OB D I I requirement s applicabl e f o diese l engine s beginnin g wit h th e 199 6 mode l year . Recognizin g tha t som e OB D I I requirement s woul d not apply , o rcoul d no t b e met o n diese l applications , th e regulatio n require s manufacturer

s of diese l engine s t o submi t a n OB D I I monitorin g pla n fo rAR B review . Afte ra numbe ro f discussion s wit h manufacturer s sinc e th e tim e diesel s wer e include d i n th e OB D I I regulation , th e staf f believe s enoug h has bee n learne d t o mor e specificall ydetai l th e minimu m monitorin g requirement s fo rdiese l applications . -3jrr .-TS. 

### Generally , diesel s are no t equippe d wit h evaporative systems , secondar yair , o roxyge n sensors . Thes e monitorin g requirement s would , therefore , not apply . Regardin g catalys t monitoring , th e AR B has not yet identifie d a technolog ythat ca n b e pu t inf o productio n f o defec t diese l catalys t deterioration . Catalyst monitorin g i s not currentl ypropose d fo rdiesel s o n thi s However , th e AR B i s proposin g t o require som e for m o f misfire monitorin g o n diese l applications . I t i s recognize d that diese l engine s are not likel yf o develo p intermitten t misfire problem s a

s are spar k

ignite d engines . Therefore , th e staf f currentl ybelieve s i t wil l b e adequat e forth e misfire detectio n strateg yt o b e active onl ydurin g certai n operatin g condition s (e.g. , durin g idle)
. Th e implementatio n o f thi s requiremen t i s propose d t o begi n wit h th e 199 8 mode l year . Regardin g fue l syste m monitoring , manufacturej:s_.arej?u^entlyj§(Qrkin g .to implemen t .electronic , fue l deliver

ysystem s that provid e feedbac k t o th e electroni ccontro l uni t o n fue l injectio n performance
. Therefore , fo relectroni cfue l system s o n diesels , th e staf f believe s tha t manufacturer

s wil l have th e capabilit

yt o mee t th e OB D I I requirement s t o detec t imprope r fuelin g before emission s excee d 1. 5 time s th e applicabl e standards . OB D I I monitorin g strategie s wil l b e require d fo rEG R syste m performanc e an d fo ran y 'electroni ccomponents that ca n affec t emissions"when"maTfunctioning(e.g. , intake ai rheating , electroni ctransmissio n components , wait-to-star t lamp , etc.)
. 199 6 Mode l Yea rComplianc e A t th e Jul y9,1994, Boar

d Hearing , th e Boar

d adopte d amendments t o th e OB D I I regulatio n t o permi t th e certificatio n o f OB D I I system s i n th e 1994 an d 1995 mode l year s wit h on e o rmor

e . . deficiencie s provide d a goo d fait h effor t was demonstrate d f o compl ywit h th e regulatio n i n full
. Fo r199 5 model s wit h mor e tha n two deficiencies , th e manufacture ri s subjec t t o fine s fo rth e thir d an d subsequen t deficiencies
. Currently , n o provisio n exist s fo rth e certificatio n o f 199 6 OB D I I equippe d vehicle s ifth e OB D I I syste m i s not i n ful l compliance wit h th e regulation . However , a fe wmanufacturer s have state d that on e o rpossibl ytw o specifi cengin e familie s withi n thei rproduc

t line s are not likel yt o compl yfull ywit h th e regulatio n fo rth e 199 6 mode l year . Th e difficultie s encountere d relat e primaril yt o unexpected , recentl ydecide d produc t change s o rextension s fo rwhic h a particula rmonitorin g requiremen t cannot b e met i n tim e fo r production . However , concern s regardin g bein g abl e t o implemen t a reliabl e monitorin g strateg yfo rcertai n emissio n contro l devic e design s o rth e valu e i n majo rredesig n o f a mode l whic h ha s onl yon e last yea rof lif e i n 199 6 hav e bee n presente d a

s well . 

# rP.1 0



### 1 5 Sectio n (a)(2.0 ) woul d ad d tha t OB D I I monitorin g system s mus t b e operativ e a

t a minimu m a

t startin g temperature s greate rtha n 2 0 degree s Fahrenhei t an d a t altitude s below800 0 fee t above se a level . Sectio n (a)(1.7 ) woul d ad d more specifi capprova l criteri a fo rth e acceptanc e o f alternat e MI L illuminatio n strategies .

Br-scte'-.kac r "c ^ -c •i»-id»!W

> •.--•n a .--•

•-*••» ••vv - •-?*••* 

### Oxyge n Senso r Monitorin g i..3t^irm •«».- „M n v.-!»r.~«.4 i •—•J3sa^iMHBWa-_3a5a»M»«a3g^raB-w.-ij3«aw*)*- • rsSi*.-.:'*--'-*"'^..« - -<a. f ^."^> *»• - 

### Sectio n (b)(8.2.2 ) woul d more clearl ystat e that a circui t continuit ychec k i s not sufficien t fo roxyge n senso rheate rmonitoring . Oxyge n senso rheater s are t o b e detecte d as ~maJfunctioning-when-perforfnan<^fa.ls ^ norma l operation . Comprehensiv

e Componen t Monitorin g

• "~"'"Sectio n (b)(10 ) wou7 d clarif ythat a n electroni cpowertrai n componen t must b e monitore d i f i t ca n measurabl yaffec

t emission s durin g an yreasonabl e operatin g conditio n (e.g. , wid e ope n throttle , idle , durin g reasonabl ycol d ambien t temperatures , etc.)
.
• Seetion.(b)(10.2.1 ) woul d clarif ythatjh e m^jmurr)JjinejDerrnitteQlfo reJosed-loo p operatio n shoul d b e closel ycorrelate d t o expecte d closed-loo p activatio n times . Th e AR B expect s manufacturers t o employmalfunctio n criteri a tha t are dependen t o n engin e startin g temperature and/o rambien t temperature , which-shoul d addres s often-state d concern s ove ravoidin g fals e indication s of a malfunctio n a t colde rstartin g temperature s whil e meetin g th e nee d fo reffectiv e monitorin g a t mor e norma l temperature s encountere d i n California
. Othe rmodification s ar

e bein g considere d t o furthe rclarif yth e inten t of th e comprehensiv e componen t monitorin g requirements . MI L Illuminatio n an d Faul t Cod e Storag e Protoco l Currently , illuminatio n ofth e MI L i s generall yno t require d unles s a malfunctio n i s detecte d durin g tw o sequentia l trips . Atri p i s define d i n par t a s a perio d o f drivin g durin g whic h al l component s an d system s are monitore d a t least once b

yth e OB D I I system . Therefore , i f a specifi cmonitorin g strateg ydetect s a malfunctio n i n tw o sequentia l drivin g cycles , MI L illuminatio n i s not require d unles s al l othe r(eve n non-related ) monitorin g strategie s have operate d durin g bot h of th e drivin g cycles . Th e staf f plan s t o propos e a modificatio n wherei n MI L illuminatio n woul d b e require d i f a malfunctio n i s detecte d i n tw o sequentia l drivin g cycle s regardles s of whethe ro rno t othe rmonitorin g system s have functioned
. However , manufacturer

s woul d stil l b e permitte d t o verif yth e prope rfunctio n o f component s critica l t o a particula rmonitorin g strateg ybefor e th e monitorin g syste m operate s o rit s result s ar e validated . Fo rexample , executio n ofth e catalys t efficienc y monitorin g strateg ycoul d stil l b e delaye d unti l th e oxyge n sensor s use d fo rmonitorin g are -rr-f- «*« • • ! » •**.',-* • » - /•_: •

.P.1 1



### 17 propose d fo rdiese l vehicle s becaus e theynormall yd o no t employclosed-loo p fue l control . 

### Worksho p informetio n I f an ypartywishe s th e informatio n submitte d t o b e treate d as confidentia l byAR B staff , i t shoul d b e clearl ymarke d a s "confidential " an d shoul d b e o n page s whic h are easil ydetachabl e fro m other , non-confidential , information
. Californi a guideline s (Section s 91000-91022 , Titl e 17 , Californi a Cod e o f Regulations , an d Healt h an d Safet yCod e Sectio n 3966 0 (e) ) wil l b e followe d i n th e handlin g o f confidentia l information
. *t«aa» i v_*»ajW> i__-rt"?-'!?»s*^ , f*ii^ ^ v«,r«A»«fr V:i£^M^/*£a_*_CSto-^^31^»»**T ^ *.*i»4|g)__a_i-^VJ»*Q_tt_*V*UO T 

### Manufacturer

s unabl e t o participat e i n th e worksho p o rthos e wishin g t o suppl yadditiona l informatio n are encourage d t o submi t writte n comments b yJul y23 , 1994 . Worksho p participant s wishin g t o discus s unresolve d technica l issue s o rconfidentia l dat a ma yschedul e Jndjy,idyaLme.eticig § ,yyjJh.£taff.,
. Pleas e .contac t Mj:.„Allen,Ly_ons T 

### rAir a 

### Resources^nginee r-» . - - Associate , a

t (818 ) 575-683 3 t o schedul e a n individua l meetin g tim e an d date . Sincerely , „j, » rfiftr »u*__*

