BAR Pledges Support For More
Industry Training Opportunities

ore training in the auto-
M motive field was the

topic BAR Chief John P.
Waraas addressed when the Automo-
tive Service Council (ASC) con-
vened last October in San Diego to
celebrate its 50th anniversary.

Since the convention focused on
trends to prepare members for
tomorrow's marketplace, Waraas
pledged BAR’s support to develop
training programs leading to profes-
sional certification and national stan-
dards of competence.

“Several organizations. including
ASC. the Society of Automotive En-
gineers. the Environmental Protec-
tion Agency, and BAR are working
together to develop a comprehensive
program that would increase the
level of technician training and pro-
vide the expertise necessary to deal
with today's high-tech cars,” Waraas
said, *

In his comments, Waraas also
thanked ASC members for their sup-
port of BAR, particularly at last

September's Clean Air Fairs. where
members across California spent Sat-
urdays providing informational emis-
sion tests for the public.

Waraas said the Smog Check pro-
gram is now fully implemented,
which was required by Senate Bill
1997. “BAR has established offices
throughout the state in those areas
that have not attained EPA standards
for clean air, and we are well on our
way to meeting our target of a 25
percent reduction in emissions by
1994,” he added. “I appreciate the
opportunity to meet with many of our
colleagues and shop owners who
have helped us greatly over the past
year.”

The theme of the event was “Yes-
terday, Today, and Tomorrow.”
“Yesterday” began for ASC in 1940
when a small group of Los Angeles
shop owners got together after work
to discuss issues that were to evolve
into a code of ethics for 1700 mem-
ber shops in California and 11,000
members nationwide today.

Two Firms Win BAR Public Awareness Bids

wo private public relations
firms recently won bids to
conduct public awareness

programs on behalf of the Bureau of
Automotive Repair (BAR).

Edleman Public Relations World-
wide won the statewide contract with
a $1.7 million bid, and Johnson,
Smith, Hobbs and McNally, a Sacra-
mento advertising and public rela-
tions firm, will conduct public
awareness campaigns for BAR in
several northern California counties.
The counties—Butte, Glenn, por-
tions of San Bernardino and the re-
mainder of Yolo and Solano—
implemented the state’s Smog Check
program on March 1, 1991.

Hill and Knowiton, Inc., an inter-
national public relations firm, has
been conducting public awareness
programs for BAR since 1984.
Edelman’s Los Angeles office will
handle the BAR account.

Ford Plans To Fix
462,100 Vehicles

Ford Motor Co. recently an-
nounced that it has recalled about
457,000 of its 1986-88 model
Aerostar minivans because of a po-
tential windshield wiper problem.

The company also said it was re-
calling 5,100 of its 1988-90 F-Super
Duty motorhome chassis to install a
new brake-linkage rod to the brake
pedal.

Ford said it was possible that the
linkage could break, causing a loss of
stopping ability. The company said
it knows of no accidents linked to the
problem.

The company is notifying all own-
ers and will repair the problems free
of charge.


APPENDIX 6

Draft Standardized Repair Forms


HI-TECH HOTLINE HELP...

APTECH HOTLINE HELP...

700 iaSt. however. ine technician
cannot lower the idle to normal
specifications. The engine will con-
unue to run. if the idle speed Is set
around 1000 to 1200 RPM or more
if an attemot to lower tne icle is
mace. he engine stalls or ales out.
Naturally. higher idle nas many
negative effects: poor gas mileage.
high emissions leve's. narsh auto-
wrans engagement. etc.

If the carouretor is equipped with
an idie cut off solenoid. Aspire rec-
ommends checking its operation.
The solenoid’s function is to cut off
the idle circuit passage way. Itis
used in a number of ways on many
different models to prevent diesel-
ing or post ignition. As a de-cel
solenoid. it is used to prevent high
exhaust emissions and backfiring
on deceleration.

PRIMARY SLOW MIXTURE
CUT-OFF SOLENOID VALVE

COURTESY HONDA

Some solenoids use a single
electric wire feed of 12 volts for
activation. Usually the 12 volts is
supplied by the ignition switch.
Others have two wires, a 12 volt
feed wire, again from the ignition
circuit. and a second wire which
the feedback computer would
ground to control the solenoid
operation. All solenoids can be
checked on or off the car. by look-
ing for a mechanical operation,
while 12 volts and a ground are
supplied.

The solenoid is called by various
names: idle cut off solenoid, de-cel
solenoid. primary slow mixture cut
off solenoid. fuel cut off solenoid.

WE SUPPORT
VOLUNTARY
TECHNICIAN

* CERTIFICATION

etc. is function ts io cut cif the idle
circuit passage way.

RX7 FUEL FLOODING &
NO-START CONDITIONS

from the ASPIRE Telediagnostic Hotline

We receive some cails on the
rotary-powered Mazda RX7 sports
car. Many of these focus on a fuel-
flooding condition. particularly in
cold weather. Most technicians we
talk to start their diagnosis by look-
ing for codes. or by checking for
faulty sensors which also may
cause a flooding condition.

Usually. after all their checks.
including a fuel pressure test. they
fail to fina the cause of this prob-
lem. We have found that in the
great majority of cases there is
nothing wrong with either the fuel
pressure levels. the ECU. or its
sensors. .

The real cause of this problem
usually may be excessive voltage
drop in the starter circuit. a battery
problem (defective. undersized. or
in a low state of charge) or a defec-
tive starter. This engine demands
high-cranking rpm. If the engine
spins too slowly for the amount of
fuel being injected. the plugs will
foul, leading to a no-start condition.

POOR RUNNING ON NAPS
DUAL IGNITION ENGINES

From Mitchell On-Call Telediagnostics
Two of Nissan's engine families,
the Z series and the 2-vaive CA
series, are equipped with the dual-
ignition NAPS (Nissan Anti
Pollution-control System) setup.
NAPS may be found either as
standard or optional equipment, on
the following models: 1981 510;
1981-88 200SX: 1981-89 720
Pickup truck; 1982 and 1983.5-89
Stanza; 1986-89 Station wagon;
1987-89 Pathfinder; 1987-90 Van;
1987-89 Pulsar NX.

A problem with the NAPS ignition
system can create rough idle, idle
stall, decel stall, poor acceleration,
or surge at cruise speed. Most of
these symptoms may be inadver-

as two spark plugs pe
and two ignition coris to
A spark plug switcnin
ntrogucea on ail versic
This moailication orevents cetcra-
10 caused dy two flame ironts
colliding. During neavy :oaa oper-
ation. the exnaust side sdark olucs
are snut off to eliminate one flame
front. Engine :oad Is ceterminea
by either the fuel injection control
unit. or a simple vacuum switch.
On 1981 models. doth sets of
plugs are always ON.

The most common fauit is spark
Plug installation. The exnaust-side
plugs are different from the intake-
side plugs. regardless of model
year. Any of the poor-running
symptoms described above wiil
result if the plugs are switched.
mixed. or of all the same type. So
be sure to check the recommend-
ed plug specs.

The second most common fault
occurs when the intake-side coil
fires the exhaust-side plugs, and/or
vice versa. This happens because
the plug wires or coil wires are
fouted incorrectly. A severe hesi-
tation will result when the INTAKE
plugs are shut down during heavy
load. Two test methods are avail-
able to determine if the coils are fir-
ing the wrong set of plugs.

(1) Later-model vehicles use a 4-
wire connector on the intake coil.
and a 3-wire connector on the
exhaust coil, Use the connector to
identify the coil, then visually follow
the plug wires to verify the correct
set of plugs being supplied.

(2) A timing light may be used on
the intake side. Rev the engine
under load. If the light stops flash-
ing, the wires are routed incorrect-
ly. Remember that 1981 versions
of NAPS will not suffer from
switched coils, since on ‘81 NAPS
engines all plugs always fire.

Another wire routing error hap-
pens when the firing order is set
incorrectly. Many of these engines
have separate firing orders for the
intake (1-3-2-4) and exhaust (1-3-
4-2). The difference is due to the
limitations of using the same dis-
tributor cap and rotor to handle
both coil sets. and not because
the engine actually has two differ-
ent firing orders.


| "| Fuel System Repair 2- Emission System Repair | 3 - Computes System Ropar 4 Elactical System Rugs S- Leggo Mechanical Rupa 6 nna Train Rupa
General Area __Catalytic Convester | = ECM _ General Area Heads Transmission
144 Ale Filter 211 Efficiency _] 31 Prom | o_] Att Basic Wiring _| Ot Valves O11 Automatic Tans
112 Fuel Flter 212 Mechanical __| 312 Cal Pak _| 412 Battory : S12 Guchets O12 tha unat
113 Fuel Pressure 213 Electical _| 33 ECM _| 413 Atemator Ouapea 513 Chucks O13 Mex tune
114 Vacuum Leaks |__| 214 Missing |_| 314 Mamory Reset _ Ignition _ Cam 614 Maswal Trans
Carburetion 215 Open |_| 318. Open |_| 484 Coiucod Packs 514 ChainBolt OL 6S tue |
115 Carburolos __ Ale Injection ___ Sensors __ | 415 Distitaaar _ | 815 Modiiod C16 sas tusne at
116 idle Circuit 216 Vacam |__| 316 02 Sensor | 416 Pabup Coat tm S16 Muchanical Rear Axle
‘ | 17 Accelerator Purp 217 Mechanical 317 Tenperaure ees _ PistonICrank _ | O17 Ratio
: 118 Float Circuit 218 Electical |] 319 Ambient | 418 Ronatagy __ | S47 Rings 618 bloctical
- | 119 Alain Metering 219 Missing 320 Coolant Pf 419 Mectatred 518 Bioko Bunt 619 Muchanicut
I 120 dering PCV __| 321 MapiBao |__| 420 Secondayteats | Coolant System TransAxle
i 121 nwC Sotoncid 220 Crankcase Oil |_| 322: 1PS = 421 Spark Plugs : 519 Theanostat 620 Ratio
| 122 Powe Enrichment 221 Vacuum |__| 323 MAF 422 Open 520 Rewhistor 621 Clecticd
ee, ~lmuee moe Vehicle Repair Summary loan 7
—~--—---—_] . Li} juids
IL] 25 emacs Evaporative System |__ Wiring Problems pats | Repair rh mr 623 Transaussion
“| 126 Open 224 Vacuum |__| 326 Connectors en _t. _ | 624 TansAata
Fuelinjection | | 225 Mechanical |_| 327 Broken Wives labor [ | | [ | : rt] 625 Hoa fata
127 Fuel Disbution 226 Electrical _328 Comtosion Repair Facility # [ Th [ | 626 Manstor Cosa
12B As Flow totes (050) 221 Missing a eelse
1 129 Fu Dastuas (0, EGR —]Non Registered Repair Facility (Y/N) _ | Home Repair (YIN) | |
} 130 sass Pot pave a 228 Vacium Technician # -LEL ] Repair Date {] 1] ||
J] Bi temewemon| | 228 Macon TVIN [_ TEILELELTA LL Ld
= oonom wl 7] mm Becca License Plate# [| | ]testCentificated ( [| [ | 1 | | |
4 Missing . -
| 134 Cont Geant inctcs Write or code appropriate number into block next to area of repair.
TO] 195 antary vane Peat = Revision? 1. Replace 2 Serviced 3. Warranty
a Bar Code information | ui aa HOM CA A AC



Another example of a vehicle which
failed its first RG240 retest and
would therefore have been returned
for additional repairs was vehicle
number 919. This vehicle underwent
two repair sequences and two IM240
retests before it was completely
repaired. An examination of the
target RG240 test values for HC in
Table 1 and for NOx in Table 3 shows
that not all of the repairs were
completed, and additional repairs
were needed,

Applying the same procedure to the
CO values for vehicle 919 in Table 2
shows that the procedure indicated
that the vehicle should be returned
for additional repairs when the
vehicle actually passed the IM240
retest for CO. However, it still
failed the IM240 for HC and NOx on
the retest. For this vehicle, the
catalyst had been removed for the
first retest after it was determined
that the monolith catalyst was
broken into pieces and blocking the
exhaust, which resulted in high back
pressure causing too much EGR. The
increased EGR resulted in a misfire

Figure 6
Retest Target Score Graph

AG240 (HC

t) 0200.4 06 08 7 1.2

(M249 HC (gimi)

pipe had been installed in order to
determine the emission ‘levels of the
engine-out exhaust. A new
aftermarket catalyst was then
installed and the vehicle was
retested. This problem can be seen
by inspecting the NO results in
Table 3 for run number 5197. A
large increase in the NOx levels

which caused the high HC. A test occur when the testpipe was
Table 3
IM240 NOx and RG240 NO Results
Veh M200 Initial Req % Reduction Initial Target = [-After Repair-}
Number Run IM240NO For Passing RG240NO RGQ
Number  (g/mi) «M240 Score (g/m) Score  RG20 = IM240
(Max) g/m) (g/m)
916 $128 075 «166.67 XX «(122 © 210
17 512 213 610 X 2 os 1.98
97 5273 09 0.98
18 5117 221 990 X 28 « 210
18 5173 07 0.68
19 5141 1.83 929 X 10 = 1.13
n9 5197 42 3.59
ng 5258 0.62 0.72
920 sin 1.91 47 XxX 2130 = 210
920 $111 Duplicate 196 1.91


TRACKING VEHICLE
“LOSS OF POWER”

Excessive readings of either carbon monoxide or
aydrocarbons during an emissions test can be a clear
indication that the vehicle being tested is not perform-
ing at optimum levels.

