State of California

AIR RESOURCES BOARD

STAFF REPORT:

INITIAL STATEMENT OF REASONS FOR PROPOSED RULEMAKIN G

Technical Status and Revisions to Malfunction and D iagnostic System Requirements for Heavy-Duty Engines (HD OBD) and Passenger Cars, Lig ht-Duty Trucks, and MediumDuty Vehicles and Engines (OBD II)

Date of Release: April 10, 2009 Scheduled for Consideration: May 28, 2009

This document has been reviewed by the staff of the California Air Resources Board and approved for publication. Approval does not si gnify that the contents necessarily reflect the views and policies for the Air Resource s Board, nor does mention of trade names or commercial products constitute endorsement or recommendation for use.Table of Contents

I. SUMMARY OF STAFF PROPOSAL AND RELATED POLICY ISSUES ........................3

II. TECHNICAL STATUS UPDATE AND PROPOSED REVISIONS TO H EAVY-DUTY
OBD MONITORING REQUIREMENTS........................ ..................................................8

A. INFREQUENT REGENERATION ADJUSTMENT FACTORS ......... .............................8

B. DIESEL FUEL SYSTEM MONITORING ...................... ...............................................12

C. DIESEL EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONIT ORING............14

D. DIESEL BOOST PRESSURE CONTROL SYSTEM MONITORING.... .......................15

E. DIESEL NON-METHANE HYDROCARBON (NMHC) CONVERTING CA TALYST

MONITORING.........................................

................................................... ......................16

F. DIESEL OXIDES OF NITROGEN (NOx) CONVERTING CATALYST MONITORING 21

G. DIESEL NOx ADSORBER MONITORING..................... .............................................25

H. DIESEL PARTICULATE MATTER (PM) FILTER MONITORING... .............................25

I. DIESEL EXHAUST GAS SENSOR MONITORING............... ......................................29

J. GASOLINE FUEL SYSTEM MONITORING.................... ............................................29

K. GASOLINE MISFIRE MONITORING ........................ ..................................................3 1

L. GASOLINE SECONDARY AIR SYSTEM MONITORING ........... ................................32

M. GASOLINE EVAPORATIVE SYSTEM MONITORING............. ...................................32

N. GASOLINE EXHAUST GAS SENSOR MONITORING ............. ..................................32

O. COLD START EMISSION REDUCTION STRATEGY MONITORING .. ......................35

P. ENGINE COOLING SYSTEM MONITORING................... ..........................................37
Q. CRANKCASE VENTILATION (CV) SYSTEM MONITORING ....... ..............................40

R. COMPREHENSIVE COMPONENT MONITORING ................. ...................................41

S. EMISSION-RELATED COMPONENT FAILURE MODES........... ................................44

T. EMISSION CONTROL STRATEGIES........................ .................................................46

U. OTHER PROPOSED AMENDMENTS.......................... ..............................................47

III. PROPOSED REVISIONS TO OBD II REGULATION............ .......................................47

IV. PROPOSED REVISIONS TO HEAVY-DUTY OBD STANDARDIZATIO N
REQUIREMENTS.......................................

................................................... ...............48

A. REFERENCE DOCUMENTS................................

................................................... ...48

B. PERMANENT FAULT CODES..............................

................................................... ...48

C. ACCESS TO ADDITIONAL DATA THROUGH A GENERIC SCAN TO OL .................49

D. EMISSION-RELATED TEST RESULTS ...................... ...............................................50

E. IDENTIFICATION AND VERIFICATION NUMBERS ............ ......................................50

F. EMISSION-INCREASING AUXILIARY EMISSION CONTROL DEVI CE (EI-AECD)

TRACKING...........................................

................................................... .........................52

G. SERVICE INFORMATION REQUIREMENTS................... ..........................................54

V. PROPOSED REVISIONS TO HEAVY-DUTY OBD DEMONSTRATION TESTING
REQUIREMENTS.......................................

................................................... ...............56

VI. PROPOSED REVISIONS TO HEAVY-DUTY OBD CERTIFICATION REQUIREMENTS62

A. CERTIFICATION APPLICATION ..........................

................................................... ...62

B. IN-USE COMPLIANCE TESTING..........................

................................................... ..62

VII. PROPOSED REVISIONS TO HEAVY-DUTY OBD STANDARDIZED M ETHOD TO

MEASURE REAL WORLD MONITORING PERFORMANCE .......... ............................63

VIII. PROPOSED REVISIONS TO OBD II REGULATION............ .......................................66

IX. PROPOSED HEAVY-DUTY OBD ENFORCEMENT REGULATION..... .......................67ii

A. OVERVIEW...........................................

................................................... ...................67

B. THE NEED FOR HD OBD-SPECIFIC ENFORCEMENT PROCEDURES ..................69

C. AUTHORITY TO ADOPT ENFORCEMENT PROCEDURES .......... ...........................69

D. SUMMARY OF THE HD OBD COMPLIANCE/ENFORCEMENT REGULA TION .......71

E. INTERIM IN-USE RELIEF..............................

................................................... ..........85

F. RESPONSIBLE PARTY..................................

................................................... .........85

X. ANALYSIS OF ENVIRONMENTAL IMPACTS AND ENVIRONMENTAL JUSTICE

ISSUES .............................................

................................................... ........................85

XI. COST IMPACT OF THE PROPOSED REQUIREMENTS........... .................................87

A. COST OF THE PROPOSED REQUIREMENTS .................. .......................................87

B. COSTS OF THE HD OBD ENFORCEMENT PROGRAM............ ...............................88

C. COST EFFECTIVENESS OF THE PROPOSED REQUIREMENTS.... .......................90

XII. ECONOMIC IMPACT ANALYSIS...........................

................................................... ...90

A. LEGAL REQUIREMENTS.................................

................................................... .......90

B. AFFECTED BUSINESSES AND POTENTIAL IMPACTS .......... .................................91

C. POTENTIAL IMPACTS ON VEHICLE OPERATORS ............. ....................................91

D. POTENTIAL IMPACTS ON BUSINESS COMPETITIVENESS...... .............................92

E. POTENTIAL IMPACTS ON EMPLOYMENT .................... ...........................................92

F. POTENTIAL IMPACT ON BUSINESS CREATION, ELIMINATION, OR EXPANSION92

REFERENCES.........................................

................................................... ........................93

APPENDIX I .........................................

................................................... ............................953

I. SUMMARY OF STAFF PROPOSAL AND RELATED POLICY ISS UES

Background

On-board diagnostic (OBD) systems are comprised mai nly of software designed into the vehicle’s on-board computer to detect emission cont rol system malfunctions as they occur by monitoring virtually every component and s ystem that can cause an increase

in emissions. When an emission-related malfunction is detected, the OBD system alerts the vehicle owner by illuminating the malfun ction indicator light (MIL) on the instrument panel. By alerting the owner of malfunc tions as they occur, repairs can be sought promptly, which results in fewer emissions f rom the vehicle. Additionally, the OBD system stores important information including i dentification of the faulty component or system and the nature of the fault, wh ich would allow for quick diagnosis and proper repair of the problem by technicians. T his helps owners achieve less expensive repairs and promotes repairs done correct ly the first time.

The California Air Resources Board (ARB) originally adopted the light- and medium-duty vehicle OBD regulation (OBD II) in 1989 for the 199 6 and newer model years. As directed by the Board, the regulation has been revi ewed and updated at regular updates since then. ARB also adopted separate heavy-duty O BD requirements (HD OBD) in 2005 that apply to 2010 and subsequent model year h eavy-duty engines and vehicles (i.e., vehicles with a gross vehicle weight rating greater than 14,000 pounds). Again, as directed by the Board, ARB staff has been meeting w ith manufacturers since the original rulemaking to review progress in meeting t he requirements and has identified a

number of issues that necessitate amendments to the regulations.

To address the issues, staff is proposing changes t o the HD OBD regulation, California Code of Regulations (Cal. Code Regs.), title 13, se ction 1971.1 (included as Attachment A). Further, to harmonize these changes for heavy- duty engines and for medium-duty engines, staff is also proposing changes to the OBD II regulation, Cal. Code Regs., title 13, section 1968.2 (included as Attachment B). Las tly, as ARB staff indicated during the 2005 HD OBD rulemaking process, staff is propos ing adoption of a HD OBD enforcement regulation, Cal. Code Regs., title 13, section 1971.5 (included as Attachment C), which would establish enforcement pr ocedures and requirements.

Summary of Proposed Amendments

A summary of the issues and technical amendments is provided below while detailed explanations of each of these issues and amendments are provided in sections II through VII of this report. Of the proposed amendm ents to the HD OBD and OBD II regulations, many have been largely agreed upon bet ween ARB and manufacturers based on various discussions and meetings, and incl ude the following:

• Clarifying storage and erasure of permanent fault codes.

• Revising in-use monitoring frequency tracking for the particulate matter (PM) filter

monitor.4

• Revising the definition of “idle” for several trac king requirements.

• Revising diesel fuel system monitoring requirement s for non-common rail systems.

• Revising the diesel PM filter monitor malfunction thresholds for 2010-2012 model

years.

• Delaying some monitoring requirements for catalyze d PM filters and diesel NMHC converting catalysts to the 2013 model year.

• Deleting the monitoring requirement for MIL circui t faults.

Staff is also proposing amendments to the HD OBD re quirements for gasoline engines to be consistent with those already required in the OBD II regulation, including the following:

• Requiring detection of air-fuel ratio cylinder imb alance failures.

• Clarifying the gasoline primary and secondary oxyg en sensor monitoring requirements.

In addition to these proposed amendments, there are a few issues that ARB and manufacturers have not completely agreed upon. Wh ile manufacturers have expressed concerns with them, staff believes that t hey are necessary to ensure the integrity of the OBD systems. These amendments inc lude:

Monitoring of transmission vehicle speed sensors At the manufacturers’ request, the HD OBD regulatio n currently excludes transmission components from the system unless the manufacturer specifically uses such a component for other monitors (e.g., uses transmissi on vehicle speed sensor to enable/disable PM filter monitoring). However, man ufacturers have now indicated they need to use the vehicle speed input from the transm ission but do not want to thoroughly monitor the vehicle speed sensor itself or to cover it under the emission warranty if it fails. Fundamentally, staff disagrees and stands b ehind the OBD policy—if a component is used for monitoring something else, th e component itself must be monitored to ensure the integrity of the whole syst em. Deviation from this policy would allow development of non-robust system designs in w hich certain components (e.g., speed sensor) could fail and disable monitoring of more crucial emission controls (e.g., PM filter), and yet go undetected and uncorrected f or indefinite periods of time.

NOx catalyst emission thresholds

Another issue is the malfunction threshold for NOx converting catalysts such as selective catalytic reduction (SCR) systems. Curre ntly, manufacturers are required to detect a catalyst fault before tailpipe emissions e xceed 0.5 g/bhp-hr NOx on 2010 engines with a NOx standard of 0.2 g/bhp-hr. Manuf acturers have argued such a level is infeasible given current NOx sensor technology a nd that the threshold should be raised to 0.8 g/bhp-hr. After meeting with manufac turers, sensor suppliers, and analyzing what little data is available, ARB believ es some increase is warranted although it is not convinced that the current NOx s ensor capability necessitates raising the threshold as high as manufacturers have request ed. Consequently, it is proposing a new threshold of 0.6 g/bhp-hr. ARB staff has ident ified several possible monitoring strategies that could be done with current NOX sens or technology and still meet the5

proposed threshold. Additionally, manufacturers ha ve not provided any data supporting their proposed threshold.

AECD tracking Another proposed amendment of concern to heavy-duty manufacturers is the requirement to track in-use activity of auxiliary e mission control devices (AECDs) that adversely affect emissions (emission-increasing AEC Ds, or EI-AECDs). Light- and medium-duty diesel manufacturers made similar argum ents against tracking EI-AECDs when it was first adopted in the OBD II regulation in 2006. Then and now, manufacturers have argued that the OBD regulation i s not the appropriate place for this requirement, that confidentiality would be compromi sed, and that the requirement would impose a large resource burden. Staff finds these arguments to be unsubstantiated and that this requirement is necessary to ensure that t hese EI-AECDs are active as infrequently as possible in-use (to minimize any as sociated adverse emission impact) and are implemented equitably by all manufacturers. In the OBD II regulation, staff modified its initial proposal to address or elimina te manufacturer concerns and the same amendments are now being proposed for the HD OBD re gulation.

In addition to the above issues, there are three is sues where staff and industry have stronger disagreements. These ‘issues of controver sy’ involve provisions of the new enforcement regulation, aging requirements for demo nstration testing, and accounting for emissions from infrequent regeneration events ( e.g., PM filter regenerations) when calibrating.

Enforcement regulation Manufacturers have objected to provisions within th e newly-proposed HD OBD enforcement regulation (§1971.5) citing lack of leg al authority and resource limitations. Specifically, the proposal requires manufacturers t o perform testing on a limited number of their own engines after they have reached high m ileage to ensure that OBD monitors are working properly. Since these requirements wou ld require manufacturers to remove engines and emission controls from actual in-use ve hicles and to emission test each threshold monitor on an engine dynamometer, manufac turers have argued that ARB has no authority to adopt requirements beyond certi fication and that this would impose significant added workload and costs that should in stead be borne by ARB. Staff disagrees as ARB has clear authority to adopt enfor cement test procedures to ensure its regulations are met and there is no restriction that such procedures are limited to items that are conducted prior to certification or limited to those carried out only by ARB. Further, performing these procedures would be a con dition for certification and would be used to ensure engines are compliant with the other certification requirements consistent with other ARB regulations that require manufacturer compliance testing. Under the procedures, ARB would also have the autho rity to perform enforcement testing but given the complexity, expense, and lack of an ARB facility capable of such engine dynamometer emission testing, it is expected that ARB will be heavily reliant on the self-testing done by manufacturers for enforcem ent purposes. Manufacturers on the other hand, have the facilities and expertise to te st their own engines and emission controls as it is already a necessary part of devel opment, calibration, and certification.6

Regarding workload and costs to perform such testin g, ARB is proposing manufacturers test 1-3 engines per year (depending on the number of engine families sold by the engine manufacturer) and has done a cost analysis ( see section XI.) for this testing. Staff’s analysis found the increased costs to be le ss than $2 per engine produced by a typical manufacturer (or less than 0.01 percent of the engine retail cost). Given that the testing would not typically be conducted until thre e to four years after the engine is first sold, staff also believes that testing resources (p ersonnel, lab availability, etc.) will be adequately available and will not infringe upon the testing needed for 2010 or 2013 model year calibration workloads. Further, ARB in vestigated cheaper alternatives to engine dynamometer testing such as screening engine s using portable emission measurement systems while the engine is still in th e vehicle or using chassis (vehicle) dynamometers to determine if further testing is war ranted. Unfortunately, several complications were encountered that, at this time, render such screening infeasible. Staff has discussed this with industry and, given t hat the first engines would not likely be tested until the 2013 calendar year, has indicated that it is still open to alternative testing suggestions that may be taken into consideration in a future regulatory update.

Demonstration Testing An essential element of the current regulation requ ires manufacturers to perform demonstration testing prior to certification. Depe nding on the size of the manufacturer, manufacturers would have to perform a series of emi ssion tests on 1-3 engine families per year to confirm a subset of OBD monitors are ca librated correctly (e.g., that a fault is

detected before emissions exceed 2.0 times the tail pipe standards). While this ‘spotcheck’ testing is done on a prototype engine prior to certification, manufacturers and staff have disagreed as to the level of aging that is needed on the engine and emission controls for this testing. Staff has proposed amen dments that would require a manufacturer, by 2016, to develop and validate agin g procedures that would allow them to rapidly simulate high mileage and do the demonst ration testing on a complete system (engine and emission controls) that is aged to the equivalent of full useful life (the point up to which the tailpipe emission standards apply s uch as 435,000 miles for the heaviest engines). Manufacturers have instead prop osed that they be allowed to age only portions of the emission controls (specificall y, the aftertreatment) and not age the engine or other emission controls. Further, they h ave proposed that they be required to age to a much lower mileage point and ‘extrapolate’ or project likely emission levels from there. They argue that staff’s proposed requi rement that they validate their aging cycles by gathering data on actual in-use high mile age engines is unnecessary. Staff disagrees, having found that because diesel engines and emission controls are becoming more and more complex, staff’s proposal is the only way to accurately determine how high emissions will be when a fault o ccurs. Accordingly, manufacturers should be required to generate high-mileage systems that represent both the engine and emission controls in that it is the only way to ensure that a manufacturer’s aging procedure produces aged systems similar to those of engines in-use.

Infrequent Regeneration Adjustment Factors (IRAFs) For normal tailpipe certification, manufacturers ar e currently required to include the emissions from infrequent regeneration events, such as a PM filter regeneration that7

may happen every 300 miles, and account for such em issions by averaging them out over the frequency with which they occur. For exam ple, an event that happens once every ten FTP emission tests would be spread out ov er all ten so that 1/10 th of the

increase is added to each individual test before be ing compared to the emission standard. Similarly, when calibrating for OBD emis sion threshold monitors (e.g., NMHC catalyst conversion efficiency faults that must be detected before emissions exceed 2.5 times the FTP standard), manufacturers are required to assess the impact of the fault

on their baseline calculated IRAF so that a fault i s detected before the emissions exceed the threshold including accounting for these infrequent regeneration events. Much concern has been raised by manufacturers about the current requirements to account for IRAFs when calibrating HD OBD systems i ncluding the necessity of it and especially the cost and resources to do so. Staff and manufacturers made progress towards a common ground by agreeing to account for IRAFs primarily by using engineering analysis and/or data to estimate modifi cations to the baseline IRAFs rather than full rigorous development of new IRAFs for eac h malfunction. However, staff and manufacturers have disagreed on how best to impleme nt such engineering judgment/allowances in the regulation. The current proposal requires manufacturers to develop and submit their estimates to ARB and for A RB to approve the estimates upon the manufacturer providing data and/or engineering evaluation demonstrating the procedure used to develop the estimates is consiste nt with good engineering judgment. The manufacturers, however, have argued that they a re unsure as to what constitutes good ‘enough’ engineering judgment to be accepted b y ARB. Manufacturers have proposed modifications that would limit the number of monitors they would have to investigate or develop separate IRAFs for because t hey are concerned that staff will be unreasonable or disagree as to what is good enginee ring judgment. This argument seems specious in that sound engineering judgment u nderlies a number of OBD decisions that ARB must make and has not previously been a significant issue of controversy. This includes determining what kind o f malfunction is most likely to yield the highest emissions for a given threshold-based m onitored component and deciding what kind of driving cycle will reveal the highest emission increase to determine whether a component even needs to be functionally monitored . What matters most in all engineering evaluations is that the analysis and da ta used in arriving at the decision are documented and well-founded. Further, in the case of IRAF adjustment factors, should an engineering evaluation ultimately contain a flaw that isn’t easily anticipated by the manufacturer or ARB and results in higher than expe cted regeneration emission impacts during in-use compliance testing, the propo sed heavy-duty OBD enforcement regulation provides relief in two forms. First, th rough the 2012 model year, ARB will use the adjusted IRAF estimated by the manufacturer at the time of certification for determining compliance even if testing of in-use en gines shows the estimate to be wrong. Second, the ARB will not consider a system noncompliant if it is caused by something that could not have been reasonably fores een by the manufacturer.

Emission and cost impacts

Emission benefits, costs, and cost-effectiveness we re calculated when the HD OBD regulation was originally adopted in 2005. While t he proposed amendments to the HD8

OBD regulation do not materially alter the previous ly calculated values, changes to the base emission inventory in the last few years has n ecessitated new calculations. The proposed HD enforcement regulation also adds new co sts that have not previously been considered. The new analysis has found the li fetime HD OBD emission benefits including the amendments would be 165 pounds of ROG , 2000 pounds of NOx, and 14 pounds of PM per heavy-duty engine. It has further found that, including the proposed amendments, the HD OBD requirements result in a $13 2.39 increase in retail price of the engine plus an additional $1.97 for the new enf orcement regulation. When combined with an estimated $496 increase in emissio n repair costs for items that previously would have gone undetected and uncorrect ed, the cost-effectiveness of the HD OBD program would be $0.15 per pound of ROG + NO x and $22.50 per pound of PM. Both values compare favorably with the cost-ef fectiveness of other recently adopted regulations. Further details of the emissi on benefit, costs, and costeffectiveness calculations are in sections X. and X I.

Recommendation

ARB staff recommends that the Board adopt the amend ments to the OBD II and HD OBD regulations and adopt the HD OBD enforcement re gulation as proposed in the

Initial Statement of Reasons.

II. TECHNICAL STATUS UPDATE AND PROPOSED REVISIONS TO HEAVY-DUTY
OBD MONITORING REQUIREMENTS

A. INFREQUENT REGENERATION ADJUSTMENT FACTORS

Diesel emission control technology has been rapidly evolving in recent years to allow engines to achieve compliance with lower tailpipe s tandards. However, some of the

new emission controls do not work in a traditional manner of continuously reducing emissions. Instead, these components effectively r educe emissions for some amount of time and then temporarily require an alternate mode of operation to renew/regenerate the component before it can resume effectively redu cing emissions. Two examples of such emission controls are the particulate matter ( PM) filter, which typically requires an active regeneration event every 300 to 500 miles to burn off the accumulated soot, and an oxides of nitrogen (NOx) adsorber, which periodi cally requires a desulfurization event. When these infrequent, but periodic, events occur, tailpipe emissions can increase dramatically and exceed the allowable tail pipe standards. Accordingly, the tailpipe standards require diesel engine manufactur ers to account for these infrequent emission increases and include them as part of thei r emission measurement when determining compliance with the tailpipe standard. Since these events occur infrequently, the emission test procedures define a method for manufacturers to account for the additional emissions by taking into account the frequency of the events, the magnitude of emission increase of the event, and th e duration of the event. For a simple example, take a regeneration event that is a ctive once within every ten emission tests, causes an emission increase of 1.3 grams per brake-horsepower hour (g/bhp-hr) NOx, and takes less than one emission test to compl ete. The emission test procedures9

would require one-tenth of the 1.3 g/bhp-hr increas e, or 0.13 g/bhp-hr, to be added to
emission test results obtained without the event, a nd this total would be compared to the tailpipe emission standard. This method allows the excess emissions generated during the infrequent event to be spread out across all emission tests between successive events and to provide a representative a verage emission level from the vehicle. Manufacturers are all aware of these prov isions and have been performing such measurements as part of their certification pr ocess since they began using emission controls with infrequent regeneration even ts.

Within OBD, there are several malfunctions that are required to be detected prior to emissions exceeding defined tailpipe levels (e.g., prior to emissions exceeding 2.0 times the standard). Because infrequent regeneration eve nts do affect overall emissions from the vehicle, the OBD regulation also requires diese l engine manufacturers to account for these events when calibrating diagnostics that are tied to defined emission levels. Further, the presence of the malfunction itself can affect the regeneration event (in frequency, duration, or even magnitude of emission increase) so manufacturers are currently required to take those effects into accou nt and calibrate such that the average emission level from the engine, including adjustmen ts for infrequent regeneration events with a malfunction present, is at or below the requ ired OBD malfunction threshold. However, engine manufacturers have requested this r equirement to account for impacts on infrequent regeneration adjustment factors when calibrating OBD monitors (§1968.2(d)(6.2)) be eliminated or changed.

First, manufacturers have argued that the additiona l testing time and resources to properly determine the adjustment factors are signi ficant and costly. Second, the tailpipe emission certification process already ens ures the emission solution is robust and includes the emission impact of the infrequent regeneration processes. Thus, they argue, there is little added benefit in determining unique infrequent regeneration adjustment factors (IRAFs) for each OBD malfunction . Accordingly, they have asked staff to eliminate the requirement to account for c hanges in IRAFs due to threshold parts and to either ignore IRAFs altogether or to a llow the certification IRAFs to be applied instead. ARB, however, does not agree with the manufacturers' position and is not proposing elimination or modification of this r equirement.

Manufacturers have indicated it takes substantial t est time and resources to establish IRAFs for tailpipe certification and repeating that process for each OBD threshold would be an enormous task. ARB staff, however, believes manufacturers would not need to repeat the entire process to determine what, if any , impact the presence of a malfunctioning component will have on IRAFs. The c osts and resources necessary should be very limited, requiring only a small amou nt of additional resources and emission testing (if needed), and should be nowhere near the level of effort required to generate the baseline factors for tailpipe certific ation. For this reason, staff’s cost analysis apportioned only a small amount of resourc es to the specific task of determining unique IRAFs. The engineers that are c arrying out calibration of OBD malfunctions (which involves iterative emission tes ting with a varying degree of a malfunctioning part) must have a detailed understan ding of the engine and interactions10

between various components, especially in cases whe re a component is malfunctioning. This knowledge is necessary to design a robust diag nostic that will comprehend these

interactions and still make correct decisions. Thi s is the very same type of knowledge staff expects manufacturers to use to determine if there is an impact to the adjustment factors that warrants further analysis or testing t o identify the magnitude of the change to the baseline factors. Specifically, the baselin e factors would only be affected if the implanted malfunction causes significantly higher P M accumulation rates in the PM filter (such that active regeneration would be triggered m ore frequently) or causes emissions during an actual regeneration event to be significa ntly different. Staff expects manufacturers to be able to reasonably estimate whe ther either of those two cases is likely and, for those that are, use existing or add itional emission test data to determine the impact. The baseline factors would then be sca led accordingly.