JS-"* . .*J~X . * . "

> 

### K. D . Drachand , Chie f Mobil e Sourc e Divisio n Attachmen t ••^' i •'iir.Ti-'l" ^ -^T'-rrt-r~ « _.rvr: m\ —.j .



# te>P.1 2

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- «.j«.«wif » « r ATTACHMEN T 1 1968. 1 Malfunctio n an d Diagnosti c Syste m Requirements-199 4 an d Subsequen t Model-Yea rPassenge r

Cars , Light-Dut

yTrucks , an d Medium-Dut yVehicle s an d Engines 1 (a ) GENERA L REQUIREMENTS (1.0 ) Al l 1994 an d subsequen t model-yea rpassenge rcars , light-dut ytrucks , an d medium-dut yvehicle s shal l b e equippe d wit h a malfunctio n indicato rligh t (MIL) locate d o n th e instrumen t pane l that wil l automaticall yinfor m th e vehicl e operato ri n th e even t o f a malfunctio n o f an ypowertrai n components whic h ca n affec t emission s an d whic h provid e inpu t to , o rreceive outpu t from , th e .jaifcboaKl.£<^puten(«)iQ ^ shal l not •* = •• - b e use d fo ran yothe rpurpose . (1.1 ) Th e MI L shal l b e o f sufficien t illuminatio n an d locatio n t o b e readil yvisibl e unde ral l lightin g conditions . Th e MI L shal l illuminat e i n th e engine-ru n ke ypositio n befor

e engin e crankin g t o - ^ _indjcatejthat.theJWjLjsj^nctkjnaljnd^ ^ g).e.Bh.caseJC.hjec k Engine". , o r"Servic e Engin e Soon"
. Th e word "Powertrain " ma yb e substitute d fo r"Engine " i n th e previou s phrases . Alternatively , th e Internationa l Standard s Organizatio n (ISO ) engin e symbo l ma vb e 

### substitute d fo rth e wor d "Engine " - \

_ , (12 )
_ . _.AlU,9.94jand-SubsequeBtmodet-.yea rpassangetc»rsT4ightr6luty-tFueks f .and»medium-dut

yvehicle s require d t o have MI L pursuan t t o (1.0 ) abov e shal l als o b e equippe d wit h a n on-boar d diagnosti c syste m capabl e of identifyin g th e likel yare a of th e malfunctio n b ymean s o f faul t code s store d i n compute rmemory . Thes e vehicle s shal l b e equippe d wit h a standardize d electrica l connecto rt o provid e acces s t o th e store d faul t codes . Specifi c performance requirements are liste d below . A (1.3 ) An yreferenc e t o vehicle s i n thi s regulatio n shal l als o includ e medium-dut yvehicle s wit h engine s certifie d o n a n engin e dynamometer . (4T4)—Manufacturer s of diese l engine s utilizin g computer-base d electroni c powertrai n contro l system s jhalj_3u_bmit, a p.ia_

n fo r.complyin g with.the90.ccquiroment9io.theExecutivo Office rforapprova l o t leas t tw o years prio rto certification
. Th o pla n ahal l b e approve d base d o n monitorin g al l powertrai n component s whic h oa n offcot cm.99ion 3 an d fo rwhic h reliobl c monitorin g technique s erg availabl e a

t cost s comparabl e t o othe rengine s meetin g thos e requirements , en d o n meetin g al l othe rapplicabl e roquiromonts (e.g. , storin g freez e fram e oonditions , mootin g standardizatio n requirements , eto.)
. ffc5)—Fo rLo

w Emissio n Vehicle s (LEV) , th e Executiv e Office rshal l revis e th o emissio n threshol d fo ra malfunctio n o n an ychoc k i f th e mo9

t reliabl e monitorin g metho d develope d require s a highe r threshol d to preven t significan t errors of commissio n i n detectin g a malfunction
. (1.64 ) Fo rever

ycas e i n whic h a malfunctio n i s to be note d whe n a n emissio n threshol d i s exceede d

1 Th e modification s indicate d t o thi s sectio n ar e draf t propose d change s fo rth e purpose s o f discussio n wit h respec

t t o th e OB D I I worksho p schedule d fo rJul y27,1994 . Deletion s t o th e sectio n ar e indicate d b

yotrikoou t an d addition s are indicate d b yunderline . 1

. 

# HP.1 3

(2.0 ) Manufacturer

s ma vdisabl e monitorin g svstem s tha t ca n be affecte d b

vrunnin g ou t of fue l (e.g.
. misfire detection ) whe n th e fue l leve l i s low , provide d th e manufacture rdemonstrate s tha t suc h disablemen t wil l onl voccu rwhe n th e remainin g drivin g rang e (i.e.
. withou t refueling ) i s les s tha n 4 0 miles . (b ) MONITORIN G REQUIREMENTS (1.0 ) CATALYS T MONITORIN G (1.1 ) Requirement : (1.1.1 ) LEVs : Th o diagnosti csyste m shal l individuall ymonito rth e front catalys t o rcatalyst s (i.e. , an ycatalyst(9 ) whic h receive engine-ou t untreate d oxhoust gas) , excep t that fron t catalyst s ma yb e monitore d i n combinatio n wit h th e nex t catalys t downstrea m i f i t ca n b e demonstrate d that o malfunctio n wil l bo indicate d whe n th cfront catalys t . 9 alon e malfunctionin g (se e (b) (1.2.1))
. Cotolysts arrange d i n paralle l wit h th e sam e inle t an d outle t i n a 9ingl o exhoust pip o shal l b e considere d a s on o catalyst . Aseparat e catalys t incorporate d i n serie s int o th e sam e containe ra s a front catalyst shal l b o oonsidered- e downstrea m catalyst . Th e diagnosti csyste m shal l monito rth e catalys t syste m fo rprope r performance , f~ r- • *r«- , « e —
(1.1.2)—I f th o front catalys t i s a smal l volum o catalyst (se e (b)(1.2.2)) , th o diagnosti csyste m ohal l als o monito rth e nex

t catalys t downstrea m o f th e smal l volum o cotalys t eithe rindependentl y of , o r(ifth e condition s i n sectio n (1.1.1 ) ar e met) i n combinatio n with , th csmal l volum e catalyst . (1 A.3) rManufacturer

s ma ysubmi t othe rm^ltoTln^stratdgrcs ; oubjec t t o Executive Office rapproval; " base d o n equa l timelines s an d reliabilit yi n detectin g a catalys t malfunctio n a s th09 e requirements . (1.1.4)—Non-LEVs : Th o diagnosti csyste m shal l monito rthecatalys t syste m fo rprope rperformance
. ^_ LLL21 J/lanufacturer s arejnot reouiredj o implemen t thgs e catalyst monitorin g requirements o n

dieseTvehicle's ; an d engines . (1.2 ) Malfunctio n Criteria : (1.2.1 ) LEVs : Eac h monitore d catalyst , o rcombinatio n of catalysts , shal l b e considere d malfunctionin g whe n ovorog c Federa l Test Procedur e (FTP ) tota l hydrocarbo n (HG ) conversio n efficienc

yfall s betwee n 5 0 t o 6 0 percent . Th o efficienc ydeterminatio n ohol l b o boso d o n a n FT P test wherei n a malfunctio n i s note d whe n th ccumulotivo total H C emission s measure d a

t th o outlet ofth e monitore d catalyat(s ) i s more tha n 4 0 to 5 0 percen t o f th e cumulative tota l engine-ou t emission s measure d a t th e inle t o f th e cotalyst(3)
. I n addition , i f a front catalyst i s monitore d i n combinatio n wit h a downstrea m catalyst , th e front catalys t shal l be considere d malfunctionin g whe n it s efficienc yha s deteriorate d betwee n 4 0 to 5 0 percen t fro m it s 400 0 mil e averag e FT P tota l H C efficiency
. Th e catalys t syste m shal l b e considere d malfunctionin g whe n it s conversio n capabilit ydecrease s t o th e poin t that eithe ro f th e followin g occurs : 1 . Non-Methan e Hydrocarbo n (NMHC
. emission s excee d 1. 5 time s th e standard , o r2 . th e averag e Federa l Tes t Procedur e (FTP
. NMH C conversio n efficienc yo f th e monitore d catalys t o rcatalyst s fall s belo w5 0 percent . Wit h respec t t o th e