For example, one common complaint among motor-
ists is “loss of power” when driving, which causes
sluggish vehicle performance or stalling. This condi-
tion can result from the lack of adequate fuel flow to
the carbruetor during periods of full throttle opera-
tion.

At full throttle, additional fuel is supplied to the
engine by a carburetor power circuit, (see illustration
A), which acts to increase the opening in the main
fuel outlet from the fuel bowl. The circuit opens a
valve in a separate power outlet, discharging gasoline
into the main fuel system.

This valve action is controlled in one of two ways,
depending on the vehicle. Either the intake manifold
vacuum will operate the valve or the valve can be
operated mechanically through the accelerator linkage.

At idle speed, the intake manifold vacuum is high
but will decrease as the load on the engine increases.
The vacuum is then used to overcome the force of a
spring. to hold the power valve closed. When the
vacuum decreases to a set value, the spring forces
open the vaive, (see illustration B, below), and allows
more gasoline to flow into the carburetor.

In the case of mechanically operated power cir.
cuits, gasoline flows into the carburetor by means of a
stepped metering rod, which is raised in a jet of Tixed
size whenever the accelerator pedal is depressed. 5
the metering rod is raised up, the cross-section of zhe
rod becomes smaller within the fixed jet and more

gasoline will be allowed into the carburetor.

You can use your Emissions Analyzer to test a veni-
cle's power circuit, with no load, by following six easy
steps:

1) Start the engine of the vehicle and allow the engine
to reach normal operating temperature as determined
by manufacturer’s specifications; adjust mixture and
curb idle speed to specifications.

2) Make sure your emissions analyzer is fully warmed
up, and then zero and span check in accordance with
the manufacturer’s recommendations.

3) Place the exhaust test probe into the vehicle’s tail-
pipe and clamp the RPM pick-up on the appropriate
spark plug wire.

4) Note the carbon monoxide (CO) reading on the
front panel of the analyzer while the engine is at curb
idle speed. -

5) Accelerate the engine gradually to 2000 rpm and
allow the CO reading to stabilize. As rpm increases,
the CO reading should increase dramatically. When
the rpm stabilizes, the CO reading should be about
one-half of what it read at curb idle and almost zero,
if the car has a catalytic converter. If the readings stay
higher than at idle, the power circuit is in operation
all the time, or the carburetor float height may be too
high.

6) Make sure that the parking brake is on and hold-
ing. Place the vehicle in gear with foot brake on. Ac-
celerate engine with car in gear. CO will go up, then
will drop slightly and should stay higher than at idle
while under a load, and at low manifold vacuum. If
this doesn’t happen, the power circuit is not working
properly or the carburetor float height may be too
low. .


APPROACH 1


SAE TECHNICAL

PAPER SERIES 940431

OO ES

IM240 Repair Verification:
An Inexpensive Dynamometer Method

Jan B. Mickeisen and William 8. Clemmens
U.S. Environmental Protection Agency

Engi Society International Congress & Exposition
GaeE Fas Esfaneing Mobility Detroit, Michigan
INTERNATIONAL: February 28-March 3, 1994

——EEEEEE
400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (412)776-4841 Fax:(41 2)776-5760


’s Troubleshooting Diagnostic Services

BRONCO Il 2.9L ROUGH IDLE
AND EMISSIONS PROBLEMS

From Autoline Telediagnostics
The caller on this 1986 Fora
Bronco oropiem naa 6%> CO 600
HC ppm and a burned oxygen sen-
sor wire. The engine aiso was
flooaing. After installation of a new
oxygen sensor. the KOEO self-test
showed fault codes 11. 10. 65.

The key on engine running self
test showed code 33. but the fuel
pressure was unknown. CO 6%
condition remained. so we advised
a fuel pump pressure check,

This was done and showed 30-40
psi. The technician caller also
revealed that he had found the
throttle body assembly and bypass
valve were in bad condition. We
advised him to clean the TB
assembly.

After doing this the air bypass
valve was reset to hard stop (mini-
mum idle) specs. The ECA also
was retrained. and we recom-
mended an injector pulse-width
measurement at hot idle. This
check showed that pulse width
was 1.2 mS. A check of the MAP
sensor inputs found the sensor fre-
quency was too low at idle. The
MAP sensor needed replacement.

MERCURY TOPAZ 2.3L 4-CYL.
ENGINE IGNITION PROBLEM

From Autoline Telediagnostics

The caller with an apparent ignition
malfunction problem on a 1986
Mercury Topaz told us he had
installed a new stator, a TFl mod-
ule and a known-good coil.
Nothing seemed to wark. There
continued to be no spark, even
with SPOUT disconnected. He
could not obtain an injector pulse
either.

We suggested a check of the volt-
age readings at the TF! module
connector. These proved to be
OK. except that the PIP wire read
.7v. Next we suggested he check
for a PIP signal from the stator.
When he did this he reported the
signal went from Ov to Sv. The
same reading showed with the
processor disconnected.

Once the PIP wire was clipped

near the distributor a normal PIP
signal was ootainea. as well as
spark. The cause of this non-igni-
tion problem call was a snortin ine
PIP wire.

1987 MUSTANG 4-CYL.
2.3 EFl WET PLUGS

From Autoline Telediagnostics

The problem with this vehicie was
that after driving and being shut
off. the car would apparently flood
and blow black smoke. A check
of the fuel system showed 35 psi.
Once started. the owner reported
that the engine ran fine. after
clearing out the smoke.

We recommended that the fuel
pressure dropoff rate be checked.
and that if it dropped off quickly
that the technician should pull the
injectors to check and test them.
He did this and found that there
was no leakage.

Next we advised a check of the
vacuum line to the fuel pressure
regulator for sign of fuel in the
hose. This check confirmed there
was fuel in the line and that a very
wet external condition existed.
What was bad was the pressure
regulator, and replacement elimi-
nated this complaint.

3.8L V6 TAURUS FAULTY PFE
BACKPRESSURE SENSOR

From Autoline Telediagnostics

This caller advised us that he had
found the back pressure sensor
was all burned up. We suggested
there may be a restricted exhaust
system, and that if found to be
plugged to check for any possible
intake manifold gasket problems.
Under plugged conditions the PFE
sensor will get hot when the
exhaust is restricted in any way.

GENERAL MOTORS

GM 2.8L CARBURETED V6
LIGHT ACCELERATION CURE

From Autoline Telediagnostics

Many technicians have had prob-
lems in trying to cure rough idle
and poor performance at light

throttle acceleration in 1
GM X and A-doay venic:
the 2.8L V6 E2SE carburetor
engine. M.C .mixture contron
aweil may oe found to 0e ‘ow
Oossidly stuck at 6 degrees
Cruise-speec emissions aiso may
0e aifected and out ef comoi-
ance.

Check the M.C sotenora for a
possible broken tin. If found to be
bad. you should replace this item
with an update. Be sure to refer
to the soecific oart number. This
may differ deoending on the car
‘ine vehicie in which this engine 1s
installed.

Adjust the M.C dweil at the idle
mixture screw. and. if necessary.
adjust dwell to approximately 30°
using the lean authority screw.

81-36

1985-1989 Fl 3.8L V6
NO-START CONDITION

From the ASPIRE Telediagnostic Hotline
Front drive cars equipped with
3.8L fuel injected engines (VIN
code #3 or B. years 1985-1989)
will sometimes exhibit a no start
condition. These vehicles will
have spark. injector pulse. and
fuel pressure. When the engine is
cranked. it sounds like it is out of
time. In many instances, the
cause of this condition is late or
jumped valve timing.

Diagnosis of this condition can
best be accomplished by remov-
ing the right front wheel and
splash shield and working through
the wheel opening. Remove the
cam sensor out of the front cover.
Shine a light in the hole and
observe the movement of the cam
gear, while working the crankshaft
pulley back and forth with a break-
er bar and socket. If the crank
must be moved excessively
before cam gear movement is
observed, both gears and chain
are bad.

When replacing the cam gear. a
factory-type aluminum gear
should be used. An iron replace-
ment gear may affect the magnet-
ism of the interrupter and can
cause a no start. due to the lack
of acam sensor signal.


EN

Alternative Fuel Fleet Helps Keep California Air Clean

hile nations compete tor
a share of the earth's oul.
California is tighting to

conrol the poilution that comes trom
it.

Cleaner-buming fuel is one solu-
tion for improving the state's air
quality. and manutacturers are ex-
perimenting with vehicles designed
to burn alternative fuels. The ques-
tion for manufacturers is. “Which
comes first—new fuels such as meth-
anol and ethanol. or the car that con-
sumes them?”

At the Bureau of Automotive Re-
pair (BAR). the flex-fuel car comes
first. BAR maintains a fleet of 28
such vehicles, the largest of its kind
in state government. said BAR Chief
John Waraas, who has directed the
use of alternative fuel cars by BAR
statewide.

“Since we're in the clean air busi-
ness, it makes sense to position our-

selves on the leading edge of tech-
nology and set an example for
California's motonsts.” said Kenji
Okimoto. who monitors BAR’s tlex-
tuel program.

Daily use of the still-rare vehicles
requires special care. as well as a
specially formulated engine oil to
keep their engines running smoothly.
Due to the corrosive nature of metha-
nol, special spark plugs and fuel fil-
ters are also required. Do-it-yourself-
ers are out of luck at oil-change time.
since these cars require special dealer
maintenance. When inspecting ve-
hicles manufactured to operate on
methanol or a mixture of methanol
and gasoline (flexible-fueled ve-
hicles), technicians should refer to
the underhood label to determine
which emission controls are required.

In most respects, however, they
operate the same as conventional cars
do. Smog check inspections for

New BAR Field Offices Open For Business

s more California counties

join the Smog Check pro-

gram. more BAR offices
have been added from Redding to
Rancho Mirage.

Offices opened recently in Merced.
Auburm, Rancho Mirage, Canoga
Park, San Luis Obispo, Modesto,
Santa Barbara, Monterey, El Toro,
Chico, Fairfield, and Apple Valley.

In addition to mediating consumer
complaints, BAR personnel offer a
variety of services to auto inspection
and repair dealers.

Since most field office representa-
tives worked in the automotive indus-
try before joining BAR, they are able
to provide technical help, as well as
interpret laws and regulations.

Automobile repair shops may pur-
chase lamp, brake, and smog certifi-
cates at the local offices, as well as
pay licensing, registration, and train-
ing fees. Inspection and repair manu-
als and other BAR publications are

also available. along with order
blanks for requesting large quantities
of publications from BAR's mail-
room at headquarters.

All BAR offices provide services
such as inspections for new lamp,
brake or smog shops both prior to li-
censing and afterward. Training for
Smog Check inspectors and testing
for Smog Check mechanics and lamp
and brake installers/adjusters is also
performed in field office facilities.

BAR staff periodically hold work-
shops for auto industry groups to dis-
cuss a variety of topics, including ex-
isting regulations and new develop-
ments in the Smog Check program.
Public information presentations for
local organizations may also be ar-
ranged by contacting local field of-
fices.

For more information about BAR
field offices, call toll-free 1-800-952-
5210.

methanol-powered vehicles, fur ex-
ample. are the same as for gasviine-
powered vehicles.

Potential tlex-tuel vehicle owners
fear that fuel will be scarce. Potentiai
tuel vendors fear that customers will
be scarce. Only 18 service stations in
California currently seil methanol.
but concem for the environment
should spur the eventual growth of
such stations.

To encourage such growth the
California Energy Commission pro-
motes and coordinates the tlex-fuel
Program statewide. A new handbook
on alternative tuels will soon be
available from the commission. and
workshops will be held throughout
California to familiarize fleet manag-
ers with the subject.

For more information about Cali-
fornia Energy Commission's Alter-
native Fuels Program. contact the
Transportation Technology Fuels Of-

. fice at (916) 324-3527.

ace tn i Tab 2 Cape ne Fat

DMV. [V Smog Impact Fee _

Required Regardless of.