Manufacturers have argued that they conduct lengthy test processes to accurately quantify the interval between regeneration events f or tailpipe certification and repeating such tests would be a costly use of resources. How ever, it is not expected that a manufacturer would have to implant the fault and co ntinue testing until a regeneration

event occurs to be able to make that determination. Manufacturers would be able to reasonably extrapolate the impact using shorter tes t intervals by looking at data captured during the iterative emission testing bein g done for the OBD threshold calibration. As an example, by gathering data of t he PM filter loading (e.g., by looking at engine-out PM emissions or more likely, the rate of accumulation for the various regeneration triggers) during testing with an impla nted malfunction and comparing it to baseline testing, manufacturers would be able to de termine if the malfunction is likely going to lead to more frequent or less frequent reg eneration and by how much. Such data would be sufficient to determine the necessary adjustment to the baseline frequency factor. For those malfunctions that the manufacturer has determined are likely to have an impact on regeneration emissions themselves, manufacturers may have to carry out an additional test with a malfunc tioning component present and regeneration active and compare the results to the baseline to determine the magnitude of the adjustment to the baseline factors. Howeve r, even this ‘additional’ test may likely be encountered during the normal calibration of the OBD threshold or could be intrusively triggered by inserting a loaded PM filt er or altering the regeneration triggers to force the regeneration to happen while the fault y part is installed. As the manufacturer applies similar strategies and control s across its product line, this process would likely be refined even further to make captur ing the necessary data an automatic step during the calibration process and thus, virtu ally eliminate the need for any additional testing

.

Some manufacturers have suggested they would encoun ter substantial additional testing to develop adjusted IRAFs in spite of staff examples of how the process could be shortened using engineering judgment. Manufacturer s claim that they cannot be sure their own engineering judgment is “good enough.” T hey believe that, to ensure emissions are below required IRAF-based OBD thresho lds with a faulty component present, nothing short of full-scale testing could be used. Manufacturers have even proposed modifications that would limit the number of monitors they would have to11

investigate or develop separate IRAFs for because t hey are concerned that staff will be unreasonable or disagree as to what good engineerin g judgment consists of. This argument seems specious, however, since a great dea l of OBD decisions require sound engineering judgment to be applied - from determini ng what kind of malfunction is most likely to yield the highest emissions for a given t hreshold-based monitored component to deciding what kind of driving cycle will reveal the highest emission increase to determine whether a component even needs to be func tionally monitored. What matters most is that the analysis and data used in arriving at the adjusted IRAF are documented and well-founded. Should an estimating methodology contain a flaw that isn’t easily anticipated, leading to higher than ex pected regeneration emission impacts during in-use compliance testing or some other reas onably non-anticipated effect takes place, the proposed heavy-duty OBD enforcement regu lation (§1971.5) provides relief in that ARB may not consider a system noncompliant if it is caused by something that could not have been reasonably foreseen by the manu facturer.

In OBD, there are several malfunction thresholds th at require calibration to ensure malfunctions are detected before they exceed prescr ibed emission limits. These malfunctions may affect engine-out emission levels or aftertreatment performance (e.g., conversion efficiency of pollutants) which, in turn , can alter the regeneration frequency or emission levels during a regeneration event much more than when all components in the system are operating normally. Therefore, the manufacturers’ position that the baseline tailpipe emission certification process al ready accounts for the emission impact of the infrequent regeneration processes is incorre ct. Without re-determining the frequency or measuring the new emission levels, a m anufacturer cannot verify that the total emissions from the vehicle, on average, will be at or below the required OBD

threshold levels when a fault is detected. For exa mple, if manufacturers were not required to adjust the IRAF for a malfunctioning ox idation catalyst when calibrating the oxidation catalyst monitor, the manufacturer would likely be able to calibrate the system to only detect a fault when an oxidation catalyst w as completely missing since the impact of the catalyst on emissions during non-rege neration is generally very small. However, during a regeneration event, where emissio n levels can be 10 or more times above the emission standard with a properly operati ng system, a missing catalyst can cause those emissions to be substantially higher st ill. One manufacturer reported to ARB that emissions were so high during a regenerati on event with a malfunctioning catalyst that they were unable to measure the resul ts in their emission test cell. The manufacturers’ suggested approaches of applying the baseline IRAFs and/or not taking into account the higher emissions would lead to a m uch higher emission level in the real world before a malfunctioning catalyst would be det ected.

After further discussions with engine manufacturers , the manufacturers have generally agreed to the need to account for IRAFs when calibr ating malfunction thresholds, but have proposed language that imposes substantial lim itations on what is required of manufacturers, attempts to define what data is good enough and acceptable for approval, and sets timelines for approval of a manu facturer’s IRAFs. Specifically, manufacturers proposed that the number of emission threshold monitors for which they would be required to obtain new data to support the IRAF estimations be limited (e.g.,12

maximum of two to four monitors), regardless of how many monitors actually impact need new IRAF estimations. Additionally, they prop osed that ARB be required to approve the IRAFs at least six months before the ma nufacturer’s target approval date for the OBD system or one month after they submitte d the IRAF estimations and data for review and approval, and proposed that they be allowed to carry-over the IRAF estimations for up to three model years if errors w ere found in the estimation between the time of IRAF approval and the target OBD approv al date. Staff does not believe any of the proposed modifications are appropriate and t he manufacturers concerns are unfounded. As noted above, there are many aspects of emission regulations and compliance (and engine design, for that matter) tha t rely on manufacturers using sound engineering judgment. Further, the OBD staff has a demonstrated history of working with manufacturers for well over 10 years and the O BD program could not be where it is

now if the staff was unreasonable with manufacturer s on the eve of certification or could not reach common ground on what constitutes good en gineering judgment. Artificially limiting the number of monitors for which a modifie d IRAF needs to be calculated when it is known that other monitors definitively advers ely effect emissions in-use is also inappropriate. Manufacturers that define robust em ission control solutions that are

tolerant of faults will have fewer monitors that af fect IRAFs while those that define less robust solutions may have more adverse interactions when components deteriorate. Limiting the number of monitors that have to be acc ounted for would reward those with inferior design solutions and result in higher in-u se emissions when faults occur relative to those that design robust solutions.

B. DIESEL FUEL SYSTEM MONITORING

The regulation currently requires diesel manufactur ers to continuously monitor for fuel system pressure control malfunctions. While some m anufacturers have implemented common rail fuel systems, which can readily be moni tored continuously for pressure malfunctions, others have expressed concerns that f uel pressure monitoring cannot be done continuously for non-common rail systems such as electronically controlled, mechanically actuated, unit injector systems . Bas ed on the current design of the unit injector system, where fuel pressure is generated w ithin each individual injector as opposed to via a high-pressure fuel pump as used in a common-rail system, the only method identified by the manufacturers to continuou sly monitor the fuel pressure would be to add a pressure sensor in each injector, which may not be a practical solution.

Manufacturers contend there are no other viable sol utions for continuous fuel pressure monitoring for unit injector systems. Manufacturer s indicate, however, that they can monitor for fuel pressure faults by running an intr usive monitor once per trip under

constrained conditions and believe such a monitor w ill be able to robustly detect all faults that would affect fuel pressure. Accordingl y, manufacturers have asked ARB to change the regulation to only require monitoring to be conducted once per trip on noncommon rail systems.

It is important to achieve proper fuel pressure in a diesel engine to maintain low emission levels. Continuous monitoring of the fuel pressure would ensure that if there was a problem, even it if only affected a portion o f the engine operating conditions or if it13

had a varying impact (e.g., a big impact in some re gions and a small impact in other regions), it would reliably get detected as long as operation in impacted regions was encountered. Conversely, with a once-per-trip moni tor that only runs under a subset of engine operating conditions, only faults that impac t the region where monitoring occurs will be reliably detected.

However, ARB does agree that it would be very diffi cult, if possible, to continuously monitor the fuel pressure on unit injector systems or fuel systems that achieve injection fuel pressure within the injector or increase press ure within the injector (e.g. in the injector of an amplified common rail system) given their current design, and is thus proposing to not require continuous fuel pressure m onitoring for these systems. Proper fuel pressure, however, is still critical for emiss ions and staff is concerned about different faults that may only impact specific regi ons of the engine operating conditions. As a compromise, staff is proposing a change that w ould allow once per trip monitoring of fuel pressure, but manufacturers would be requir ed to demonstrate that the diagnostic (or diagnostics) can detect all failure modes which would lead to a fuel pressure problem within the entire range of engine operating conditions and before

emissions exceed the OBD malfunction thresholds. A manufacturer would be required to submit details of their system and a failure ana lysis, such as a failure mode and effects analysis, identifying all possible failure modes and the effect each has on fuel pressure across the entire range of engine operatin g conditions. If different faults can cause pressure problems in exclusive regions (e.g., some only affect idle and some only affect off-idle), the manufacturer would be require d to implement more than one diagnostic or enable the diagnostic in various oper ating conditions to cover the regions where faults could occur and use logic to ensure su ch faults are robustly detected.

In addition to the above proposal, based on discuss ions with some manufacturers working on their fuel pressure control monitors, AR B has identified an area where further clarification would be beneficial. Specifi cally, manufacturers have asked questions about whether they should be using a sing le injector fault or a fault that equally affects all cylinders when calibrating the fuel pressure, quantity, and timing monitors to the OBD thresholds. Staff generally tr ies to pick a reasonable compromise between calibrating for all possible combinations o f failures and a manageable number of combinations. Therefore, staff is proposing tha t for fuel pressure, quantity, and timing monitoring for systems that have single component f ailures which could affect a single injector (e.g., systems that build injection pressu re within the injector that could have a single component pressure fault caused by the injec tor itself), manufacturers would be responsible for calibrating for both a single cylin der fault that causes the system to

reach the malfunction criterion as well as a fault that equally affects all cylinders such that the malfunction criterion is reached starting in the 2013 model year. Staff believes this represents reasonable coverage for failures in use, be it a gradual deterioration or fault that affects all cylinders virtually equally or a more severe degradation or malfunction of a single injector that by itself cau ses such an emission increase. For systems that achieve injection pressure outside of the injector (e.g., common-rail systems), staff is proposing that for fuel quantity and timing monitoring, manufacturers would be required to calibrate for both a single cy linder fault and a fault that equally14

affects all cylinders, while for fuel pressure moni toring, manufacturers would only be required to calibrate for a fault that equally affe cts all cylinders. Staff’s rationale for the difference in fuel pressure monitoring is that syst ems like a common-rail system achieve injection pressure independent of the individual in jectors and are unlikely to have a pressure fault affecting a single cylinder (but are still susceptible to quantity or timing faults that would affect a single cylinder or all c ylinders equally).

Staff is also proposing modifications to the MIL il lumination and fault code storage protocol for fuel pressure control monitoring that are similar to the current requirements for gasoline fuel system monitoring. Specifically, the regulation would require fault detection to be more robust to failures that only o ccur within specific operating conditions by using similar conditions for maturing and clearing of faults. The use of similar conditions, which include engine speed, loa d, and warm-up status, provides for

more consistent detection of faults that are routin ely present in some operation conditions (e.g., high load) but are not present in others (e.g., idle). Manufacturers have indicated that they are controlling fuel pressure t o substantially different levels during various engine operating conditions and staff is co ncerned that, as a result, faults are more likely to have inconsistent impacts across the engine speed and load map. Absent the use of similar conditions, a fault that is present every time high load conditions are encountered and absent every time id le is encountered could go for extended periods of time where the fault is detecte d and subsequently erased based solely on driver behavior. Similar conditions woul d only allow such a fault to be matured or erased under high load conditions and provide fo r more consistent detection. These modifications would apply to 2013 and subsequent mo del year engines.

C. DIESEL EXHAUST GAS RECIRCULATION (EGR) SYSTEM MO NITORING

Staff is proposing amendments to the monitoring req uirements that would clarify the requirements for various types of EGR systems. Cur rently, the monitoring requirements were written with the premise that the system would have direct feedback-control of EGR flow, as staff had believed that almost all man ufacturers would use such systems. However, based on discussions with manufacturers as they review their plans for 2010 and later engines, the monitoring requirements need ed to be modified to account for a broader range of systems. Examples include control systems that technically use closed-loop control of other parameters such as fre sh air flow or cylinder intake air

concentration and control EGR flow to achieve the d esired target instead of direct closed loop control of EGR flow. As detection of e mission-related faults of these systems is important, regardless of whether or not they are directly feedback controlled, staff proposed amendments to the malfunction criter ia for these monitors to indicate a fault tied to the “expected” EGR flow, rather than solely referring to the “commanded”

EGR flow.

Staff is also proposing amendments regarding EGR ca talysts. Several manufacturers have implemented or proposed configurations which u tilize a dedicated catalyst in the EGR system to convert hydrocarbons or soluble organ ic fractions (SOFs) prior to the exhaust gas being routed through the EGR cooler or valve. Manufacturers have15

indicated this catalyst reduces fouling of the cool er and/or valve, thereby prolonging the durability and performance of the EGR system. Whil e manufacturers have argued that back to back tests comparing the emissions of a sys tem with and without such a catalyst will show no measurable emission increase, they have acknowledged that a malfunction of the catalyst will eventually lead to higher emissions as the cooler and/or valve become fouled, reducing the effectiveness of the cooler or restricting flow through the system. Eventually, such fouling will cause an EGR cooler or flow fault to be detected but it is unclear how long higher emission s may be present or how much more rapidly a failed catalyst will cause subsequent fai lure of the cooler or valve. To avoid these excess emissions, the proposed amendments wou ld require monitoring of EGR catalysts beginning with the 2013 model year. Staf f believes that the current monitoring requirements would already require monitoring of th is catalyst under the ‘other emission

control’ section but discussions with manufacturers have indicated that this technology may also be phased out in the next few years as man ufacturers determine such a part is not necessary. While it has not generally been acceptable to add an emission control component and have it be unmonitored, staff believe s a deviation from policy until the 2013 model year is appropriate for several reasons. Such reasons include failure of the catalyst does not immediately lead to an emission i ncrease but rather a more rapid deterioration of another emission component, the ot her emission component (EGR cooler and/or EGR valve) is monitored and will even tually set a fault once its performance is compromised, and the component appea rs to be used by very few manufacturers in the interim but will not likely be used long term. Most manufacturers have systems that do not use this component and eit her do without it altogether, or in some limited cases, use the normal catalyst and/or PM filter in the exhaust to perform this function by putting the inlet to the EGR syste m further down the exhaust stream and after the catalyst or PM filter. In cases where su ch designs prevail, the additional

leadtime until 2013 will allow manufacturers to tra nsition to such designs.

Additional proposed changes to the EGR system monit oring requirements are discussed under section II.T. (Emission Control Str ategies) below.

D. DIESEL BOOST PRESSURE CONTROL SYSTEM MONITORING

For diesel boost pressure control systems, staff is proposing changes to account for systems that are not equipped with variable geometr y turbochargers (VGT) systems. Currently, only VGT systems are monitored for slow response failures (e.g., malfunctions that cause the VGT itself to take long er than expected to achieve the desired VGT position.). Discussions with manufactu rers have identified that malfunctions that cause the system to take longer t o achieve desired boost levels can affect emissions, regardless of the boost hardware architecture. Accordingly, staff is broadening the slow response malfunction criteria t o apply to all boost systems, regardless of whether the system uses a VGT, and to make the criteria based on the response of the system to achieve the actual boost rather than on the response of one of the individual actuators to achieve a certain po sition. It should be noted that most manufacturers have indicated that slow response boo st failures rarely could get bad enough that they would cause emissions to exceed th e OBD threshold and thus, are16

subject only to a functional monitor. Further, mos t manufacturers are able to

demonstrate that the under and over boost monitors meet the definition of a functional check for slow response by demonstrating they detec t induced response failures with such diagnostics before emissions are too high. Th is proposed requirement, however, will ensure that any manufacturer who has a larger sensitivity to slow response boost malfunctions will be required to detect faults befo re emissions exceed the prescribed

threshold levels.

Similar to the proposed amendments for EGR system m onitoring, staff is also proposing amendments to the monitoring requirements that woul d attempt to clarify the requirements for various types of boost pressure co ntrol systems. Currently, the monitoring requirements were written with the premi se that all systems would have direct feedback-control of boost pressure, as staff had believed that almost all manufacturers would use such systems. However, bas ed on discussions with manufacturers as they review their plans for 2010 a nd later engines, the monitoring requirements needed to be modified to account for a broader range of systems. Examples include open loop boost pressure systems o r control systems that technically use closed-loop control of other parameters such as fresh air flow or cylinder intake air concentration and control boost pressure to achieve the desired target instead of direct closed loop control of boost pressure. As detectio n of emission-related faults of these systems is important, regardless of whether or not they are directly feedback controlled, staff proposed amendments to the malfunction criter ia for these monitors to indicate a fault tied to the “expected” boost pressure, rather than solely referring to the “commanded” boost pressure.

Additional proposed changes to the boost pressure c ontrol system monitoring requirements are discussed under section II.T. (Emi ssion Control Strategies) below.

E. DIESEL NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST

MONITORING

The regulation currently requires diesel engine man ufacturers to design the OBD system to detect an NMHC catalyst malfunction when the catalyst conversion capability decreases to the point that NMHC emissions exceed 2 .5 times the applicable standard for 2010 model year engines. However, if a catalys t malfunction does not result in emissions exceeding this threshold, the regulation allows the manufacturer to detect a malfunction when the catalyst has no detectable amo unt of NMHC conversion capability. Monitoring of NMHC conversion performa nce is also required for catalyzed PM filters, with monitoring similarly required at 2 .5 times the applicable standard or, if emissions cannot exceed that level, for complete fa ilure of the NMHC-catalyzing function. The regulation also currently requires m anufacturers to monitor the NMHC catalyst for its ability to perform other emission- related functions. Specifically, monitoring is required to ensure that the catalyst performance is sufficient to provide an exotherm necessary for PM filter regeneration and, if applicable, to generate a desired feedgas (e.g., nitrogen dioxide (NO 2 )) to promote better performance in a downstream17

aftertreatment component (e.g., for higher NOx conv ersion efficiency in a selective catalytic reduction (SCR) system).

With respect to NMHC-converting catalyst monitoring , engine manufacturers are concerned that total failure of NMHC catalysts will push emissions over the threshold and force them to implement threshold monitors. Fu rthermore, they do not believe that there is any monitoring technology that can robustl y detect anything other than a completely failed NMHC catalyst. Lastly, they beli eve the current requirement of determining and applying an adjusted IRAF when dete rmining the emission level of a malfunctioning catalyst exacerbates this problem by requiring them to detect a less degraded catalyst. Accordingly, manufacturers have asked ARB to raise the threshold to 4.0 times the NMHC standard and remove the requi rement to develop and apply an adjusted IRAF so that manufacturers would very like ly only have to implement functional

monitors.

Staff, however, does not agree with the manufacture rs’ assessment of the current monitoring technology, and is not proposing any cha nges to the current malfunction

thresholds. Staff believes that there are currentl y feasible methods to perform threshold monitoring of the NMHC catalyst. For discerning a good from bad catalyst, manufacturers have primarily focused on whether the catalyst can generate a sufficient exotherm and have concluded that a catalyst is eith er able to produce a sufficient exotherm (and thus, is perfectly adequate) or it is unable to produce a sufficient exotherm (and thus, is completely failed). Manufac turers have concluded from such analysis that there is no level of catalyst degrada tion between perfectly adequate and completely failed and that an exotherm monitor can only discern those two states. However, in talking with suppliers and individual m anufacturers, catalysts do indeed

have intermediate levels of deterioration that caus e increases in light-off temperature and lower conversion efficiencies. By looking more closely at the catalyst behavior during active regeneration (e.g., by investigating how much time and/or fuel is needed to generate an exotherm, tracking the actual temper ature rise from the exotherm versus the expected, and using better temperature sensors) , manufacturers may be able to

better determine the characteristics exhibited as a n NMHC catalyst degrades (even if it is still capable of eventually getting to a high en ough exotherm to achieve regeneration of the PM filter). As an alternate approach, there are at least two light-duty manufacturers that are planning on monitoring the c atalyst during a cold start. Often combined with an accelerated catalyst light-off str ategy similar in concept to what many gasoline manufacturers use, this monitoring approac h tracks the light-off and/or temperature rise characteristics to evaluate the ca talyst during intrusive actions intended to bring the catalyst up to the desired te mperature quickly after a cold start.

Along with improved monitoring approaches, manufact urers have the ability to reduce the emission impact associated with a malfunctionin g catalyst. For example, engine-out NMHC emission levels have a direct impact on the em ission levels from a malfunctioning NMHC catalyst. The lower the engine -out emissions, the lower the tailpipe emissions for a given level of degraded ca talyst. In addition to looking into reducing engine-out emissions, manufacturers can al so look into reducing emissions18

during a regeneration event. Manufacturers have ge nerally indicated that without an NMHC catalyst, baseline tailpipe NMHC emissions are very close to the NMHC standard (still under in some cases, slightly over in others) and nowhere near the OBD

malfunction criteria of 2.5 times the standard. Ho wever, when an active regeneration of the PM filter occurs and the NMHC catalyst is degra ded or non-functional, emissions can be very high. Accordingly, when defining the l evel of degraded catalyst that reaches the OBD malfunction threshold (e.g., 2.5 ti mes the standard), the emissions during the PM filter regeneration are the primary e mission contributors. Because manufacturers are required to account for changes i n regeneration emissions in the form of an adjusted IRAF, the ‘threshold’ NMHC cata lyst is almost exclusively defined by the impact on regeneration emissions. The more infrequent the regenerations or the smaller the emission increase during regeneration, the more tolerant the system is of a degraded catalyst before the OBD malfunction criter ion is reached. Again, manufacturers have the ability to directly reduce t he emission impact associated with a malfunctioning catalyst by minimizing emissions dur ing a PM filter regeneration event.

Manufacturers that have less refined control strate gies for regeneration (e.g., injecting fixed quantities of fuel regardless of the observed temperature rise/reaction of the catalyst) will have higher associated emissions whi le those that more closely regulate the regeneration event can take quicker action to t erminate or reduce fueling when the expected reaction does not occur. At least two man ufacturers have taken this approach to be able to meet a lower tailpipe emission level with a degraded catalyst that their catalyst monitor is able to identify as a malfuncti on.

Similar to their argument for NMHC converting catal yst monitoring, manufacturers have also asked for the 2010 model year threshold to be raised from 2.5 to 4.0 times the standard for catalyzed PM filter NMHC conversion mo nitoring to ensure that only a

functional check would be needed. Staff has been t alking with suppliers and individual manufacturers regarding the use and monitoring of c atalyzed PM filters. While there is no consistent trend in industry, many are looking a t catalyzed PM filters and acknowledging that the incremental cost of a cataly zed PM filter is not insignificant. As such, those that are using catalyzed PM filters are doing so because they are realizing actual benefits. Most have stated that it simply ‘ helps out’ with regeneration without being able to quantify the actual impact. Discussi ons with others indicate that the catalyzed coating leads to higher levels of passive regeneration at lower exhaust temperatures, helps convert hydrocarbon (HC) and ca rbon monoxide created during an active regeneration, and can help generate NO 2 feedgas for downstream SCR systems. Again, given the importance of these tasks and manu facturers’ acknowledgment that they are spending extra money to have these functio ns, it is appropriate that monitoring be required. If the reasoning behind having the ca talyzed coating is the impact on passive regeneration, then this function should be able to be monitored by looking at regeneration frequency or rate of soot loading incr ease under conditions where high levels of passive regeneration are expected. At le ast one heavy-duty manufacturer

believes that there will be a detectable difference in active regeneration frequency between a PM filter with and without the catalyzed coating and is designing their 2010 monitor to detect this. However, staff acknowledge s that manufacturers are scrambling to finish their systems for the 2010 model year and many are behind schedule on OBD19

development because the emission calibrations are n ot finalized. The success of the monitoring approaches outlined above may be highly dependent on the actual catalyst configuration, significance of the catalyst loading on the PM filter, and regeneration strategy (especially reliance on high levels of pas sive regeneration). Accordingly, staff is proposing to delay the monitoring requirements o f the catalyst function of catalyzed PM filters until the 2013 model year to give manufa cturers more time to refine their systems, optimize regeneration strategies, and bett er investigate the impacts of the catalyzed PM filter.

For monitoring of the NMHC catalyst’s ability to ge nerate a desired feedgas used to improve performance of a downstream aftertreatment component, manufacturers have indicated that insufficient knowledge exists about what property of the catalyst causes the desired feedgas and thus have argued that there is no feasible or known method to verify that such function is still properly operati ng. Further, manufacturers have indicated that the impact of such a failure is decr eased efficiency of the downstream aftertreatment component (e.g., SCR system). Accor dingly, manufacturers have asked ARB to eliminate the requirement to directly verify the NMHC catalyst generates sufficient feedgas for other components and to inst ead rely on monitoring of the downstream component (e.g., SCR system) to detect a failure if the impact is large enough to cause emissions to exceed the OBD malfunc tion criteria.