# / Z - 

# •P. M

medium-dut

yvehicl e operatin g condition s betwee n 2 0 an d 5 0 mp h stead yspee d condition s wit h a loa d equivalen t t o 5 0 percen t o f th e maximu m load carryin g capacity , (ii ) tak e n o mor e tha n a 2 0 secon d interva l t o determin e bot h tha t th e vehicl e i s operatin g i n a prope rwindow t o perfor m th e chec k

an d t o actuall yperfor m th e check , an d (iii ) be conducte d a t th e earlies t suc h conditio n encountere d afte rth e beginnin g of closed-loo p operatio n fo reac h drivin g cycle . Performance o f th e chec k ma ybe delaye d afte rengin e startu p unti l stabilize d coolan t temperature i s achieve d and/o ra suitabl e cumulative tim e Interva l o f non-close d throttl e vehicl e operatio n ha

s elapse d t o ensur

e th e catalyst i s warmed-u p fo rproperl yperformin g th e monitorin g check . Th e specifie d cumulative tim e interva l shal l begi n fro m th e firs t non-close d throttl e operatio n eithe rafte rachievin g a stabilize d coolan t temperature o rafte r engin e startin g an d shal l not excee d 180 seconds . Thes e monitorin g constraint s an d condition s ma

ybe altered , subjec

t t o Executiv

e Office rApproval . Suc h approva l shal l b e

.. Vnm ^.-,-*,-^ 9 ^ e ^ Uln ^ra^»-^Q-a^ fo rth e exceptio n an d demonstrate s tha t th e requeste d alteratio n woul d yiel d improve d catalys t monitoring . "Reasonabl ysteady " spee d interva l i n thi s instance mean s a 2 0 secon d perio d where al l acceleration s an d deceleration s are of a n averag e magnitud e equivalen t t o 0. 5 mph/secon d o rles s ove ranytwo secon d interva l durin g thi s period . Th e manufacture r 

### J5SL2S2!tS_2SS!^ ^ vehicl e exceed s th e spee d o racceleration/deceleratio n tolerance s befor e th e en d of th e checkin g interval . Th e manufacture rma ybas e performance of th e catalys t chec k upo n engin e RP M an d toa d condition s equivalen t t o th e above monitorin g conditions . I f a manufacture rdevelop s a mean s o f monitorin g catalyst efficienc ywhic h cannot utiliz e a ...stead^jtateuroo.Ditoj ^

• —-— > ~ - warmup) , i t ma

ypresen t a monitorin g proposa l t o th e Executive Office rfo rapprova l base d o n equivalen t accurac

yan d timelines s as th e stead ystat e monitorin g protoco l i n detectin g a malfunctionin g catalyst . «i*T«*.<'V>*1.( *

(1.4 ) MI L Illuminatio n an d Fault : Cocle ' Storage : "'* * "" " " " * """"""" " (1.4.1 ) Except a s note d below , upo n detectio n o f a catalys t malfunction , th o diagnosti csyste m shal l store Q fault cod e on d th o MIL-shal l bo illuminate d n o late rtha n th e en d o f th o fiox t tri p i f th o malfunctio n i s agai n present , upo n detectio n o f a catalys t malfunction , th e MI L shal l illuminat e an d a faul t cod e store d n o late rtha n th e en d o f th e nex t drivin g cycl e durin g whic h .monitorin g occur

s provide d th e malfunctio n i s aoai n present . . _. . . _. . (1.4.2 ) Fo rstead ystat e catalyst efficienc ychecks , upo n detectio n o f catalyst efficienc ybelo w6 0 percent , th e diagnosti csyste m ma yperfor m u p t o tw o successive monitorin g check s prio rt o informin g th e vehicl e operato rof a malfunction
. Thes e monitorin g check s nee d not occu ro n th e sam e drivin g cycle , bu t shal l b e performe d as soo n a s prope rmonitorin g condition s occur . I f catalys t efficienc yremain s belo

w6 0 percen t fo rth e thre e sequentia l checks , a faul t cod e shal l b e store d an d th e MI L shal l the n b e activated . (1.4.3 ) Th e diagnosti csyste m shal l temporaril ydisabl e catalyst monitorin g whe n a malfunctio n exist s whic h coul d affec

t th e prope revaluatio n o f catalyst efficiency
. (1.4.4 ) Th e monitorin g metho d fo rth e catalyst(s ) shal l b e capabl e o f detectin g whe n a catalys t troubl e cod e ha

s bee n cleare d (except diagnosti csyste m self-clearing) , bu t th e catalys t has not bee n replace d (e.g. , catalyst overtemperatur e approache s ma

ynot b e acceptable)
. (2.0 ) HEATE D CATALYST MONITORIN G

/ >P.1 5

jurMflno****"* - «o»*»«tJ«fw*'"«Mt n «*««#.IK I

(2.4.1 ) Upo n detectio n of a catalyst heatin g malfunction , th cdiognosti c syste m shel l store a faul t cod e an d th e MI L shal l be illuminate d n o late rtha n th e en d o f th cnex t tri p i f th cmolfunctio n i s agai n presen t th e MI L shal l illuminat e an d a faul t cod e store d n o late rtha n th e en d o f th e nex t drivin g cycl e provide d th e malfunctio n i s agai n present . (2.4.2)—Fo rhoato d catalyst efficienc ymalfunctions , th o MI L shal l be illuminated , on d a faul t cod e store d accordin g t o sectio n (b ) (1.4)
. (3.0 ) MISFIR E MONITORIN G (3.1 ) Requirement : Th e diagnosti csyste m shal l monito rengin e misfire an d shal l identif yth e specifi c cylinde rexperiencin g misfire
. I f mor e tha n on e cylinde ri s misfiring , a separat e cod e shal l indicat e i s optional , however , identifyin g onl yon e misfirin g cylinde rshal l no t occu rwhe n a multipl e misfir e cod e i s stored)
. (3.2 ) Malfunctio n Criteria : Th e manufacture rshal l specif yi n th e documentatio n provide d fo rcertificatio n ,_j^e»s.gb.sect!©n4g).and.(ii ^ necessar yfo rdeterminin g a malfunctio n fo reac h o f th e condition s liste d below . (A ) Th e percen t misfire evaluate d i n 20 0 revolutio n increments fo reac h engin e spee d an d loa d conditio n whic h woul d resul t i n catalyst damage . Th e manufacture rshal l submi t i n th e \ '-^ertificatien-doeumentation-catalysttemperature^data^ersus-percen t misfire"overth e full — ~ ' rang e o f engin e spee d an d loa d conditions . Th e dat a shal l b e obtaine d from a representative cros s sectio n of a manufacturer' s engin e offering s from smal l t o larg e displacements . U p t o thre e suc h engin e evaluation s shal l b e documente d pe rmanufacturer , thoug h a manufacture rma

ysubmi t mor

e dat a i f desired . A n engineerin g evaluatio n shal l b e provide d ^ ^ fo restebjishin g rngfunptipn crite ^ produc t line . Th e Executive Office rshal l waive th e evaluatio n requiremen t eac h yea rif , i n th e judgmen t ofth e Executive Officer , technologica l change s d o no t affec t th e previousl y determine d malfunctio n criteria ; (B ) Th e percent-misfire evaluate d i n 1000 revolutio n increments whic h woul d caus e emission s fro m a durabilit

ydemonstratio n vehicl e t o excee d 1.5 time s an yof th e applicabl e FT P

_ „ _—standards-i f th e degre e of misfire-wer e presen t from th e beginnin g o f th e test . I f th e leve l of misfire determine d unde rthi s requiremen t i s significantl ylowe rfo ra n LE V a s oppose d t o a Non-LE V wit h a simila rengin e design , th e manufacture rma yrequest approva l from th e Executive Office rt o us e a highe rpercentag e o f misfir e as th e malfunctio n criteri a fo rth e LEV , not t o excee d th e leve l of th e Non-LEV . Fo rth e purpos e o f establishin g th e percen t misfire , th e manufacture rshal l conduc t th e demonstratio n test(s ) wit h th e misfire event s occurrin g a

t equall yspace d complet e engin e cycl e intervals , acros s randoml yselecte d cylinders throughou t eac h 1000 revolutio n increment . However , th e percen t misfire establishe d shal l be applicabl e fo ran ymisfir e conditio n (e.g
. random , continuous , equall y spaced , etc. ) fo rth e purpos e of identifyin g a malfunction
. Thi s criterio n shal l b e use d fo ral l

. . . vehicle s wit h engine s containin g th e sam e numbe ro f cylinder s as th e demonstratio n vehicle . Th e numbe rof misfire s i n 1000 revolutio n increments whic h was determine d fo rth e durabilit y demonstratio n vehicl e malfunctio n criterio n ma yb e use d t o establis h th e correspondin g percen t misfire malfunctio n criteri a fo rengine s wit h othe rnumber s o f cylinders . Th e malfunctio n criteri a fo ra manufacturer' s produc t lin e shal l b e update d whe n a ne wdurabilit

y demonstratio n vehicl e i s teste d whic h indicate s mor e stringen t criteri a ar e necessar ytha n previousl yestablishe d t o remai n withi n th e above emissio n limit ;

. 