Thé $300 Department of Mc-
tor Vehicles (DI Smog Im-
pact Fee is required for vehicles
upon initial registration in Cali-
fornia regardless of whether the

has received smog cere

ately prior to application for reg.
istration, and it does not have a
vehicle emissions control label
indicating the vehicle is “C:
fend pug boaetd



Implement Effective 1&M
With This Program Assistance
Advisory from CSCV

As you probably know, EPA’s final rule on vehicle I&M
(Inspection & Maintenance) programs calls for each
involved state to:

“,.. regularly inform repair facilities of changes in the inspection
program, training course schedules, common problems being found
with particular engine families, diagnostic tips and the like.”

— Section 51.369(1) EPA Final Rule on I&M

To achieve this kind of information delivery, and to establish the
required local dialog between those involved in the I (Inspection)
and those involved in the M (Maintenance) components of the
I&M program, CSCV will publish an 8-page quarterly newslet-
ter designed to deliver exactly the kind of information described
in Section 51.369(1) of the EPA’s final rule. A sample of a typi-
cal issue, and its content, is contained in this Program Assistance
Advisory Kit. We invite you to examine it and its opportunities,
since we believe this quarterly update will be instrumental in
assisting your state’s I&M program to comply with Section
51.369(1) of EPA’s final rule.

CSCV: The COALITION for SAFER, CLEANER VEHICLES is a national non-profit organization commit-
ted to assisting states in the adoption of effective emissions & safety inspection programs. The Coalition

also provides public education on the benefits of vehicle inspection. Because of our broad membership,
CSCV is uniquely positioned to serve as the vital communication link between the inspection program,

industry hotline information providers, training providers, and the automotive repair industry


ie

VEHICLE

The Sas

INSPECTION
PROGRAM

WISCONSIN

ANALYZER

VOLUME |

PUBLISHED QUARTERLY BY THE DEPARTMENT OF TRANSPORTATION

MECHANICS TEST PROCEDURE TO IMPROVE DIAGNOSIS

One of the most difficult recurring maintenance
problems experienced by mechanics who are testing
and repairing a vehicle that has failed the Vehicle
Emissions Inspection Program, is trying to simulate
the test procedure used in the test lanes.

The following Simulated Test Procedure has been
devised through lengthy study by the Environmental
Protection Agency and the Wisconsin Vehicle Emis-
sions Inspection Program Staff.

SIMULATED TEST PROCEDURE
1) Vehicle to be tested should be at normal operating
temperature with all accessories off.

2) Analyzers should be warmed. up, in stabilized
operating condition, and adjusted properly.

3) With engine idling and transmission in neutral, in-
sert probe into the tailpipe. Increase engine speed
to 2,500 RPM for 30 seconds.

4) Reduce engine speed to free idle and record exhaust
concentrations 20 seconds later.

Although this test procedure is not an exact duplica-
tion of the emissions test, by using this test procedure,
and adhering closely to the times indicated in steps #3
and #4, you will be able to simulate the test procedure
much more accurately. Most repair facilities we have
seen using this procedure with properly calibrated an-
alyzers were able to repeatedly record test results very
close to the results from the testing on the test station
analyzer.

‘ HOW TO CURE A CARBURETOR PROBLEM

One of the most common reasons why a vehicle
fails the state's new emissions test can be traced to the
carburetor, where an improper mix of air and fuel can
boost the amount of carbon monoxide or hydrocar-
bons emitted from the tailpipe. This condition can
often be corrected through an adjustment of the air/
fuel mixture while the engine is at curb idle speed.

To help insure that your customer’s vehicle will
more easily meet the state’s emissions standards, per-
form at peak efficiency and yield optimum fuel
economy, you should follow one of two procedures,
depending on the initial vehicle emissions reading:

If the air/fuel mixture is too rich, causing a high
carbon monoxide reading, there is too much fuel and
not enough air present in the carburetor.

Step | — With analyzer connected, take CO read-
ings and loosen air cleaner lid. If CO reading drops
more than one percent, replace air filter and recheck

jadings.

Step 2 — Take an RPM reading. If engine RPM is
below manufacturer’s specifications, adjust the curb

idle speed screw to bring the RPM to manufacturer's
specs. This will open the throttle valve and allow
more air to flow into the intake manifold.

Step 3 — Take another carbon monoxide reading.
with the RPM at manufacturer's specs. If this reading
is still high, adjust the external air/fuel mixture
screw, making sure you maintain proper RPM read-
ings. If the vehicle has a sealed carburetor and is not
covered under warranty, you should consult an ap-
propriate service manual for instructions.

If the air/fuel mixture is too lean, causing a high
hydrocarbon reading, there is too much air and not:
enough fuel present in the carburetor.

Step 1 — Take an RPM reading. If engine is above
manufacturer’s specifications, the curb idle speed
screw should be adjusted to close the throttle valve,
reducing air flow into the intake manifold.

Step 2 — Take another carbon monoxide reading.
If this reading is still not at manufacturer's specs, the
external air/fuel mixture screw should be adjusted
while maintaining a proper RPM reading. If the vehi-
cle has a sealed carburetor, not covered by warranty,
consult an appropriate service manual for instructions.


HI-TECH HOTLINE HELP...

On 1985-1987. 3.0 litre and 3.8
‘ters. it is also advisable to
replace the spring and button that
keeps the cam loaded up toward
the rear of the engine. with a iater
syle. Neavier spring and bearing
assembly (PN 25532588).

it shouid also be noted. 3.0 and
3.8 litre. $0° Buick manufactured
V-6s. Can sometimes be vaive
benders. When pricing a gear
and chain replacement. it would
be advisable to consider the likeli-
hood of bent valves.

MISFIRING GM QUAD 4
2.3L ENGINES

From Autoline Telediagnostics
Complaints with the GM Quad 4
2.3L engine installed in GM N body
vehicles may be described as con-
stant misfires. and showing high
HC levels. These conditions may
be due to several different causes.
but most usually relate to the sec-
ondary ignition system.

GM had a fix campaign some
time ago on faulty ignition coils.
When checking to see if updated
ignition coils have been installed,
be sure to look for a yellow insert
at the connector.

If the problem is not due to faulty
ignition coils, or if the correct coils
have been installed, yet the prob-
lem continues. you should check
for spark at each coil pair. Do this
by use of test plug wires and HE!
spark testers. Both testers should
have spark. However, if only one
tester shows a spark, the coil
housing is at fault.

GM SMALL-BLOCK ENGINES
STALLING AT LOW RPMS

from the ASPIRE Telediagnostic Hotline
Some small-block V8 Chevrolet-
powered cars and trucks

—either carbureted or fuel inject-
ed—may sometimes stall at low
engine rpms, or stall when put into
gear. Aspire diagnostic techni-
cians have found, in some
instances, that this condition is
caused by a weak signal from the
distributor pole piece.

What happens is that the timer
core on the distributor mainshaft
usually will be found to have lost
some of its original magnetization

on vehicles with this chronic type
of problem. The timer core mag-
net on vehicles with this complaint
will be too weak to provide an ade-
quate signal. especiaily at low
engine roms. Repiacement of the
distributor mainshaft wiil prove to
be a successiul fix for this annoy-
ing compiaint.

This will be found particularly on
1987 and up Chevrolet light-duty
trucks. and RWD vehicles such as
the Monte Carlo. Caprice and
Camaro/Firebird. Vehicles with
distributor P‘N 1103698 have been
covered in a technical bulletin con-
cerning oil getting into the distribu-
tor. The recommended fix in that
bulletin was to replace the distribu-
tor mainshaft with P/N 11046753.
We recommend that that updated
distributor mainshaft P/N be used.

HIGH HC IDLE EMISSIONS

ON HONDA CVCC ENGINES
From Autoline Telediagnostics

This complaint may be expressed
as one of uneven or rough idle per-
formance on some Honda CVCC.
engines. High HC idle also may
be detected thru exhaust-gas diag-
nosis. Technicians should be
aware that only the correct manu-
facturer-recommended spark plugs
should be used in a CVCC engine
with this complaint.

Spark plugs which do not meet
Honda specs for heat range and
electrode dimensions may cause a
misfire condition. Due to the par-
ticular design of the Honda CVCC
combustion chamber, it is recom-
mended that only the correct
Honda spark plug application be
followed.

Be particularly careful not to use
extended-reach plugs in any
CVCC engine application.

HONDA ACCORD COLD
START PROBLEM

From Autoline Telediagnostics

We recently had a call on a 1985
Honda Accord whose owner had
experienced chronic cold start
problems in the morning. The
engine needed constant choking to

KeeD Ht running
condition. the owner tcia ¢
aiso inciuded the engine cy
erai times before 1 finally wou'd

run

We first advised a cneck for a
leaking carduretor insulator ana
suggested a oropane enrichment
test of tne idle mixture. After
adjustment our caller still haa a
problem since the venicie wouid
stall almost as soon as it hag been
started.

The technician found that vacuum
hose 17 was plugged. Once
cleared the engine still stalled. We
advised that he should remove the
stopper from the main fuel cut
solenoid. and to flush the auxiliary
idle circuit. We also suggested
that an adjustment may be needed
on the lambda screw if the fuel
mixture could not be enriched suffi-
ciently for the engine to run steadi-
ly. But there also was the
possibility that there was an air
control leak.

The calling technician found that
the fuel cut solenoid was the cause
of this problem, and by removing
the stopper the problem was cured.

ERRATIC IDLE SPEED ON
CRX DUAL-STAGE TBI

From Mitchell On-Call Telediagnostics
If this type engine in a CRX jumps
intermittently from idle speed to
2500-3000 rpm, and then back to
normal after 1 to 20 secs., suspect
a faulty TW sensor. TW is Honda
terminology for a coolant sensor.
The sensor can fail intermittently,
almost as if it burps.

Diagnose by monitoring the con-
nected TW sensor signal line dur-
ing the symptom. If the sensor is
responsible, it will quickly bounce
from its normal 0.5v or so when
hot, to approximately. 4.6v during
the symptom. !t may do ail this
without setting a code.

CARB ENGINE FAST-IDLE
COMPLAINTS POST TUNE-UP

from the ASPIRE Telediagnostic Hotline
Honda Motor Corporation produced
and sold many vehicles with car-
buretor systems. Aspire receives a
number of calls on these vehicles
with a customer complaint of idling


APPENDIX 2

Sample I/M Newsletters


that adequate emissions reductions
were achieved after repairs, it was
useful to evaluate any correlation

of the RG240 with the IM240. The
correlative plots, Figures 2, 3, and
5, were plotted using both the

before and after-repair data for HC,

co, and NOx (NO). Figure 4 is a
comparison of the two RG240 NO
sensors, which shows excellent

agreement and linearity between the
two different NO sensors. Because
of this excellent agreement, only
data from RG240 NO sensor number 1
will be used in this analysis, as
the characteristics will also apply

to RG240 NO sensor number 2. No
analysis was performed for C02
because it is not a regulated
emission.

Analysis of the RG240 versus IM240
data for HC (Figure 2) shows good
correlation, but poor agreement in
absolute magnitude of emissions
between the two equipment systems.
One area of concern is that the
RG240 only measures about a third of
the total hydrocarbon in comparison
to the IM240, based on the slope of
the equation for the linear fit

line.

The under-reporting of HC by the

RG240 is not surprising. Likely
Figure 2
RG240 HC Versus IM240 HC

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gia
Q z
ree = r
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€ . bd 2
xz
0 06081216 2 2.68.63.23.6 4

Wd HC (gah

causes are the substan
differences in relative
sensitivity in the NDIR used by
RG240 versus the more accurate

used in the IM240, which has a
better response to the many
different hydrocarbon compounds

present in motor vehicle exhaust.
Also, the RG240 system may have a
substantially slower response time
than an IM240 system, and therefore

this could possibly flatten the
emission spikes.
A comparison in Figure 3 of

results for CO shows reasonably good

correlation of the RG240 to the
IM240. The slope of the line
indicates that the RG240 is

measuring about half of the CO in
relation to the IM240.

The differences between the RG240
and the IM240 in this case could
also be due to the different
response times of the RG240 and
IM240 CO gas analyzers. Because
instantaneous transient test
emissions change rapidly, an
analyzer with a slow response time
may not measure the entire quantity
of emissions present during a period
of rapid emission change.
Particularly when time correlating
emission quantities with distance

Figure 3
RG240 CO Versus IM240 CO

Y¥ 01.582 +0S557X (20.82 nei?
228
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give ;
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a6

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tee CO (gi)


Things to do BEFORE You Hit the Hotline Phone!