However, the manufacturer’s claim that they have in sufficient knowledge about the mechanism of the catalyst that creates the desirabl e feedgas is not supported. Staff has met with various suppliers to the manufacturers who have indicated that they understand the properties of the catalyst extremely well and alter specific components to achieve the feedgas generation the manufacturers are asking for. In most cases, the catalyst is being used to oxidize nitric oxide (NO) to NO 2 to increase the relative NO 2 levels, which can help oxidize soot in a PM filter (leading to higher levels of passive regeneration of the PM filter or more effective act ive regenerations) and, perhaps more importantly, can improve NOx conversion efficiency in an SCR system. Using a catalyst to generate such a feedgas is not that new of a tec hnology as there are even retrofit devices certified by ARB for use on older model yea r diesel engines that take advantage of these catalyst properties. Further, d iscussions with suppliers indicate that this catalyst function is likely to be the first to deteriorate and would not be accompanied with a substantial change in the catalyst’s HC conv ersion efficiency or ability to generate an exotherm. As such, staff believes that being ab le to determine whether the catalyst is still performing this function is essential and is concerned that a failure of this function will not likely be detected by the NMHC catalyst mo nitoring strategies mentioned above.

The manufacturers’ proposal would require the failu re of this function to be detected only if it alone causes the SCR system conversion e fficiency to drop so far that it exceeds the OBD thresholds for the SCR system (appr oximately 2.5 to 3.0 times the standard). Staff does not believe this is an accep table solution because, while failure of this NMHC catalyst property will lead to decreased SCR NOx conversion efficiency and likely higher tailpipe NOx levels, it is not expect ed to cause a large enough impact to exceed the SCR catalyst threshold. Under this scen ario, this NMHC catalyst property20

could be completely non-functional, tailpipe emissi ons will be increased by some amount, and the system will continue to operate wit hout any indication to the operator that a malfunction has occurred. Further, if the S CR system itself eventually degraded enough that the combined impact of the upstream cat alyst and the SCR catalyst efficiency exceeded the threshold and illuminated t he MIL, technicians would likely only replace the SCR catalyst components to extinguish t he MIL. This repair sequence would result in essentially a partial repair—emissi ons would never be returned to the levels they were at when the upstream catalyst was also properly functioning. At this time, the most promising monitoring technology for verifying this function of the catalyst is some form of an SCR system NOx conversion effici ency evaluation to detect lower than expected conversion efficiencies in the absenc e of the proper feedgas. One heavy-duty manufacturer has indicated its intent to detect such a malfunction by evaluating the NOx conversion efficiency across the SCR system during specific operating conditions. If successful, this manufact urer would be able to detect a fault when this property of the NMHC catalyst was gone bu t the SCR system was still operating properly.

If the catalyst’s ability to generate NO 2 also has a significant impact on PM filter regeneration, another possible monitoring approach would involve evaluation of PM filter regeneration characteristics. In cases wher e the catalyst is used to promote high levels of passive regeneration, manufacturers may b e able to identify a malfunction when backpressure or other soot loading measures in dicate much higher loading than expected if passive regeneration was working correc tly. Given the importance of proper feedgas generation to PM filter regeneration and/or proper SCR system NOx conversion efficiency and the information from supp liers that this catalyst property will likely deteriorate first, staff is not proposing to adopt the changes suggested by the manufacturers. However, staff acknowledges that th e monitoring approach of looking at SCR system conversion efficiency does ultimately re ly on SCR system configuration and NOx sensor accuracy and is concerned that the m onitor resolution may be insufficient in the 2010 timeframe. Additionally, for monitoring approaches looking at PM filter regeneration, the ability to discern prop erly operating systems from malfunctioning systems may be highly dependent on t he manufacturer’s catalyst configuration and regeneration strategy. According ly, staff is proposing to delay functional monitoring of proper feedgas generation until the 2013 model year. This additional leadtime should provide manufacturers th e ability to better understand the catalyst properties used to generate the feedgas, o ptimize and refine catalyst configurations and PM filter regeneration strategie s, and gain experience with NOx sensors and SCR systems to investigate areas where feedgas generation is expected to be high or have a substantial impact on conversi on efficiency and focus on those regions for possible monitoring approaches.

Additionally, to be consistent with the recent OBD II regulation update, staff is proposing to add specific language detailing the requirements for manufacturers to functionally monitor an NMHC-converting catalyst used to prevent ammonia slip downstream of an SCR system. Under the current regulation, all NMHC-converting catalysts have to be monitored but specific details were only provided f or the most common types of21

catalysts such as catalysts used to generate an exo therm for PM filter regeneration or catalyzed PM filters. As has been traditionally do ne in the OBD regulatory updates, as new emission control technologies become more defin ed, staff adds more specific language to clarify the requirements that apply to that technology. This often removes the need for manufacturers to submit a monitoring p lan (e.g., as is required in the ‘other emission controls’ section) and gives clear directi on to manufacturers as to what is expected.

Staff is also proposing modifications to the emissi on thresholds manufacturers are required to calibrate NMHC catalyst monitors to. C urrently, the HD OBD regulation requires manufacturers to detect an NMHC-converting catalyst malfunction before emissions exceed a specific NMHC emission threshold because staff thought that, in every case, NMHC emissions would be the dominant po llutant affected by a degraded NMHC catalyst system. However, as manufacturers fin alize their designs for 2010, staff

has observed a tremendous amount of variation in em ission control solutions including many cases where the interactions of various emissi on controls and strategies cause previously unanticipated results. In some cases, a malfunction of a NMHC emission control component has caused a rather large increas e in NOx emissions. As an example, a degraded NMHC catalyst can lead to more frequent or extended PM filter regeneration events. And, some manufacturers disab le NOx controls during a PM filter regeneration event. Accordingly, more frequent and longer PM filter regeneration events lead to more operation with NOx controls dis abled and significantly higher NOx emission levels. Thus, even though the root failur e is of a component intended to reduce NMHC emissions, the in-use emissions impact may actually be dominated by

NOx emissions. As the intent of OBD is to ensure m alfunctions of emission components are detected before tailpipe emission le vels of any criteria pollutant are too high, it would be inappropriate to allow excess emi ssions of one pollutant solely because the malfunctioning emission control is ‘pri marily’ intended to control another pollutant. Thus, staff is proposing to require man ufacturers to detect catalyst malfunctions before a specific NOx threshold is exc eeded in addition to the currentlyrequired NMHC threshold. Specifically, starting wi th the 2013 model year, manufacturers would be required to detect a fault b efore NMHC emissions exceeded 2.0 times the applicable standard or NOx emissions exceeded the applicable NOx standard by more than 0.2 g/bhp-hr, whichever occur s first. It is still expected in the vast majority of cases that the NMHC emission thres hold will be the dominant factor when detecting malfunctioning NMHC converting catal yst systems. However, in the rare case that a manufacturer’s particular design h as other interactions or synergistic effects that cause NOx emissions to substantially i ncrease, this change will ensure that

a fault is detected before NOx emissions are substa ntially higher.

F. DIESEL OXIDES OF NITROGEN (NOx) CONVERTING CATAL YST MONITORING

The regulation currently requires diesel manufactur ers to monitor the NOx catalyst(s) for proper conversion capability and to detect a cataly st malfunction before NOx emissions exceed the applicable NOx standard by more than 0.3 g/bhp-hr for the 2010 model year. The regulation also requires engines equippe d with SCR systems or other22

catalyst systems that utilize an active/intrusive r eductant injection to monitor these systems for proper performance. Manufacturers have expressed concern that the current NOx sensor technology will not provide the accuracy at low concentration levels necessary for OBD monitoring of the SCR catalyst. According to manufacturers, a fresh production NOx sensor currently has a tolerance of +/- 6 parts-per-million (ppm) while an aged NOx sensor currently has a tolerance of +/- 15 ppm. Further, they indicated that the average NOx emissions over the federal tes t procedure (FTP) transient cycle would have to be roughly 20 ppm to meet the 0.2 g/b hp-hr NOx tailpipe standards for 2010 while concentrations would be roughly 50 ppm a t the OBD threshold of 0.3 g/bhphr above the standard. Therefore, using an aged +/ - 15 ppm NOx sensor to robustly discern a properly operating system at 20 ppm (that could read as high as 35 ppm) from a malfunctioning system at 50 ppm (that could read as low as 35 ppm) would not provide sufficient separation to be feasible. Base d upon a paper assessment of the NOx sensor capability as an SCR monitoring device, manufacturers have indicated that to meet the 2010 model year requirements, an aged N Ox sensor’s accuracy would need to be about +/- 5 ppm, and that a sensor with such an accuracy will not be available in time to meet the 2010 requirements. Thus, manufact urers have asked staff to relax the OBD malfunction threshold for the 2010 model year t o a level of 0.6 g/bhp-hr (or 60 ppm) above the NOx tailpipe standard instead of 0.3 g/bhp-hr (or 30 ppm) above the NOx tailpipe standard.

ARB is not convinced that the current NOx sensor ca pability necessitates raising the SCR catalyst monitor threshold as high as manufactu rers have requested. Manufacturers have not provided engineering test da ta from actual calibrations to support their assessment of SCR monitoring capabili ty, even after staff sent specific requests for this supporting data, and have based t heir claims primarily on a paper assessment using ‘average’ concentrations over an e ntire emission test. Average concentrations generally are not very helpful in de termining technical feasibility as an SCR catalyst diagnostic would typically be constrai ned to run under very specific operating conditions where the best separation betw een good and bad exists. It is expected that a degraded SCR catalyst would not lea d to universally higher NOx emissions throughout the emission test but rather t o larger increases during very specific conditions (e.g., accelerations, higher lo ad cruises) and actual concentrations are only relevant during those specific conditions. Based on very limited data received, it appears that degraded catalysts do indeed affect emissions most in specific operating conditions where expected NOx concentrations are hi gher and current sensor accuracy is less of an issue. ARB does, however, believe th at some interim relief is needed to address some remaining uncertainties with NOx senso r durability and separation at high mileage and is proposing to raise the OBD malfuncti on threshold to 0.4 g/bhp-hr (or 40 ppm) above the NOx tailpipe standard for the 2010 t hrough 2012 model years (concurrently, this same threshold will also apply for 2010 through 2012 model year NOx sensor performance monitoring). Based on the m anufacturers’ over-simplified analysis, this would require discerning a 20 ppm sy stem (reading as high as 35 ppm) from a 60 ppm system (reading as low as 45 ppm). A s explained below, manufacturers should be able to be more selective when monitoring is conducted to provide even more separation than this.23

In addition to improved NOx sensors not being avail able for 2010, some manufacturers have argued that the OBD malfunction threshold for SCR catalyst monitoring should be raised more than the proposed 0.4 g/bhp-hr above th e NOx tailpipe standard due to the effects of the surrounding exhaust heat on the elec tronic NOx sensor module tolerance. Manufacturers have stated that the sensor supplier will only warrant an accuracy of +/- 18 ppm when NOx sensor module temperatures exceed a n upper limit. Staff has considered this point but does not agree that the O BD malfunction threshold for SCR catalyst monitoring should be raised any higher for this reason. Staff believes most manufacturers will be able to design or configure a n aftertreatment system to avoid exposing the electronic NOx sensor module to such e xcessive temperatures under the vast majority of vehicle operation and to keep the NOx sensor module within the supplier’s specifications. During rare extreme con ditions when high temperatures cannot be avoided (e.g. particulate matter filter r egeneration), manufacturers can disable the SCR catalyst monitor in these limited r egions by using parameters within the OBD system to identify these extreme conditions. S taff considers it unacceptable to design a system that encounters these excessive tem peratures in the majority of vehicle operation thereby preventing the SCR catalyst monit or from having a reasonable in-use monitoring frequency.

Despite some manufacturers’ claims that improved NO x sensors are needed to monitor the SCR system, other manufacturers have identified different monitoring strategies that utilize current NOx sensor technology to successful ly monitor the SCR catalyst. Most of these strategies rely upon monitoring the SCR catal yst only under normally occurring conditions where NOx concentrations are higher. St aff has been shown data indicating that sustained periods of operation above the ‘aver age’ 20 ppm NOx concentrations with a properly functioning SCR system are occurrin g during both the FTP transient cycle and the supplemental emission test (SET) cycl e on engines designed to meet the 2010 NOx standard. Some manufacturers have provide d data showing sustained periods of operation above 60 ppm NOx concentration s that naturally occur during the SET cycle, usually during transient conditions from high load to lower load conditions. At higher NOx concentrations (greater than 60 ppm), the accuracy of the NOx sensor is not as critical (e.g., an accuracy of +/- 15 ppm ha s less relative influence if you are measuring a concentration of 60 ppm instead of 20 p pm for good system) and can provide sufficient separation between a good cataly st and a threshold catalyst.

Manufacturers could design their SCR monitors to ru n when these higher NOx concentrations are either occurring naturally or cr eated intrusively. Staff has data from a manufacturer that demonstrates the ability to int rusively increase the NOx output of an engine by decreasing exhaust gas recirculation (EGR ) under specific engine operating conditions to run other emission-related diagnostic s. Therefore, staff believes it is feasible to use the concept of intrusively increasi ng engine out NOx emissions and to calibrate an SCR catalyst monitor that will both be able to monitor the catalyst with currently available NOx sensors and be within the p roposed OBD thresholds. An example of how this could be done is by defining sp ecific engine operating conditions and intrusively reducing EGR flow to temporarily in crease inlet (and outlet) SCR catalyst24

NOx concentrations. While intrusive diagnostics th at increase emissions are generally avoided, the negative emission impact of intentiona lly increasing NOx to the SCR catalyst could be minimized by appropriately increa sing reductant injection dosing to the SCR catalyst such that properly operating systems s till result in low SCR outlet NOx concentrations while malfunctioning systems would s how larger relative outlet levels due to the decreased conversion efficiency and incr eased inlet levels.

In addition to monitoring only at higher NOx levels , alternative methods of monitoring the SCR catalyst conversion efficiency may be avail able. Staff believes it is feasible to intrusively perform SCR catalyst monitoring by temp orarily disabling or altering reductant injection to optimize conditions for cata lyst monitoring. Manufacturers have argued that they cannot afford to perform such intr usive strategies because of the negative emission consequence of reduced/disabled r eductant injection. However, staff has data from an SCR system showing reductant injec tion being completely disabled temporarily with no adverse emission impact due to the reductant storage properties of an SCR catalyst. This data suggests that there may be a possibility to infer SCR catalyst NOx conversion efficiency by measuring red uctant storage capability if the two parameters can be correlated. Such a strategy woul d require disabling the dosing and watching for a reaction in the rear NOx sensor. If the sensor saw an increase in NOx soon after disablement, it would indicate poor redu ctant storage (and potentially correlate to poor NOx conversion efficiency). If t he sensor did not see an increase in NOx after some amount of time, the system could con clude the catalyst was working correctly and resume reductant delivery. This stra tegy offers the potential to avoid any negative emission consequence during monitoring of the SCR catalyst while the catalyst is good by terminating the monitor before any NOx b reakthrough has occurred.

Lastly, the HD OBD regulation requires manufacturer s to detect a NOx converting catalyst malfunction before emissions exceed a spec ific NOx emission threshold. Originally, staff thought that, in every case, NOx emissions would be the dominant pollutant affected by a degraded NOx catalyst syste m such as SCR. However, as mentioned in section II.E. for NMHC converting cata lysts, staff has observed a

tremendous amount of variation in emission control solutions including many cases

where the interactions of various emission controls and strategies cause previously unanticipated results. As the intent of OBD is to ensure malfunctions of emission components are detected before tailpipe emission le vels of any criteria pollutant are too high, it would be inappropriate to allow excess emi ssions of one pollutant solely because the malfunctioning emission control is ‘pri marily’ intended to control another pollutant. Thus, staff is proposing to add languag e to ensure that NOx converting catalyst malfunctions are detected before NOx or NM HC emissions, whichever happens first, exceed specified levels. It is still expect ed in the vast majority of cases that the

NOx emission threshold will be the dominant factor when detecting malfunctioning NOx converting catalyst systems like SCR. However, in the rare case that a manufacturer’s particular design has other interactions or synergi stic effects that cause NMHC emissions to substantially increase, this change wi ll ensure that a fault is detected before NMHC emissions exceed 2.0 times the applicab le standard. To ensure any25

manufacturer with such a rare interaction has suffi cient leadtime to calibrate properly, the proposed NMHC threshold would not be applicable until the 2013 model year.

G. DIESEL NOx ADSORBER MONITORING

The HD OBD regulation currently requires manufactur ers to detect NOx adsorber malfunctions before emissions exceeded a specific N Ox threshold. Similar to the proposed NOx converting catalyst monitoring revisio ns mentioned above and for the same reasons, staff is also proposing to require ma nufacturers to detect NOx adsorber malfunctions before a specific NMHC threshold is ex ceeded in addition to the currentlyrequired NOx threshold. Specifically, starting wit h the 2013 model year, manufacturers would be required to detect a fault before NOx emis sions exceeded the applicable NOx standard by more than 0.2 g/bhp-hr or NMHC emission s exceeded 2.0 times the applicable standard.

Additionally, staff is proposing language similar t o what is currently required for NMHC and NOx converting catalyst monitoring regarding ma lfunction criteria determination with multiple adsorbers. Specifically, in order to determine the proper OBD malfunction threshold for the NOx adsorber, manufacturers would be required to progressively deteriorate or “age” the adsorber to the point wher e emissions exceed the malfunction threshold. The method used to age the adsorbers mu st be representative of real world

adsorber deterioration under normal and malfunction ing operating conditions. For engines with aftertreatment systems that utilize mu ltiple adsorbers, determining the OBD malfunction threshold becomes more complex sinc e aging effects of the adsorber are dependent on many factors, including the locati ons of the adsorbers relative to the other aftertreatment technologies and the synergism between each component in the system. While a “one-size-fits-all” aging process that accurately represents every possible aftertreatment configuration is ideal, the diesel aftertreatment system designs are not yet at a level of stabilization (i.e., not yet limited in variation of configurations) to define such a process. Thus, until then, staff wou ld require manufacturers to submit a system aging and monitoring plan to the Executive O fficer for review and approval of the monitoring strategy, malfunction criteria, and aging process. Executive Officer approval would be based on the representativeness o f the adsorber system aging to

real world adsorber deterioration under normal and malfunctioning operating conditions, the effectiveness of the monitor to pinpoint the li kely area of malfunction, and verification that each adsorber component is functi oning as designed.

H. DIESEL PARTICULATE MATTER (PM) FILTER MONITORING

The heavy-duty OBD regulation currently requires th e OBD system to identify malfunctions of the PM filter when the filtering ca pability degrades to a level such that tailpipe emissions exceed a specific threshold. Fo r the 2010 through 2015 model year engines, the threshold is the highest of the follow ing thresholds: 0.05 g/bhp-hr as measured from an applicable emission test cycle (i. e., FTP or supplemental emission test (SET)) or the applicable standard plus 0.04 g/ bhp-hr (e.g., 0.05 g/bhp-hr for a standard of 0.01 g/bhp-hr).26

Heavy-duty engine manufacturers have expressed conc ern that the current threshold is too stringent and is not technically feasible for t he 2010 model year time frame. They contend that the current status of technology canno t support such a threshold. When ARB originally adopted the current requirement in 2 005, staff proposed that improved differential pressure sensors and refined soot-load ing models should allow manufacturers to comply with the above thresholds b y the 2010 model year. Manufacturers insist that current differential pres sure sensors cannot measure pressures with the accuracy necessary to comply wit h the required thresholds in the given timeframe and that there are a number of unco ntrolled variables that affect the accuracy of soot-loading models, such as a “lack of rigid control of fuel specifications” and the increased usage of biodiesel fuels that can not be accounted for in the models. Additionally, part-to-part variability of PM filter s increases the uncertainty of the pressure

sensor correlation with the emission threshold. In order to achieve the current emission thresholds for PM filter monitoring, manufacturers believe PM sensors are necessary. However, these sensors are not expected to be avail able in the 2010 time frame.

ARB staff agrees that some relief is needed for the se initial years of PM filter monitoring implementation based on discussions with manufactur ers about their progress in meeting the monitoring requirements. Thus, staff i s proposing to raise the PM filter threshold for the 2010 through the 2012 model year engines to 0.07 g/bhp-hr as measured from an applicable emission test cycle (i. e., FTP or SET) or the applicable standard plus 0.06 g/bhp-hr (e.g., 0.07 g/bhp-hr fo r a standard of 0.01 g/bhp-hr). Staff believes the increase of the emission threshold by up to 40 percent will sufficiently

address manufacturers’ concerns on the technical fe asibility of meeting the threshold. Two medium-duty diesel engines are already capable of detecting PM filter malfunctions below 0.07 g/bhp-hr and others are expected to meet these same levels soon. Additionally, two heavy-duty engine manufacturers h ave indicated that they are on track to detect malfunctions prior to PM emissions exceed ing 0.05 g/bhp-hr but do not yet have final calibration data to conclusively demonst rate it.

Additionally, heavy-duty diesel manufacturers will have the added knowledge gained from three years of equipping engines with PM filte rs prior to introducing monitors in 2010 that comply with the 0.07 g/bhp-hr threshold. Staff projects that this additional experience should provide manufacturers the opportu nity to further refine versions of the technology and components they currently use fo r the PM filter diagnostic such as soot loading models and differential pressure senso rs. In general, the diagnostics typically involve a comparison of the expected diff erential pressure derived from the soot-loading model and the actual measured differen tial pressure sensor across the PM filter. If the measured differential pressure is t oo small compared to the modeled differential pressure, a malfunctioning PM filter c an be determined. However, if the soot loading model and/or the differential pressure sens or are not accurate, it is difficult to discern a good PM filter from a bad one because the differential pressures for the good and bad filters would overlap. As a result, only h igher thresholds can be monitored with a crude soot loading model. With improvements to s oot loading models and differential27

pressure sensors, staff believes that most heavy-du ty manufacturers will be able to reliably identify malfunctioning PM filters at the proposed 0.07 g/bhp-hr PM threshold in

the 2010 timeframe.

In addition to improving the monitoring stringency, more accurate soot loading models would allow manufacturers to operate their PM filte r diagnostic more frequently than is currently possible with crude soot models. Under c ertain engine operating conditions such as driving with a clean PM filter (i.e., a PM filter clear of soot) or low exhaust flow rates, it may be difficult to discern a good PM fil ter from a bad PM filter, especially with a crude soot model. To compensate for the shortcomin gs of their soot models, some manufacturers have proposed monitoring the PM filte r only under high speeds and loads and only during a limited manufacturer-specif ied period following a PM filter regeneration event. As a result, in-use monitoring frequency may be low for such strategies and may have difficulty complying with t he in-use monitoring frequency requirements. However, if a more accurate soot loa ding model is utilized, monitoring can be achieved at a variety of PM soot loads, ther eby increasing the monitoring frequency of the diagnostic and potentially improvi ng the separation between a malfunctioning and good PM filter. Improvements to differential pressure sensors will also have a similar positive effect on PM filter mo nitoring. Therefore, further refinement of soot-loading models and differential pressure se nsors would reduce much of the diagnostic measurement variation manufacturers are concerned about and allow monitoring at the proposed 0.07 g/bhp-hr level unde r a variety of operating conditions that are encountered frequently during in-use drivi ng.

Manufacturers can also directly impact the level of emissions with a malfunctioning PM filter by varying engine out emissions. Directiona lly, the lower the engine out PM emissions, the lower the tailpipe PM level will be when a fault is detected. Staff has seen great variance in the levels of engine out PM level from manufacturers as they each seek to optimize in different areas. Unfortun ately, some manufacturers have chosen to optimize for other factors with little to no consideration on diagnostic monitoring capability and, as a result, those manuf acturers are struggling. Other manufacturers that did include OBD capability or im pacts in the final emission solution and calibration appear to be able to detect malfunc tions at much lower PM levels.

Other areas for improving the diagnostic’s accuracy include reducing the manufacturer tolerances in the engine, reducing the part-to-part variability of the backpressure characteristics of the PM filters, and correcting f or the backpressure variations of PM filters caused by manufacturing tolerances. Genera lly, any improvements to aspects that reduce the variation of PM output of the engin e or the backpressure characteristics of the PM filter would reduce diagnostic error. Ma nufacturers could demand tighter tolerances from their suppliers to reduce the varia tion in these parts to improve the accuracy of the diagnostic. While deviations in ba ck pressure are probably not critical for the durability or trapping performance of the P M filter, they likely will be critical for diagnostic purposes. Sizing of the PM filter itsel f also plays a role in the backpressure levels and manufacturers are expected to still be g aining experience from the field to define the optimum characteristics to improve monit oring capability.28

Regarding manufacturer’s concerns on fuel specifica tion variation and increased usage of biodiesel fuels causing uncertainty in the soot loading models, staff agrees that consistent fuel quality is an important aspect in e nsuring accurate modeling of the soot loading. However, diesel fuel quality in the Unite d States is consistent in quality and will deliver consistent performance on diesel vehicles. In order to sell diesel fuel, fuel producers must demonstrate that various constituent s of their candidate fuel meet certain specifications, including sulfur content, a romatics, and lubricity, and that tailpipe emissions from using the fuel on a known engine do not exceed emissions of that emitted from a reference fuel on the same engine. Additionally, ARB has a fuel enforcement program where fuel inspectors conduct f requent, unannounced inspections of refineries, service stations, distribution and s torage facilities, and other facilities to ensure California diesel fuel is of a consistent qu ality. Lastly, staff acknowledges that

biodiesel fuels have been shown to reduce exhaust P M emissions and thereby affect the accuracy of soot loading models if its usage is unaccounted for. However, staff believes that biodiesel usage is still very small i n California (less than 0.1%) and its effect on PM soot loading models is not significant in the more common forms available (i.e., B2 or two percent biodiesel content). If hi gher blends of biodiesel fuel do affect the robustness of the PM filter diagnostics, manufactur ers can continue to do what they do today and limit their usage by specifying limits on biodiesel fuels which may be safely used to avoid voiding the engine warranty on parts that can be damaged by its usage, such as the PM filter, fuel injectors, seals, and r ubber gaskets. Further, the uncertainties introduced by fuels would have a larg er impact on soot loading models as the soot loading increases towards full. However, most manufacturers constrain monitoring to the period shortly after a regenerati on event. Even if manufacturers

extend the interval and/or wait until some minimum amount of soot is accumulated to achieve better separation between a good and malfun ctioning PM filter, it is expected that manufacturers would still limit the loading to the lowest soot loading levels where they can achieve robust monitoring and where the un certainties introduced by low levels of fuel variation should have minimal impact.