# HP.1 6

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• -; » ^*c.;^ct»v^.-.wpi v...*• - asr c • • positiv e torqu e manifol d vacuu m - 4 inche

s Hg r>o-,£v>!f*C3' s v'**w**"<*.tff«'*e«^vi9&gwj^ ^ *__..i.^i!^w5v<^r*i l 9 D positiv e torquefneutaO^^^^^.^g ^ j^-ry^c'^-mnirr-. t »i'-ar.'^*v«iMCS'**'-TV. " . cptRwX^ ^ ^jSJBJI&'ErfCfcfcB*.. ' •. «ST^7-JS*s>-«-3.^-*p-vc' J P ' **>3^.^? :

Idle 100

0 2000 3000 . 400 0

Engin e Spee d . 5000 redlin e •***«_., - ".**_, . .

octaotMtr'''*^.'-' - >»c* - < (3.4 ) MI L Illuminatio n an d Faul t Cod e Storage : 

### (3.4.1 )

(3.4.2 )

(3.4.3 ) Except a s provided below , upo n detectio n ofth e leve l o f misfir e specifie d i n subsectio n (3.2 ) ' (A) , th e MI L shal l blin k onc e pe r secon d duringTctulllhi^fir e TOnditiohs~ancl>emain continuousl y illuminated otherwise . I n vehicle s whic h provid e fue l shutof f an d defaul t fue l contro l to preven t overfuelin g durin g misfir e conditions , th e MI L nee d no t blin k an d ma y instea d illuminat

e continuousl y upo n detectio n o f misfir e provided that th e fue l shutof f an d defaul t contro l shal l b e activate d a s soo n a s misfir e i s detected . Fue l shutof f an d defaul t fue l contro l ma

y b e deactivate d onl y to permi t fuelin g outsid e o f th e misfir

e range . Upo n detectio n o

f th e misfir

e level s specifie d i n subsectio n (3.2 ) (B ) o r (C) , th e MI L shal l b e illuminate d an d a faul t cod e store d n o late r tha n th e en d o f th e nex t drivin g cycl e i n whic h misfir e i s detected , unles s drivin g condition s simila r to thos e unde r whic h misfir e wa s originall y detecte d have bee n encountere d (se e sectio n (3.4.3) ) withou t a n indicatio n o f misfire , i n whic h cas e th e initia l temporar y cod e an d store d condition s ma y b e erased.. . Furthermore , if simila r drivin g condition s ar e no t encountere d durin g 8 0 trip s subsequen t to th e initia l detectio n o

f a malfunction , th e initia l temporar y cod e an d store d condition s ma y b e erased . Upo n detectio n o

f misfire , manufacturers shal l stor e th e engin e speed , load , an d warm-u p statu s (i.e. , col d o r warmed-up ) unde r whic h th e firs t misfir e even t wa s detected . A tri p o r drivin g cycl e shal l be considere d to hav e simila r condition s if th e store d engin e spee d condition s ar e encountere d withi n 37 5 rpm , loa d condition s withi n 1 0 percent , an d th e sam e warm-u p statu s i s present . Wit h Executiv e Office r approval , othe r strategie s fo r determinin g if simila r condition s have bee n encountere d ma y b e employed . Approva l shal l b e base d o n comparabl e timelines s an d reliabilit y i n detectin g simila r conditions .

/ > 'P.1 7

)»:» > (VHJ J W;*i«J*«a*t.l7v. . nar^9.KfUL..9*t99' syste m excludin g th e tubin g an d connection s betwee n th e purg e valve an d th e intak e manifold
. (4.2.2 ) Beginnin g wit h th e 1998 mode l year , manufacturer s shal l phase-i n diagnosti cstrategie s t o detec t syste m leak

s greate rtha n o requa l i n magnitud e to a lea k cause d b ya 0.02 0 inc h diamete rorifice
. Th e phase-i n percentage s (base d o n th e numbe ro f evaporative families ) shal l equa l o rexcee d 5 0 percen t forth e 1998 mode l year . 7 5 percen t fo rth e 199 9 mode l year , an d 10 0 percen t implementatio n fo rth e 200 0 mode l year , Smal l volum e manufacturer s shal l not b e subjec

t t o th e phase-i n requirements : however . 100 percen t implementatio n shal l b e reouire d fo r200 0 mode l vear . (4.2.3 ) O n vehicle s wit h fue l tan k capacit ygreate rtha n 2 5 gallons , th e Executive Office rshal l revis e ihe fsize.ot,the.orifice.if.;the.mo^^ ^ syste m lea k

of tht s th g magnitude s indicate d above . (4.3 ) Monitorin g Conditions : Th cmonitorin g syste m shal l monito rth covaporativ o syste m ot least onco pe rtrip . Manufacturer

s shal l defin e appropriat e operatin g condition s fo rmonitoring , subjec t t o th e liTMtetionJJhjaUhe_moj

^ shal j be^nqountere d at.least once duringJhe-first-engin e "star t portio n o

f th e applicabl e FT P test . Th e monitorin g syste m shal l operat e a t leas t once pe r drivin g cycl e durin g whic h th e manufacturer-define d monitorin g condition s ar e met . However , monitorin g condition s ma ybe furthe rconstraine d wit h respec t t o detectin g leak

s equivalen t t o a 0.02 0 inc h diamete rorifice , subjec t t o Executive Office rapproval , o n th e basi s that th e monitorin g \ condition s will.be.reasonabiy.HQCcurrin Q Jnr.use..and^>p&vided.that4hcheck-fo rleak s equa l orareater• - i n magnitud e tha n a 0.040 inc h orific e wil l continu e t o be conducte d a t least once pe rdrivin g cycl e a s indicate d above . Subjec t t o Executiv

o Office rapproval , i f performance of th o chec k cause s vehicle s t o excee d applicabl e emissio n standard s whe n usin g th e best availabl e technology ; manufacturer

s ma yperfor m evaporative syste m monitorin g durin g a steady-spee d condition , a s define d i n sectio n (b ) (1.3.2) , betwee n 2 0 an d 5 0 mph . ."-.JB.- V ,*.<ie3tXL.>' » (4.4 ) MI L Illuminatio n an d Faul t Cod e Storage : (4.4.1 ) Upo n detectio n o f a n evaporative syste m malfunctio n o ra malfunctio n that prevent s completio n of.a n evaporative syste m check , th e MI L shal l illuminat e an d a faul t cod e shal l b e store d n o latertha n th e en d o f th e nex t drivin g cvcl e durin g whic h monitorin g occur s provide d {h e malfunctio n i s agai n present , the-diagnosti o syste m shal l stor e a faul t cod e on d th e MI L shal l illuminat e n o late rtha n th o on d o f th o nex t tri p i f th e molfunotio n i s agoi n detected , (4.4.2 ) I f th e diagnosti csyste m i s capabl e of discernin g that a syste m lea k i s bein g cause d b

ya missin g o rimproperl ysecure d fue l cap , th e manufacture rma ynotif yth e vehicl e operato r throug h th e us e o

f a n indicato rligh t othe rtha n th e MIL . Th e manufacture ri s not require d t o store a fault cod e i n thi s case . Th e indicato rligh t shal l confor m t o th e requirement s outline d i n sectio n (a ) (1.1 ) fo rlocatio n an d illumination . A s anothe roption , th e manufacture rma y extinguis h th e MIL , provide d n o othe rmalfunction s hav e bee n detected , an d ma yeras e th e faul t cod e correspondin g t o th e proble m onc e th e on-boar

d diagnosti csyste m has verifie d that th e fue l ca p specificall yha s bee n securel yfastened. Othe requivalen t strategie s shal l b e considere d b

yth e Executive Officer
. (5.0 ) SECONDAR

Y AI R SYSTE M MONITORIN G (5.1 ) Requirement : An yvehicl e equippe d wit h anyfor m of secondar yai rdeliver

ysyste m shal l hav

e th e diagnosti csyste m monito rth e prope rfunctionin g o f (i ) th e secondar yai rdeliver

ysyste m an d (ii ) an yai rswitchin g valve . 1 1



# /f rP.1 8

i >C* * *J^*:«<» ^ • •rfK' * W » «_«..*s * cycl e durin g whic h monitorin g occur s provide d th e malfunctio n i s agai n present . Th e diagnosti c syste m shal l no

t clea ra faul t cod e an d th e MI L shal l no t tur n of f unles s th e lea k

ha s bee n corrected . (7.0 ) FUE L SYSTE M MONITORIN G (7.1 ) Requirement : Th e diagnosti csyste m shal l monito rth e fue l deliver ysyste m fo rit s abilit

yt o provid e complianc e wit h emissio n standards . (7.2 ) Malfunctio n Criteria : Th e manufacture rshal l establis h malfunctio n criteri a t o monito rth e fue l deliver ysyste m suc h that a vehicle' s emission s woul d no t excee d 1. 5 time s an yofth e applicabl e FT P standard s befor

e a faul t i s detected . I f th e vehicl e i s equippe d wit h fue l tri m circuitry , th e ffiiLn,ula£tuce^ ha s use d u p al l of th e tri m adjustmen t allowe d withi n th e manufacturer' s selecte d limit(s)
. Manufacturer

s ma ycompensat e th e criteri a limit(s ) appropriatel yfo rchange s i n altitud e o rfo r temporar yintroductio n of larg e amounts of purg e vapo ro rfo rothe rsimila ridentifiabl e operatin g condition s whe n theyoccur . »*«jci«tf"crT.:.ri'Er"- " \ ':i «.*« ; ZL. ' ••a.":?" * **•• " UJHTEF•!••"* • -HS.~« t-i'xry**^-- . . (7.3 ) Monitorin g Conditions : Th e fue l syste m shal l be monitore d continuousl yfo rth e presence of a malfunction
. (7.4 ) MI L Illuminatio n an d Faul t Cod e Storage : (7.4.1 ) Fo rfue l system s wit h short-ter m tri m onl ycapability , th e diagnosti csyste m shal l store a fault cod e afte rth e fue l syste m ha s attaine d th e criteri a limi t fo ra manufacturer-define d tim e interva l sufficien t t o determin e a malfunction
. I f th e malfunctio n criteri a limi t an d tim e interva l are exceeded , th e MI L shal l b e illuminate d an d a fault cod e store d n o late rtha n th e en d o f th e nex t drivin g cycl e i n whic h th e criteri a an d interva l ar e agai n exceeded , unles s drivin g