WHEN DIAGNOSTIC srcoiems
in the service bay can [ 0@ soivea
quickly. there's a great temptation
to down-tools and cail a hotline.
But what many service techni-
cians seem to :gnore is the fact
inat a Notline aiagnostician’s time

and expertise are at feast as valu-

able as a caller's. mayoe more
$0! So. cailing a notline before
you have some basic facts at
your fingertios. and some tests
completed and recorded can be a
serious waste of two people's
valuable time.

Autoline Telediagnosis. St. Paul.
MN. handies several hundred
diagnostic phone calls per day.
Stu Kidder is one of their top
phone-cail problem solvers. He
told us: “Many callers forget that
we can't see the vehicle they are
working on. so it’s important that
their conversational dialogue be
concise and accurate if we are to
help them.” For technician-callers
this means you must have good
vocal communications skills.

“Also.” Kidder continued, “we
need to know what tests have
been done to check out the prob-
lem, specific electrical values if
they aré appropriate, and as

much Scope. scan tooi and gas
analyzer data as possibie.
assuming a caller nas gatherea
all that data before they nave
called us.

Autoline's Customer Service
Director. Rob Schuyt. suggests
that most hotline diagnosticians
should know which set of service
manuals the calling technician is
in the habit of using. “It helps to
know if they use Mitchell.
Chilton’s or Motors Manuais. so
we can check the source they are
using. Here at Autoline we prefer
to use the original official OE car-
maker service data since we
often find it to be more completely
detailed than some of the edited
manuals.” Schuyt stated.

As with any service procedure.
most diagnosticians we talked to
suggest that an initial thorough
visual check be done before
using a tool or connecting a test
meter.

Joe Marchesani, a GM Tech
Specialist diagnostician at
ASPIRE, Morrisville. PA, told us:
“The visual check is important
because it can show earlier work
that may have been done. This
can be a good clue in locating the

Mita orooiem area. tm
Nelo to track Gown anc
Cure quicaly. But ASPIRE
Director of Diagnostuc Services
A. King stated: “So many snroucs
and covers are to be found t
ihe noog tcaay. that visual sroo
lems may not spring into view
that easily.” He does agree. now-
ever. that before anytning else :5
done. the visuai cneck is sill
important to do.

Now. oefore you cail that hotline
help. be sure you have:
1) Paper & pencil to take notes on
diagnostic guidance given to you.
2) The year:make: model of vehi-
cle. as well as engine size. fuel
system type. and other data
which will help the diagnostician
lock on to problem causes.
3) Performed a visual check of
the engine and problem system.
4) Taken preliminary test readings
and notes on values found.
5) The ability to deliver clear and
concise descriptions of the prob-
lem system and the data taken.

Remember. it's not just the cost
of a hotline phone-call, but it’s
your time too. as well as that of
the diagnostician you are calling
for help!

Enhanced l&M Programs Coming to ...

The following 83 city/metro-market areas must implement IM-240 Enhanced I&M programs by

by no later than January 1. 1995.

Albany-Schenectady-Troy, NY
Allentown-Bethlehem, PA
Altoona, PA

Atlanta. GA

Attleboro. MA & Providence, RI
Atlantic City, NJ

Bakerstield, CA

Baltimore. MO

Baton Rouge. LA
Bergen-Passaic Counties, NU
Binghamton, NY

Boston. MA
Bridgeport-Milford. CT
Brockton, MA

Butfalo. NY

Burlington. VT

Chicago, IL

Danbury, CT

Denver, CO

I Paso, TX

Erie, PA

Fall River, MA
Fitchourg-Leominster. MA
Fresno, CA

Glens Falls, NY

Hagerstown, MD

Harrisburg-Lebanon-Carlisle, PA
Hartford, CT

Houston, TX
Jamestown-Dunkirk, NY

Jersey City, NJ

Johnstown, PA

Lancaster, PA

Las Vegas. NV
Lawrence-Haverhill, MA

Los Angeles-Long Beach, CA
Lowell, MA

Manchester, NH
Middlesex-Somerset-Hunterdon, NJ
Milwaukee, WI
Monmouth-Ocean Counties, NJ
Nashua, NH

Nassau-Suffolk Counties, NY
Newark, NJ

New Bedford, MA

New Britain, CT

New Haven-Meriden, CT

New London-Norwich, CT

New York, NY

Niagara Falls, NY

Norwalk, CT

Orange County, NY

Oxnard-Ventura-Thousand Oaks. CA
Pawtucket-Woonsocket, Al
Philadelphia, PA

Pittsburgh. PA

Portland. ME
Portsmouth-Dover-Rochester. NH
Poughkeepsie. NY

Reading, PA

Rochester, NY

Sacramento, CA
Salem-Gloucester, MA

San Bernardino-Riverside, CA
San Diego. CA
Scranton-Wilkes-Barre. PA
Seattle-Everett. WA

Sharon, PA

Spokane. WA

Springfield, MA

Stamford, CT

State College. PA

Syracuse. NY

Tacoma, WA

Trenton, NJ

Utica-Rome, NY
Vineland-Millville-Bridgeton, NJ
Washington, DC

Waterbury, CT

Williamsport, PA

Wilmington, OE

Worcester, MA... &... York, PA


What approved [&M diagnostic/service technicians need. to be able to pro-
vide your state’s motoring public with troubletree [&M services and com-
plete satisfaction, is DRIVEABILITY DIAGNOSTIC DATA. We will provide
this by publishing in every issue, a Hi-Tech Hotline Help section, from
which real solutions will be provided to solve real I&M service problems.
We will not re-publish or re-print car factory technical service bulletins,
since these are now broadly available to most shops and technicians
throughout the industrv from a wide variety of sources. Our solutions will
be unique and custom-generated from the hotline diagnosticians who
respond to 1&M/emissions/driveabilitv problem service calls, many hun-
dreds of times a dav, every week and month of the vear.

We will also keep the I&M service industrv updated on training sessions
available to them... and, as states provide the information to us, we will
also cover new program details which may affect service shops and tech-
nicians who are expected to provide your state’s motoring public with the
right I&M diagnosis and service fix the first time.

If you believe your state can use the CSCV 1&M QUARTERLY UPDATE
newsletter as an effective part of its IEM Program implementation, we'd
like to be your Section 51.369(1) information delivery system. CSCV can
either:

1] Produce, print and mail to all involved and approved parties engaged
in your state’s I&M program, to any name & address list provided by you
6.0K...

2] You may use the CSCV 1&M QUARTERLY UPDATE rewsletter as
a delivery vehicle for your own specific state-oriented information. To do
this we can:

(a) Provide you with bulk quantities of the printed newsletter, to which
you may add your own supplemental information, for your own mail out

..Or...

(b) You may provide us with your own information: (i) either pre-
printed, or (ii) as camera-ready material, or (iii) as raw copy which we
would typeset and print, and then insert your information into copies to
be sent to your state’s mailing list.


from the Federal Test
by the EPA in order
to improve the effectiveness of
Inspection and Maintenance (I/M)
tests on new technology vehicles
(2). The driving schedule for the
IM240 is 239 seconds long (240 data
points) and is derived from the
first two "hills" of the EPA Federal
Test Procedure (FTP). Unlike the
FTP, which contains a cold engine
start, the IM240 requires that the
engine be warmed up and running
before the driving schedule starts.

developed
Procedure (FTP)

The RG240 was developed using the
operating

same procedures and
equipment concepts as the 1!M240.
The RG240 uses the same driving

schedule as the IM240. It also uses
a dynamometer and measures mass

emissions. RG240 mass emissions are
calculated for each second and
summed to get a composite total

following the same procedure as the
IM240. Only composite emission
results are discussed in this paper.
Comparisons of RG240 and 1IM240
second by second emissions will be
addressed in a future paper.

There are many equipment
similarities between the two tests
in that the IM24Q is designed to
produce similar power loading as the
FTP (Figure 1). Mass emissions are
also measured during the IM240,
instead of emissions concentrations
used by current idle and steady
state I/M tests. The IM240 mass
emission measurement uses a constant
volume sampling system (CVS) like
the FTP, and a new generation of gas
analyzers which allow real time
exhaust analysis resulting in
emission values for each second of
the IM240.

Costs for the RG240 were reduced
by using a simpler dynamometer which
is adjustable for vehicle load, but
has a fixed 2000 pound inertia
weight. HC, CO, and CO2 emissions
are performed with a BAR
emissions gas analyzer. For
this study, two nitric oxide (NO)
sensors which operated in parallel
were used. The constant volume

* BAR refers to the California Bureau of
Automotive Repair. SAR 90 refers to a
class of I/M analyzers currently in-use in
many test-end-repair I/M programs.


940431
IM240 Repair Verification:

An Inexpensive Dynamometer Method

ABSTRACT

An inexpensive system was designed
that would allow repair shops to
verify the adequacy of repairs made
to cars that had previously failed
the new high-tech I/M test (IM240).
Before and after repair tests on a
limited number of vehicles were
performed with both official 1IM240
and prototype repair grade (RG240)
equipment systems. Analyses were
performed to determine if the RG240
system concept is capable of
determining if the repairs performed
resulted in adequate emissions
reductions to assure a passing IM240
retest. This study focuses on
development of a prototype RG240
system consisting of a 100 SCFM CVS,
a dynamometer with an eddy current
power absorber and non-adjustable
2000 pound inertia flywheel, and a
BAR 90 emissions analyzer with an
additional nitric oxide analyzer.

TMUTRODOCTION

In November 1992, EPA promulgated
regulations {(1}* requiring enhanced
I/M programs in many areas of the
country, including all serious and
above ozone areas. These programs
will require I/M testing and repair
to be separate. Accordingly, the

Jan 8. Mickelsen and William 8. Clemmens
U.S. Environmental Protection Agency

ability of the automobile
service/repair sector to verify that
effective repairs have been made
prior to returning the vehicle to
the test center for retesting is
important to achieve a smooth

running program and to garner public
acceptance.

Because the official M240
transient emissions test is
performed with specialized testing
equipment, diagnosing failed
vehicles and verifying that
subsequent repairs were sufficient
to adequately reduce emissions to
passing levels may be considerably
easier with similar specialized
equipment. In response to this, the
EPA conducted a preliminary study of
a relatively low cost IM240 repair
verification equipment system. This
repaic verification (or repair
grade) equipment system is termed
the RG240 in order to avoid
confusion with the more thorough
official IM240 test equipment.

The IM240 is a transient emissions
test which measures hydrocarbons

(BC), carbon monoxide (CO), carbon
dioxide (CO2), and oxides of
nitrogen (NOx). The test was

* Numbers in brackets denote references

listed at the end of the paper.


Department of Consumer Affairs, Bureau of Automotive

Bills Recently
Chaptered Into Law

everal bills that affect you
and BAR were chaptered into
law in 1990. and became ef-

fective 1/1/91. A summary of each
bill is listed below:

AB 2040. Chapter 1403 - BP 9882.14

Reinstates BAR’s participation in the
Ignition Interlock program for driving
offenses.

This program requires BAR to coop-
erate with the Office of Traffic Safety in
adopting standards for the installation of
the devices: requires BAR to designate
and register stations that install devices:
requires manufacturers to comply with
instaflation standards: and allows BAR
to charge manufacturers a fee to recover
BAR’s costs.

AB 3242, Chapter 1207

Adds automobile burglar alarms to
the list of allowable installations with-
out the BAR registration requirement,
and places instailation and repair of
these alarms under Bureau of Electronic
and Appliance Repair.

SB 2330. Chapter 1453

Requires the Air Resources Board to
consult with BAR to adopt regulations
which require owners and operators of
heavy-duty diesel vehicles to perform
regular inspections of vehicles for ex-
cessive emissions of smoke.

For more information about these
bills, contact Kathy Runkle at (916)
855-7128.

New BAR Field Offics open, page 3
Save acl Check Tes, pope

ter 1991

Special Considerations For ARDs
Serving in Desert Storm Outlined

uto repair dealers and me-
chanics/technicians on ac-
tive duty in the Persian Gulf

war may be able to reinstate their
registrations or licenses without ex-
amination or penalty under certain
conditions.

Section 114.5 of the Business and
Professions Code defines and out-
lines the procedures to be followed
during wartime. according to
Michael A. Kelley. director of the
California Department of Consumer
Affairs.

Under the iaw. the conditions to
Teinstate include the following:

+ registration or license must be
valid at the time he/she entered
the armed services:

+ application for reinstatement
must be made while the indi-
vidual is serving in the armed ser-
vices, or no later than one year
from the date of discharge from
active service or retum to inactive
military status;

Kem County automotive
tepair shop recently had its
doors closed for 45 days in
a crackdown by the Bureau of Auto-
motive Repair (BAR).
D&G Automotive. located at 3909
Hughes Lane in Bakersfield, was pro-

. hibited from making repairs during the

45-day suspension because of viola-
tions of the Automotive Repair Act

. that included charging for parts that

were not installed on vehicles on at
least three different occasions.