As for PM sensors, staff agrees with industry that these sensors will not be commercially viable for the 2010 timeframe. Howeve r, PM sensor manufacturers are making progress and are continuing their developmen t work towards developing a commercial product capable of meeting the 2013 mode l year PM filter thresholds. For the 2010 model year, as mentioned above, considerin g that some medium-diesel engine manufacturers are currently achieving the pr oposed 0.07 g/bhp-hr PM filter

emission threshold without PM sensors for the 2007 model year, staff believes that heavy-duty diesel engine manufacturers should also be capable of meeting this threshold in the 2010 timeframe utilizing conventio nal technology (i.e., PM filter soot modeling and differential pressure sensors).

In addition to the proposed amendment mentioned abo ve, staff is also proposing changes to the malfunction criteria for PM filter f requent regeneration monitoring. Currently, the regulation requires manufacturers to indicate a frequent regeneration fault

before emissions exceed 2.0 times the NMHC emission standards. However, in29

discussions with manufacturers and review of submit ted emission data, NOx emissions have often increased significantly during PM filter regenerations. Depending on the manufacturer’s strategy, some NOx emission controls may be temporarily disabled or otherwise scaled back during regeneration events le ading to a substantial NOx increase. In some cases, it appears that NOx emiss ions may be more affected than NMHC emissions as more frequent or extended regener ation events leads to more frequent and longer periods of reduced NOx control. Thus, staff is proposing to require

manufacturers to indicate a fault before emissions exceed 2.0 times the NMHC standards or the applicable NOx standard by more th an 0.2 g/bhp-hr, whichever occurs first, starting with the 2013 model year.

Lastly, manufacturers have expressed concern about the current requirements for monitoring the NMHC conversion capability of cataly zed PM filters. Staff addressed this issue in section II. E (Diesel NMHC Converting Cata lyst Monitoring) above.

I. DIESEL EXHAUST GAS SENSOR MONITORING

The HD OBD regulation currently details specific mo nitoring requirements for air-fuel ratio sensors and NOx sensors, while for other exha ust gas sensors such as PM sensors, manufacturers are required to submit a mon itoring plan for ARB approval. PM sensors are less developed than NOx sensors, and th us, less is certain about the important characteristics of PM sensors relative to their use in emission control or their proper use as monitoring devices. However, staff h as had discussions with sensor suppliers about PM sensor development and is encour aged by the early findings. Further, staff has held discussions with these supp liers about the need for diagnostics, and staff expects that basic diagnostics such as ci rcuit checks, out-of-range values, and heater functionality will be easily implemented. F or sensor response or other such characteristics, manufacturers may need to implemen t strategies similar to those being developed for NOx sensors and may require intrusive operation to verify sensor readings or response during known exhaust concentra tion conditions (e.g., during deceleration events where fueling is shut-off). Th us, staff is proposing to require

manufacturers to monitor the PM sensors to the same specific requirements as those currently required for NOx sensors.

J. GASOLINE FUEL SYSTEM MONITORING

An important part of the emission control system on gasoline vehicles is the fuel system. Proper delivery of fuel is essential to maintain st oichiometric operation, maximize catalytic converter efficiency, and minimize tail p ipe emissions. As such, the OBD regulations have always required fuel system malfun ctions to be detected when the fuel system cannot maintain emissions below a specific t hreshold (e.g., 1.5 times the standards).

Recent field testing of light- and medium-duty vehi cles has revealed in-use fuel systemrelated malfunctions that OBD II systems generally cannot identify but which can cause

emissions to exceed malfunction thresholds with no detection of a malfunction. ARB30

and manufacturers investigated this problem and fou nd the cause to be cylinder-tocylinder differences or imbalances in the air-fuel ratio that are not properly corrected by the fuel control system. As stated, this type of m alfunction or system deterioration can have a significant impact on emissions. The imbala nces can be caused by fuel injector variation, unequal airflow into the cylinders, or u neven EGR distribution across the cylinders. In many cases, the front oxygen sensor, which is located in the manifold collector and is used for feedback fuel control, do es not equally sense all cylinders and may cause the feedback fuel control system to be bl ind or overly sensitive to specific cylinders. This can result in improper fuel system corrections (i.e., the fuel system under-compensates or overcompensates for the imbala nce) and higher emissions

without detection of a malfunction.

As this failure mode was not previously identified in the OBD II regulation, staff recently amended the OBD II regulation to include detection of this malfunction, and is currently proposing the same amendments to the HD OBD regulat ion. The staff is proposing that manufacturers be required to detect an air-fuel cyl inder imbalance in one or more cylinders that causes the fuel delivery system to b e unable to maintain emissions below a specified emission level. To provide manufacture rs sufficient leadtime to comply with the new requirements, staff is proposing a phase-in during the 2014-2016 model years

with a malfunction threshold of 3.0 times the stand ards, with all engines required to

meet the final threshold of 1.5 times the standards in the 2017 model year.

The staff is proposing a different phase-in schedul e for vehicles equipped with certain types of EGR systems that have been found to be mor e prone to causing cylinder imbalance as the system deteriorates. The staff is proposing cylinder imbalance malfunctions be detected on all 2014 and subsequent model year engines equipped with EGR systems that have separate flow delivery p assageways (internal or external) that deliver EGR flow to individual cylinders (e.g. , an EGR system with individual delivery pipes to each cylinder).

There are a number of monitoring strategies that ma y be used to detect cylinder imbalances. Monitoring of these types of failures may be accomplished by evaluating the front and/or rear oxygen sensor signals. Durin g in-use testing of vehicles with cylinder imbalance malfunctions by ARB staff, one v ehicle had a cylinder imbalance caused by intake valve deposits. The valve deposit s caused an EGR effect in that cylinder that resulted in a rich air-fuel ratio rel ative to the other cylinders. Coincidentally, the oxygen sensor was oversensitive to the malfunct ioning cylinder and the fuel system overcompensated by leaning out all the cylinders yi elding an overall lean bias for the engine. The lean bias caused NOx emissions to sign ificantly exceed the emission standards. The vehicle manufacturer analyzed the v ehicle using special engineering tools to obtain a high-speed signal from the oxygen sensors. With the high speed data, the manufacturer observed that front oxygen sensor signal was noisy (i.e., there were rich spikes in the exhaust signal due the relativel y rich air-fuel ratio in the cylinder that had the valve deposits). The noisy signal was an i ndicator that something was wrong with the system. Fuel system monitors generally us e filtered or slower speed oxygen sensor signals to determine the average fuel system error caused by malfunctions that31

uniformly affect all cylinders. Therefore, typical fuel system monitors would not detect a noisy sensor as malfunctioning fuel system behavior . However, monitoring of the highspeed signal of the front sensor for this kind of b ehavior could be used to detect a cylinder imbalance fault. Additionally, the rear o xygen sensor signal also could show signs of cylinder imbalance. In the example discus sed above, the rear oxygen sensor indicated a lean signal throughout the emission tes t cycle. However, depending on the fuel control strategy and the catalyst and sensor c onfiguration, analysis of the rear sensor alone may not be sufficient for cylinder imb alance monitoring, nor would analysis of the rear oxygen sensor fuel control values be su fficient to cover all cases. (Monitoring of the downstream fuel control values w ill therefore remain a separate requirement in the regulation.)

Staff is also proposing additional language regardi ng engines that employ engine shutoff strategies (e.g., hybrid buses that shut of f the engine at idle) that was not comprehended in the current regulation. The HD OBD regulation currently requires manufacturers to detect fuel system malfunctions wh ere the system fails to enter closed-loop operation within a certain time after e ngine start, which does not specifically address engines that can implement engine shutoff a nd restarts multiple times within the same driving cycle. Thus, staff is proposing t o require manufacturers to detect fuel system malfunctions for these engines when the syst em fails to enter closed-loop operation within a certain time after every engine restart.

Lastly, a minor change was made to harmonize with t he light- and medium-duty regulation regarding secondary oxygen sensor fuel s ystem monitors. Specifically, an

allowance was added for manufacturers to eliminate the use of similar conditions for such monitors upon demonstration that the system on ly operates in sufficiently

constrained conditions that there is no technical n eed to use similar conditions to ensure

robust detection of faults.

K. GASOLINE MISFIRE MONITORING

The staff is proposing to modify the gasoline misfi re monitoring requirements in the HD OBD regulation to limit the monitoring of misfire d uring flare downs to just those occurring during positive torque conditions. Staff recently amended the OBD II regulation with the same change due to manufacturer s’ arguments that, while there were no outside influences acting on the engine dur ing the flare-down, the engine may be in negative torque and misfire monitoring accura cy could be affected.

The HD OBD regulation currently requires manufactur ers to monitor for misfire from no

later than the end of the second crankshaft revolut ion after engine start. Similar to the issue for gasoline fuel system monitoring above, th e language does not specifically address engines that employ engine shutoff strategi es (e.g., hybrid buses that shut off the engine at idle) and can restart the engine mult iple times within the same driving cycle. Thus, staff is proposing to require manufac turers to monitor for misfire no later

than the end of the second crankshaft revolution af ter every engine restart.32

L. GASOLINE SECONDARY AIR SYSTEM MONITORING

Secondary air systems are used on vehicles to reduc e cold start exhaust emissions and typically consist of an electric air pump, hoses, a nd a check valve(s) to deliver outside air to the exhaust system upstream of the catalytic converter(s). The HD OBD regulation currently requires manufacturers to moni tor the “air flow” delivered by the secondary air system and, in cases where there are more than one delivery hose (e.g., one to each side, or bank, of a V-6 engine), to ver ify that the proper amount of air is delivered through each hose. Industry, however, qu estioned the necessity of monitoring the air flow to each bank of the engine in cases wh ere complete blockage of air delivery to one bank does not affect emissions. Thus, the s taff is proposing modified language to exempt detection of flow to both banks if the ma nufacturer can show that complete blockage of air delivery to one bank does not cause a measurable increase in

emissions.

M. GASOLINE EVAPORATIVE SYSTEM MONITORING

The HD OBD regulation currently requires monitoring of the complete evaporative system for vapor leaks to the atmosphere as well as verification of proper function of the purge valve. Traditionally, vehicles have used a s ingle purge path to purge vapor from the system to the engine. However, some newer engi nes, especially turbo-charged engines, have implemented two paths to ensure suffi cient purge during boost operation. For vehicles that rely on the proper function of bo th paths to maintain in-use emission levels, the requirement has been clarified to ensur e that both purge paths are

monitored.

N. GASOLINE EXHAUST GAS SENSOR MONITORING

The HD OBD regulation currently details specific mo nitoring requirements for “exhaust gas sensors,” with monitoring requirements split fo r exhaust gas sensors that are considered “primary” sensors versus “secondary” sen sors. The OBD II regulation, by contrast, currently details specific monitoring req uirements for oxygen sensors (conventional and wide-range or universal sensors), while manufacturers using other types of exhaust gas sensors (e.g., NOx sensors, PM sensors) are required to submit a monitoring plan for Executive Officer approval. Co nsidering gasoline engines are generally not expected to utilize other exhaust gas sensors as much as oxygen sensors and to be consistent with the OBD II regulatory lan guage, staff is proposing to modify the gasoline exhaust gas sensor monitoring language in the HD OBD regulation to detail specific requirements for oxygen sensors and require manufacturers to submit a plan for other exhaust gas sensors.

Additionally, as is currently required in the OBD I I regulation, staff is proposing to clarify what is expected of manufacturers when developing r esponse rate monitors for primary oxygen sensors. Specifically, manufacturers would be required to detect both asymmetric malfunctions (i.e. faults that affect on ly the lean-to-rich response rate or only the rich-to-lean response rate) and symmetric malfunctions (i.e., faults that equally33

affect both the lean-to-rich and rich-to-lean respo nse rates). These response rate faults include faults that affect the response either by d elaying the initial reaction of sensor to an exhaust gas change (e.g., “delayed” response) or by delaying the transition from a rich reading to a lean reading (or vice-versa) (e.g ., “slow transition”) (see Fig. 1 below). In previous years, while all light- and medium-duty manufacturers were currently capable of detecting each of these types of faults, not all of them had rigorously calibrated the monitors to ensure proper detection of the faults before emissions exceed 1.5 times the standards. Accordingly, staff recent ly amended the OBD II regulation, and is currently proposing for the HD OBD regulation, t o identify the failure modes for response that should be considered by manufacturers in calibrating the response diagnostic. Under the proposal, manufacturers woul d be required to consider six different response fault conditions when determinin g the worst case failure mode necessary for calibration: asymmetric lean-to-rich delayed response, asymmetric richto-lean delayed response, asymmetric lean-to-rich s low transition, asymmetric rich-tolean slow transition, symmetric delayed response, a nd symmetric slow transition. Manufacturers would be expected to determine an app ropriate response monitor threshold(s) to ensure that all response failures a re detected prior to exceeding 1.5 times the standards. Further, beginning in the 201 3 model year, manufacturers would be required to submit data and/or documentation dem onstrating that they have used a

calibration method that ensures that these criteria have been satisfied.

Results from testing in-use light- and medium-duty gasoline vehicles by ARB staff have also reinforced the need for more rigorous monitori ng of the secondary sensors used to monitor the catalyst for proper operation. For sec ondary oxygen sensors, the HD OBD Normal Signal Slow Transition (rich to lean)

Time Volts Delayed Response (rich to lean)

Fig. 1: O2 Sensor Deterioration Sketch34

regulation currently requires the diagnostic system to detect a fault, to the extent feasible, when the secondary oxygen sensor is no lo nger reliable for monitoring. Given the location of the sensor downstream of the cataly st, stringent monitoring of the sensor

has been difficult to achieve or isolate from other effects (e.g., oxygen storage in the catalyst). Accordingly, staff had been accepting f airly simple “activity” diagnostics in light- and medium-duty OBD II vehicles that verify minimal operation of the sensor as acceptable monitoring techniques. Unfortunately, i n-use vehicles with deteriorated secondary oxygen sensors and deteriorated catalysts were found to have high

emissions and no MIL illumination. Staff found tha t replacement of the secondary oxygen sensor resulted in the diagnostic system bei ng able to detect the malfunctioning catalyst and illuminate the MIL. Ideally, manufact urers’ secondary oxygen sensor

monitors should be able to detect and illuminate th e MIL for this fault (i.e., detect a

malfunction for deteriorated sensors that cannot ro bustly detect a “threshold” catalyst). However, before the OBD II regulation was recently amended, very few manufacturers

had monitors that met this ideal situation. Most m onitors had a gap in the degree of

sensor deterioration between where the sensor is no longer sufficient for catalyst monitoring and where the sensor itself can be detec ted as malfunctioning. Considering that catalyst fault codes are a significant percent age of the failures found in highmileage cars in I/M programs, the staff believed th e OBD II regulation needed to be

modified to make manufacturers better understand wh at is expected of the secondary oxygen sensor monitors and to avoid problems like t hese in the future. Further, recent improvements in monitoring techniques for the rear sensor were identified that enable more stringent monitoring of the sensor as well as improved monitoring techniques for the catalyst monitor that are less sensitive to sec ondary sensor performance degradation.

Thus, staff recently amended the OBD II regulation to require better monitoring of the secondary sensors to ensure “sufficient” sensor per formance for other monitors, and is currently proposing the same amendments for the HD OBD regulation. Specifically, the proposed amendments would require the OBD system be designed such that the worstperforming acceptable secondary sensor is able to d etect the best-performing unacceptable system or component (e.g., catalyst) t hat uses the secondary sensor for monitoring. In other words, in the case of the cat alyst monitor, the worst-performing secondary oxygen sensor that could “pass” the secon dary sensor monitor should be able to detect a deteriorated catalyst that just ba rely “fails” the catalyst monitor (i.e., a catalyst deteriorated right to the threshold). If the OBD system is technically unable to meet this requirement, manufacturers would be requi red to submit a plan detailing how they will ultimately close the gap, and the propose d amendments would prescribe the minimum acceptable level of monitoring required of secondary oxygen sensors in the interim. Specifically, the OBD system would be req uired to detect a slow rich-to-lean response malfunction of the sensor during a fuel sh ut-off event (e.g., deceleration fuel cut event). This monitor would be required to moni tor the response time during the following periods: (1) from a rich condition (e.g., 0.7 Volts) at the start of fuel shut-off to a lean condition (e.g., 0.1 Volts) expected during fuel shut-off conditions, and (2) the response time of the sensor in the intermediate sen sor range (e.g., from 0.55 Volts to 0.3 Volts). In order to develop a robust monitor, manufacturers would need to isolate35

the sensor response from catalyst effects and trans port time as much as possible. Some manufacturers do not use fuel shut-off during deceleration to the degree or frequency that is necessary for the monitoring defi ned above. Therefore, in developing the proposed diagnostics, some manufacturers would have to make changes to their fuel control strategies to ensure that fuel shut-of f is initiated from a rich condition (i.e., a sensor voltage that is greater than voltages necess ary to make the response time measurements defined above) and occurs with suffici ent in-use frequency to meet the minimum required monitoring frequency specified in the regulation.

To allow time for manufacturers to make these chang es across their product lines, the proposal would require all 2013 and subsequent mode l year engines to meet this requirement. The OBD system would be required to t rack and report the in-use monitoring frequency of this monitor starting with the 2013 model year. Additionally, prior to certification of 2013 model year engines, the manufacturers would be required to submit a comprehensive plan demonstrating the th eir efforts to minimize any gaps remaining between the worst-performing acceptable s ensor and a “sufficient” sensor.

O. COLD START EMISSION REDUCTION STRATEGY MONITORIN G

In order to meet the standards, manufacturers have to use emission control strategies to minimize emissions during and after a cold engin e start. The vast majority of emissions from gasoline engines during an FTP emiss ion test are generated during the short period after engine start before the catalyti c converter “lights off” (i.e., reaches the operating temperature where it begins to achieve hi gh conversion efficiency). In order to minimize these cold start emissions, manufacture rs use special strategies to maximize the heat transferred through the exhaust t o the catalytic converter to accelerate light off. The most common elements of cold start strategies are modifications to engine speed and ignition timing. The idle speed is increased over the speed that is normally used, or is necessary, for a start-up. Increased idle speed increases exhaust mass flow. Ignition timing is al so retarded from normal timing which makes the engine run less efficiently. Retarded ig nition timing increases the exhaust temperature and further increases exhaust mass flow . Combined, the two elements generate hotter exhaust temperatures and more therm al mass that can be used to accelerate the light off of the catalyst. Staff re quired the monitoring of these cold start strategies in light- and medium-duty vehicles in 20 02. The cold start monitoring requirements have been a difficult requirement for staff to administer. It requires a detailed disclosure by the manufacturers on how the ir cold start strategy works. At the same time, it requires an in depth understanding by both ARB staff and the manufacturers’ staff of how malfunctions, drivers’ actions, and vehicle operating conditions (e.g., fuel quality) can affect the prop er execution of the cold start strategy.

In reviewing the cold start monitoring strategies t hat manufacturers implemented in the OBD II systems, the staff has concluded that, in so me cases, the monitors did not sufficiently ensure that the cold start strategies are successfully executed. For example,

some monitors evaluated the combined effects of idl e speed and ignition timing and only detected a malfunction when both elements (i.e ., engine speed and ignition timing)36

of the emission reduction strategy have failed. Th e staff believes this is an inappropriate way to design the monitor because the OBD II system will not detect a

malfunction until two failures have occurred. Othe r manufacturers have calibrated their

monitors such that a malfunction will not be detect ed until the performance of the cold start system has deteriorated beyond what is requir ed for normal warmed-up engine operation. For example, most manufacturers require increased idle speed during cold start. Some manufacturers, however, have implement ed malfunction thresholds for the cold start monitor that require the engine speed to be less than the normal warmed up idle speed for a malfunction to be detected. While such an approach does indeed verify that the engine starts and idles, it does not verif y that some amount of increased idle speed was achieved during the cold start.

To address these issues, the staff amended to the c old start monitoring requirements in the OBD II regulation to ensure more consistent imp lementation of the requirements by all manufacturers. Specifically, the staff added language that described more specific

malfunction criteria for the elements of the cold s tart monitoring strategy, requiring the OBD II system to detect a malfunction if either of two malfunction criteria is satisfied.

For the first malfunction criterion, the OBD II sys tem is required to detect a cold start malfunction if any single commanded element of the cold start strategy does not properly respond to the commanded action while the cold start strategy is active. A cold start strategy element has proper cold start respon se if the following conditions are satisfied: (i) the element responds by a robustly d etectable amount; (ii) the element responds in the direction of the desired command; a nd (iii) the magnitude of response is above and beyond what the element would achieve on start-up without the cold start strategy active. For example, if the cold start st rategy commands a higher idle engine speed, a fault must be detected if there is no dete ctable amount of engine speed increase above what the system would achieve withou t the cold start strategy active. For elements involving spark timing (e.g., retarded spark timing), the monitor may verify

final commanded

spark timing in lieu of verifying actual delivered spark timing.

For the second malfunction criterion, the OBD II sy stem is required to detect a cold start malfunction when any failure or deterioration of th e cold start emission reduction control strategy causes a vehicle’s emissions to be equal t o or above 1.5 times the applicable FTP standards. For this requirement, the OBD II sy stem is required to either monitor all elements of the system as a whole (e.g., measuring air flow and modeling overall heat into the exhaust) or the individual elements (e.g., increased engine speed, commanded final spark timing) for failures that cause vehicle emissions to exceed the emission

malfunction threshold.

Staff is currently proposing these same modificatio ns to the gasoline cold start emission reduction strategy monitoring requirements in the H D OBD regulation. Additionally, the staff is requiring heavy-duty diesel engines to mon itor for malfunctions of the cold start emission reduction strategies. While not yet preva lent in heavy-duty engines, some light-duty diesel manufacturers have implemented su ch strategies and some heavy-duty manufacturers have indicated such strategies are be ing considered to reduce emissions37

shortly after engine start-up. The proposed amendm ents would ensure such strategies are monitored for proper operation when and if they are implemented.

P. ENGINE COOLING SYSTEM MONITORING

The heavy-duty OBD regulation requires manufacturer s to monitor cooling systems for malfunctions that affect emissions or other diagnos tics. Engine manufacturers often modify engine operation strategies based on engine coolant temperature (ECT) and utilize it to enable other OBD diagnostics. Malfun ctions resulting in improper engine temperature regulation may disable OBD diagnostics, reduce OBD monitoring frequency, cause changes in engine and emission con trol operation, and cause an increase in vehicle emissions. Therefore, ARB has required cooling systems to be

monitored to detect malfunctions if either of the f ollowing occurs: (i) the ECT does not reach the highest temperature required by the OBD s ystem to enable other diagnostics, or (ii) the ECT does not reach a warmed-up temperat ure within 20 degrees Fahrenheit of the engine manufacturer’s nominal thermostat reg ulating temperature. Since engine manufacturers are responsible for designing their o wn OBD monitors, they have direct control over the first criteria by limiting how hig h they specify the enable temperature

used for other monitors. Manufacturers that choose to design emission solutions that are less sensitive to temperature (or work effectiv ely earlier in warm-up) and design diagnostics that are robust at lower warm-up temper atures can directly reduce the stringency of this monitor.

Nonetheless, engine manufacturers have expressed di fficulty in meeting these requirements primarily because the engine may be us ed in a variety of vehicles and with various other devices that affect the warm-up of the engine. Other than the assurance that there is sufficient cooling capacity at peak engine loads, historically, few constraints have been placed on vehicle manufacture rs (i.e., truck builders) and thus, there is significant variance in the engine warm-up characteristics in individual vehicles. Due to this variety, engine manufacturers have comm ented that they cannot properly distinguish normal warm-up behavior from malfunctio ning warm-up behavior. To address these concerns, manufacturers have proposed several modifications to the regulation they believe would make cooling system m onitoring more feasible in the 2010 timeframe. One such request involves a change that would allow cooling system monitors to take longer to make pass or fail decisi ons, spanning many more trips than the two-trip strategy currently allowed for decisio n making. Specifically, manufacturers have asked permission to only illuminate the MIL if a fault is detected on six consecutive trips. Engine manufacturers believe a 6-in-a-row monitoring strategy will effectively filter out abnormal drive patterns or anomalies in vehicle operation that may cause the system to occasionally be delayed in warm-up or not warm-up, yet they would still eventually detect a fault for systems with a true f ault.

ARB staff disagrees with the engine manufacturers’ request to use a longer statistical filter to detect faults because it does not adequat ely address the issue; these strategies simply allow for more time on less than sufficientl y robust monitors hoping that false fails will not occur often enough or that the drive r will not frequently or repeatedly38

engage in what they consider ‘abnormal driving patt erns.’ A more appropriate solution is for engine manufacturers to better define enable conditions or the modeled coolant temperature to either account for or disable the mo nitor during such ‘abnormal’ driving conditions if an accurate pass/fail decision cannot be made. While this can result in less frequent monitoring and must be balanced with maintaining reasonable monitoring frequency under the breadth of conditions encounter ed in the real world, designing (or allowing) a monitor to run under conditions where i t may make an incorrect decision is always inappropriate as it can lead to erroneous de cisions in-use and undermine technician and vehicle operator confidence in the O BD system. Accordingly, staff will not be proposing a change to the currently required 2-in-a-row detection strategy.