- - •- - -- - ^condition s similartd ' thos e 'unde rwhic h th(_Tprobfem*wa1s IbTiginaTl y encountere d (se e sectio n (7.4.3) ) withou t suc h a n exceedance , i n whic h cas e th e initia l temporar ycod e an d store d condition s ma yb e erased . Furthermore , i f simila rdrivin g condition s ar e not encountere d durin g 8 0 trip s subsequen t t o th e initia l detectio n o f a malfunction , th e initia l temporar ycod e an d store d condition s ma ybe erased . (7.4.2 ) Fo rfue l system s wit h long-ter m fue l tri m capability , upo n attainin g a long-ter m base d malfunctio n criteri a limi t independen t of , o ri n combinatio n with , th e short-ter m tri m syste m status , th e MI L shal l be illuminate d an d a faul t cod e store d n o late rtha n th e en d ofth e nex t tri p drivin g cycl e i n whic h th e malfunctio n i s agai n detected , unles s drivin g condition s simila r t o thos e unde rwhic h th e proble m was originall ydetecte d have bee n encountere d (se e subsectio n (7.4.3) ) withou t a n indicatio n o f a malfunction , i n whic h cas e th e initia l temporar y cod e an d store d condition s ma yb e erased . Furthermore , i f simila rdrivin g condition s are not encountere d durin g 8 0 trip s subsequen t to th e initia l detectio n of a malfunction , th e initia l temporar ycod e an d store d condition s ma yb e erased . (7.4.3 ) Upo n detectio n o f a fue l syste m malfunction , manufacturer s shal l store th e engin e speed , load an d warm-u p statu s (i.e. , col d o rwarmed-up ) unde rwhic h th e malfunctio n wa s detected . Atri p o rdrivin g cycl e shal l be considere d t o hav e simila rcondition s i f th e store d engin e spee d i s encountere d withi n 375 rpm , loa d condition s withi n 1 0 percent , an d th e sam e warm-u p statu s i s present . Wit h Executiv e Office rapproval , othe rstrategie s fo r determinin g i f simila rcondition s hav e bee n encountere d ma

ybe . employed . Approva l shal l be base d o n comparabl e timelines s an d reliabilit yi n detectin g simila rconditions . 1 3



# > 7P.1 9

(8.3.1 ) Fo rprimar

yoxyge n sensor(s ) use d fo rfue l control , th e respons e rat e an d outpu t voltag e shal l b e monitore d fo rmalfunctio n befor e th e en d o f th e firs t idl e perio d afte rth e vehicl e has commence d closed-loo p operation , i f th e necessar ycheckin g conditio n fo racceptabl e oxyge n sensor(s ) performance ha s bee n encountered . Th e performance o f th e senso rca n onl yb e judge d acceptabl e b yon e o rmor

e o f th e followin g means : withi n an y2 0 secon d reasonabl ystead yspee d conditio n a s define d i n (b ) (1.3.2) , withi n an ydeceleratio n of 3 second s o rmore , o rdurin g th e firs t idl e perio d o f at leas t 2 0 second s afte rclose d loo p operatio n begin s (i.e. , no t durin g a n acceleratio n condition) ; no t withstanding , unacceptabl e performance ca n be determine d a t anytime . Othe rmonitorin g condition s ma yb e use d provide d th e manufacture rprovide s a monitorin g strateg yan d supportin g dat a showin g equivalen t monitorin g reliabilit yan d timelines s i n detectin g a malfunctionin g senso r compare d t o th e above monitorin g condition s an d th e Executiv e Office rapproves . . » . • « tn,«»_^>n n v.<iar*-»«<B_n4H)'.-<Mm > «_».»ra__r«*.^«« ^ •-»i*BB»-^ ^ *K».m* ~f*V-, j»«y%s»»^^i»-«». : •

t_ i -z-- -a**?.*- - (8.3.2 ) Fo rsecondar yoxyge n sensor

s use d fo rcatalyst monitorin g and/o rfue l syste m trim , th e manufacture rshal l defin e appropriat e operatin g condition s fo rrespons e rat e and/o routpu t voltag e malfunctio n monitorin g shal l b o monitore d fo rmalfunction , subjec t t o th e limitatio n that th e monitorin g condition s shal l be encountere d at least once durin g th e firs t engin e star t portio n of th e applicabl e FT P test . Th e monitorin g syste m shal l operat e a t least onc e pe r drivin g cycl e durin g whic h th e manufacturer-define d monitorin g condition s ar e met eef-trip
. (8.3.3 ) Fo rheate d oxyge n sensors , th e manufacutre rshal l defin e appropriat e operatin g condition s . fonpalfunctiqn monitorin g o f th e heate rcircui t ahal l •bc.monitored.fo rmalfunction-subject t o i th e limitatio n that th e monitorin g condition s shal l b e encountere d a t leas t once durin g th e firs t engine-star

t portio n of th e applicabl e FT P test . Th e monitorin g syste m shal l operat e a t least onc e pe rdrivin g cvcl e durin g whic h th e manufacturer-define d monitorin o condition s ar e met peHrip .

- - ^ (8:4)" " MI L Illuminatio n an d Faul t Cod e Storage : Upo n detectio n o f aWyoXyg'eiTserTso rmalfunction , th e diagnosti csyste m shal l stor e a faul t cod e an d th e MI L shal l illuminat e n o late rtha n th e en d of th e nex t tri p i f th cmalfunctio n i s agai n presen t drivin g cycl e durin g whic h monitorin g occur s provide d th e malfunctio n i s agai n present . (8.5 ) Othe r(non-lambda ) Oxyge n Sensors : . "~ * ~i(8.5.1) " Fo rvehicFe s equippe d wit h universa l exhaus t gas oxyge n sensor

s (i.e
. sensor

s whic h provid e a n outpu t proportiona l t o exhaust ga s oxyge n concentration) , th e manufacture rshal l defin e appropriat e operatin g condition s fo rth e diagnosti csyste m shal l provid e t o perfor m a respons e rat e chec k

(th e tim e require d to respon d t o a specifi cchang e i n fuel/ai rratio),
. subjec t t o th e limitatio n that th e monitorin g condition s shal l b e encountere d a t leas t onc e durin g th e firs t engin e star t portio n ofth e applicabl e FT P test . Th e monitorin o syste m shal l operat e a t least once pe rdrivin g cycl e durin g whic h th e manufacturer-define d monitorin o condition s ar

e met , pe rtri p an d a n Th e diagnosti csyste m shal l als o perfor m a n out-of-rang e chec k fo rwhic h monitorin g shal l be continuous . Fo rmalfunctions , MI L illuminatio n an d fault cod e storag e shal l b e as i n (8.4)
. (8.5.2 ) I f a manufacture rutilize s othe rtype s o f oxyge n sensors , th e manufacture rshal l submi t a monitorin g pla n t o th e Executive Office rfo rapprova l base d o n equivalen t monitorin g wit h conventiona l sensors . (9.0 ) EXHAUST GAS RECIRCULATIO N (EGR ) SYSTE M MONITORIN G 1 5 

# yrP.2 0

(P)(C ) Th e coolan t temperatur e senso rshal l b e monitore d fo rachievin g a stabilize d minimu m temperature leve l whic h i s neede d t o achiev e closed-loo p operatio n withi n a manufacturer-specifie d tim e interva l afte rstartin g th e engine . Th e Executive Office rshal l allowdisablemen t o f thi s chec k unde rextremel ylo

wambien t temperature condition s provide d a manufacture rsubmits data demonstratin g non-attainmen t of a stabilize d minimu m temperature . (10.1.2 ) Outpu t Components : (A) Th e diagnosti csyste m shal l monito routpu t component s fo rprope rfunctiona l respons e t o compute rcommands , fo rprope rfunctiona l respons e t o eac h computo rcommand , an ypowertrai n outpu t component/syste m receivin g command s from th e compute rcithe rdirectl yo rindirectl y above monitorin g requirements . (B ) Components fo rwhic h functiona l monitorin g i s no t feasibl e shal l b e monitored , a t a minimum , fo r prope rcircui t continuit

yan d ou t of rang e values , i f applicable . (C ) Outpu t components ma yinclude , bu t ar

e no t limite d to , th e automati cidl e spee d motor , emission-relate d electroni conl ytransmissio n controls , heate d fue l preparatio n systems , thewait to-star t lam p o n diese l applications , an d a warmu p catalyst bypas s valve (se e sectio n (b ) (10.5)) , i