+ application is accompanied by an
affidavit showing the date of en-
trance into the service. current
status or date of discharge, and
the renewal fee for the renewal
period in which the application is
filed.

The law further allows that if an
application for reinstatement is filed
more than one year after discharge
or retum to inactive status, BAR
may require the technician to pass
an examination.

However, technicians who prac-

* tice their profession in California ei-

ther part- or full-time while on ac-
tive duty military status are required
to maintain their licenses in good
standing.

Licensees who receive treatment
or are hospitalized in any veterans”
facility, and are prevented from
practicing their profession or voca-
tion as a result, are excluded from
the one-year period.

Bakersfield Auto Shop Business Suspended

The shop’s owner, Dougias Mal-
lory, was placed on five years’ pro-
bation providing he obeys ail laws
and regulations. During the proba-
tion ail replaced parts must be
tagged and kept for inspection by
BAR.

According to BAR officials. the
investigation was launched after
consumers said that the shop
charged them for repairs not made
and failed to provide estimates be-
fore work was performed.


eroduces less cross-stream mixing of
the diluted exhaust, the RG240 probe
was redesigned to sample across the
entire flow stream. The redesigned

probe substantially improved
calibration of prototype units, and
reduced variability due to
incomplete cross mixing.. All tests

reported used the redesigned probe.

IM240 emission analysis was
performed with three different types
of gas analyzers. A flame
fonization detector (FID) was used
for HC, while CO and C02 analysis
were each performed with a
nondispersive infrared (NDIR)
analyzer. Oxides of nitrogen (NOx,
which includes both NO and NO2) was
measured using a chemiluminescense
type analyzer. In contrast, the
RG240 equipment in this study used a
BAR 90 type NDIR gas analyzer for
HC, CO, and C02. Also, for these
development tests, NO measurements
were performed with two different
types of sensors, an electrochemical

and a repair grade
chemiluminescense. Both of these
sensors measure only NO. The gas

stream was divided and delivered to
the sensors, which were mounted in

parallel, so that each sensor would
receive an unaltered emissions
sample. Two different types of NO

sensors were used in this program

because no commercial RG240 NO
sensors were available. The
relatively new technology showed
promise for this type of
application. Production RG240
systems will have only one NO
sensor.

The RG240 equipment system

configuration in this conceptual
evaluation used two IBM 80386 PC
computers. One of the computers was
used to control the dynamometer, and
to display the RG240 driving
schedule (which is the same as the
1M240 driving schedule). The second
computer was used as part of the BAR
90 gas analyzer system, which
recorded emission concentrations as
well as CVS inlet temperature and
pressure. These values were then

processed after the test :5
calculate emissions on a mass basis.
Clearly, production RG240 systems
will combine these functions into a
single computer.

DESCRIPTION OF TESTING

This testing program was performed
by Automotive Testing Laboratories,
Inc. (ATL) under contract to EPA at
its Mesa, Arizona facility. A total
of 19 vehicles were tested in this
study, however, the new CVS probe
design was used only on the last
nine vehicles. These nine vehicles
were a subset of vehicles recruited
for on-going emission testing
programs (a table containing vehicle
information is contained in the
appendix at the end of this paper).
As part of these larger testing
programs, repairs were also
performed on vehicles with emissions
exceeding 0.8 grams per mile (g/mi)
for HC, 15.0 g/mi for CO, and 2.0
g/mi for NOx. In some cases, an
RG240 and IM240 test were run after
major repairs even though additional
repairs were known to be needed to
pass the IM240.

In order to compare emission
results between the IM240 and the
RG240 equipment systems, the goal
was that every time a vehicle in the
RG240 test program was tested using
the IM240, it was tested in the same
operating condition using the RG240.
Because this was the first ever
attempt at RG240 testing, with
typical developmental issues, an
RG240 test was not always performed
for each IM240 test performed. In
particular, RG240 NO data was not
collected for the first few cars
because the NO analyzers were not
operational at that time.
Occasional failures of the BAR 90
bench caused other vehicle test
sequences to have incomplete before
and after RG240 data.

DATA ANALYSIS

In order to determine if the RG240

equipment system could determine

4


EMISSION WARRANTY COVERAGE
FOR YOUR CUSTOMERS?

While most repair technicians know that such basic
primary emission control parts as catalytic converters
and air pumps are warranted by their vehicle manu-
facturer for the useful life of the vehicle, many are
not aware that there are two separate emission war-
ranties. Both the Emissions Defect Warranty and
Emissions Performance Warranty were created by the
Federal Clean Air Act and apply uniformly to all
vehicle manufacturers, whether domestic or foreign.
The warranties begin when the vehicle is first put into
service, either as a demonstrator or at the time of
retail sale, and are transferable to successive owners
until the age or mileage limits are passed.

To be eligible for coverage under either warranty,
owners are required to maintain their vehicles accord-
ing to the manufacturer’s maintenance schedules.
These maintenance requirements can be performed
by vehicle owners, private repair facilities, or
manufacturers’ representatives.. In most cases,
however, vehicles must be presented to a manufac-
turer’s representative to have an emission warranty
claim honored. This is to prevent the manufacturers
from being held responsible for owner malmainte-
nance, misdiagnoses, or emission control system
tampering.

Thie Emissions Defect Warranty applies nation-
wide for vehicles less than 5 years old with less than
50,000 miles. When an original engine part fails due
to a defect in materials or workmanship, and the part
failure causes the vehicle to exceed federal standards,
the manufacturer must repair or replace the defective
part free of charge, including labor and any miscella-
neous items that are necessary to complete the repair.

_ The Emissions Performance Warranty applies only
.to 1981 or newer vehicles (with GVW less than 8,500
Ibs.) that fail a federally approved emission test
within geographic areas where emission inspection is
required. It, too, is a 5 year or 50,000 mile warranty
(whichever occurs first) but it has significantly dif-
ferent coverage dependent on the vehicle’s age and
mileage. During the first 2 years or 24,000 miles the
manufacturer must make all repairs, replacements, or
adjustments necessary to enable the vehicle to meet its
required emission standards at no cost to the vehicle

owner. After 2 years or 24,000 miles and up to S years
or $0,000 miles, the manufacturer is responsible oniy
for the repair, replacement, or adjustment of com-
ponents which were installed in or on a vehicle for the
sole Or primary purpose of reducing vehicle emis-
sions, and which were not in general use prior to
model year 1968, All costs associated with a valid
Emission Performance Warranty claim are covered
by the vehicle manufacturer.

Due to constantly changing technology and varia-"
tions in manufacturers terminology, it is difficult to
list all covered primary emission control parts. Most
Parts that contribute to the closed loop operation of
today’s high tech vehicles are classified as primary
parts. For clarification on these items or other emis-
sion warranty questions, call 778-3640 (Milwaukee)
or toll free 1-800-242-7510 (outside Milwaukee).

EMISSION CONTROL
MAINTENANCE & ANALYZER
‘ OPERATIONS TRAINING

The area technical colleges are gearing up for the
winter/spring semester with very fine vehicle emissions
tune up and repair classes available to all vehicle ser-
vice and repair mechanics.

The mechanics update course for the Wisconsin
Vehicle Emissions Inspection Program provides in-
sight into the requirements and goals of the Emissions
Inspection Program, along with some excellent train-
ing with hands-on experience at calibrating, adjust-
ing, and minor service of a variety of emissions
analyzers.

The instructors are very knowledgeable and pro-
vide a good contact when dealing with that difficult
problem in a vehicle that seems unresolvable. They
are looking forward to your attending this class, are
providing their name, phone number, and class status
as listed below.

Gateway Technical Institute
Instructors - Phil Atlas and Paul Sorenson

A class will be offered February 18, 20, 25, 27.
Each session will be four hours in length, 16 hours
total class time.

A second class is tentatively planned for April 8,
10, 15, 17. The class will be offered if sufficient in-
terest is shown.

Continued on Back Page


4,
fo

United States EPA 420-B-94-003
Environmental Protection September, 1994
Agency

Air

Supplemental Guidance for
I/M Programs:

Vehicle Repair, Technical
Assistance, Performance
Monitoring, and Technician
Education and Certification


at which the RG240 measures the
emissions prevents directly using
the RG240 results to predict whether
a vehicle will pass on the official
IM240 test when it returns to the
official testing station. To assist
repair shops in_determining whether
a repair was successful, a
preliminary approach was developed.
This involved creating a target
value for the after-repair RG240
test that was calculated based on
the percentage reduction needed from
the initial IM240, and an initial

determine whether a repaired ven:
should be returned for a retest
the IM240 lane. Table 1 prese
the IM240 and RG240 HC resuics,
while Tables 2 and 3 present the co
and NOx (NO for RG240) resulss,
respectively. Referring to Table 1,
vehicle 911 fails the initial !M240
with HC emissions of 1.02 g/mi.
Because the cutpoint is 0.8 g/mi, at
least a 21.57% reduction is required
for a passing score. The vehicle is
then tested using the RG240 where
the HC result was 0.36 g/mi. The

RG240 test. 21.57% reduction is applied to this
score resulting in a maximum target
The following explains the score of 0.28 g/mi for a RG240
calculations and procedures used in retest. If after repairs were
this preliminary approach to performed, the RG240 retest result
Table 1
IM240 and RG240 HC Results ,
Veh M200 Initial Req % Reduction Initial Target (—After Repair—|
Number Rn IM240HC For Passing RG240 HC RG240
Number (g/m) 1M240 Score* (g/mi) Score RG M240
(Max) g/m) (g/mi)
314 4934 0.47 -70.21% =X 0.17 s 0.29
911 4833 1.02 2157% =X 036 . 0.28
911 4957 0.07 0.07
2 4900 0.50 O0% X 0.46 . 0.74
912 4939 0.28 039
912 4966 0.26 039
913 4890 148 45.95% X 0.83 s 4S
916 5128 0.21 -280.95% X 034 s 1.28
917 512 0.85 588% X 029 . 0.27
917 S273 0.16 0.07
918 S117 0.14 47143% XX (0.06 . 035
18 3173 0.04 0.12
9 S141 3.70 78.38% X14 s 031
n9 5197 0.73 2.08
a9 $288 0.04 0.03
920 $111 13% 41.18% X 0.69 s OAl
920 S11 Duplicate 0.84 1.3%

* 1M240 Cutpoints of 0.8, 15, and 2.0 g/mi for HC, CO, and NOx.

7


traveled on the driving cycle.
while both tests use NDIR analyzers,
the IM240 is a dedicated CO unit
(with an optimized cell length)
while the RG240 analyzer also
measures HC and CO2. Another cause
for lower RG240 CO values may be
under loading of the vehicle during
acceleration portions of the RG240
due to the lower inertia weight in
the RG240 dynamometer.

As discussed before, a comparison
between the two different RG240 NO

sensors (Figure 4) shows excellent
correlation between the two NO
sensors.

Figure 4

RG240 NO Sensor 1 Versus Sensor 2

¥ 20.103 +0.962X 1220.99 nai0

RaLzde NO Genser 2
Cermt)
~

AG2@ NO Sensor gin

A comparison between RG240 NO and
IM240 NOx (Figure 5) shows good
correlation between the two. The
linear fit line equation shows that
the RG240 NO sensors are actually
measuring slightly more NO than is
measured by the more accurate IM240
NOx analyzer. This was a surprising
result. One explanation for the
high NO values recorded may be
analyzer interference on the RG240
analyzer. Both RG240 NO analyzers
follow the same trend of over
measuring the quantity of NO.

A concern with the NOx correlation
‘is that the inertia weight of the
test vehicles used in this test

Figure 5
RG240 NO Versus IM240 NOx

5
t
3 4
°3
z
p 2
St &
«

C)

0 1 2 3 4
14240 NOx (g/mi)

program did not cover the range of
inertia weights expected in an I/M
Program. In fact, almost all of the
vehicles tested, by happenstance,
had the same inertia weight of 3000
pounds. The testing of vehicles
with different inertia weights to
fully develop the relationship
between the RG240 and the IM240 is
important because NOx is generated
under higher engine loads and its
formation is dependent on the amount
of inertia weight applied during a
test. Future test programs will
need to cover a broader range of
vehicle inertia weights before the
agreement between the RG240 and the
IM240 in Figure 5 is considered to
be fully valid.

Also, bear in mind, that this is a
preliminary analysis of the RG240
with only nine vehicles tested.
Additional testing with a wider
variety of vehicles will likely
affect the correlation between the
IM240 and RG240.