Engine manufacturers have also requested that cooli ng system monitoring be disabled/desensitized on engine starts with ambient or starting temperatures below 60 degrees Fahrenheit. They believe this allowance wi ll help reduce calibration burden and constrain monitoring to temperatures where truc k cabin heat or other sources would be used minimally and would have less impact on del aying proper warm-up. The heavy-duty OBD regulation currently allows engine m anufacturers, with Executive Officer approval, to use alternate malfunction crit eria and/or monitoring conditions that are a function of temperature at engine start on en gines that do not reach the temperatures specified in the malfunction criteria when the thermostat is functioning properly. Similarly, light- and medium-duty vehicl es are given relief for engine starting temperatures below 50 degrees Fahrenheit and severa l engine manufacturers have used this provision for select vehicles (e.g., prim arily vehicles with very large passenger compartments). ARB has recognized vehicle operatio n in California at temperatures below 50 degrees Fahrenheit is limited and accordin gly, most ARB emission standards only apply down to 50 degrees Fahrenheit. However, the amount of vehicle activity in the temperature range from 50 to 60 degrees Fahrenh eit is expected to be substantial in California, so monitoring to a less rigorous thresh old in this temperature region could affect a substantial fraction of vehicle activity. As stated before, engine manufacturers have some control over the stringency of this monit or, as they have the ability to calibrate their OBD systems to use lower enable tem peratures for appropriate monitors and still be robust in detecting faults. Thus, whi le ARB agrees that engine

manufacturers should be allowed to desensitize the thermostat monitor on lower engine start temperatures, ARB is proposing to allow this on engine starts with temperatures below 50 degrees Fahrenheit, not 60 degrees Fahrenh eit.

Citing the difficulty in accounting for heat sinks, engine manufacturers have also requested that cooling system monitoring be limited to detection of malfunctions in which the thermostat is fully stuck open, irrespect ive of what temperature is or is not achieved. Manufacturers feel that simply verifying the thermostat is not fully stuck open would greatly simplify the monitoring process and a llow manufacturers to design for a range of applications, ensuring some minimum capabi lity on all applications. ARB, however, disagrees and believes failures that preve nt proper warm-up for emissions and diagnostics need to be detected regardless of t he failure mode (e.g., fully stuck open, partially stuck open, leaking, opening too ea rly).39

Engine manufacturers would also be required to moni tor for failures which cause the ECT to cool back down below diagnostic enablement t emperatures after they have been reached (e.g. monitoring to ensure temperature s stay above thresholds after they are initially reached). In certain situations, an idling vehicle with a malfunctioning thermostat and low airflow across the engine bay ca n reach warmed-up temperatures and pass thermostat monitoring yet when the vehicle reaches higher speeds, additional cooling is introduced across the radiator and engin e block, lowering the ECT below the temperature necessary for other OBD diagnostics. T his situation could effectively disable all diagnostics that require off-idle opera tion without being detected as a cooling system fault as well as cause an increase in emissi ons in some instances (e.g., activation of low temperature AECDs that disable em ission control functions, fall below optimal operating temperature windows for exhaust a ftertreatment). The proposed revisions to the regulation include specific langua ge identifying this malfunction and requiring monitoring for 2016 and subsequent model years. Staff has proposed longer leadtime for this specific requirement because of m anufacturers’ previously stated concerns that they have insufficient control over t ruck builders with regards to equipping the engine with devices that prolong warm-up or coo l the engine back down. By waiting until 2016 model year, manufacturers will have time to implement OBD across all engines and truck builders will become more aware o f the choices they make and their impacts on proper operation of the OBD system. In some cases, this monitoring requirement could effectively impose design restric tions on the engine cooling system and force manufacturers to be more proscriptive in restricting what truck builders can and cannot add to an engine to remain in compliance . While this may be unfavorable, allowing truck builders to add equipment that effec tively disables many OBD monitors and/or causes an engine to run below normal operati ng temperatures (and with an associated increase in emissions) is not an accepta ble long term path for achieving and maintaining low emissions in-use. In some cases, a manufacturer may need to make design changes or include additional control strate gies to ensure an engine stays above a minimum operating temperature under normal ambien t conditions and the additional leadtime should allow manufacturers to investigate alternatives and/or implement such features. Further, as with other required thermost at monitoring, manufacturers will have the ability to constrain monitoring to operating co nditions where they can robustly determine if the system is passing or failing and e xclude conditions (e.g., very cold temperatures, very low speed driving) where such de cisions cannot be made.

Engine manufacturers have also expressed interest i n allowing vehicle manufacturers some ability to calibrate their own cooling system criteria in order to properly account for appropriate heat/work losses in the final vehicle c onfiguration. In recognizing the difficulty of engine manufacturers to calibrate for every type of vehicle the engine is likely to be used in, ARB believes giving vehicle m anufacturers some capability to select between various calibration parameters to best matc h the specific vehicle configuration

would be a workable solution. This would allow the OBD system to be better optimized for the specific truck configuration while still al lowing vehicle manufacturers a wide range of authority in what they add to the system a nd how it impacts vehicle warm-up. While ARB feels this is a reasonable approach, engi ne manufacturers will need to take appropriate actions to ensure vehicle manufacturers are given proper instruction on how40

to determine the proper calibration to select and a re not allowed to just default to one that would be inappropriate. Further, engine manuf acturers are ultimately held responsible for OBD compliance in-use and inappropr iate selection by vehicle manufacturers could result in enforcement action ag ainst the engine manufacturer.

Q. CRANKCASE VENTILATION (CV) SYSTEM MONITORING

During the engine combustion process, some exhaust gases can escape past the pistons into the crankcase and subsequently to the atmosphere. The CV system is used to contain these exhaust gases (also known as “blow-by”) and typically directs them to the intake to be re-routed through the engi ne. The CV system generally consists of a crankcase vapor outlet hose (through which the exhaust gas is directed from the crankcase to the intake ducting typically upstream of the compressor), and a CV valve to control the flow through the system. M any diesel systems also include a filter and/or oil separator to reduce the amount of oil and/or particulate matter that exits the CV system. As with CV systems on gasoline vehi cles, staff believes the likely cause of CV system malfunctions and excess emissions is i mproper service or tampering of the CV system. These failures include misrouted or disconnected hoses, and missing or improperly installed valves, filters, or oil sep arators. Of these failures, hose disconnections on the vapor vent side of the system s and/or missing valves can cause emissions to be vented to the atmosphere.

For vehicles with diesel engines, the HD OBD regula tion currently requires manufacturers to submit a plan for Executive Office r approval of the monitoring strategy, malfunction criteria, and monitoring conditions pri or to introduction on a production vehicle. Executive Officer approval is based on th e effectiveness of the monitoring strategy to monitor the performance of the CV syste m to the extent feasible with respect to the proposed malfunction criteria detailed in th e current regulation, which essentially requires the OBD system to monitor for disconnectio ns between the crankcase and the

CV valve and between the CV valve and the intake du cting.

Instead of continuing to use the provision to requi re manufacturers to submit a monitoring plan for ARB approval, the staff is prop osing to apply essentially the same monitoring requirements that are currently being re quired for gasoline vehicles and for light- and medium-duty diesel vehicles. Thus, the staff is proposing that manufacturers be required to monitor the CV system for disconnect ions between the crankcase and

the CV valve and between the CV valve and the intak e ducting. Regarding

disconnection between the CV valve and the crankcas e, detection would likely be significantly more difficult, and could require add itional hardware such as a pressure switch to ensure flow in the system. However, in o rder to facilitate cost-effective compliance, the staff proposes to exempt manufactur ers from detecting this type of disconnection if certain system design requirements are satisfied. Specifically, manufacturers can be exempted from monitoring in th is area if the CV valve is fastened directly to the crankcase in a manner that makes te chnicians more likely to disconnect a monitored portion of the system (e.g., the line fro m the valve to the intake ducting provided this line is monitored) ) during service o r if disconnection of the CV valve41

results in a rapid loss of oil such that the vehicl e operator is certain to respond and have the vehicle repaired. Staff believes that this wou ld eliminate most of the disconnected

hose and valve events because technicians who do no t reconnect the intake ducting hose when the service procedure is completed will b e alerted to a diagnostic fault or oil leak that will lead the technician back to the impr operly assembled component.

Under the existing certification requirements for d iesel engines, manufacturers are allowed to implement open CV systems (i.e., systems that release crankcase vapors to the atmosphere without routing them to the intake d ucting or to the exhaust upstream of the aftertreatment) if the manufacturer accounts fo r the crankcase emissions to the atmosphere in the tailpipe certification values. S uch systems have additional risk for emission failures because a malfunctioning filter o r oil separator will result in much dirtier gases being vented directly to atmosphere i nstead of being routed into the engine. For these systems, the proposal would stil l require manufacturers to submit a monitoring plan for Executive Officer approval. T he plan would be approved based on the effectiveness of the proposed monitor to detect disconnections and malfunctions in the system that prevent proper control of crankcase emissions (e.g., if the system is equipped with a filter to reduce crankcase emission s to the atmosphere, the OBD system shall monitor the integrity of the filter).

In general, diesel engine manufacturers would be re quired to meet design requirements for most of system in lieu of actually monitoring m any of the hoses for disconnection. Specifically, the proposed regulation would allow f or an exemption for any portion of the system that is resistant to deterioration or accide ntal disconnection and not subject to disconnection during any of the manufacturer’s repa ir procedures for non-CV system repair work. These safeguards should eliminate mos t of the disconnected or improperly connected hoses while allowing manufacturers to mee t the requirements without adding any additional hardware solely to meet the monitori ng requirements. Where monitoring is required between the CV and the intake ducting, it is possible to use monitoring strategies similar to those used on gasoline vehicl es. For example, if the components of the CV system are properly sized, a disconnected line will cause a large source of unmetered air to be inducted into the engine which can be detected by EGR or intake air mass flow rationality monitoring.

R. COMPREHENSIVE COMPONENT MONITORING

One of the most important elements of the OBD syste m is that it requires comprehensive monitoring of all electronic powertra in components or systems that either can affect emissions or are used as part of the OBD diagnostic strategy for another monitored component or system. This includ es input components such as sensors and output components or systems such as va lves, actuators, and solenoids. Monitoring of all these components is essential sin ce their proper performance can be critical to the monitoring strategies of other comp onents or systems.

However, as engines and vehicles have become increa singly sophisticated, there has been a proliferation of electronic components much beyond the traditional electronic powertrain components that existed when OBD was sta rted. Many of these42

components are peripheral components not related to fuel or emission control of the engine. Yet, by the most stringent of interpretati ons, these ancillary components could be considered subject to OBD because they are power train-related and could affect emissions indirectly by increasing electrical deman d or load on the engine when malfunctioning.

In order to keep OBD systems containable and focuse d on identifying the powertrain components more directly related to fuel or emissio n control, the staff is proposing changes to the heavy-duty OBD regulation similar to those recently added to the OBD II regulation to exclude certain types of powertrain c omponents. Specifically, the proposed changes would exclude components that are driven by the engine or can increase emissions only by increasing electrical de mand or load on the engine and are not related to fuel or emission control. Examples of such excluded components could include electric power steering systems or intellig ent vehicle charging systems.

Additionally, while hybrid powertrain components ar e subject to monitoring, the current regulation does not have very specific guidelines a imed at hybrid components, and

some manufacturers have been unsure as to how to de sign their hybrid component diagnostics to be acceptable under the regulation. Ideally, the regulation would provide specific performance and diagnostic requirements fo r each and every hybrid component. Unfortunately, hybrids are still rapidl y evolving and neither the staff nor manufacturers have developed sufficient experience to detail monitoring requirements for all hybrid components that would properly compr ehend how they are used in all applications. Thus, the staff has proposed the inc lusion of general guidelines specifying that monitoring would be required for (1) all compo nents/systems used as part of the diagnostic strategy for other monitored component/s ystems, (2) all energy input devices to the electrical propulsion system, and (3) batter y charging system performance, electric motor performance, and regenerative brakin g performance, and has added a provision that would require manufacturers to submi t a monitoring plan for ARB’s review and approval.

Manufacturers have expressed concerns about the spe cific requirement in the HD OBD regulation to monitor both the MIL and the wait-to- start lamp for circuit continuity malfunctions (e.g., burned out bulbs). Specificall y, manufacturers have argued that, as engine builders/suppliers, they do not have control over the instrument panels and driver displays selected by truck builders in the f inal vehicle. In many of those systems, the warning lights are directly wired and controlle d by the instrument panel itself, not the engine control unit (ECU), and it would require ins trument panel changes and/or added hardware or software in the instrument panel to dia gnose the lights and send that information back to the engine ECU. As another opt ion, manufacturers would need to provide for and require that these warning lamps be directly hardwired to the engine ECU to ensure enough information is available to di agnose the circuits. Further, manufacturers have indicated a strong trend in indu stry to change from incandescent bulbs to light emitting diode (LED) technology for the warning lamps. Manufacturers have argued that LEDs are much less susceptible to burned out bulb failures, leaving only circuit faults to the LED as a likely failure mode. In some cases, the LEDs are43

directly attached to circuit boards, virtually elim inating any hardwiring. Lastly, one manufacturer has indicated that given the nature of an LED and its extremely low current draw levels, certain failure modes within t he LED itself are not technically

feasible to detect.

Staff’s original intent for monitoring the wait-to- start lamp was different from the rationale for monitoring the MIL. For the wait-to- start lamp, monitoring has always been required in light-duty from the start of OBD II imp lementation. If this lamp does not function properly, a vehicle operator may crank the engine too soon, causing increased emissions from extended cranking or failed crank at tempts before the engine is finally started. Further, if the lamp malfunctioned, the M IL would be illuminated to indicate the need for repair. Based on the potential for direct emission impact, staff is not proposing any changes to the requirements for wait-to-start l amp monitoring. For MIL monitoring, however, the rationale for monitoring was to simpli fy roadside or other inspections of heavy-duty vehicles. Rather than requiring an insp ector to shut off the engine and enter the vehicle cab to visually look for the proper fun ction of the MIL (and record that observation somehow), the intent was the entire ins pection could be automated and all necessary information could be downloaded electroni cally via a scan tool. However, the presence of a non-functional MIL does not necessari ly need to be considered in a roadside type inspection. Unlike the wait-to-start lamp, a malfunction of the MIL by itself does not lead to a direct emission impact. And, un like other malfunctions that result in MIL illumination, a malfunction of the MIL itself p revents the MIL from illuminating, thereby largely eliminating the chance for the driv er to be alerted and take appropriate action. If other emission-related faults are prese nt, the data downloaded at inspection will properly indicate the fault data and lead to c orrect pass/fail decisions. Given the minimal additional benefit for roadside inspection and the reduced opportunity for a driver to voluntarily notice and take corrective ac tion for a failed MIL, staff is proposing to eliminate the requirement to monitor the MIL for circuit malfunctions in the HD OBD regulation.

Heavy-duty manufacturers have also expressed concer n for potential monitoring of vehicle speed sensors located in the transmission. Manufacturers have indicated that the vehicle speed sensor may be needed to enable ce rtain monitors, such as idle misfire monitoring. However, similar to the argume nt about the MIL and wait-to-start lamp monitoring, manufacturers have argued that, as engine builders/suppliers, they do not have control over the components in the transmi ssion, including the vehicle speed sensor. Thus, manufacturers originally asked to be exempted from monitoring the vehicle speed sensor even though they would be usin g that sensor to enable other OBD monitors. After being told that would be unaccepta ble, manufacturers submitted an alternate plan that would including partial monitor ing and MIL illumination for the vehicle speed sensor but would still require special handli ng as they wanted to exclude vehicle sensor failures from emission warranty, they wanted to exclude other transmission components from monitoring even though they were us ed to monitor the vehicle speed sensor itself, and they wanted to exclude disclosur e and the review and approval process by ARB for these additional diagnostics. S taff, however, disagrees with manufacturers’ proposal. Staff believes if the man ufacturer uses the vehicle speed44

sensor signal from the transmission to enable an OB D monitor, the manufacturer must monitor the sensor as required under the comprehens ive component monitoring requirements (including monitoring of components us ed to monitor the vehicle speed sensor itself, MIL illumination and proper fault ha ndling upon fault detection, and disclosure of such diagnostics to ARB for review an d approval). Further, the emission performance warranty is clear that all items that t urn on the MIL are subject to emission warranty and other provisions such as warranty repo rting. Manufacturers have indicated that one transmission supplier in particu lar has informed them that they are prohibited from using information from their transm ission for OBD purposes. Given that, there are still several options available to manufa cturers including using alternate transmission suppliers (which will likely result in this transmission supplier reconsidering its position if its products are unable to be used with any heavy-duty engine). Other options including installing a dedicated vehicle sp eed sensor that is under the control of the engine manufacturer or using sources other than the transmission for vehicle speed information. Staff, however, still believes the be st solution would be to have the transmission supplier provide a raw, undefaulted ve hicle speed signal to the engine controller so that the engine controller could perf orm all of the necessary diagnostics. While this would still subject the vehicle speed se nsor in the transmission to warranty requirements, this would avoid drawing other transm ission components into the OBD
system.

Additionally, for 2013 and subsequent model year he avy-duty engines, manufacturers would be required to monitor fuel control system co mponents (e.g., injectors, fuel pumps) that have tolerance compensation features im plemented in hardware or software during production or repair procedures. E xamples of these include individually coded injector-to-injector tolerances and fuel pump s that use in-line resistors to correct for differences in fuel pump volume output. Some m anufacturers have indicated they are currently using or are planning to use such com ponents to achieve more consistent emission performance from cylinder to cylinder and would be reliant on proper assembly as well as on repair technicians to properly reprog ram engine computers with the right coding upon fuel system component replacement in th e field (e.g., a new injector). Staff is concerned that such systems are more prone to er roneous or incomplete repairs and

will result in undetected increases in emission lev els. Accordingly, monitoring of such systems will be required to ensure that mis-assembl y, erroneous programming, or incomplete repair procedures that result in incorre ct adjustments being applied will be

detected.

S. EMISSION-RELATED COMPONENT FAILURE MODES

The heavy-duty OBD regulation requires manufacturer s to monitor “emission-related” components and systems that can either affect emiss ions or other OBD monitors. For major emission-related components or systems, funct ional monitors are generally required if a specific failure does not cause emiss ions to increase above the OBD emission threshold. For other emission-related inp ut or output electronic components like sensors or valves, they are required to be mon itored as completely as possible, regardless of the emission impact of individual fai lure modes of the component. This45

generally includes monitoring for circuit/out-of-ra nge, rationality high and low, and

functional faults.

Manufacturers have expressed concerns with these re quirements. Specifically, while the regulation specifies the components and systems that are required to be monitored, it does not distinguish between emission-related an d non-emission-related “failure modes” of these components and systems. Manufactur ers have indicated they should not have to monitor for specific failure modes of a component or system that do not impact emissions or other OBD monitors and believe the regulation language should be modified to allow manufacturers to be exempt from m onitoring of these specific failure modes. For example, if a valve can only affect emi ssions when stuck closed, manufacturers argue they should not also have to de tect stuck open failures.

ARB staff, however, disagrees. Allowing regulation language that would exempt monitoring of specific failure modes would only lea d to many more discussions and arguments between manufacturers and ARB staff regar ding whether or not a specific failure mode does indeed affect emissions during an y reasonable in-use driving condition. One area of contention could be the spe cific driving conditions or driving cycle under which the emission impact of the specif ic failure mode should be evaluated. A failure mode that does not cause any emission inc rease during cruising conditions, for example, may cause a considerable increase in emiss ions during higher load driving. Manufacturers would have to run many test cycles to determine which driving conditions would indeed impact emissions. Additionally, consi dering the many applications one engine can be used in, manufacturers would need to determine if the failure mode that does not affect emissions in one application (e.g., a bus that mostly experiences city driving) could affect emissions in another applicat ion (e.g., trucks that run mostly on the freeways). Another area of contention could be the actual impact of the specific failure mode on other OBD monitors. For example, a manufac turer may consider a particular failure mode to be non-emission-related because, in addition to not resulting in any emission increase, the failure mode would not direc tly cause the disablement of any of the OBD monitors. However, this failure mode may i ndirectly affect another component

of the vehicle such that certain enable conditions of other OBD monitors may be harder to meet (e.g., a failure mode of one component coul d indirectly slow down the increase of the engine coolant temperature, thereby delaying enablement of other monitors tied to engine coolant temperature). This would require a lot of analysis and testing on the part of the manufacturer and ARB staff to rule out all these indirect consequences and to consider which other OBD monitors may be affecte d. For the few failure modes that may fall under such an exemption, the amount of wor kload required to determine if these failure modes are indeed exempt would be huge . It should also be noted that, under the current policy, manufacturers are not req uired to add any additional hardware just to accomplish monitoring of all failures—monit oring of all failures is limited to monitoring that is technically feasible.

Thus, ARB is maintaining its current policy to requ ire the complete monitoring of emission-related components and systems. A compone nt that is experiencing a failure mode that does not have an emission impact or affec t other OBD monitors is still clearly46

a malfunctioning component. If a repair technician sees an emission-related component experiencing this failure mode but with no MIL illu minated, this may cause confusion with the technician, which would undermine the conf idence of the OBD system in the field. With the heavy-duty OBD regulation requirin g the complete monitoring of these components, the extra workload to distinguish emiss ion-related failure modes from nonemission-related failure modes will not be necessar y and the confidence in OBD in the

field will be sustained.

T. EMISSION CONTROL STRATEGIES

Based on recent meetings with manufacturers, staff has concerns that manufacturers are not designing OBD systems to monitor certain as pects of the emission control system, especially those that are not “specifically ” identified in the regulation. The intent of OBD systems is to detect virtually any malfuncti on that leads to an emission increase yet staff is discovering some manufacturers have ad ditional emission controls or strategies that they have not readily disclosed to the OBD staff nor been considered when developing diagnostics. Staff is proposing am endments to reiterate and clarify that, if there is an emission control strategy bein g used by the engine, manufacturers should be monitoring this strategy for proper opera tion to the extent possible. Such monitoring should include faults that disable, prev ent, or delay the strategy from properly operating and faults that cause the strate gy to reach adaptive or authority limits and be unable to achieve the desired goal under con ditions where it should be able to achieve them. In most cases, this will include mon itoring of input components that are used to enable the strategy or as feedback for feed -forward information, output components that are controlled by the strategy to a chieve the desired goal, and the overall function of the strategy itself.

In addition to proposed language in the other emiss ion controls section and the comprehensive component sections for input and outp ut components, staff proposed specific language for the EGR and boost monitors to further address this issue. The diesel EGR and boost pressure monitoring requiremen ts include malfunction criteria tied to the system being unable to achieve proper closed loop control (e.g., not entering closed-loop control when it was expected to, reachi ng control limits when it should not have). These requirements could be interpreted as only applying if the system has direct feedback control of EGR flow or boost pressu re (e.g., to a target EGR flow or boost pressure level). However, as mentioned above in sections II.C. and II.D. for diesel EGR and boost pressure control system monito ring, some manufacturers are using control systems with slightly different targe t parameters in lieu of EGR flow or boost pressure as staff originally anticipated (e.g ., modify or control EGR flow not to achieve a target EGR flow rate but to achieve a tar get air-fuel ratio). Accordingly, these alternate systems should be similarly monitored for failures that affect proper closed loop operation. Staff is thus proposing to require manufacturers to submit a monitoring plan for ARB’s review and approval. This would all ow manufacturers and ARB staff to evaluate the technology and determine an appropriat e level of monitoring that is both feasible and consistent with the closed-loop monito ring requirements for the EGR and boost pressure control systems and would ensure tha t manufacturers cannot avoid47

monitoring of critical emission control systems sim ply by creating a new control
parameter name.

U. OTHER PROPOSED AMENDMENTS

Staff is proposing modifications to better define “ continuous” monitoring for several monitors in the HD OBD regulation. Currently, the regulation defines “continuously” in the context of monitoring conditions for comprehens ive component circuit and out-ofrange monitors but not in the context of monitoring for other major monitors. Accordingly, this definition doesn’t apply for moni tors such as diesel fuel pressure control monitoring and EGR system feedback control monitoring, which are also required to be monitored “continuously.” As these systems are typically continuously controlled, staff believed monitoring “continuously ” was appropriate. However, staff acknowledges that there typically are conditions wh ere control is not being done (e.g., shortly after engine start-up) and that there are c onditions where robust monitoring could not be done (e.g., monitoring for too low EGR flow faults when EGR is commanded closed) and that continuous monitoring ma y not have been the most appropriate term. When used in the context of thes e monitors, staff intended for manufacturers to design the monitors to run virtual ly all the time except during conditions where robust fault detection is not poss ible. To avoid further confusion, staff modified the monitoring conditions requirement for these monitors to more explicitly

state that.