.. . .I 10 ?)J^alfanctionJ^riteria L

.. - ' JJ
- --*:_
- r

-x. . (10.2.1 ) Inpu t Components : Inpu t components/system s shal l b e considere d malfunctionin g when ,

at a minimum , lac k

of circui t continuit

yo rmanufacturer-specifie d out-of-rang e value s occur . Additionally , th e coolan t temperatur e senso rshal l b e considere d malfunctionin g i f i t doe s not achieve a stabilize d minimu m temperatur e necessar

yfo rclosed-loo p operatio n "" " ' within~ a mariufacturer-sp'ecifig d tim e intervalIffirsfart ^ " shal l be a functio n of startin g engin e coolan t temperatur e and/o ra functio n o f intak e ai r temperature . Manufacturer s shal l provid e data t o suppor t th e time s specified
. (10.2.2 ) Outpu t Components : Outpu t components/system s shal l be considere d malfunctionin g

when. e prope rfunctiona l respons e t o eee h compute rcommand s doe s not occur . Shoul d a Junctiona l cjiedcformajfancji o b e considere d malfunctionin g when , a t a minimum , lac k

of circui t continuit

yo r manufacturer-specifie d out-of-rang e value s occur . (10.3 ) Monitorin g Conditions : Compononts/systom s i n thi s subsectio n shal l bo monitore d continuously . (10-3.1 ) Inpu t Components : Inpu t components shal l be monitore d continuousl vfo rprope rrang e of

value s an d circui t continuity . Fo rrationalit ymonitorin g (wher

e applicable) , manufacturer s shal l defin e appropriat e operatin g condition s durin g whic h monitorin g shal l occur , subjec t t o th e limitatio n that th e monitorin g condition s shal l b e encountere d a t leas t onc e durin g th e firs t star t engin e portio n o f th e applicabl e FT P test . Rationalit ymonitorin o shal l occu ra t leas t once pe rdrivin g cvcl e durin g whic h th e manufacturer-define d monitorin o condition s aESJDS L (10,3,2 ) Outpu t Components : Monitorin g fo rcircui t continuit yan d prope rrane e o f value s (i f applicable ) shal l be conducte d continuously . Fo rfunctiona l monitoring , manufacturer s shal l defin e appropriat e operatin g condition s durin g whic h monitorin o shal l occur , subjec t t o th e limitatio n tha

t th e monitorin g condition s shal l be encountere d a t least once durin g th e 1 7

. / *P.2 1

;r.»nni*T'ii>»-jv.X'W » VM-WI*-*** ? cod e syste m (e.g
. EEPROM ) shal l includ e prove n write-protec t feature s whic h ma

yinclud e copyrightabl e executabl e routine s o rothe rmethods . (e ) READINESS/FUNCTIO N COD E I f a ful l diagnosti cchec k (i.e. , th e minimu m numbe rof check s necessar yfo rMI L illumination ) of al l monitore d components an d system s ha s no t bee n complete d since th e compute rmemor ywa s last cleared , th e manufacture rshal l store a cod e indicatin g th e nee d fo radditiona l mixe d cit

yan d highwa

ydrivin g t o complete th e check . Th e cod e shal l b e store d i n th e format specifie d b

ySA E J197 9 whic h i s incorporate d b yreference i n sectio n (k)(2.0)
. Th e diagnosti c syste m chec k

fo rcontinuou s monitorin g of misfir e an d fue l syste m fault s shal l b e considere d complet e fo rpurpose s o f determinin g th e readines s indicatio n i f malfunction s are no t detecte d i n thes e area s b y th e tim e al l othe rdiagnosti csyste m check s ar e complete . I f monitorin g i s temporaril ydisable d unde r condition s whic h ma

ylead t o fals e code s fo ranysystem , that chec k shal l not b e considere d i n ,d.e.terj£Jflins,dLaanj?. ^ acknowledg e messag e indicatin g that th e diagnosti csyste m itsel f i s functionin g properly . *ijJ^J5-*£-*».•*•'• = (f) STORE D ENGIN E CONDITION S Upo n detectio n of th e firs t malfunctio n of an ycomponen t o r system , "freez e frame" engin e condition s presen t a t th e tim e shal l b e store d i n compute rmemory . Shoul d a subsequen t fue l syste m o rmisfir e malfunctio n occu ran ypreviousl ystore d freez e fram e condition s shal l b e replace d b yth e fue l syste m o rmisfir e condition s (whicheve roccur s first)
. Store d engin e condition s shal l include , bu t ar e no t limite d to , calculate d load value , engin e RPM , fue l tri m

. value(s) , fue l pressure (i f available) , vehicl e spee d (i f available) , coolan t temperature , intak e manifol d pressur e (i f available) , closed - o ropen-loo p operation , an d th e faul t cod e whic h cause d th e data t o b e ..-.,.-,,stg/ed.^hej ^

x . repair s fo rfreez e fram e storage . Onl yon e frame o f data i s required . Manufacturer s ma yat thei r discretio n choos e t o stor

e additiona l frame s provide d tha t a t least th e require d fram e ca n be rea d b ya generi csca n too l meetin g SA E specification s establishe d i n SA E Recommende d Practice s o n "OB D I I Sca n Tool " (J1978) , Marc h 1992 , an d "E/ E Diagnosti cTest Modes " (J1979) , Decembe r1991 , whic h are incorporate d b

yreference herein . Ifth e faul t cod e causin g th e condition s t o b e store d i s erase d i n ' accordanc e wit h sectio n (c) ' (3. 0)rthe storeiTerigfrie^ori'ditio ^ (g ) DURABILIT

Y DEMONSTRATIO N VEHICL E (1.0 ) REQUIREMEN T Eac h yea ra manufacture rshal l provid e emissio n tes t dat a obtaine d fro m a

. certificatio n durabilit

yvehicl e fd ron e engin e famil ycertificatio n durabilit yvohiel o that has not bee n u s ^ previousl yfo rpurpose s o f thi s section . I f a manufacutre rdoe s no t have a certification
. durabilit yvehicl e availabl e whic h i s suitabl e fo rthi s demonstration , Tth e Executive Office rshal l permi t a manufacture rt o satisf ythi s reouiremen t wit h waive thi s requiremen t i f a manufacture r doe s not hav

o a certificatio n durabilit

yvehicl e availabl e whic h i s suitabl e fo rthi s demonstratio n i n a give n year , provide d a manufacture rsubmits othe rdat a fro m a representative hig h mileag e vehicl e o rvehicle s (o ra representative hig h operating-hou rengin e o rengines ) acceptabl e t o th e Executive Office rt o demonstrat e that malfunctio n criteri a are base d o n emissio n performance
. Th e Ai rResource s Boar

d (ARB ) shal l determin e th e demonstratio n vehicl e engin e famil yt o b e demonstrated . Eac h manufacture rshal l notif yth e Executive Office rprio rt o runnin g a Californi a durabilit yvehicl e i n orde rt o allowpossibl e selectio n as th e demonstratio n vehicl e for a give n mode l yea runles s a vehicl e ha s previousl yboo n chose n fo rth e give n mode l yea rapplyin g fo r certificatio n of th e engine s familie s planne d fo ra particula rmode l yea ri n orde rt o allowselectio n o f th e engin e famil yt o be demonstrated . Demonstratio n tests shal l b e conducte d o n th e certificatio n durabilit

yvehicl e o rengin e a

t th e en d of th e require d mileag e o roperating-hou r accumulation . Fo rnon-LEVs , unti l a NO xstandar d applicabl e fb rmor

e tha n 50,00 0 mile s i s establishe d i n California , th e federa l 50,00 0 to 100,00 0 mil e NO xstandar d shal l b e use d fo r demonstratio n purposes . 1 9 

# JO

.(2.6 ) Catalyst Efficiency :

(2.6.1 ) Non-LEVs : Th e manufacture rshal l conduc t a baselin e FT P test wit h a representative 400 0 mil e catalyst followe d b yon e FT P demonstratio n test usin g a catalyst syste m deteriorate d t o it s malfunctio n limit . I f a manufacture ri s employin g a stead ystat e catalys t efficienc ychec k i n accordance wit h sectio n (b ) (1.2.4) , demonstratio n of th e catalys t monitorin g syste m i s no

t required . (2.6.2 ) LEVs : Th e manufacture rshal l conduc t a catalys t efficienc

ydemonstratio n usin g a catalys t syste m deteriorate d t o with m th e malfunctio n criteria . I f tw o 3ub9tratc s ar o integrate d int o th o som e container , onl yth o upstrea m substrat e shal l b e deteriorate d fo rth o demonstration. - „u_ w.-

_.••-i*»_«(#<_<s*»__*».*i>ii*»*.'*>« , s f t ^ ^ «•»-»«-« •««»,^>r««Ba»«a»#~'a»»-^e»"«>MjaBano » ..--a»^>»e<^7««»taf3r»ia«l«a»a3» « .-,«KK*»-M»**.-..„-_BM»._~.-M«»«_ 0 ,»» <

(2.7 ) Heate d Catalys t Systems : Fo rheate d catalyst system s that us o a n afte rstar t heatin g strategy ; t Th e manufacture rshal l conduc t a demonstratio n test wher e th e designate d heatin g temperature i s reache d at th e tim e limi t fo rmalfunctio n afte rengin e starting . ~~^r8)^~Mar^aetureraTMay^ectron.eatty^ ^ — vehicl e contro l uni t modification s whe n performin g demonstratio n tests . Al l equipmen t necessar y t o duplicat e th e demonstratio n tes t must b e mad e availabl e t o th e AR B upo n request . (3.0 ) PRECONDITIONIN G Th e manufacture rshal l us e th e firs t engin e star t portio n o f on e applicable ; "FT P cycl e 15"nrr¥eo"rtd1tlo*rirrtg"beW^eaCh~o f thVab^v¥^rnissiorTfesB"
. "I f a manufacturerca n demonstrat e that additiona l preconditionin g i s necessar yt o stabiliz e th e emissio n contro l system , th e .Executiv

e Office rshal l allowa n additiona l identica l preconditionin g cycle , o ra Federa l Highwa yFue l Econom yDrivin g Cycle , following a ten-minut e (o r2 0 minute s fo rmediu m dut y engine s certifie d o n a n engin e dynamometer ) ho t soa k afte rth e initia l preconditionin g cycle .