APPLYING THE RG240

While the RG240 on this small data
sample does show an overall
acceptable correlation for repairs
with the M240, the differing levels


: DRAFT VERSION OF [M240 REPAIR FORM
S{22uREP DOC or

NaN
im
\ Engine {nternai lt
fom m
\ Engine Anctiiary 21
=
— Catalyst
— Fue: Pump

— Fuei Pressure Reguiator
\ Carburetor

AIR System Section

oO AIR system vacuum suppiv 27
Oo AIR system control vaivets) 223
AIR system delivery hose or pipe 229

Purge System Section
on

\ Purge system vacuum suppiy 230
O Purge system controi solenord/vaive 331
0 Purge svstem delivery hose or pipe 332

Pressure System Section

O Pressure system valve(s) #33

Pressure system hose or pipe 334
O Gas cap #35
EGR System Section

EGR vacuum supply #36
QEGR valve 337
O EGR vacuum control solenoid/device . 438
O EGR Passages in Engine #39

Final Section

5. Were there multiple or other secondary failures repaired as well as the root cause?
Oves - List in decending order of emissions contribution the answer #'s from above that
were repaired:
#40a
#40b
#40¢
#40d

Repair Form now complete - Thank you!

One - Repair Form now complete - Thank you! #41


STATES ANNOUNCING
ADOPTION OF CSCV
TRAINING GUIDELINES

In-service technician training is
expected to be a critical contributor
to the success of 1&M implementa-
tion. “If technicians are not educat-
ed to oerform oroper repairs.”
Gene D’Anarea. Chairman CSCV
ETAB ; Education Training Advisory
Booard). told us recently. “he M
side of {&M wiil not be able to
reduce automotive-caused emis-
sions as the EPA expects.

In an effort to ensure that I&M
programs have the support and
resources needed to succeed
CSCV has formed:

+ ETAB to develop training support
guidelines for 1&M programs: and

+ NERC (Nati. Education Resource
Center to provide information on
integrated training programs. mate-
rials & support services to aid
states in implementing |&M pro-
grams.

The good news is that a number
of states now appear to be moving
to embrace the CSCV
Recommended Guidelines for In-
service Technician Training.
Programs developed in NY and FL
meet the CSCV training model cur-
riculum.

Ang we iSO ungersiand that sev-
eral other states may soon acoot
ihe CSCV training program guice-
lines & Of Nave inciuded them in
their RFPs (Request For
Proposal).

LOOKING FOR 60
MASTER TRAINERS TO
TRAIN 600 MORE!

What it will take to crank up a
train-the-trainers program for
E-1&M (Enhanced 1&M) technical
implementation will be 60 master
trainers. But not just any 60! "We
are like the US Marine Corps.”
Gary Huggins. Exec. VP of CSCV
stated in August. “We are looking
for the 60 master trainers who are
the cream of the national crop!”
That will not be an easy task.

“The goal is to find a core group
of 60 people who will be tasked to
go out and train about 10 other
trainers each.” Huggins explained.
The 600 group of hi-level industry
and education based service train-
ers will be assigned. along with the
initial 60. to train service techni-
cians who could become approved
or certified to perform E/1&M emis-
sion repair services in their states.

CSCV will set up a screening
process which will make the deter-

We wont ce aie to
2veryone wno apoies
80 Train-the-Trainers Frog
Huggins admitted. But for +
May not pe included in ine first
ground. we nope to incluce mary of
hem in the 660 Group “
take on the tougn task of delivering
E.1&M training to teennicians in
those states which have deen ces-
ignated Enhanced |&M areas of
the nation.” he told us.

E 1&M programs are expected to
appear in 83 markets in 20 states
plus OC by no later than Jan 1
1995. See below on the page at
right for these iocations to find out
if your automotive service shoo is
in a market which could be
involved in offering E'1&M services
to your automotive customers.

Automotive service technology
trainers who would like to be part
of either group. the First 60 or the
600 Group. contact Gary Huggins.
at CSCV. 202-543-4499. Or write
to:

CSCV Train the Trainers

321 D Street NE

Washington. DC 20002

Attn: Gary Huggins

1&M RULE REVIEW (cont'd)

test will be required. This will
mean the vehicle owner most like-
ly will have to take the vehicle
back to the test-only facility.

While it is not expected that
shops will have to duplicate the
sophisticated equipment used in
an IM-240 check lane, certain
investments in new equipment, or
possibly in upgrades, will have to
be assumed if a service shop
intends to offer E/&M repairs and
bring back into compliance found-
to-be-polluting vehicles. Also,
some form of verification check in
the service facility, after adjust-
ments have been completed, will
have to be done. if only to confirm
to the vehicle owner that the vehi-
cle will pass the re-test back at the
inspection facility.

Technicians assigned to perform
these new emission check ser-
vices also will have to commit to
undertaking update emission sys-

tem (fuel/ignition/driveability)
technical training. Technicians
also may have to undertake a
new level of ASE test certification
beyond the existing A8 Engine
Performance test, to prove they
are capable of performing the
work involved in Enhanced |&M
correction.

ASE’s new emission system
diagnostician category of certifica-
tion will be launched in the Spring
‘94 testing period. The new test
will be offered at all test centers in
the nation, ASE tells us.

We aiso understand that techni-
cians who intend to register for the
new ASE test next Spring must
hold current A8 test certification
status. ASE has also advised the
industry that the new test will be
completely diagnosis-oriented
rather than repair-service slanted
as are all their other categories of
technician certification tests.

New I&M Programs Coming to...

These 26 city-market areas must implement Basic
\&M programs by Jan. 1. 94.

Akron. OH

Ann Arbor. MI

Aurora. IL

Beaumont. TX

Charleston. WV

Dayton. OH

Denton. TX

Durham, NC

Elgin, IL

Galveston, TX

Gastonia, NC

Grand Rapids. MI

Huntington, WV-Ashlahd. KY
Joliet, IL

Lewiston-Auburn, ME
Lewisville, TX
Muskegon-Muskegon Heights. MI
Parkersburg, WV-Marietta. OH
Petersburg-Colonial Heights. VA
Port Arthur, TX

Richmond. VA

Round Lake Beach, IL
Sheboygan. WI

Springfield. OH

Texas City-La Marque, TX

| Toledo, OH


Ci | -a
UPDATE

A periodic information service for ail th
Inspection & Maintenance of automotive exnaust

_——_—_-— —

icnieving ¢
e emis

Cearery

1&M Rule Review: examining the
regulatory impact

BY NO LATER than January 1. 1995. a majority of
states will have to have taken serious steps toward
cleaning up their air quality from excessively-polluting
automobiles. Some 26 metro areas of the nation in
10 states which now have no |&M programs. must
mplement basic 1&M (exnaust emission Inspection &
Maintenance) programs by Jan. 1. 1994. And. by
Jan. 1, 1995. 83 other areas of the nation in 20 states
plus DC. which have either basic or no |&M pro-
grams. but which still fail to meet the national ambient
air quality standard—we call these non-attainment
areas—must have in operation a more precise
Enhanced !&M program designed around the brand-
new and more comprehensive |M-240 inspection
procedure.

It goes without saying that the new Enhanced I&M
inspection procedure will be tighter and much more
detailed than the earlier BAR 84 and BAR 90 stan-
dards used in almost all |&M programs now in place
across the nation

Despite better, cleaner-performing OE automotive
exhaust emission systems on cars of the last five
model years. continued and excessive levels of
exhaust pollution from older cars are what is causing
this new focus on tougher emission system diagnosis
and adjustments. The goal is to identify thru inspec-
tion the gross polluters. have them brought back into
compliance thru maintenance and repair, and then be
re-tested to prove their clean-running performance.

With an eye on reducing vehicle-owner inconve-
nience. EPA will call for a maximum 4-minute test-
cycle emission inspection. This has been named the
IM-240 test since the equipment which will perform it
has been designed to execute the emission check in
no more than 240 seconds.

These new developments in the continuing battle to
achieve cleaner air for all of us to breathe, will have
major impacts on many shops, as well as on many
thousands of professional automotive service techni-
cians. States which must implement Enhanced I|&M
programs by 1/95, will call for IM-240 tests to be per-
formed in test-only (no-repair) facilities. These test-
only centers will feature loaded-mode (dynamometer)
diagnosis. The results of such a test will be printed
out and show in detail where in the 240-second time
cycle a vehicle emits excessive levels of HC (hydro-
carbons), CO (carbon monoxide) and NOx (oxides of
nitrogen).

In addition, an evaporative purge check of each

vehicle's fuel-vapor charcoal trap canister will 0e per-

formed. a step wnich is not now part of any existing

!&M check

Repairs will not be avaliable at test-only facilities

will be up to the venicie owner to cnoose the repair

facility where emission repairs will be made. And. of

course. a re-test cf every vehicie wnich fails an initial
continued on page 2

~

(In this issue...

This is a sample issue of what CSCV plans will be a
regular 4-times-a-year newsletter for all those involved
in achieving cleaner air through |&M of automotive
exhaust & evaporative emission control systems.

New !I&M programs coming 2

Basic 1&M and Enhanced |&M are coming to many markets in 38
States by no later that Jan. 1. 1995.

Before you call a hotline! 3

Still basic, but still very important—a visual check can lead
the technician to the seat of a problem. -Photo ASE

Hi-tech hotline help 5

A digest of calls made to troubleshooting diagnostic ser-
vices. Covet Audi; Chryster; Ford/Lincoin-Mercury; GM;

Honda; Mazda; Nissan; Toyota.



sampler was fabricated at the EPA's
National Vehicle and Fuels Emission
Lab and uses a4 Critical flow venturi
rated at approximately 100 standard
cubic feet per Minute (SCFM).

RG240 TEST EQUIPMENT

One of the main concerns during
the development of the RG240 concept
was to keep the "retail" cost of the
developed system as low as possible.
Accordingly, the RG240 is based on
equipment which already exists in
repair shops, or is substantially
less expensive than the
corresponding IM240 equipment.

IM240 dynamometer specifications
require coupled twin rolls and an
adjustable power absorber which can
be adjusted in 0.1 horsepower (Hp)
increments (2]. The simulation of
vehicle inertia may be achieved by
using flywheels which range from
2000 pounds to 5500 pounds in
increments no larger than 500
pounds. In addition, IM240
dynamometers using mechanical
inertia are required to have an
independent method to verify that
the correct flywheels are actually
rotating during the test.

The RG240 dynamometer used in this
program also has twin rolls but, for
this initial study, they were not
coupled. Future EPA evaluation
programs will probably use coupled
rolls. The RG240 dynamometer used
only one permanently engaged 2000
pound flywheel. An eddy current
power absorber was used and was
adjustable in 0.1 Hp increments.

The use of a fixed 2000 pound
inertia weight on the RG240 will
underload heavier vehicles on the
acceleration portions of the driving
schedule in comparison to the IM240.
This should cause lower RG240
emissions, but because the RG240
determines a more qualitative change
from the before and after repair

tests, the effect should be
negligible. Future tests of the
RG240 concept may include the

addition of simulated iner::
increasing the load
dynamometer's power absorber
the acceleration portions
driving schedule,

In order to measure mass emissions
from vehicles during testing, it is
necessary to know both the volume of
exhaust air flow and emission
concentration. Both the IM240 and
RG240 equipment systems use a CVS
which performs two functions,
dilution of the exhaust with air,
and a surrogate measurement of the
vehicle exhaust flow through
measurement of air diluted
exhaust mixture. Both emissions
tests also use an exhaust collection
tube which is much larger in
diameter than a vehicle's exhaust
pipe. The collection tube is
positioned around the vehicle's
exhaust pipe and draws additional
air used for dilution around the
exhaust pipe. The vehicle's exhaust
is diluted so that water
condensation and further reaction of
emissions will not occur. The air
flow in the CVS used for this study
was regulated by the use of a
critical flow venturi (CFV). The
CFV limits airflow by creating a
sonic shock wave in the throat of
the venturi. Once a CFV has been
calibrated, the air flow volume can
be determined by measuring the inlet
temperature and pressure at the
venturi. The diluted exhaust flow
is also sampled at the inlet to the
venturi and transported to the
emissions analyzer benches.

an

The recommended flowrate for an
IM240 CVS is approximately 700 SCFM
(without heated sample lines) while
the RG240 CVS flow was approximately
100 SCFM. The lower flow rate was
selected for the RG240 in order to
reduce equipment costs by using a
lower power CVS blower motor, and to
keep the emission concentrations in
the range of a BAR 90 type emissions
analyzer. The IM240 CVS uses a "L"
type probe to sample emissions from
the center of the flow stream.
Because the RG240 CVS design


BAR Training Course
Advisory Board Meets

Election of officers. the progress
of impiememtation of Senate Bill
1997 and continuing development of
mechanic exams were among the
topics of discussion ata Training
Course Advisory Board meeting heid
Feb. 21. (991. in Palm Desert.