III. PROPOSED REVISIONS TO OBD II REGULATION

At the request of medium-duty diesel manufacturers in order to maintain consistency between the HD OBD and OBD II diesel requirements, staff is proposing to carry over almost all of the proposed diesel-related changes m entioned above for the HD OBD regulation to the OBD II regulation, applying them to medium-duty diesel vehicles. The engines used in medium-duty diesel vehicles are oft en the same or similar to engines that also go in heavy-duty vehicles, are built and certified primarily by heavy-duty manufacturers, and often use the heavy-duty certifi cation procedures as is currently allowed. Accordingly, the staff believes harmoniza tion of the requirements is largely appropriate. The light- and medium-duty OBD II reg ulation is scheduled to begin a biennial review later this calendar year and furthe r revisions for light-duty vehicles will be considered then. However, to avoid an interim m ismatch in the requirements between the HD OBD regulation and the OBD II regula tion, the changes that are applicable to medium-duty diesels are being propose d jointly. In some cases, the changes to medium-duty diesels involve clarificatio n of requirements that are also applicable to light-duty diesels and will apply to both light- and medium-duty. However, modifications to specific emission threshold values (e.g., the interim higher threshold values for some diesel monitors) are proposed only for medium-duty vehicles and will not be applied to light-duty diesels. Any revision s to light-duty diesel emission thresholds will be considered and brought to the Bo ard during the biennial review of the light-duty regulation scheduled to begin later this year. The specific proposed changes to the OBD II regulation can be found in Attachment B.48

Additionally, staff is proposing one change to the gasoline monitoring requirements in the OBD II regulation concerning the phase-in sched ule for primary oxygen sensor response rate monitoring data submission. Currentl y, manufacturers are required to submit data and/or engineering analysis to demonstr ate that their oxygen sensor monitors are able to detect all asymmetric and symm etric response rate malfunctions with a phase-in starting with the 2010 model year. However, recent discussions with

manufacturers indicate that more time is needed to meet this requirement. Thus, staff is delaying the start of the phase-in from the 2010 mo del year to the 2011 model year, with all vehicles required to meet this requirement for the 2013 and subsequent model

years.

IV. PROPOSED REVISIONS TO HEAVY-DUTY OBD STANDARDIZ ATION
REQUIREMENTS

A. REFERENCE DOCUMENTS

The staff is proposing amendments that would update the list of SAE and ISO documents that are incorporated by reference into t he HD OBD regulation. As is common practice with technical standards, industry periodically updates the standards to add specification or clarity. The current HD OB D regulation incorporates the 2005

version of technical standard SAE J1939 and associa ted documents. The proposal would update the regulation to incorporate the most recently adopted versions of each applicable part of SAE J1939. 1 The proposed amendments would also incorporate th e most recently adopted versions of several other SAE (i.e., SAE J1930, J1979, J2012, and J2403) and ISO documents (i.e., ISO 15765-4). Several other SAE standards are currently being prepared for ballot and adoption. As these documents are only updated every few years, staff will monitor the progress of adoption of these updates and include them in this rulemaking (through staff suggested ch anges presented at the Board Hearing) if they are adopted within time. Furtherm ore, the staff is proposing to incorporate two additional SAE technical standard d ocuments to the HD OBD regulation. Specifically, the staff is proposing t o add: (1) SAE J1699-3 – “OBD II Compliance Test Cases”, May 2006; and (2) SAE J2534 -1 – “Recommended Practice for Pass-Thru Vehicle Programming”, December 2004. SAE J1699 and SAE J2534-1 are currently used by light- and medium-duty vehicl e manufacturers for production engine/vehicle evaluation (PVE) testing of standard ized requirements, and are expected to be used for PVE testing of heavy-duty engines (§ 1971.1(l)(1)) that use the ISO 15765-4 protocol.

B. PERMANENT FAULT CODES

The HD OBD regulation currently requires the OBD sy stem to store a “permanent” fault

code for an emission-related fault in non-volatile memory that can only be erased if the

1 Staff had not yet obtained the SAE J1939 documents at the time this staff report was published.

ARB will make these documents available as soon as it receives them, and will reference them and make them available for comment in a subsequent 15-Day N otice.49

monitor responsible for setting that fault code has run and passed enough times to confirm that the fault is no longer present. These fault codes are intended to address fraudulent inspection issues where vehicle owners o r technicians could erase the emission-related fault information, including the f ault codes, through a battery disconnection or by a scan tool command without rep airing the fault.

There have been a number of questions as to how spe cifically the OBD system would erase a permanent fault code, specifically after a clearing of all other fault information (through a battery disconnection or a scan tool cle ar command) and for continuous monitors versus monitors subject to the minimum in- use performance ratio requirements (e.g., once-per-trip monitors). For monitors that are designed to run continuously, including monitors that must wait until similar con ditions are satisfied (e.g., misfire and fuel system monitors), there has been uncertainty a bout when a permanent fault code should be cleared since a continuously running moni tor makes multiple pass/fail decisions throughout the driving cycle. Further, f or monitors requiring similar conditions to be satisfied prior to extinguishing a MIL, there has been uncertainty since there is no requirement to store similar conditions in NVRAM al ong with the permanent fault code and thus, no way to know if similar conditions have been satisfied or not. Recently adopted language in the OBD II regulation requiring implementation of permanent fault codes included language that clarified the protocol under which the fault codes could be erased to ensure consistent implementation by all m anufacturers and consistent methods for repair technicians to prepare vehicles for re-inspection by clearing permanent fault codes, and staff is currently propo sing for the same amendments for the HD OBD regulation. The proposed amendments wou ld require that the permanent fault code be erased only after the vehicle has bee n operated on a driving cycle in which both the monitor has run and passed without a ny indication of a malfunction and the criteria similar to those for a general denomin ator (§1971.1(d)(4.3.2)(B)) have been satisfied (with the exception that the general deno minator conditions require ambient temperatures above 20 degrees Fahrenheit or below 8 000 feet in elevation). This would ensure that the vehicle has been operated for a sufficient period of time to reasonably detect a recurrence of the malfunction b ut does not unnecessarily delay erasure of permanent fault codes. By eliminating t he dependency on ambient temperature and altitude, the driving conditions ca n easily be met throughout California and the nation, regardless of location or seasonal temperatures. Further, in the special case of erasing a permanent fault code for a monito r that uses similar conditions following a code clear event, this eliminates the n eed for manufacturers to store similar conditions in NVRAM and actually prohibits manufact urers from using similar conditions to erase the permanent fault code. While this crea tes the possibility that a permanent fault code may be erased before the vehicle encount ers similar conditions to those in which the malfunction was originally detected, this is a reasonable compromise since generic scan tools are not capable of reading simil ar conditions information, and repair technicians would be unable to determine how to ope rate the vehicle to erase a permanent fault code - a situation that would be un acceptable for inspection programs.

C. ACCESS TO ADDITIONAL DATA THROUGH A GENERIC SCAN TOOL50

Currently, manufacturers are required to report cer tain “real-time” data parameters in a format that a generic scan tool can process and rea d so technicians can access the data for trouble-shooting malfunctions. In recent years, feedback from technicians in the field has identified the need for additional pa rameters to be made available by the OBD system to assist them in effective repair. Thu s, the proposed amendments define some additional parameters (data stream and freeze frame values) that manufacturers would be required to report. These additional para meters would include values related to PM filter regeneration (e.g., average distances between regeneration events), EGR temperature, reductant level, and NOx adsorber rege neration and deSOx status. While the proposed data parameters would generally be use d by technicians to assist them in repairs, some of the data could also used to facili tate inspection programs and compliance or enforcement testing by ARB staff. It is also expected that continued improvement and development in the in-use emission testing procedures and equipment currently being established for heavy-dut y engines may identify the need for additional standardized parameters and/or modificat ions to proposed parameters that can be incorporated during a future regulatory revi sion.

D. EMISSION-RELATED TEST RESULTS

The heavy-duty OBD regulation currently requires a large number of monitors to report the test results of the most recent monitoring even t. Some manufacturers have questioned the necessity of requiring continuous mo nitors to store test results, since the

test results technicians will read from a scan tool will not reflect the most recent monitoring event anyways. Staff has reviewed the m onitors subject to reporting test results and has identified and proposed language to exclude test results for several monitors related to feedback control. However, the proposed amendments do not remove the requirement to report results for contin uous monitors. While staff recognizes that there will be a lag between decisio ns being made and those that the technician is currently looking at, the results cou ld still be a benefit when diagnosing intermittent malfunctions. Such malfunctions may b e present long enough for technicians to see them or, more likely, current sc an tools will be able to continuously update test results and log them so a technician co uld scroll through the data to look for

anomalies. Some manufacturers also indicated that for many of the continuous monitors, such as fuel pressure, a technician might be better served by watching the instantaneous fuel pressure rather than periodicall y updated test results. However, manufacturers often use complicated algorithms to d etermine if a system is passing or failing (e.g., integrated pressure error above and beyond a variable level of expected deviation from the commanded pressure) that would n ot be discernible to a technician visually observing instantaneous fuel pressure. Ou tputting the results that are already being calculated internally in the computer should be a trivial task for software designers and could provide tangible benefits to repair techn icians.

E. IDENTIFICATION AND VERIFICATION NUMBERS

The HD OBD regulation currently requires OBD system s to support parameters identifying the current software “version” or calib ration (CAL ID) and an internal51

calculated result to verify the integrity of the so ftware (calibration verification number (CVN)). These two parameters are intended to be us ed to help verify that valid software is installed in the on-board computer and that the software has not been corrupted or tampered. As various states around the nation have begun to collect these data on OBD II vehicles, further revisions were found to be necessary based on feedback from the field to facilitate the usage of these paramete rs in inspection programs. Thus, staff recently adopted changes to the CAL ID and CVN requ irements in the OBD II regulation, and is currently proposing similar amen dments to the requirements in the HD OBD regulation. First, staff is proposing to requi re all engines to respond with an equal

number of CAL IDs and CVNs and in the same order su ch that off-board equipment could match up each CAL ID with its corresponding C VN. Further, manufacturers are required to either design the engines to respond wi th a single CAL ID and CVN combination for each on-board computer or to respon d with them in a fixed order of importance (from most critical for proper emission control to least critical). These two changes will allow reasonable size databases to be established to gather and use the CAL ID and CVN data in inspection programs. Lastly , the regulation currently requires the CAL ID and CVN information to be reported in a “standardized electronic format”,

but with no information on what the standardized fo rmat is. Staff recently developed such a standardized template and will be sending it out to industry in an ARB mail-out and is proposing to bring amendments to the Board a t the hearing to specifically refer to this mail-out in the regulation. This will provide a uniform format to receive the data

from all manufacturers and facilitate further testi ng to incorporate usage of the data. Lastly, regarding CVN and CAL ID, a clarification w as made by removing the word ‘reprogrammable’ from the language. When originall y adopted in the light-duty OBD II regulation, CVN was only required on reprogrammable computers. Subsequent revisions required CVN for all computers but the ol d language for reprogrammable was never removed and mistakenly included in the HD OBD regulation. To avoid further confusion, the term is being removed so that there is no conflict with the following sentence which requires CVN in every emission or di agnostic-critical computer.

Staff is also proposing two additional pieces of in formation be made available from the HD OBD system to a scan tool. Specifically, as was previously adopted for light- and medium-duty vehicles, staff is proposing that 2013 and subsequent OBD systems support a function that associates a name or functi on with each electronic control unit (ECU) that responds to a generic scan tool. This E CU name function provides technicians with additional valuable information by allowing a scan tool to not only report

data or fault information but tell the technician w hich ECU is reporting the data (e.g., engine controller, transmission controller). For s ome faults, diagnosis and repair can be greatly expedited by isolating which ECU is reporti ng the fault information especially in cases where data from a single component is used by several ECUs. Secondly, the proposed amendments include a requirement for the H D OBD system to report engine serial number (ESN) starting in the 2013 model year . Discussions with manufacturers and ARB staff from enforcement, roadside testing, a nd other sections has indicated that ESN is commonly used by industry to identify specif ic engine characteristics or configurations and is used by field inspectors when performing roadside inspections. As this parameter appears to already be supported a nd available in all engines, adding52

a requirement that it be available to generic scan tools should be a trivial change and

will allow easier automated collection of data and identification of the engine.

F. EMISSION-INCREASING AUXILIARY EMISSION CONTROL D EVICE (EI-AECD)

TRACKING

An additional important item relative to the effect iveness of diesel emission controls inuse is the usage of auxiliary emission control devi ces (AECDs). Typically, AECDs consist of alternate control strategies or actions taken by the engine controller for purposes of engine, engine component, or emission c ontrol component protection or durability. In some cases, activation of an AECD h as been justified by the manufacturer as needed to protect the engine and it can result i n substantial emission increases while

the AECD is activated. AECDs have been an essentia l part of the certification process and the subject of numerous mail-outs and guidance by U.S. EPA and ARB to help ensure consistent interpretation and equity in usag e among all manufacturers. Approval usually involves lengthy review and considerable sc rutiny by ARB staff to try and understand the complex algorithms and strategies us ed by various manufacturers and additionally relies on data supplied by manufacture rs as to the expected occurrence/operation of these items in-use. Howeve r, such data are often based on the operation of one or two trucks for a few hours of o peration and are not likely to be representative of the extreme variances in engine d uty cycles and vehicle operator habits that the diesel engines are exposed to in th e real world. Further, the complicated algorithms and calculations used by manufacturers t o activate such strategies are not easily decipherable nor comparable from one manufac turer to another, making consistent policy decisions and equity among all ma nufacturers extremely difficult, if not impossible, to achieve.

To help alleviate this issue, the OBD II regulation was recently amended to require the on-board computer on light- and medium-duty diesel vehicles to keep track of

cumulative time that a subset of these AECDs is act ive – the staff is now proposing similar requirements for the HD OBD regulation. Sp ecifically, the proposed language would require tracking of AECDs that cause an emiss ion increase (i.e., emission increasing AECDs or EI-AECDs) on 2013 and subsequen t model year diesel engines. Further, the proposed language would only require t racking of EI-AECDs that are justified by the manufacturer as needed for engine protection. Additionally, the proposal would include a provision for some AECDs to be appr oved as not-to-exceed deficiencies and for any such AECDs to be automatic ally excluded from being considered an EI-AECD. In the rare instance (if an y) that there is an EI-AECD that is justified as needed for engine protection but it ac tually is comprised of no sensed, calculated, or measured value and no corresponding commanded action by the onboard computer to act differently as a result, it w ould also be excluded from being tracked as an EI-AECD. Lastly, AECDs that are only invoked solely due to any of the following conditions would be excluded from being c onsidered and EI-AECD: (1) operation of the vehicle above 8000 feet in elevati on; (2) ambient temperature; (3) while the engine is warming up and cannot be reactivated once the engine has warmed up in the same driving cycle; (4) failure detection (stor age of a fault code) by the OBD53

system; (5) execution of an OBD monitor; or (6) exe cution of an infrequent regeneration

event.

For those strategies that meet all the requirements above to be considered an EI-AECD, the on-board computer would be required to log cumulative time each one is active and update the stored counter at the end of each driving cycle with the total cumulative time during the driving cycle. Further, each EI-AECD would be counted and reported separately (EI-AECD #1, etc.). ARB staff would be able to use this data to confirm or refute previous assumptions about expect ed frequency of occurrence in-use and use the data to support modifications to future model year applications and better ensure equity among all manufacturers. This data w ill also help ARB staff identify “frail” engine designs that are under-designed relative to their competitors and inappropriately relying on EI-AECD activation to protect the under- designed system.

Manufacturers have raised several concerns regardin g this required tracking including technical concerns, confidentiality concerns, and t he inappropriateness of including such a requirement in the OBD regulations. Regardi ng technical concerns, manufacturers have argued that determination of whi ch AECDs are emission-increasing will require additional emission testing time. How ever, as was done with the same requirements in the OBD II regulation, staff has de fined emission-increasing as reducing the emission control system effectiveness and thus, made the determination based on engineering analysis, not any emission test data. Industry has also argued that many

EI-AECDs have varied levels of emission increase an d they are not simple on/off switches, thereby complicating the counting process and making no distinction between items with a large emission impact and those with o nly a minor emission impact. To address this, staff split tracking of each EI-AECD that is not a simple on-off decision into two separate timers to separately track time spent with “mild” EI-AECD activation (defined as action taken up to 75 percent of the ma ximum action that particular EIAECD can take) and “severe” EI-AECD activation (def ined as action taken from 75 to 100 percent of the maximum action that particular E I-AECD can take). As an example, an EI-AECD that progressively derates and eventuall y shuts off EGR when the engine

overheats would be tracked in the “mild” timer for time spent commanding EGR derating of 1 to 75 percent and tracked in the “severe” time r for time spent commanding EGR derating of 75 to 100 percent (fully closed). For EI-AECDs where it is harder to determine the 75 percent point (e.g., strategies th at activate two different actions of varying levels), manufacturers would be required to present a plan for tracking the timers for ARB approval to ensure that the action t hat has the most impact on emissions is accurately accounted for.

Manufacturers have also expressed concern about the complexity of tracking two EIAECDs that may be overlapping and both commanding a ction. After further discussion

with individual manufacturers about how their strat egies were structured, staff modified the proposal to require independent tracking of eac h unique EI-AECDs (defined as a combination of parameter used to trigger the action , state/value of the parameter that actually triggers the action, and commanded action) and not require the software to decipher which of the overlapping EI-AECDs was actu ally having the bigger impact and54

only accumulate time in that counter. Additional m odifications are also being proposed to further clarify how different types of EI-AECDs are required to be tracked.

Regarding confidentiality, manufacturers have indic ated that their algorithms and strategies that comprise their EI-AECDs are extreme ly confidential and they do not want their competitors to know the details. Manufacture rs have indicated that they believe staff’s proposal would provide competitors with mor e detail of their EI-AECDs and make reverse-engineering easier. Staff’s proposal, howe ver, does not provide any additional information to make it easier to reverse-engineer a competitor’s strategies nor does it provide any detail about the strategies or algorith ms used. The only data staff’s proposal would make available is cumulative time an engine is operated with a specific numbered EI-AECD active (e.g., EI-AECD #6). Only t he certifying manufacturer and ARB would know for any particular engine what strat egy or algorithm a particular EIAECD corresponded to. Further, since the cumulativ e time data is only updated at the end of a drive cycle, a competitor could only ascer tain that, at some previous time in the operation of this engine, a particular EI-AECD was activated a cumulative amount of time. The data would not indicate at what specific time(s) during any previous drive cycles the EI-AECD was active, whether it was activ e for one long period or many short bursts of time, or the severity of the action (or e ven what action) was taken during the EI-AECD activation. As can be done today, a manufa cturer would be better served emission testing the engine, identifying real time spikes in emissions, and analyzing the engine operating conditions where the spikes actual ly occurred to reverse engineer his competitor’s products rather than looking at data t hat does not tell him when the actual activation may have occurred. Lastly, given that t he only items of discussion here are EI-AECDs justified by the need to protect the engin e, a manufacturer’s desire for confidentiality can be motivated by only one concer n—that it is currently activating an EI-AECD (and thus, protecting its engine) during co nditions that its competitors are not (and thus, not equally protecting their engine) the reby giving the manufacturer a competitive advantage in engine durability. By def inition, this means that the manufacturer is activating its EI-AECDs more often (in conditions where its competitors are not). But this is also some of the very same i nequity that ARB staff struggle to

eliminate in certification in cases where a manufac turer is overly conservative in concluding engine “protection” is necessary and/or staff use to distinguish a “frail” engine design relative to competitors’ engines.

G. SERVICE INFORMATION REQUIREMENTS

The heavy-duty OBD regulation currently contains re quirements for service information that heavy-duty manufacturers are required to make available to the repair industry,

which were not included in the stand-alone service information regulation, Cal. Code Regs., title 13, section 1969, at the time the heav y-duty OBD regulation was adopted in 2005. Thus, the heavy-duty OBD regulation currentl y details requirements for heavyduty manufacturers to provide basic information inc luding OBD monitor descriptions, information necessary to execute each monitor (e.g. , enable conditions), and information on how to interpret the test data acces sed from the on-board computer. Additionally, it requires manufacturers to make ava ilable repair procedures for OBD55

faults that either only require the use of a generi c scan tool or require the use of a nongeneric scan tool as long as they make information available to the aftermarket scan tool industry to manufacture their own tools to per form the same functions. Furthermore, it includes language that clarifies th at the stand-alone service information regulation, to the extent it is effective and opera tive, supersedes any redundant service information requirement in the heavy-duty OBD regul ation. In 2006, section 1969 was updated to include OBD information manufacturers ar e required to make available for heavy-duty vehicles, including requirements to make available to independent service

facilities service tools to access the OBD informat ion. Thus, the heavy-duty industry has requested that the service information requirem ents in the heavy-duty OBD regulation be deleted.

However, the updated detailed requirements in secti on 1969 only apply to 2013 and subsequent model year heavy-duty engines, while enh anced OBD systems are required on some 2010 through 2012 model year heavy-duty eng ines under the heavy-duty OBD regulation. For model years prior to 2013, section 1969 only requires heavy-duty

manufacturers to make available information and too ls they already currently provide to dealers and independent facilities. Thus, since he avy-duty manufacturers currently do not provide information regarding manufacturing of scan tools to perform the same functions as the non-generic scan tools, staff inte rpreted the requirements in section 1969 as saying heavy-duty manufacturers are not obl igated to provide this information for the 2010 through 2012 model year engines. Acco rdingly, section 1969 is not redundant to the service information requirements o f the heavy-duty OBD regulation and does not automatically supersede it. Further, with such a position, manufacturers could provide access only for their authorized deal ers to the heavy-duty OBD fault information and deny access to all independent repa ir facilities. Given the intent of the heavy-duty OBD system is to achieve early identific ation of the presence of a malfunction and prompt repair, it would be inapprop riate to allow manufacturers to restrict access only to authorized dealer facilitie s. Therefore, ARB staff is not deleting the current service information requirements in the regulation as manufacturers suggested to prevent this problem for 2010 through 2012 model year heavy-duty engines with OBD systems. These requirements are i mportant to prevent the heavyduty OBD program from getting off to a bad start. If repairs of OBD-related malfunctions can only be done by dealers (and not independent se rvice facilities) during these first few years of heavy-duty OBD implementation, the ove rall intent of the program will be undermined and it could jeopardize the future accep tance of the system by the repair industry.

Though staff is not deleting the service informatio n requirements, it agrees that some clarification is needed in what exactly is required for the 2010 through 2012 model years. There have been different interpretations a mong engine manufacturers about the language in section 1969. As stated above, whi le a few (including ARB staff) believe the language only requires manufacturers to sell tools they “currently” make available to the aftermarket (which would not inclu de tools that perform OBD-related diagnosis), some engine manufacturers believe that the language requires the manufacturers to sell their diagnostic tools that p erform the OBD and emission-related56

diagnosis and repairs to the aftermarket industry d uring this timeframe. Since the original intent of ARB’s keeping the service inform ation language was so that the aftermarket repair industry has a means to repair e ngines with HD OBD detected faults, staff agrees that this intent would be satisfied if manufacturers are indeed required to sell their tools to non-dealer repair facilities du ring this timeframe (which most of industry already says they are required to do). Th us, staff modified the service information language in the HD OBD regulation to ma ke sale of a manufacturer’s service tool to non-dealers a clear option for comp liance.

V. PROPOSED REVISIONS TO HEAVY-DUTY OBD DEMONSTRATI ON TESTING
REQUIREMENTS

Manufacturers are required to design and calibrate the OBD system to detect some malfunctions before specific emission thresholds ar e exceeded at any time within the full useful life of the engine. Depending on the s ize of the heavy-duty vehicle, the useful life can be 110,000 miles, 185,000 miles, or 435,00 0 miles. The current regulation requires manufacturers to conduct emission demonstr ation testing prior to certification to ensure that the systems are indeed able to detec t faults before the thresholds are exceeded. And, to ensure the emission thresholds a re not exceeded for the full useful life, ideally, the manufacturers would age the whol e system (i.e., the engine and all emission controls) to full useful life and then ver ify the calibration for each fault is correct. However, ARB recognizes that manufacturer s have limited experience, resources, and time to age the engine, engine emiss ion controls, and aftertreatment to full useful life prior to certification, especially for engines subject to a 435,000 mile useful life. Additionally, manufacturers have trad itionally claimed that engines and engine components deteriorate very little based on past experience, and that this trend is expected to continue. ARB, therefore, compromis ed in 2005 by allowing manufacturers to simply ‘break-in’ the engine and e ngine components by aging for 125 hours while requiring aging of only the aftertreatm ent to full useful life for demonstration tests. Further, since aging to accumulate the full mileage is time consuming, ARB also allows manufacturers to develop and use accelerated aging processes to simulate full useful life aging. Manufacturers would ideally dev elop and validate these processes with actual aged parts and are required to have the se processes approved by ARB after a thorough review.

Even with ARB’s compromise on the aging requirement s, the manufacturers assert that they will not be able to create full useful life ag ed aftertreatment components or develop an accelerated aging process for the aftertreatment in time for the 2010 model year. Manufacturers cite the lack of time and experience in developing such a process and validating it with real data and the lack of experi ence with the new aftertreatment components in the field. Therefore, the manufactur ers instead proposed a phase-in schedule that would allow for less rigorous aging t o lower mileage goals in the initial years of implementation. Specifically, for the 201 0 through 2012 model years, an engine manufacturer would age the aftertreatment to the level used to satisfy ARB certification requirements for determining the dete rioration factor, whatever that intermediate mileage level for each manufacturer ma y be. For the 2013 through 201557

model years, an engine manufacturer would age the a ftertreatment up to 185,000 miles. And finally, for the 2016 and subsequent model year s, an engine manufacturer would age the aftertreatment to the current requirement o f full useful life. Additionally, the manufacturers proposed that the scope of the aftert reatment aging be limited to ‘key components’ only, specifically the diesel oxidation catalyst, diesel particulate filter, NOx aftertreatment catalyst, oxygen sensors, and NOx se nsors. The manufacturers’ proposal also retained the requirement that the eng ine only be ‘broken-in’ with 125 hours and aging only be required of the aftertreatm ent.