- *—• - vw > -nan*-'*•** - ••• c "*5et> " - (4.0 ) EVALUATIO N PROTOCO L (4.1 ) Wit h th e exceptio n o f short-ter m tri m onl yvehicles , th e manufacture rshal l se t th e syste m o r componen t at th e criteri a limit(s ) from th e beginnin g o f an d throughou t th e applicabl e preconditionin g cycl e an d FT P test . (4:2 ) - Fo rshort-ter m tri m onl yvehicles ; th e fue l syste m shaHoperat e a t th e criteri a limi t from th e beginnin g o f closed-loo p operatio n fo rth e manufacturer-define d tim e interva l fo rdeterminin g malfunctio n (an d normall yotherwise ) fo rbot h th e applicabl e preconditionin g an d FT P tes t cycles . (4.3 ) Fo rmisfire demonstration , misfir e shal l be set a

t its criteri a limi t as specifie d pursuan t t o sectio n (b ) (3.2 ) (B ) throughou t th e applicabl e preconditionin g cycl e an d FT P test . (4.4 ) Fo ral l demonstrations , th e MI L shal l b e illuminate d befor e th e hot star

t portio n o f th e FT P tes t i n accordance wit h requirements of subsectio n (b) : (4.4.1 ) I f th e MI L doe s no t illuminat e whe n th e system s o rcomponents are se t a t thei rlimit(s) , th e criteri a limi t o rth e OB D syste m i s no t acceptable . (4.4.2 ) Except fo rcatalyst efficienc ydemonstration , i f th e MI L illuminate s an d emission s d o no t excee d 1. 5 time s anyofth e applicabl e FT P emissio n standards , n o furthe rdemonstratio n shal l b e required . (4.4.3 ) Except fo rcatalyst efficienc ydemonstration , i f th e MI L illuminate s an d emission s excee d 2 1 

# A (P.2 3

ii . monitorin g metho d o rprocedur e fo rmalfunctio n detectio n iii . primar ymalfunctio n detectio n paramete ran d its typ e of outpu t signa l iv . faul t criteri a limit s use d t o evaluat e outpu t signa l o f primar yparamete r v . othe rmonitore d secondar yparameter

s an d condition s (i n engineerin g units ) necessar yfo r malfunctio n detectio n vi . monitorin g tim e lengt h an d frequenc yo f check

s vii . criteri a for
. storin g fault cod e viii . criteri a fo rilluminatin g malfunctio n indicato rligh t ix . criteri a use d fo rdeterminin g ou t o f rang e value s an d inpu t componen t rationalit ycheck s (3 ) Alogi cflowchar

t describin g th e genera l metho d of detectin g malfunction s fo reac h monitore d emission-relate d componen t o rsystem . To th e exten t possible , abbreviation s i n Societ yo f OC*^>-arai.^.* * ,^r«^utomot ^

Abbreviations , an d Acronyms" , September , 1991 , shal l b e used.'J193 0 i s incorporate d b yreference herein . Th e informatio n require d i n th e char t unde r(2 ) above ma

yinstea d b e include d i n thi s flow chart , provide d al l o f th e informatio n require d i n (2 ) i s included . ^.. „ „..,.{4)jyjs_ting J ^dJ?lock.d.iagr ^ value s an d th e inpu t parameter s use d t o calculat e o rdetermin e fue l tri m values . (5 ) Ascal e drawin g o f th e MI L an d th e fue l ca p indicato rlight , i f present , whic h specifie s locatio n i n th e instrumen t panel , wording , color , an d intensity . * ,vi%*9-C^io.'j^t : . ••

(6 ) Emissio n tes t dat a specifie d i n subsectio n (g)
. (7 ) Data supportin g th e selecte d degre e o f misfire whic h ca n b e tolerate d withou t damagin g th e catalyst . (8)_patejsup|DojtingJ.heJimi t fo rthe.timej)etwejgn_engjn^sta.{li.ng-and.attaJningjth e designate d heatin g . . "temperatur e for'after-star t heate d catalys t systems . (9 ) Fo rLEVs , dat a supportin g th e criteri a use d b yth o diagnosti csyste m fo restablishin g a 5 0 t o 6 0 percen t catalys t tota l H C efficienc ylevel , o ra 4 0 t o 5 0 percen t deterioratio n leve l t o indicat e a malfunctio n whe n catalys t deterioratio n cause s emission s t o excee d 1. 5 time s th e applicabl e H C standard , o rth e interi m emissio n threshol d specifie d i n sectio n (b)(1.2.1)
. whicheve ri s applicable . (10 ) Fo rNon-LEVs , dat a supportin g th e criteri a use d t o indicat e a malfunctio n whe n catalys t deterioratio n lead s t o a 1. 5 time s th e standar d increas e i n H C emissions . I f a stead ystat e catalys t efficienc ychec k i s employe d i n accordance wit h sectio n (b)(1.2.4) , dat a supportin g th e criteri a use d b yth e diagnosti csyste m fo restablishin g a 6 0 t o 8 0 percen t catalys t efficienc yleve l shal l b e provide d instead . (11 ) Data supportin g th e criteri a use d t o detec t evaporative purg e syste m leaks . (12 ) Adescriptio n of th e modifie d o rdeteriorate d componen t use d fo rth e faul t simulatio n t o driv e th e

. fue l syste m t o th e criteri a limit(s ) fo rdemonstratin g fue l syste m compliance wit h th e requirements o f subsectio n (g)
. (12 ) Alistin g o f al l inpu t an d outpu t signal s fo rth e engin e an d transmissio n contro l units . (134 ) An yothe rinformatio n determine d b yth e Executiv

e Office rt o b e necessar

yt o demonstrat e complianc e wit h th e requirements o f thi s section . 2 3 

## JTX.

# r

,*ZAI j***&-i»<«x\>itpbavrKe* «- ^

- it - r-_ i ••»;rmrrr* » - '

TT > _~ a r . header , an d shal l not us e inter-byt e separatio n o rchecksums . (2.0 ) J197 8 & J197 9 Standardizatio n ofth e messag e conten t (includin g tes t modes an d tes t messages ) as wel l as standardizatio n o f th e downloadin g protoco l fo rfaul t codes , paramete rvalue s an d thei r units , an d freez e fram e data ar e set fort h i n SA E Recommended Practice s o n "OB D I I Sca n Tool " (J1978) , March , 1992 , an d "E/ E Diagnostic.Test Modes " (J1979) , December , 1991 , whic h have bee n incorporate d b

yreference
. Faul t codes , paramete rvalues , an d freez e frame data shal l b e capabl e of bein g downloade d t o a generi csca n too l meetin g thes e SA E specifications
. (2.1 ) Manufacturer

s shal l mak

e readil yavailabl e a

t a fai ran d reasonabl e pric e t o th e automotive repai r industr yvehicl e repai rprocedure s whic h alloweffective emissio n relate d diagnosi s an d repair s t o b e performe d usin g onl yth e J197 8 generi csca n too l an d commonl yavailable , non-microprocesso r -^^^-•"•^-•-•^^secl^ols^ n

referencin g th e us e of manufacture rspecifi co renhance d equipment . (2.2 ) Th e J197 8 sca n too l shal l be capabl e of notifyin g th e use rwhe n on e o rmor e of th e require d monitorin g system s are no t include d a s par

t o f th e OB D system . (3.0 ) J201 2 Par

t C Unifor m faul t code s base d o n SA E specification s shal l b e employed . SA E "Recommende d Forma

t an d Message s fo rDiagnosti cTroubl e Codes " (J2012) , March , 1992 , i s incorporate d b

yreference
. K4^--^962-n^ster^ard-dataHii^coftrtectoHn- a standard-locationirreach-vehicl e basedon'SAE'- - " — specification s shal l b e incorporated . Th e locatio n of th e connecto rshal l b e easil yidentifie d b va technicia n enterin g th e vehicl e from th e driver' s side . An ypin s i n th e standar d connecto rthat provid e an yelectrica l powe rshal l b e properl yfuse d f o protec t th e integrit