The board holds tour public meet-
ings a year to keep up with rapidly
advancing automotive technology.
Automotive instructors are among
the regular attendees who provide ad-
Vice on changes needed in automo-
lve training and testing programs.

Board members include Rich
Branchini. Secretary. Bud
Hennessy.V. Chair. Margaret Vine-
yard. Chair. Roy Okimoto and John
Rogolino, All have automotive field
backgrounds and volunteer their time
to advise BAR on its mechanic train-
ing procedures and policies.

Save Fuel, Clean the Air by Checking the Tires

It's hard to believe that something
as simple as tre inflation can atfect 4
sehicle’s perrormance, out it can.
Surveys show that the tires on more
ihan half of the cars on the road ure
not inflated to manufacturers’ speci-
fications. Some adverse eftects trom
improper inflation include poor han-
dling. decreased fuel economy. in-
creased: tire wear and a significant in-
crease in harmtul emissions during
highway travel.

Since tune-up or emissions work
iy not really complete without tire
pressure service. take the time to
check. Refer to the label on the ve-
hicle door jamb. the owner's manual.
or the guidebook(s) available to tire
dealers.

Remind your customers of the ef-
tects and importance of proper tire
inflation. Not only will your cus-
tomer appreciate knowing that his or

her ures are properiy intlated, bur
soul know one more vehicle iy
saler and running cleaner.

Bureau of Automotive Repair
10240 Systems Parkway
Sacramento, CA 95827

91 8767

007390

BULK RATE
U.S. POSTAGE
PAID
Sacramento, CA
Permit No. 2083

USEPA OFF OF MOBILE SRC EMSS C

2565 PLYMOUTH ROAD
mI 46105

ANN ARBUR»


APPENDIX 5

Sample Repair Grading Form


Repair Shop Performance

Year of Your Vehicle: 1990
Age Category: 4 to 10 years .
Number Percent Percent Percent Repair
submitted Passing lst Receiving a Needing 2 2 Effectiveness
for Retest retest Waiver Retests Index
Repair Shop A 100 96% 2% 2% 68%
1873 There St.
Anycity, 00145
f (555) 123-1234
{| Repair Shop B 20 98% 0% 2% 84%
} 4625 That St.
Anycity, 00141
(555) 416-1234 .
Repair Shop C 40 62% S%& 33% 35%
| 976 Which St.
Anycity, 00142
(555) 132-1234
Repair Shop D 250 99% 1% 0% 79%
2392 Where St.
f Anycity, 00148
H (555) 123-1234 {



CSCV can make your state’s fulfillment of EPA’s
Final Rule, Section 51.369(1) easy to accomplish by
means of the
CSCV I&M QUARTERLY UPDATE

newsletter.

Based on discussions with EPA, this dialog for those

involved in providing hi-tech 1&M services, plus your

own state-specific information, will meet the require-
ment in Section 51.369(1) of the final 1&M rule. In

addition to helping your state meet rule requirements,

and improve the M (Maintenance) component of your

1&M program, this newsletter will provide the bonus of
important national diagnostic repair information and

solutions to technical problems.

We would like to hear from you that the
CSCV 1&M QUARTERLY UPDATE
newsletter will be part of your state’s Enhanced or

Basic 1&M Program.

For complete details, please write to, or call:

cscvyv

pan CSCV, 321 D Street NE
Washington, DC 20002

=_
eu?

Phone: 202 543 4499 . Fax: 202 544 7865



APPENDIX 1

IM240 Repair Verification: An
Inexpensive Dynamometer Method


APPROACH 2


installed.

While this example illustrates a
situation where the vehicle would
have passed the IM240 for CO, the
RG240 identified that the vehicle
was not correctly tepaired and would
not pass IM240 HC or NOx based on
the results of the RG240. Part of
the lack of specific differentiation
in the calculation approach (i.e.,
procedure indicated that more CO
repairs were needed for vehicle 919
when they were not) is possibly due
to the preliminary nature of this
calculation approach. However, the
lack of precise differentiation is
not inconsistent with the idea that
the RG240 is a qualitative approach
and not a quantitative one.
Furthermore, an examination of the
next IM240 retest shows that large
additional decreases in emissions
were available. Once again
emphasizing the guidance that one
should repair vehicles to as low a
value on the RG240 as feasible.

Another repair situation which is
addressed in the tables is
determining how much emissions can
increase. When performing improper
or incomplete repairs on a transient

test, it is not uncommon for NOx
emissions to increase and CO
emissions to decrease, or vice
versa. This is especially true when
the repair affects the air/fuel
ratio of the vehicle. Carbon

monoxide is formed when the air/fuel
ratio is rich while NOx is formed
under lean combustion conditions.
Thus, if a vehicle fails for high CO
due to a rich air/fuel ratio, it
will probably also have very low
NOx. After repairs are performed,
an increase in NOx could occur if
incomplete repairs are made.

In the case where the vehicle had
a passing value on the initial
IM240, the percent reduction
calculated could be a negative value
indicating that emissions could
increase to the higher calculated
target value. As long as all the
emissions were below the target

RG240 values
increases would be
However, given the preliminary
mature of this concept, it bears
reiterating that mechanics would be
advised tO use extreme caution in
situations where the initial 1IM240
and RG240 values are very smail and
a_very high percentage increase in
RG240 emissions is computed by this
method. In such a case, the
mechanic would be well advised to
limit any increases in emissions to
the minimum increases feasible.

after repairs, s5

acceptab

In this preliminary method, the
RG240 NO target score is capped at
2.1 g/mi due to the better overall
agreement with the IM240 values.
The 2.1 g/mi value was obtained by
the using IM240 NOx cutpoint (2.0
g/mi) in the linear fit equation of
Figure 5. :

COoNcLUSIONS

The purpose of this test program was
to determine if the RG240 concept
could determine whether adequate
emissions reductions had been
achieved following repairs so that a
vehicle would have a high assurance
of passing an IM240 retest. This
was a concept demonstration program,
and a relatively small amount of
data were collected; therefore, the
results and conclusions may change

with additional testing. However,
the overall results were
encouraging, and the initial
expectations were met. Additional
testing of the RG240 equipment
systems is scheduled. Specific

conclusions and observations from
this test program are as follows.

1. An RG240 system was built which
demonstrated an acceptable
correlation with the IM240 emissions
test for repair verification.

2. A preliminary method has been
designed and demonstrated which
allows the RG240 system to be used
to determine if repairs have
adequately reduced emissions from
IM240 failing vehicles.

10


APPENDIX
Vehicle Description Table

Vehicle Inertia Year Mileage = Make Model Engine = Fuel Trans

Number. Weight Disp. Svstem
314 2500 9 69,006 Honda CRX 1.5L PFI Sspd
ou 3000 85 77,724 Buick Century 2.5L TBI Auto
912 3000 84 127,388 Oldsmobile Firenza 1.8L TBI Auto
913 3000 8&3 72,640 Oldsmobile Firenza 1.8L TBI Auto
916 3000 88 83,720 Chevrolet Corsica 2.0L TBI Auto
917 3000 88 69,158 Honda Prelude 2.0L PFI Auto
918 3000 86 82,547 = Toyota Celica 2.0L PFI Auto
919 3000 & 126,750 Buick Skylark 2.0L TBI Aspd
920 3000 83 166,321 Nissan Maxima 2.8L PFI Auto

12


APPENDICES


2 OlUCS coes intel as

creates a se rougn :cie.
stalling. ana terno'e aceereration
Use a timing iignt or spark tester

on both sides to diagnose this
faut, T wort:
“auity carivon mcauie. ara
power transisicr.

One fina: caution. if
under toaa occurs. /26
exhaust dluas are snutting off as
they snouid

VARIETY OF PROBLEMS ON
NISSAN E16S ENGINES

From Mitchell On-Call Telediagnostics
This engine !s used on 1983-87
Sentra moaeis. and on 1983-87
Pulsar moaeis.

if the air cleaner fills with oul. be
sure to check the PCV hose. It
may become soft and tena to suck
shut. usually under moderate load.
right past the step-down in the
hose as it passes through the
intake runners. This is an area of
the hose where its diameter
decreases. Another symptom
might be that the idle CO percent-
age will increase if the hose is
always Collapsed.

On the thokeless Hitachi carb.
used exclusively from 1984-87, but
not in 1983, the bakelite insulator
may be cracked. This may cause
one of the two strands going to the
mixture control solenoid to intermit-
tently open the circuit. driving the
carb to full-rich. This mixture-con-
trol solenoid works identically to a
GM design: the carb will run full-
rich when off. and full-lean when
100% energized.

Ano-start. no-spark condition is
likely to be due to a bad connection
at the ECC main relay. This unit is
located on the fenderwell. The
connections under the relay are
exposed to road splash, and usual-
ly suffer corrosion deterioration. A
failure on this circuit will not supply
the ECU with needed power.
depriving the optical distributor of
the power it needs to function.

BLACK SMOKE ON 22R
NON-FEEDBACK ENGINE

From Mitchell On-Call Telediagnostics
if this pickup truck engine always

2, HI-TECH HOTLINE HELP...

runs rICN. SMOWING DIaCK SMOKE
though Pci smoking as Saaiy wnen
Itis warm. ine OOwer vaive $4
iikety culprit. The vaive's spring
tension weakens over time. thus
allowing !{ t¢ ben 100 early.

First. verify the jets are not leak-
:ng and the float !evet observed
thru the window ts OK. if both
check OK. open up the caro and
test the power vaive. This is a reg-
ular floor-jet type. Now remove it
from the bottom of the float bow!
and install a hand held vacuum
pump to the threaded portion of
the valve. A good power valve will
open at or above 3 ins. A bad one
will open around 1 in.

This carb has a temperature-
compensated spring accelerator
oump. If it were faulty. the engine
would run rich ONLY when hot.

BOSCH VANE-TYPE AIR
FLOW SENSOR TESTS

from the ASPIRE Telediagnostic Hotline
Many Toyota model vehicles use
a Bosch-style mechanical air flow
sensor. This meter is part of the
air induction system to the engine

ing or using a Dreak-Out 90x io
Measure ‘re voitage outout. "4
2an now see on our volnmeter
=xactly wnat the ECU sees.
solace snouid change. graca
and increase or cecrease winout
SkIOS Or spikes as ine door moves
With late- mocel airflow meters
the voitage sweeo:decreases as
the door open: in early model the
voltage sweep increases.

Usea win germission ot Aspire, inc.
Asovre. inc All ngnts reservea

This 2nd design was first used in the
1985 5M-GE engine and is used in
many TCCS venicies. Check vehicie
service spec for correct application.

Used with permission ot Aspire. inc.
Aspire. Inc, Ail rights reserved

Toyota uses two types of air flow meter
designs. Both designs overlapped in
model years of use. See 2nd design

late-model schematic above.

and produces one of the most
important inputs to the fuel injec-
tion computer. It measures the
volume of air entering the engine
and sends a signal to the ECU for
fuel injection control. Factory
specifications and procedures
usually call for a variable resis-
tance test using an analog ohm-
meter or a digital ohmmeter with a
bar graph display, when testing
the airflow potentiometer.

The use of the digital onmmeter
can be.tricky. You need to study
the display carefully and repeat the

{HOTLINE DIAGNOSTIC |
SERVICES FOR
SHOPS & TECHNICIANS

A number of telephone-access
diagnostic hotline services are avail-
able to the industry. Most of these
are by subscription. however com-
plete details can be obtained by
Calling them. They are:

ASPIRE Telediagnostic Service,
Morrisville, PA.

Call 800 435 1050 and

ask for J R King

AUTOLINE Telediagnosis.
St. Paul, MN.
Call 800 288 6220 and ask for
Rob Schuyt (pronounced
SHOOT)

MITCHELL On-Line
Telediagnostics. San Diego, CA.
Call 800 854 7030 and ask for
Eddie Santangelo. x-6504

AUTOMOTIVE DATA SYSTEMS.

Huntington Beach. CA.
Call 714 892 8330 and ask for
Curt Moore

. /



Zontinuea
The instructors are asking each interested in-
dividual to send a short letter to:

Gateway Technical Institute
3520 - 30th Avenue
Kenosha, WI 53140

attn: Phil Atlas

In the letter please state whether you would prefer
to attend the Racine, Kenosha, or Elkorn campus,
and whether you want a day or night class.