After discussing engine manufacturers’ progress tow ards meeting the 2010 emission standards and OBD implementation, ARB recognized th at manufacturers are further behind than anticipated. Thus, ARB agrees that int erim relief is appropriate to allow manufacturers to build up the knowledge and field e xperience with these new components to understand the extent of deterioratio n during useful life. However, staff does not believe the schedule or scope of the manuf acturers’ proposal really provides the necessary incremental steps towards a long term solution. The changes proposed by staff below are intended to focus on a successfu l long term solution and require manufacturers to meet interim requirements that are logical steps in the process.

While this discussion is specific to the allowed ag ing during demonstration testing, it is important to remember that manufacturers are liable in-use for proper detection of faults

before the OBD emission thresholds are exceeded at any time during the useful life. If manufacturers do not properly account for all the s ynergistic effects and total system deterioration that occurs during useful life, they risk non-compliance and recall, fines, or other remedial action. Thus, from ARB’s perspectiv e, even for OBD monitor calibration purposes (not just demonstration testing), manufact urers need to (and are required and expected to) account for full useful life deteriora tion and base their calibration efforts on that. As is commonly done within the light-duty ve hicle community, manufacturers are expected to develop engineering shortcuts and proce dures to account for this full useful life performance. However, to be successful, these procedures have to accurately represent in-use deterioration and overall system p erformance. The only way a manufacturer can be sure that its procedure accurat ely represents in-use performance is to validate the systems (engine, engine componen t, and aftertreatment) created by their engineering procedures against actual full us eful life (e.g., high mileage) systems.

Based on discussions with manufacturers and supplie rs as they are progressing towards finalizing 2010 model year system designs, ARB is especially concerned about engine (and component) deterioration and its synerg etic effects with the aftertreatment. Despite manufacturers’ previous assertions that die sel engines and components deteriorate very little, ARB has seen fairly dramat ic changes in diesel engines with control strategies and new components (including ne w EGR systems, EGR coolers, fuel injection system changes, turbo component changes, etc.) that operate in much more varied control points (e.g. near partial homogeneou s charge compression ignition type operation with heavy EGR, tight air-fuel ratio cont rol in specific regions). In light of such complicated system architecture and control strateg ies, previous conventions and knowledge about diesel engine and component deterio ration no longer seem applicable.58

Until experience is gained with high mileage evalua tions and real world experience, it would be inappropriate to assume past deterioration characteristics will continue on these new systems. With this perspective, an engin e aged for 125 hours (which is currently required by the OBD regulation) would not likely be representative of one at full useful life, so calibration or demonstration t esting with such an engine would not provide assurance of OBD compliance throughout usef ul life. Additionally, manufacturers appear to have insufficient experienc e and knowledge to be able to accurately account for or predict the cumulative ag ing effects of the total system by simply aging a few “key” components of the aftertre atment (as manufacturers have proposed). ARB believes the only long term solutio n to get compliance assurance is to require manufacturers to generate high mileage syst ems and/or to collect and use data from real world high mileage systems to develop and validate accelerated aging procedures for the entire system (i.e., the engine, engine components, and aftertreatment system).

Thus, while agreeing that interim relief with lower aging mileage goals is appropriate, ARB is proposing to revise the requirements with a phase-in schedule containing higher interim goals than those proposed by the manufactur ers. Additionally, for the reasons stated above, ARB believes that total system aging (engine plus the aftertreatment system) must be considered and is revising the requ irements to achieve that in the long

term.

For the 2010 to 2012 model years, the proposed chan ges would continue to allow the use of an engine aged for 125 hours. However, in l ieu of requiring the aftertreatment system to be aged and validated as representative o f full useful life, the changes would allow manufacturers to only age the individual afte rtreatment components (e.g., PM filter, oxidation catalyst) and exhaust gas sensors (e.g., NOx, lambda sensors) to the

manufacturer’s best estimates of useful life withou t the rigors of validation that would normally be required for ARB to approve the system as representative of full useful life. In discussions with manufacturers and suppliers, it appears fairly straightforward for manufacturers, in consultation with their suppliers , to identify the key aging mechanism (e.g., time at or above specific temperatures), to calculate expected operation over useful life in those key conditions, and to develop an accelerated aging process to condense that aging into a reasonable timeframe. W here these approaches fall short is in validation to real world operation that the esti mates of expected operation were correct and/or whether other component deterioratio n altered the outcome. However, the manufacturer’s responsibility to validate the a ccelerated aging process would be waived for these model years.

In exchange for the relaxed requirements, a manufac turer would be required to collect and report in-use data from 2010 or later model yea r engines operated in the real world. The data collected would be from engines and system s operated for approximately 18 months or longer and with mileages equal to the ful l useful life for engines subject to 110,000 or 185,000 mile useful life and at least 18 5,000 miles for engines subject to 435,000 mile useful life. Such data collection by manufacturers would require removing real world aged systems (engine and aftertreatment) from vehicles, installing the59

systems on engine dynamometers, running various emi ssion tests to quantify the system deterioration, and reporting the data to ARB late in the 2011 calendar year. For 2013 to 2015 model year engines subject to 110,000 or 185,000 mile useful life, a manufacturer would be required to use the knowledge gained from the collected data to modify (if needed) and validate its accelerated agi ng processes for ARB’s approval. For 2013 to 2015 model year engines subject to 435,000 mile useful life, a manufacturer would also be required to use the collected data to validate and/or modify the accelerated aging procedure used in 2010 to better equate to real world deterioration, however, the manufacturer would still be allowed to use its best estimates for full useful life aging as the collected data would only allow v alidation up to 185,000 miles and not to the full useful life of 435,000 miles.

For engines subject to 435,000 mile useful life, ma nufacturers would additionally be required to collect data from 2010 or newer model y ear real world aged systems with mileage equal to 435,000 miles and report the data to ARB in the 2014 calendar year. Identical to the data collected at 185,000 miles, t he manufacturer would be required to obtain high mileage systems, perform various emissi on tests to quantify and understand the deterioration, and incorporate that knowledge t o refine and validate its accelerated aging procedures to be representative of full usefu l life and used for certification of 2016 and subsequent model year systems.

The following table summarizes the proposed require ments.60 Table I: Phase-in aging data requirement schedule

for engine and aftertreatment

Aging data required at certification for accelerated aging Year

Engine Aftertreatment

2010-2012 model

year 125 hours aging Accelerated aged to best

estimates of full useful life on aftertreatment components
Report in-use

data in 2011 ~18 months (for light and medium HDDE, full useful life, for heavy HDDE,185,000+ miles) real world aging data on 2010 model year engines

2013-2015 model

year For light and medium HDDE: accelerated aging to ful l useful life validated with real world aging data

For heavy HDDE: Best estimates for accelerated agin g to full useful

life incorporating 185,000 real world aging data

Report in-use

data in 2014 435,000 mile full useful life real world aging data on 2010 or later model year engines

2016 model year

and after Accelerated aging to full useful life validated wit h real world aging

data

Manufacturers had requested that ARB adopt the same proposed procedures that U.S. EPA is currently developing for determining deterio ration factors (DFs) in lieu of staff’s proposal. Specifically, U.S. EPA’s plan would requ ire manufacturers to do partial aging of the engines (i.e., not require aging to full-use ful life) and extrapolation of the emission data to determine the projected emission levels at full useful life. While partial aging may be appropriate for determining the likely emiss ion levels of non-malfunctioning engines at useful life, it is not appropriate for p rojecting emission levels of engines with emission-related malfunctions. As previously state d, manufacturers are liable in-use for proper detection of faults before the OBD emission thresholds are exceeded at any time during the full useful life. To accurately determi ne how high emissions will be when a malfunction occurs, the performance level of the en gine and aftertreatment system aged

to full useful life must be taken into consideratio n. For example, to accurately calibrate an EGR system monitor to the emission threshold, th e manufacturer must know how much of the increased engine-out NOx emissions caus ed by a malfunctioning EGR system is going to be cleaned up by the downstream SCR system at full useful life. This determination cannot be “extrapolated” by impl anting a fault at low mileage and measuring the reaction of a low mileage SCR system. Accordingly, staff has rejected the manufacturers’ suggestion to mimic EPA’s DF det ermination process and continue61

down the path of requiring manufacturers to develop validated rapid aging procedures to simulate full useful life aging.

In addition to the aging requirements, staff is als o proposing modifications to the malfunction simulation methods. Currently, the reg ulation allows manufacturers to electronically simulate malfunctions (e.g., use of an external simulator) but does not

allow them to make modifications to the electronic control unit (on-board computer) except for a few limited monitors. In general, sta ff has severely limited the use of internal computer modifications because it results in special software (non-production intent) to run the demonstration tests and increase s the risk that the system will perform differently with the special software than it would with the actual production intent software. However, given the wide variety of techn ologies and strategies being implemented by diesel manufacturers, staff believes there may be additional cases that arise where it is not technically feasible or very expensive, difficult, and resourceintensive to implant faults through hardware or an external simulator. Accordingly, the proposal includes a provision for manufacturers to request and receive ARB approval to use internal computer modifications for additional monitors upon demonstration or analysis that it is infeasible or disproportionally difficult and resource intensive to implant the fault externally. Further, the proposal clarif ies that, in cases where a manufacturer elects to electronically simulate a fault through a n external simulator or internal computer modifications, the manufacturer must demon strate that the failure characteristics produced by the simulation are equi valent to an induced hardware

failure. This ensures that manufacturers are calib rating and designing the monitor to

detect failures that are related to actual hardware malfunctions and not purely

theoretical or idealized simulations of a fault.

Staff is also proposing modifications concerning th e actual testing process. The current requirements were primarily copied from the test pr ocedure for light-duty vehicles, however, recent discussions with manufacturers have revealed some fundamental differences in how heavy-duty emission tests are ru n. Unlike light-duty, the heavy-duty test procedure does not include a ‘preconditioning’ cycle the day before the emission test. To be consistent with the current heavy-duty test procedures and to eliminate unnecessary extra testing, the proposed amendments would eliminate the preconditioning cycle and require manufacturers to implant the fault and immediately perform the emission test. Further, because the pr evious test procedures anticipated the use of a preconditioning cycle, the procedure e xpected that the fault would be detected once during the preconditioning cycle and a second time during the first engine start of the emission test. In conjunction with el iminating the preconditioning, the language was modified to expect the fault to be fir st detected on the first engine start of the emission test and detected a second time during the second engine start of the emission test. The proposed language does still al low a manufacturer to request approval to use preconditioning cycles if technical ly justified to stabilize the emission control system. While manufacturers have not yet i dentified a need for this provision, it will be in place in case future emisison controls r equire such stabilization.62

Lastly, staff is also proposing modifications to th e data collected during demonstration testing. The current regulatory language requires specific fault information (i.e., time after start when the MIL illuminated, fault code(s) , freeze frame information, test results) to be collected. Staff is proposing that manufactu rers also be required to collect other OBD electronic information as well, including readi ness status, current data stream values, CAL ID, CVN, VIN, in-use performance ratios , and engine run time tracking data. Furthermore, staff is also proposing that ma nufacturers be required to collect all the test data immediately prior to or after each en gine shut-down, such as at the end of the preconditioning cycle (if used), cold start FTP cycle, and warm start FTP cycle. By analyzing this data when reviewing the demonstratio n test results, staff will be able to

better understand the scenario of events and ensure that the standardized data is outputting expected values during the test sequence . Historically, in testing done at ARB’s facility, review of such data has identified many other small issues and having

this data at the time of certification would allow identified issues to be corrected sooner.

VI. PROPOSED REVISIONS TO HEAVY-DUTY OBD CERTIFICAT ION
REQUIREMENTS

A. CERTIFICATION APPLICATION

Based on the staff’s review of manufacturers’ OBD I I applications in the past years, minor changes are being proposed to the HD OBD cert ification submittal requirements to expedite the OBD review and approval process. S pecifically, the proposed amendments would require some information, includin g a checklist, the summary table, and misfire monitor disablement data, to be submitt ed in a standardized format that will

be detailed in a future ARB mail-out to facilitate consistent and quick review by staff (the specific mail-out number will be made available at the Board Hearing and as part of the subsequent 15-day changes to the regulations). Sta ff is also proposing to require manufacturers to submit data supporting their infre quent regeneration adjustment factors and information regarding EI-AECDs. Lastly , the staff is also proposing to require manufacturers to include a cover letter wit h each OBD application identifying the deficiencies and concerns (if any exist) that apply to the equivalent engine family or OBD group in the previous model year and the change s and/or resolution of each concern or deficiency for the current model year. This would allow the ARB staff to spend less time determining if past problems have b een corrected.

B. IN-USE COMPLIANCE TESTING

As a condition for certification, manufacturers wou ld be required to perform in-use compliance testing on their own engines. The actua l procedures are detailed in the proposed enforcement regulation (§1971.5) and would require manufacturers to procure actual in-use engines, at roughly 75 percent of ful l useful life mileage, and perform a series of engine dynamometer emission tests to conf irm the OBD system will detect faults at the emission levels specified in the HD O BD regulation (§1971.1). ARB has previously adopted similar requirements for manufac turers to do their own in-use compliance testing. This includes the “CAP 2000” p rogram adopted for light-duty63

vehicles that sets forth in-use compliance requirem ents and procedures in the test procedures incorporated by Cal. Code Regs., title 1 3, section 1961 and requires manufacturers to procure in-use vehicles, at variou s mileages, and perform emission tests to verify compliance with the tailpipe standa rds established in section 1961. It also includes the heavy-duty on-road manufacturer in-use compliance testing program in test procedures incorporated by Cal. Code Regs., title 1 3 sections 1956.1 and 1956.8 that requires manufacturers to procure in-use vehicles, equip them with emission measurement devices, and collect emission data to v erify compliance with the not-toexceed (NTE) tailpipe standards established in sect ions 1956.1 and 1956.8. Cal. Code Regs., title 13, section 2438 establishes a manufac turer in-use testing program for large spark-ignition engines with greater than 1.0 Liter displacement. Similar to what is proposed for HD OBD compliance, this program requir es manufacturers to procure a number of in-use engines with a minimum mileage, pe rform emission tests to verify compliance with the established tailpipe standards, perform further testing if initial tested engines fail, and ultimately, generate sufficient d ata to determine if the engines do not comply and if remedial action is warranted. Anothe r similar program exists for sparkignition engines used in personal watercraft and ou tboard marine engines in Cal. Code Regs., title 13, section 2444.1 and requires manufa cturers to procure in-use engines and perform emission testing to verify compliance w ith the established emission standards. Further, in the HD OBD (§1971.1(l)) and the OBD II (§1968.2(j)) regulations, manufacturers are also required to do other forms o f production vehicle or engine evaluation testing to confirm various elements of t heir OBD systems comply with the certification standards and procedures established within the regulations themselves.

In all of the above examples, the requirements are indeed mandatory requirements that apply to the manufacturers of applicable vehicles a nd engines. EMA has argued that the heavy-duty in-use compliance program is not a v alid confirmation of ARB's authority to adopt similar requirements for HD OBD compliance because manufacturers agreed to do such testing during discussions and settlemen ts in 1998 that ended with consent decrees to resolve engines produced in the 1990's t hat allowed the engines to comply

with emission limits under certification conditions but caused significantly higher NOx emissions during highway driving. However, not all engine manufacturers were part of the settlements and consent decrees yet all manufac turers are now required to do the in-use compliance testing. In any case, this and t he other programs cited above are not optional requirements or voluntary agreements enter ed into by the manufacturers with ARB. It is both consistent with past and current p ractice of ARB to have manufacturers do some form of self-testing for verifying complian ce with adopted standards.

VII. PROPOSED REVISIONS TO HEAVY-DUTY OBD STANDARDI ZED METHOD TO

MEASURE REAL WORLD MONITORING PERFORMANCE

Currently, the HD OBD regulation requires manufactu rers to track monitor performance by counting the number of monitoring events and the number of driving events. The number of monitoring events is defined as the numer ator and the number of driving

events is defined as the denominator. The ratio of these two numbers is referred to as the monitoring frequency and provides an indication of how often the monitor is64

operating relative to vehicle operation. It is imp ortant to note that the denominator is a measure of vehicle activity, not a measure of “moni toring opportunities”. The regulation requires manufacturers to design monitors that meet a minimum acceptable ratio, currently set at 0.1 for 2013 and subsequent model year engines.

The current requirement for incrementing the genera l denominator is: 1.) minimum engine run time of 10 minutes; 2.) minimum of 5 minutes, cumulatively, of vehicle operation at vehicle speeds greater than 25 miles-per-hour (mph) for gasoline e ngines or calculated load greater than 15 percent for diesel engines; and 3.) at least one continuous idle for a minimum of 3 0 seconds encountered; and

the above three conditions met while: 4.) ambient temperature above 20 degrees Fahrenheit and 5.) altitude of </= 8000 feet.

Industry has expressed concerns that some monitors may not execute on the denominator drive cycle defined above and, therefor e, some vehicles may exhibit poor in-use ratios. However, industry has erroneously r eached the conclusion that the denominator represents a drive cycle during which a ll monitors must be executed. On the contrary, manufacturers are not required to des ign monitors to execute during the denominator drive cycle but are required to design robust monitors that perform frequently in-use. Monitors are designed to run wh en specific engine operating conditions are met—not when a specific drive cycle is met—and the occurrence of those conditions happens independent of whether a d enominator drive cycle is met. For example, a case may exist where a monitor never executes on the denominator cycle but the minimum in-use frequency ratio may st ill be satisfied because the monitor executes frequently on other drive cycles. The pur pose of the denominator is not to provide industry with a drive cycle by which to run all monitors but to provide ARB with a measure of vehicle activity.

Additionally, industry has requested changes in the definition of the denominator drive cycle. When the HD OBD regulation was adopted in 2 005, diesel engine manufacturers indicated that they did not always have access to v ehicle speed and thus, could not determine when a vehicle had spent five cumulative minutes above 25 mph. As an alternative, they proposed, and ARB accepted, five minutes above 15 percent engine load for diesel engines. At this time, however, di esel engine manufacturers have now indicated that 15 percent engine load is not a cons istent indicator from engine to engine, since it could be satisfied at idle on some engines while it is satisfied with operation somewhere above 25 mph on other engines. Diesel en gine manufacturers now propose greater than 50 percent calculated load for five cumulative minutes in lieu of greater than 15 percent for five cumulative minutes . Further, for those engines that do have access to vehicle speed, industry has requeste d permission to alternatively use the gasoline engine parameter of greater than 25 mp h for five cumulative minutes on diesel engines in lieu of the greater than 15 perce nt load.65

Regarding the denominator drive cycle, ARB’s object ive is to provide a common

definition because manufacturers will be held to th e same minimum in-use frequency

ratio based on this definition and the use of diffe rent definitions would lead to inequity among manufacturers. Under the current regulation, while gasoline and diesel engines do not use the same definition, all diesels are req uired to use a consistent definition and all gasoline are required to use a consistent defin ition. This consistency among similar engines is imperative to ensure equivalent stringen cy in requirements among manufacturers and must be maintained. However, sta ff agrees that the 15 percent engine load criterion is inappropriate as a consist ent measure of engine work or vehicle activity. To address industry’s concern and mainta in commonality, staff is proposing to change this definition to exclude the calculated lo ad parameter and instead include five cumulative minutes of engine speed at or above 1150 rpm for diesel engines. Staff believes 1150 revolutions-per-minute (rpm) represen ts an engine speed above idle in virtually all engines and is a positive indicator t hat the engine is being used to do work (e.g., move the vehicle, operate a substantial powe r take-off unit). Many engines have peak torque that occurs at 1200 rpm and above and m ost manufacturers’ engines are subject to the not-to-exceed emission standard at e ngine speeds above 1150 to 1200 rpm. And, whenever the engine is doing work, it is vital that the emission controls are working properly so basing an in-use monitoring fre quency relative to how often the engine is being used to do work is appropriate. Fu rther, all manufacturers have access to engine speed and could accurately determine when this criteria was satisfied. With the 2010 model year production fast approaching, ho wever, staff believes some lead time is necessary and is allowing 2010 through 2012 model year diesel engines to use the 15 percent calculated load criterion. Addition ally, to maintain consistency of the denominator definition and equality among manufactu rers, staff does not agree with manufacturers’ request to optionally use the vehicl e speed criterion in lieu of the engine speed or load criterion.

In addition to the proposed changes to the general denominator definition above, staff is proposing a separate denominator for PM filter moni toring. Currently, the regulation allows manufacturers to submit proposed criteria fo r incrementing the PM filter monitor denominator for ARB approval. Since the adoption o f the requirement, staff has gained enough knowledge from discussions with engine manuf acturers to propose specific criteria for the PM filter monitor, which engine ma nufacturers have indicated will most likely be tied to PM filter regeneration events. T hus, in addition to meeting the general denominator on at least one driving cycle, staff is proposing that the PM filter

denominator be incremented after 750 minutes of cum ulative engine run time. The basis for 750 minutes is calculated starting from a 300-500 mile interval that industry has indicated is typical of distance between PM fil ter regenerations and assuming an average vehicle speed of 40 mph (500 miles / 40 mph = 12.5 hours = 750 minutes).

The proposed revised definition for the general rat e-based denominator for diesel engines is:

1.) minimum engine run time of 10 minutes;66

2.) minimum of 5 minutes, cumulatively, of engine o peration with engine speed at or above 1150 rpm; and 3.) at least one continuous idle for a minimum of 3 0 seconds encountered; and

the above three conditions met while: 4.) ambient temperature above 20 degrees Fahrenheit and 5.) altitude of </= 8000 feet.

The proposed definition for the PM filter rate-base d denominator is:

1.) minimum of 750 minutes of cumulative engine run time since the last time the

PM filter denominator was incremented and 2.) meeting the above requirements for the general denominator on at least one driving cycle.

For the PM filter denominator, the proposed languag e also provides clarification regarding tracking the order of events when determi ning the criteria have been met. Specifically, the language identifies methods to fi rst identify on a particular key start if a general denominator has been satisfied and subseque ntly to then determine if the cumulative engine run time has been satisfied. The language also provides direction to manufacturers on when the cumulative engine run tim e counter must be restarted.

Staff is also proposing to modify the definition of “idle” operation (which is also referred to in the permanent fault code erasure requirements and the standardization tracking requirements of the regulation). “Idle” operation is currently defined as conditions where vehicle speed is less than or equal to one mph, amo ng other criteria. As indicated above, some manufacturers have indicated that their engines do not utilize vehicle speed information and thus, cannot sense vehicle sp eed. They further indicated that engine speed is an acceptable surrogate to use to d etermine idle operation. Thus, ARB is proposing to define idle operation as conditions where, among other criteria, either the vehicle speed is less than or equal to one mph or engine speed is less than or equal to 200 rpm above the normal warmed-up idle speed.

VIII. PROPOSED REVISIONS TO OBD II REGULATION

At the request of medium-duty diesel manufacturers in order to maintain consistency between the HD OBD and OBD II diesel requirements, staff is proposing to carry over almost all of the proposed diesel-related changes m entioned above for the HD OBD regulation to the OBD II regulation, applying them to light- and medium-duty diesel vehicles. The only difference between what would b e proposed for light-duty diesel vehicles versus medium-duty diesel vehicles is that any of the proposed changes related to modification of the specific malfunction emission threshold values would only apply to the medium-duty diesel vehicles. The spec ific proposed changes to the OBD II regulation can be found in Attachment B.

Additionally, staff is proposing one change to the gasoline monitoring requirements in the OBD II regulation concerning the phase-in sched ule for primary oxygen sensor67

response rate monitoring data submission. Currentl y, manufacturers are required to submit data and/or engineering analysis to demonstr ate that their oxygen sensor monitors are able to detect all asymmetric and symm etric response rate malfunctions with a phase-in starting with the 2010 model year. However, recent discussions with

manufacturers indicate that more time is needed to meet this requirement. Thus, staff is delaying the start of the phase-in from the 2010 mo del year to the 2011 model year, with all vehicles required to meet this requirement for the 2013 and subsequent model

years.

IX. PROPOSED HEAVY-DUTY OBD ENFORCEMENT REGULATION

A. OVERVIEW

The staff is proposing that the Board adopt a compr ehensive in-use enforcement protocol that applies specifically to the HD OBD re quirements (Cal Code Regs., title 13, §1971.1), pursuant to the Board’s general and speci fic authority to adopt procedures that ensure compliance. 2 The proposed HD OBD enforcement provisions would help ensure the effectiveness of the HD OBD regulation a nd the underlying more stringent emission standards that have been adopted for 2010 and subsequent model year heavy duty engines. Among other things, the staff is pro posing procedures for the in-use testing of HD OBD systems installed on heavy-duty e ngines. The proposal would further provide the Executive Officer with authorit y to order engine manufacturers to take remedial action when in-use testing indicates that an HD OBD system within an identified engine class does not meet the certifica tion requirements of Cal. Code Regs.,
title 13, section 1971.1.