yan d usefulnes s o f th e diagnosti c connecto rfo rdiagnosti cpurposes . Th e SA E Recommende d Practice "Diagnosti cConnector " ^_r^-„. (J.I962),.June , J.992 , isJjncojporated,by_j ^ ..^^ ..„. . _. . . = _., . .„_. ___„_ » (5.0 ) Medium-dut

yvehicle s ma

yemplo yth e communicatio n protocol s establishe d i n SA E Recommende d Practic e J193 9 t o satisf

yth e standardizatio n requirements specifie d abov e as a n alternativ e to th e protocol s establishe d i n SA E documents J1850 . J1979 . J2012 . an d J1962 . (I ) SIGNA L ACCES S (1.0 ) Th e followin g signal s i n additio n t o th e require d freez e fram e informatio n shal l b e mad e availabl e o n deman d throug h th e seria l por t o n th e standardize d data lin k connecto rcalculate d loa d value , diagnosti ctroubl e codes , engin e coolan t temperature, fue l contro l syste m statu s (ope n loop , close d loop , other) , fue l tri m (i f equipped) , fue l pressur e (i f available) , ignitio n timin g advance , intake ai r temperature (i f equipped) , manifol d ai rpressur e (i f equipped) , ai rflowrate fro m mas s ai rflowmete r (i f equipped) , engin e RPM , throttl e positio n senso routpu t valu e (i f equipped) , secondar yai rstatu s (upstream , downstream , o ratmosphere ; i f equipped) , an d vehicl e spee d (i f equipped)
. Th e signal s shal l b e provide d i n standar d units base d o n th e SA E specification s incorporate d b yreferenc e i n thi s regulation , an d actua l signal s shal l b e clearl yidentifie d separatel yfro m defaul t valu e o rlim p hom e signals . (2.0 ) Th e manufacture rshal l publis h i n factor yservice manual s a norma l rang e fo rth e calculate d loa d valu e an d mas s ai rflowrat e at idle , an d a t 250 0 RP M (n o load , i n neutra l o rpark)
. Ifth e tota l fue l comman d tri m i s mad e u p b ymor e tha n on e sourc

e (e.g
. short-ter m tri m an d long-ter m trim) , al l fue l tri m signal s shal l b e available . Th e signal s shal l b e provide d i n standar d units base d o n th e incorporate d SA E specifications , an d actua l signal s shal l be clearl yidentifie d separatel yfrom defaul t valu e o rlim p hom e signals . 2 5



# a 3

Hul l M l I MP.2 5

**.*---*-w>d*wr»-:*•#**•*-••»* • evaluatin g an d considerin g th e bes t availabl e monitorin g technology . (6.1 ) Fo r1995 mode l yea rvehicle s fo rwhic h productio n i s t o commenc e subsequen t to Marc h 31,1994 , an d whic h ar e no

t exempte d fro m compliance i n accordance wit h section s (2.0 ) an d (2.1 ) above , th e Executive Officer , upo n receipt of a n applicatio n from th e manufacturer , ma ycertif yth e vehicle s i n questio n eve n throug h sai d vehicle s ma yno t compl ywit h on e o rmor

e ofth e requirements o f thes e subsections . Suc h certificatio n i s contingen t upo n th e manufacture rmeetin g th e criteri a se t fort h i n sectio n (6.0 ) above . Manufacturer s of non-complyin g system s shal l b e subjec t t o fine s pursuan t t o sectio n 4301 6 o f th e Californi a Healt h an d Safet yCod e fo reac h deficienc yidentified , afte rth e second , i n a vehicl e model . Fo rth e third deficienc yan d ever

ydeficicneythereafte ridentifie d i n a vehicl e model , th e fine s shal l b e i n th e amoun t of $5 0 pe rdeficienc ype rvehicl e fo rnon-compliance wit h an yofth e monitorin g requirements specifie d i n subsection s (b)(1 ) throug h (b)(9) , an d $2 5 pe r determinin g th e identifie d orde ro f deficiencies , deficiencie s o f subsection s (b)(1 ) throug h (b)(9 ) shal l b e identifie d first
. Tota l fine s pe rvehicl e unde rthi s sectio n shal l no t excee d $50 0 pe rvehicl e an d shal l b e payabl e t o th e Stat e Treasure rfo rdeposi t i n th e Ai rPollutio n Contro l Fund . Engin e familie s i n receipt o f a waive rgrante d unde rsectio n (6.0 ) above shal l b e exempt fro m thes e fines
. Further ,

. , ^...^..sroaJUoluroe^man.ufacturerstCh Q inthe4995-model*yearTM—• - —<•> - shal l als o b e exempt fro m thes e fines
. (6-2 ) Fo r199 6 mode l yea rvehicles , th e provision s se t fort h i n sectio n (m)(6,1 ) above shal l als o appl yfo r u p t o thre e engin e families. Intermediat e volum e manufacturer s shal l b e limite d to tw

o suc h engin e \ -^fami-iesT-an d smaiWolume-mantifacturer s shall-be-ttmite d toone-sucfrenoine family
. -With-respec t to- - - - - — thi s sectio n onlv . failure t o properl ymonito rmultipl e electroni ctransmissio n components shal l b e considere d a singl e monitorin g syste m deficiency
. (6.3 ) Fo r1.99

7 an d late rmode l years , vehicle s wit h identifie d monitorin g syste m deficiencie s ma yb e certified : howeverJh § fine s specifiec j i n sectip n ,(m)(6.1 ) above shal l appl yt o al l identifie d monitorin g syste m deficiencies
. Wit h respec t t o thi s section , manufacturer s ma yno t carr yove rmonitorin g syste m deficiencie s t o future mode l years .

. (n ) GLOSSAR

Y Fo rpurpose s o f thi s section : .(.1.0. ) .-"Malfunction'-'-meanstheinabilityof a n emission-related-componen t o rsyste m t o remai n withi n desig n specifications
. Further , malfunctio n refer s t o th e deterioratio n of an yof th e above components o rsystem s t o a degre e that woul d likel ycaus e th e emission s o f a n averag e certificatio n durabilit yvehicl e wit h th e deteriorate d components o rsystem s presen t at th e beginnin g o f th e applicabl e certificatio n emissio n tes t t o excee d b ymor e tha n 1. 5 time s an yo f th e emissio n standard s (bot h wit h respec t t o th e certificatio n an d useful l lif e standards) , unles s otherwis e specified , applicabl e pursuan t to Subchapte r1 (commencin g wit h Sectio n 1900) , Chapte r3 o f Titl e 13 . (2.0 ) "Secondar

yair " refer

s t o ai rintroduce d into th e exhaust syste m b ymean s o f a pum p o raspirato r

. valv e o rothe rmean s that i s intende d t o ai d i n th e oxidatio n o f H C an d C O containe d i n th e exhaust ga s stream . (3.0 ) "Engin e misfire " mean s lac k of combustio n i n th e cylinde rdu e t o absence of spark , poo rfue l metering , poo rcompression , o ran yothe rcause . (4.0 ) Oxyge n senso r"respons e rate " refer s t o th e dela

y(measure d i n milliseconds ) betwee n a switc h of th e senso rfro m lea n t o ric h o rvic e vers a i n respons e t o a chang e i n fuel/ai rrati o above an d belo w 2 7


# * fP.2 6

_•* (15.0 ) "Diese l engines" , fo rth e purpose s of thes e regulations , include s diese l derive d engine s an d thos e

usin g a compressio n ignitio n thermodynami ccycle . (16.0 ) "Functiona l check " fo ra n outpu t componen t mean s verificatio n o f prope rrespons e t o a compute r command . Fo ra n inpu t component , functiona l chec k mean s verificatio n of th e inpu t signa l bein g i n th e rang e of norma l operation , includin g evaluatio n of th e signal' s rationalit yi n compariso n t o al l availabl e information
. (17.0 ) "Federa l Tes t Procedure " (FTP ) cycl e o rtest refer s to , fo rpassenge rvehicles , light-dut ytrucks , an d medium-dut

yvehicle s certifie d o n a chassi s dynamometer , th e drivin g schedul e i n Cod e o f Federa l Regulation s (CFR ) 40 , Appendi x1 , Par t 86 , sectio n (a ) entitled , "EP AUrba n Dynamomete rDrivin g Schedul e fo rLight - Dut

yVehicle s an d Light-Dut

yTrucks. " Fo rmedium-dut yengine s certifie d o n a n «» , w . x«»«» . ^*^!L\$-l®-$t^^ schedule-in-GF R 40;. - Appendi x1 , Par

t 86 , sectio n (f)(1) , entitled , "EP AEngin e Dynamomete rSchedul e fo rHeavy-Dut y Otto-Cycl e Engines, " o rsectio n (f)(2) , entitled , "EPAEngin e Dynamomete rSchedul e fo r Heavy-Dut

yDiese l Engines. " ^(18.0 ) "Redlin e engin e speed " meajTsjhejnan ^ g_ nq i ne

_?pee d as . •,. . . _. , ' '-"'*""

J " "'' i ' J 'horn^Trv"?ispTayeo i *6 n instrumen t "pane l tachometers. '

2 9


## c2 b