Milwaukee Area Technical College
Instructor - Walter Metzelfeld
Phone # - (414) 278-6789
Mr. Metzelfeld requires a minimum of 12 students
in each class, and will start up a new class each time

sufficient interest is shown. All you need

u t 10 dois zive,
him a cail and sign up! awe

Moraine Park Technical Institute - West Bend
Instructor - Glen Demoske
Phone # - (414) 929-2117 (Metro Line)

Here again the classes will begin just as soon as
enough individuals sign up to take the course. The

only requirement is to give Glen a call and let him
know you’re interested.

Waukesha County Technica Institute
Instructor - John Jewel
Phone # - (414) 691-5439

Mr. Jewel has just taken over as the program
manager of the Automotive and Engine Department
and is anxiously anticipating the startup of new
classes. Just give him a call and sign up today!

FOR MORE INFORMATION

Call 778-3640 (Milwaukee Metropolitan Area)
Or 1-800-242-7510 (toll free)
Telephone Hours: 8:00 a.m.-4:30 p.m.
Monday-Friday

Oepartment of Transportation
Oivision of Motor Vehicles
MOTOR VEHICLE EMISSION
INSPECTION SECTION

1150 N. Alois

Milwaukee, Wi 53208

Address Correction Requested
Return Postage Guaranteed

BULK RATE
U.S. POSTAGE
Palo
Milwaukee, WI
Permit No. 1758



Supplemental Guidance for I/M Programs:

Vehicle Repair, Technical Assistance,
Performance Monitoring, and Technician
Education and Certification

Emission Planning and Strategies Division
Office of Mobile Sources
U.S. Environmental Protection Agency
Final -- September, 1994


HI-TECH HOTLINE HELP...

A Digest of Calls Made to the Indust

AUDI

NO-SPARK AFTER REPAIRS
ON °84-'85 5000 TURBO

From Mitcneil On-Call Teleaiagnostics

If a no-spark condition snows ud
amer rouune repair work on the
5000 Turbo. cneck to see if the ais-
trioutor was either removed or
adjusted. Audi has an increaibiy
finicky ignition system. A no-spark
condition will result if the aistributcr
1s even a few degrees off its tacto-
ry setting.

install a spark tester in one or the
plug wires. Now ioosen tne aistrio-
utor noid-down. Crank the engine
while SLOWLY turning tne aistriou-
tor either way. If spark returns. the
distributor is now in the correct
position. Tighten down in that
exact position in order to achieve
the repair.

Here's what happens. This igni-
tion system uses three engine-
speed sensors. The first is the
speed sensor. a non-adjustable
magnetic pickup which produces
135 impulses per CRANKSHAFT
revolution. via 135 teeth on the fly-
wheel. These impulses are used
as the primary input to determine
engine speed and the ignition tim-
ing point. This sensor is located
on the upper left side of the trans-
mission bell housing.

The second sensor is called the
reference sensor. also a non-
adjustable magnetic pickup which
produces 1 impulse per CRANK-
SHAFT revolution at 60° BTDC,
via a pin inserted in the flywheel. It
is used by the control unit, along
with the Hail sensor in the distribu-
tor. to identify TDC for the #1 cylin-
der. This sensor is located next to
the speed sensor.

The third sensor is called the Hall
sending unit, a Hall effect which
Produces one broad signal per
DISTRIBUTOR SHAFT rotation
just before ignition on TDC #1
cylinder. This is needed because
the reference sensor creates an
impulse 60° before TDC on the
compression stroke. and also on
the exhaust stroke.

The control unit is only interested

n the compression-strake imouise
The Hail sending unit

nowever. 7
serves {0 identity ana validate the
eterence sensor comoression
Moulse. since \t rotates at Naif the
speed of the crankshaft. |f the Hall
sending unit sensor 's out of sync
the reterence sensor will not get
validated. and the ignition and fuel
systems will not become energized

CHRYSLER CORP.

CHRYSLER 2.2/2.5 & TURBO
PERFORMANCE GRIPES

from the ASPIRE Telediagnostic Hotline
Some owners of Chrysier vehicles
with the 2.2L. the 2.5L. and tur-
bocharged versions of these power
plants. may complain about poor
performance. lack of power and a
rich-running condition. When diag-
nosing for these problems most
technicians know the usual causes
of these driveability gripes, such as
the MAP sensor, or checking for
injector update bulletins.

Along with these common prob-
lems, Aspire diagnosticians have
noted that some timing belts have
jumped. or been installed improper-
ly, and are out of time. Incorrect
cam-timing changes valve timing in
relationship to piston position. This
results in low engine vacuum, which
affects MAP sensor voltage output.
Unfortunately, the incorrect MAP
sensor voltage may lead some
technicians to overlook the timing
belt as a cause. especially when
doing quick diagnostic checks.

COVER Tiina
ROLE PLUG

covER
\REFERENCE)

COURTESY CHAYSLER CORP.

Aspire recommends the following
Quick method of checking timing
belt alignment, by the use of an in-

ductive timing light waite
advance meter. Follc
dure’

1) Gearsnitt selecto
PARK

2) Engine should be running

3) Inductive timing light snouid ce
hooked up to cyl. #1

4) View the ianition timing mark
now. using the advance meter on
the timing light. dial it back to reac
0°. or TDC (top dead center)

5) Remove the rubber plug on the
timing belt cover. and view the
pointer on the cam gear thru the
hole with the timing light
6) It should be close to the
o clock position. If it is not. tne :
ing belt may be off by one toath. .-
this case the timing belt cover will
have to be removed for a closer
check.

smouid c+

FORD

LINCOLN-MERCURY

HIGH CO & ABOVE-NORMAL
HC ON FORD VEHICLES

From Autoline Telediagnostics

Poor fuel economy and driveabii.:
performance may be a complaint
related to almost any Ford vehicie
from 1985 to present. Any vehicle
with this complaint may or may not
have fault code 41 set in continu-
ous memory. These vehicles, how-
ever, may pass a KOEO (key on.
engine off) test. so further diagno-
sis iS called for.

We recommend that the techni-
cian test the voltage output of the
EGO (oxygen) sensor(s). If sensor
output is low, the ECA usually
tends to think the vehicle is runn:
too lean. It will then attempt to c.
this condition by commanding an
increase in fuel delivery.

Normally, the EGO sensor should
have a rapidly fluctuating voltage
value. between 100 and 900 mv. If
the sensor tends to stay low, in the
200 to 400 mv range, induce some
propane into the intake manifold.

This procedure should see sensor
voltage rise immediately to 900 mv.
or more. If the mv rise is not found.
it's time to replace the EGO sensor.



: DRAFT VERSION OF (M240 REPAIR FORM
MlsuRE? DOC LLL93 343 PM

DRAFT VERSION OF [M240 REPAIR FORM
Question = Answer =

lL. Was ime root cause of the probiem mechanicai or eiectncaieiectronic *
id Mechanical- Proceed to Mechanical Section (question =4) =]
LU ElectncaiElectronic - Proceed to Electnca/Electronic Section (ques. =2) =2

Electrical/Electronic Section

2 The root cause ot the problem was:
4 Sensor or Actuator - Proceed to Sensor/ Actuator Section 33
Wiring or Connector to sensor or actuator- Proceed to question =5 =
= Battery: power supply or ground problem - Proceed to question #3 35
J Control Unit (ECM. PCM. Ignition Module. etc.) failure - Proceed
to question #5 . 36
Sensors/Actuator Section
3. Which of the following was the root cause of the problem?:
O map Sensor , #7
Mass Air Flow Sensor #8
O Throttle Position Sensor/Switch #9
O Oxygen Sensor #10
O Engine Coolant Temp. Sensor #11
Manifold Air Temp Sensor #12
O Engine Speed Sensor . #13
Idle Actuator #14
OFue Injector/Mixture Control Solenoid #15
ignition Secondary #16
© Purge Control Solenoid #17
QIEGR Control Solenoid/Electronic EGR Valve Assy. #18
© am Control Solenoid #9
Cother #20

Mechanical Section
4. Which of the following was the root cause of the problem?:


As you will see, when vou review this sample copy of CSCV’s
1&M QUARTERLY UPDATE, we will provide approved I&\I
technicians and approved I&M service shops with timely and
important information on available training courses, frequen.
appearing and unusual repair problems, as well as the latest diag-
nostic service tips and information compiled from all the major
national diagnostic hotlines.

Additionally, the CSCV 1&M QUARTERLY UPDATE will serve
as a vehicle for providing your own vital state-specific informatiuin
on local training course schedules, changes in the inspection pro-
gram and related topics to the repair industry, state air quality
administrators, educators /trainers, inspection providers and all
others who need to know.

This information will be essential in keeping all parties involved
in the inspection and repair process for both Basic and Enhanced
I&M programs, fully up-to-date.

The goal of the CSCV 1&M QUARTERLY UPDATE will be to
make I&M technician diagnosis and service performance as pain-
less and troublefree as possible for vehicle owners everywhere.

This will not be a general consumer information newsletter . . . it
is designed for, and intended to be read by, only those involved in
providing hi-tech I&M services for your state’s motoring public. 4


was below 0.28 g/mi, and all other
RG240 emission levels were below
their RG240 targets, then the
vehicle would be sent back for an
IM240 retest. In this case, the
vehicle was successfully repaired
and therefore passéd the retest.

This example is also illustrated
graphically in Figure 6. Point
number 1 is the initial (before
repair) RG240/IM240 coordinate.
Point number 2 is the target
RG240/IM240 cutpoint coordinate.
The IM240 percentage reduction is
calculated based on the initial
IM240 and the IM240 emission
cutpoint. This percentage reduction
is then applied to the initial RG240
value to determine the target RG240

value. If the vehicle
below the target RG240 on the rete
after repairs, then it would also te
expected to be below the [M246
cutpoint.

had emissiscs

It is important to recognize, in
this preliminary approach, that the
target RG240 value is the maximum
score for the RG240 if the vehicle
is expected to pass the 1IM240
retest. Technicians should be
strongly encouraged to perform the
required repairs so that the RG240
retest is significantly below the
RG240 target value. This will
result in cleaner air, and should
provide additional assurance that a
retest failure would not occur.

Table 2
[M240 and RG240 CO Results
Veh IM200 Initial Req % Reduction Initial Target (-After Repair—]
Number Rn IM240CO For Passing RG20CO RG24O
Number  (g/mi) ~—« [M240 Score (g/mi) Score  RG4O M20
(Max) (g/mi) (g/mi)
314 4934 2350 36.17% X 1640 = 1047
on 4833 780 «92318 X 599 = 1151
ol 4957 030 1.10
2 4900 221000 «(:3218%@ X78
912 4939 4.08 3.60
12 4966 5.93 5.40
13 4890 2660 © 43.61% XX (1630.19
16 5128 380 -294.74% XX 405 = 1598
917 5122 27 339% % 768 = 507
917 5273 231 1.00
oe su7 3.10 -383878 X23 13.19
18 5173 1.23 450
9 S141 29220 «486388 — X90 10-2
919 5197 1031 11.40
a9 $258 0.47 050
920 sin 118000 -27.12% X16
920 sin Duplicate 12.83 11.80


3. Due to compromises in the RG240
system design, the RG240 cannot
determine the actual IM240 mass
emissions of a vehicle.

4. Because of the qualitative
nature of the RG240 emission levels,
technicians using the RG240 should
be encouraged to repair vehicles as
low as feasible below the RG240
target score.

Additional studies of the RG240
Program are scheduled. One of the
primary focuses of these additional
studies will be to test more
vehicles in order to validate the
results described in this paper.
Emphasis will also be placed on
evaluating the effect of RG240
enhancements such as inertia
simulation using the dynamometer's
power absorber, and evaluating the
effect of different inertia weight
vehicles. Mass emissions for HC,
CO, and NOx at each second of the
test will also be compared between
the RG240 and IM240.

ACKNOWLEDGEMENTS

Recognition is given to Mr. Dennis
McClement and the staff at
Automotive Testing Laboratories’,
Ine. Mesa, Arizona facility for
their excellent work and insightful
suggestions during the development
of this program. A special thanks
is given to Mr. Lennie Kocher for
his help in fabricating the RG240
CVS at EPA's National Vehicle and
Fuels Emissions Laboratory.

REFERENCES

1. "Inspection/Maintenance Program
Requirements", Federal Register, Vol
57 No. 215, 52950-53014, November 5,
1992.

2. Pidgeon, W., and Dobie, N.
“IM240 Transient I/M Dynamometer
Driving Schedule and the Composite
I/M Test Procedure", Report No. EPA-
AA~TSS-I/M-91-01, January, 1991.

11

3. "High-Tech rym tese

Emissions standards,

Requirements, and
Specifications", Revised

Guidance, Report No.
93-1, July, 1993.

Qual
Equi

EPA-AA-

me

Technical

SD-IM-