The staff believes that specific HD OBD enforcement provisions are necessary to better address and identify the special circumstances invo lved in in-use testing and remedying identified nonconformities with HD OBD systems. Pa st experience in light- and medium-duty revealed that the general enforcement p rocedures (Cal. Code Regs., title 13, §2111-2135), which were specifically adopted to enforce noncompliance with tailpipe and evaporative emission standards, do not allow for effective enforcement of OBD requirements and standards. The general enforc ement procedures do not neatly apply to OBD regulations for two main reasons. Fir st, the OBD regulations include both

emission standards and other non-emission-related r equirements, such as test procedures and standardization requirements. Secon d, OBD systems are comprehensive and exceedingly complex; and, consequ ently, in-use enforcement of OBD systems involves a myriad of issues that do not arise in the enforcement of tailpipe and evaporative emission standards. Over time, it became apparent that the simplified general enforcement approach used for tailpipe nonc ompliance did not adequately address the unique issues involved in the in-use op eration of OBD systems.

In 2002, the Board adopted stand-alone specific enf orcement procedures for the OBD II requirements (codified at Cal. Code Regs., title 13 , §1968.5). Since adoption of the

2 Health and Safety Code, sections 39600, 39601, 430 13(b), 43018, 43102, 43104, and 43105.68

enforcement regulation, ARB has applied its detaile d protocols in addressing OBD II noncompliance. In general, the procedures provide for straight-forward evaluation and remediation (where necessary) of complex, OBD II-sp ecific in-use issues. The detailed protocols have also provided clear direction to man ufacturers as to the procurement, testing, sampling, and evaluation criteria that ARB staff uses to determine compliance with the OBD II requirements and has eliminated man y uncertainties for manufacturers related to the procedures that ARB will follow in c arrying out enforcement and the criteria ARB will use in determining compliance and appropriate corrective action. Further discussion about the need for an OBD specif ic enforcement procedure can be found in the staff report for the 2002 OBD II Board hearing available at ARB’s website ( http://www.arb.ca.gov/msprog/obdprog/pastregs.htm ) and incorporated by reference.

During the 2005 HD OBD rulemaking process, staff in dicated its intent to return to the Board with a proposal to adopt similar independent enforcement provisions for HD OBD. To that end, staff is now proposing adoption of section 1971.5, which would establish enforcement procedures and requirements f or heavy-duty engines with HD OBD systems. It is ARB staff’s goal that the regul ation becomes effective prior to implementation of HD OBD system requirements, which commence with the 2010 model year.

The proposed HD enforcement procedures are similar in comprehensiveness to those currently required for light-duty and medium-duty v ehicles under the OBD II regulation. Both regulations include performance testing of emi ssion-related monitors, downloading of data of in-use performance monitoring ratios, an d evaluation of other OBD requirements (e.g., diagnostic connector location, communication protocol standards, MIL illumination protocol, etc.). But there are d istinct differences, primarily because heavy-duty engines are certified on engine dynamome ters and the testing of emissionrelated monitors on HD OBD systems will require the removal of engines from in-use vehicles for testing. Accordingly, the proposed re gulation provides that, in addition to ARB-initiated enforcement testing, engine manufactu rers will be responsible for compliance self-testing of OBD systems to ensure th at the systems in-use actually meet certification requirements.

One of the reasons manufacturer self-testing is nec essary is because of the uniqueness of engine dynamometer testing. Unlike chassis dyna mometer testing of the complete vehicle as is done in light-duty and can easily be replicated by ARB, manufacturers, and independent laboratories, engine dynamometer set-up and testing differs for each engine and involves the use of custom parts, modifi cations, and configurations. Because the engine is removed from the vehicle, var ious inputs and outputs to the engine control computer must be generated to simula te operation in a vehicle. Further, many engine components especially heat exchangers l ike the radiator, charge air cooler, and EGR cooler that rely on outside airflow (that would occur through the front of the engine compartment while driving on the road) m ust be removed and simulated because there is no comparable source of outside ai rflow in the test cell. Such simulations vary from manufacturer to manufacturer and engine model to engine model because they must duplicate the performance applica ble to those components for that69

particular engine in a specific vehicle type. Some manufacturers have also indicated

that certain software functions or features within the engine control unit must be disabled during engine dynamometer testing to preve nt abnormal operation due to specific engine dynamics that occur during testing and disablement of such features requires manufacturer-specific tools and hardware t o implement. Without intimate knowledge of all the individual component specifica tions and input and output signals, not to mention custom hardware and software to repl ace the removed components, or tremendous reliance on the voluntary cooperation an d resources of the engine manufacturer, successful engine dynamometer testing is very difficult to perform. Engine manufacturers, who routinely perform engine dynamometer testing of their own engines, including testing for research, developmen t, and tailpipe certification, have, by definition, the knowledge and equipment necessary t o perform engine dynamometer testing.

B. THE NEED FOR HD OBD-SPECIFIC ENFORCEMENT PROCEDU RES

The staff believes that specific HD OBD enforcement provisions are necessary to better address and identify the special circumstances invo lved in in-use testing and remedying identified nonconformities with HD OBD systems. As stated, experience with OBD II has revealed that the existing general enforcement procedures, which were specifically adopted to enforce noncompliance with tailpipe and evaporative emission standards, do not allow for effective enforcement of OBD requirem ents and standards. For example, the adoption of OBD II-specific enforcement provisi ons helped clarify that a manufacturer cannot escape liability for failing to comply with the OBD II standards and requirements by demonstrating that vehicles with th e nonconforming OBD II system, on average, comply with certification standards for ta ilpipe and evaporative emissions. The OBD II emission standards and requirements serve ve ry different purposes from the tailpipe and evaporative emission standards, and co mpliance with the latter two standards should not excuse noncompliance with the former.

As with OBD II, to allow a heavy-duty engine manufa cturer to overcome the need to remedy a nonconforming HD OBD system by showing tha t the failure would not result in the engine class, on average, to fail to conform to the tailpipe emission standards would undermine the purpose and intent of the HD OBD requirements. In adopting the HD OBD regula tion, the Board specifically determined that functional OBD systems were necessa ry and should be equipped on all heavy-duty engines in the future. In so determinin g, the Board found that functional OBD systems are a vital complement to the success o f the ARB’s heavy-duty engine emission reduction programs. The HD OBD system is intended to insure that 2010 and subsequent model year engines meet the adopted tail pipe emission standards in-use. The HD OBD systems are there to ensure that forecas ted emission reductions will be achieved, and the proposed enforcement provisions a re necessary to ensure that the adopted HD OBD requirements are fully effective in- use.

C. AUTHORITY TO ADOPT ENFORCEMENT PROCEDURES70

Depending upon the nature of the nonconformity of t he HD OBD system and the circumstances surrounding the nonconformity, recall may be an appropriate remedy. Health and Safety Code section 43105 authorizes the Executive Officer to order recalls,

if a manufacturer has violated emission standards o r test procedures and has failed to take corrective action. The HD OBD regulation, Cal . Code Regs., section 1971.1, establishes both emission standards and test proced ures for certification to those standards. The ARB expressly adopted the HD OBD re gulation pursuant to authority granted by the Legislature to adopt and implement e mission standards and test procedures under the Health and Safety Code. 3 In 2000, in adopting Senate Bill 1146, the Legislature expressly recognized ARB’s authorit y to adopt OBD regulations, finding that OBD requirements are emission standards, stati ng:

Recent emission standards adopted and implemented by the State Air

Resources board for motor vehicles manufactured aft er 1993 have resulted in the development by vehicle manufacturers of “on board d iagnostic computers” that interface with the many component parts of a vehicl e’s emission control system. (Stats. 2000, Ch. 1077, Sec. 1; emphasis added.)

Similarly, in granting California a waiver of feder al preemption for the OBD II regulation, pursuant to section 209(b) of th e federal Clean Air Act, the U.S. Environmental Protection Agency (U.S. EPA) exp ressly found that the requirements of the California OBD II regulation we re emission standards, stating.

OBD requirements appear to be closer in their appli cation and effect to standards than to enforcement procedures: they esta blish specific levels of emissions that beyond which the MIL must be illu minated and fault codes be stored; they create direct requirements on the manner in which manufacturers build their vehicles; the OBD II requ irements set forth how a vehicle must operate at time of certification and in use, and not how the state would ensure that the vehicle is operating pr operly as is typical of an accompanying enforcement procedure.

Beyond being emission standards, the HD OBD regulat ion sets forth specific test procedures that manufacturers must follow to assure certification and compliance to the established standards. Accordingly, Health and Saf ety Code section 43105 expressly authorizes the ARB to adopt regulations regarding c orrective actions, including recall, that the Board may take for violations of the OBD I I emission standards and the test procedures established to certify vehicles to those standards.

In addition to the express authority of Health and Safety Code section 43105 to adopt enforcement procedures, the Board has unmistakable implied authority to adopt such regulations. The general powers granted to the Boa rd in Health and Safety Code section 39600 provide that the Board shall do such acts as may be necessary for the proper execution of the powers and duties granted t o it. The OBD II requirements were

3 See Health and Safety Code §§ 43013, 43018, 43101, 43104, and 43105.71

adopted pursuant to general authority granted under sections 43013, 43018, and 43101 among others. Specifically, sections 43013(a) and 43101 authorize the Board to adopt and implement motor vehicle emission standards. An d section 43018 directs the Board to take whatever actions are necessary, cost-effect ive, and technologically feasible in order to achieve specific emission reductions, incl uding the adoption of standards and regulations that will result in, among other things , reductions in motor vehicle in-use emissions through improvements in emission system d urability and performance.

Although the Legislature did not expressly authoriz e the adoption and implementation of OBD II requirements, the Legislature recently gave its imprimatur to the regulation. 4
Having implicitly authorized the Board to adopt the OBD II regulations in furtherance of the Board’s mission, it cannot reasonably be argued that the Legislature has not also entrusted the Board with authority to properly enfo rce the adopted standards and test procedures to ensure compliance. 5

Such authority would extend to the requirements dis cussed below that require

manufacturers to self-test HD OBD emission threshol d monitors so long as those requirements do not impose a significant economic b urden on manufacturers and are

cost-effective. As stated manufacturers are in the best position, with specialized knowledge of how they tested engines for certificat ion on the dynamometer and convenient access to the engine parts that enable a ccurate testing, to perform such self-testing. As explained below in the economic c ost section, the enforcement selftesting provisions would not impose an excessive ec onomic burden on manufacturers, and effective and accurate dynamometer testing that ensure that OBD systems work correctly and that forecasted emission reductions a re achieved is unquestionably costeffective.

D. SUMMARY OF THE HD OBD COMPLIANCE/ENFORCEMENT REG ULATION

1. General

The main differences between the OBD II enforcement procedures and those proposed here for HD OBD involve non-compliance related to m onitors exceeding the OBD emission malfunction thresholds (e.g., verifying th at the fault is detected before emissions exceed 2.0 times the applicable tailpipe standard). The differences include

the criteria that would need to be met for ARB to a ssume non-compliance and require further enforcement testing, and the specific testi ng procedures that would need to be carried out. For light-duty enforcement under the OBD II regulation, the enforcement protocol relied heavily on well established vehicle procurement, screening, and testing procedures used for tailpipe emission compliance te sting. No such detailed protocol exists for heavy-duty OBD testing. To a large exte nt, the proposed procurement and selection process parallels the recently establishe d procedures that EPA, ARB, and

4 See section 43105.5(a)(4), Stats. 2000, Ch. 1077, Sec. 4; see also Sec. 1.

5 See California Drive-In Restaurant Ass’n v. Clark (1943) 22 Cal.2d 287, 302 [140 P.2d 657], “the authority of an administrative board or officer, . . . to adopt reasonable rules and regulations, whic h are deemed necessary to the due and efficient exercise of the powers expressly granted, cannot be questioned.”72

manufacturers agreed to for the manufacturer self-t esting for tailpipe emission compliance using portable emission measurement syst ems.

The proposed regulation provides that ARB may condu ct enforcement testing for emission threshold noncompliance by procuring engin es from in-use vehicles and testing them on an engine dynamometer in accordance with the procurement, selection, and testing criteria noted above. ARB, however, ha s very limited experience with such testing and no existing facilities capable of condu cting such testing of heavy-duty engines. To address this issue, the proposed regul ation would also require manufacturers to perform self-testing for complianc e on a limited number of engines each year.

For each engine tested by the manufacturer, if the faults are detected prior to the prescribed emission levels being exceeded, the test ing is completed. However, if initial testing indicates that the system fails to detect o ne or more faults before emissions exceed the emission thresholds of Cal. Code Regs., section 1971.1, the manufacturer would be required to procure, select, and test four more engines from the same engine family for that specific monitor. And, if two or m ore of the additional four engines fail, an additional five more engines are to be procured for testing of the failing monitor. At most, a manufacturer would have to test 10 engines from the same engine family. For both testing done by ARB and by the manufacturer, t he monitor would be judged noncompliant if five or more of the 10 tested engin es failed to detect the fault before the appropriate emission threshold is exceeded.

Manufacturers have argued that it is inappropriate to require them to do their own compliance testing and that ARB has no authority to require them to do testing beyond certification. As previously indicated, staff disa grees as ARB clearly has authority to adopt test procedures, including in-use compliance testing, as part of the certification process to ensure that its regulations are met and there is no restriction that such procedures are limited to items that are conducted prior to certification. Further, ARB clearly has authority to adopt enforcement regulati ons and procedures to be used on engines and vehicles after certification and there is no restriction that these procedures be carried out exclusively by ARB.

Staff did consider alternatives to the manufacturer self-testing element and to the engine dynamometer testing. Staff looked into vari ous methods to contract out for and perform engine dynamometer testing. However, as no ted above, engine dynamometer testing requires very detailed knowledge about the engine and often requires custom equipment or parts created by the manufacturer them selves to successfully conduct a test (e.g., water to air coolers to simulate on-veh icle air-to-air coolers, simulations of vehicle or transmission outputs to enable the engin e to operate over the required speed and load regions). Engine manufacturers are unique ly qualified to test their own engines at a substantial economic savings relative to anyone else. Staff investigated methods to develop a ‘screening’ test of some sort using portable emission measurement systems (PEMS) which would allow testin g while the engine is still in the vehicle. If such a method could identify whether a n engine would likely pass or fail, then73

only engines that are more likely to fail could be sent on to engine dynamometer based testing for the ultimate compliance decision. Unfo rtunately, several complications were encountered that, at this time, render such a scree ning test infeasible. Staff has discussed this with industry and has indicated it i s still open to suggestions that evolve in the future. And, because the first engines won’ t need to be tested until 2013 calendar year, there is significant time between now and the n for more ideas to surface and be considered during a future biennial review. Should such an idea surface and need to be used before a future biennial review can incorporat e it, language is included in section 1971.5 to allow the Executive Officer to accept alt ernative testing procedures upon the manufacturer demonstrating they will provide an equ ivalently robust determination as to the compliance of the OBD system on the engine.

2. ARB Conducted Testing

The structure of the proposed regulation is similar in many respects to the OBD II enforcement regulation, especially as it applies to the testing of OBD systems that would occur while the engine is installed in the ve hicle. Under the proposed regulation, the ARB staff could elect to periodically evaluate engines from any certified engine class. It would be directly responsible for enforc ement testing of all HD OBD requirements other than the testing of emission-rel ated monitors, which require engine dynamometer testing. For example, ARB staff would conduct enforcement for testing of in-use performance monitoring ratios and other non- emission-threshold related requirements. For such non-emission related testin g, the protocols that the ARB would use would closely follow the OBD II protocols for p rocuring, testing, and determining compliance of OBD systems. Additionally, ARB coul d elect to conduct testing on emission-threshold monitors that require engine dyn amometer testing at an independent laboratory or at an ARB facility, but s uch testing is expected to be limited due to the difficulties in conducting such testing and lack of an ARB testing facility.

The proposed procedures set forth detailed provisio ns on how ARB will conduct testing, including, among other things, how the staff would initially determine the scope of engines (the engine class) to be tested, the number of engines to be tested (i.e., the size of the test sample group), and the type of tes ting to be conducted. As indicated, ARB enforcement testing would be grouped into three different categories depending on the nature of the OBD II noncompliance issue to be tested. Specifically, the protocol proposes that separate guidelines and procedures be followed for in-use performance ratio testing, “other” HD OBD testing, and testing of emission-related threshold

monitors.

For OBD ratio testing, ARB staff would collect data from a test sample group of 30 engines that have been properly procured and select ed. In determining compliance with other requirements that do not require emissio n testing, the staff would determine, on a case by case basis, the number of engines need ed to ensure that the results of such testing may be reasonably inferred to the engi ne class. The determination would be based upon the nature of the nonconformance and the scope of the engine class. The test sample group could be as few as two test e ngines. For OBD emission testing,74

the ARB staff would follow the provisions of Cal. C ode Regs., title 13, section 2137 regarding test sample size. In accordance with sec tion 2137, the staff would test 10 engines that have been properly procured and select ed.

The ratio testing procedures would be used when the in-use monitor performance is tested for compliance with the minimum acceptable i n-use monitor performance requirements (i.e., does the monitor run often enou gh?). In cases where the monitor being tested has a ratio that is required to be tra cked and reported to a scan tool in standardized manner, the actual ratio testing of pr ocured vehicles would be a rather expeditious and straightforward process. The “test ing” of the 30-plus engines would be as simple as electronically downloading the stored data from the engines with a diagnostic tool (e.g., an OBD scan tool).

For testing of monitors that are required to meet t he ratio but are not required to track the data in the on-board computer or report it in a standardized manner, the process would be lengthier and slightly more involved. In these cases, rather than downloading information stored in the on-board computer, each t est engine would be equipped with instrumentation that would record and collect engin e activity data and diagnostic activity. Each test vehicle would then be returned to the vehicle operator for

accumulation of data. After collection of sufficie nt data (the same amount of data as required for the ratios that are tracked and report ed), the data would be analyzed to

determine the ratio for the tested monitor for each engine. This method is directly analogous to that used for the ratios that are requ ired to be tracked and reported in the on-board computer by effectively tracking and repor ting the ratio in an “off-board” computer (i.e., the instrumentation attached to the engine).

Testing of HD OBD requirements other than rate-base d monitoring or emission testing would be determined on a case-by-case basis because of the myriad of different requirements included in this residual category and the many nuances of the complex systems that they regulate that may affect some asp ects of the system performance. Given this complexity, it is impossible to predict every possible permutation or noncompliance that might occur in the future. As s uch, it is impossible to prescribe exact test procedures that will adequately address every possible noncompliance scenario. For example, a problem could be as simpl e as a system not complying with the MIL display requirements (e.g., using an incorr ect symbol or wording instead of the required engine symbol on the dashboard light). Th e noncompliance would likely be confirmed by using a visual examination of the proc ured vehicles. On the other hand, the problem could be complex such as the inability of the HD OBD system to properly detect malfunctioning thermostats that cause the en gine to warm up too slowly. Such a

malfunction could cause a vehicle to have increased emissions and/or cause the disablement of other diagnostics. In contrast to t he first example, testing could not be conducted to confirm noncompliance by performing a visual inspection but would require implanting of a faulty thermostat and opera tion of the vehicle in various ambient and driving conditions to ensure the manufacturers’ disclosed monitoring conditions have been satisfied, all while recording results an d data with an off-board tool. Accordingly, for the “other” HD OBD testing categor y, the proposed regulation defines75

general guidelines to be followed by the staff when conducting testing in this area. The

Executive Officer would have discretion to determin e, on a case-by-case basis, the most appropriate procedures for selection and testi ng of vehicles based on the nature of the noncompliance and the projected number of affec ted engines. The Executive Officer would be required to provide notice of the selection and testing procedures to the manufacturer of the engines subject to such tes ting (see discussion below).

The HD OBD emission testing procedures would be use d when the measurement of tailpipe emission levels relative to the tailpipe e mission standards is essential to determining system compliance. Emission testing fo r HD OBD compliance is comprised of two distinct parts: (1) emission testing in acco rdance with the test procedures used by the Executive Officer for in-use testing of complia nce with tailpipe emission standards in accordance with Cal. Code Regs., title 13, sections 2138 and 2139; and (2) on-road and/or dynamometer testing with the engine being op erated in a manner that reasonably ensures that all of the monitoring condi tions disclosed in the manufacturer's certification application for the tested monitor ar e encountered. The latter testing will be conducted to determine the MIL illumination point a nd the former testing will be conducted to determine the tailpipe emission level at the MIL illumination point. Together, these two parts of testing are necessary to determine if the MIL illuminates prior to exceeding the tailpipe emission levels as required in the HD OBD regulation. As stated, HD OBD emission-thre shold monitoring requires engine dynamometer testing. For all such testing, the sta ff must implant a malfunction into the engine and then determine if the HD OBD system prop erly detects the malfunction at the required tailpipe emission levels.

Like the OBD II regulation, the proposed HD OBD reg ulation sets forth the decision

criteria that the Executive Officer would use to de termine if a system is noncompliant for each type of testing. For example, for HD OBD mini mum in-use monitoring frequency testing, the system would be noncompliant if the av erage in-use performance of the sample engines is below a critical ratio that indic ates the average ratio for the entire engine class is below the required minimum in-use m onitor performance ratio of 0.100 set forth in Cal. Code Regs., title 13, section 197 1.1(d)(3). For 2016 and subsequent model year engines, engines would be considered non compliant with the in-use performance ratio requirement if either 66 percent or more of the 30-engine test sample had a ratio of less than 0.100 or the average of th e ratios in the test sample was less

than a critical ratio of 0.088. This critical rati o was calculated using the same method discussed in Appendix V of the 2002 OBD II Staff Re port referenced above to provide

statistical confidence that the results derived fro m the 30-engine sample represent the actual in-use performance of the affected engines.

And, for the “other” testing category, the system w ould be determined to be noncompliant if 30 percent or more of the sample en gines fail to meet the same requirement that falls within the residual-testing category. This criterion is consistent with the criterion set forth in the existing tailpi pe emission enforcement procedures, which provides that a test group or sub-group of ve hicles shall be considered nonconforming when a specific emission-related fail ure occurred in three or more test76

vehicles from a sample that includes a minimum of 1 0 in-use vehicles. The staff believes that use of the definitive 30 percent crit erion is preferable to the use of the term “substantial number of a class or category of vehic les that ...experience a failure of the same emission-related component...”, that is used in the definition of nonconformity in the existing enforcement procedures. 6 The specific percentage will provide clear notice to all parties of what is expected for compliance w ith the regulations.

For HD OBD emission testing, the regulation specifi es that the system would be determined to be noncompliant if 50 percent or more of the tested sample engines are unable to properly detect a malfunction and illumin ate the MIL before tailpipe emissions

exceed the malfunction criteria thresholds set fort h in Cal. Code Regs., title 13, section 1971.1(e) and (f). Further details of the emission testing are provided in section IX. D.4.

below

If any of the above testing indicates that the HD O BD system is suspected of being noncompliant, the Executive Officer would be requir ed to provide the manufacturer with a notice of the test results. The proposed regulat ion would require that such notice include all relevant supporting information that th e Executive Officer relied upon in making his or her determination of nonconformance o f the HD OBD system.

Manufacturers would have the opportunity to respond to the preliminary notice and present test results and other data that they belie ve rebut the preliminary findings of noncompliance. Upon consideration of the informati on submitted by the manufacturer, the Executive Officer may decide to perform additio nal in-use testing if necessary. The

Executive Officer would consider all information su bmitted by the manufacturer in ultimately determining whether an HD OBD system is nonconforming.

Lastly, the Executive Officer would be required to issue a notice of final determination to the manufacturer as to whether the HD OBD system is nonconforming. If the Executive Officer finds the HD OBD system to be nonconforming , the regulation would require the

notice to set forth the factual bases for the deter mination. After receiving the notice of noncompliance from the Executive Officer, a manufac turer would have 45 days to elect to conduct an influenced recall and repair of the a ffected vehicles. If the manufacturer were to take no action, the Executive Officer could order the manufacturer to take appropriate remedial action scaled to the level of noncompliance. The proposed regulation sets forth a detailed set of factors tha t the Executive Officer would consider in determining the appropriate remedy. Three distinct categories of remedial action are identified in the regulation and are discussed in s ection 4 below.

3. Manufacturer Self-Conducted Compliance Testing

Cal. Code Regs., title 13, section 1971.1, would re quire as a condition for certification that manufacturers conduct compliance testing of in -use engines to ensure that production engines in-use continue to meet the HD O BD requirements. The requirements for compliance testing are set forth a s part of Cal. Code Regs., title 13,

6 Cal. Code Regs., title 13, section 2112(h)77

section 1971.5, and are discussed immediately below . ARB may use the results of such testing to determine if enforcement remedial a ction is necessary. A summary of the compliance test procedures that manufacturers w ould be required to follow is provided below.

Specifically, manufacturers would be required to pe rform enforcement testing on one to three engine families per year, depending on the si ze of the manufacturer. For each engine family, manufacturers would be required to p rocure a single representative inuse engine with approximately 75 percent of full us eful life mileage and remove it from the vehicle for engine dynamometer testing. For ea ch tested engine, the manufacturer would run the same sequence of tests ARB would run— testing each threshold component one after the other and determining the e mission level at which the fault is detected. Given the mileage for procurement, such testing would occur approximately three years after introduction of the engine into t he marketplace so 2010 model year engines would first be tested in 2013 calendar year

.

Under the proposed procedures, an engine manufactur er would be required to submit a listing to the Executive Officer of all of the engi ne families and engine ratings within each family that have been certified for each model year. The Executive Officer would then select the engine family(ies) and the specific engine rating within the engine family(ies) that the manufacturer shall use as a te st engine for the test sample group to provide emission test compliance data. For the 201 0 model year, a manufacturer would be required to provide emission test data of a test engine from the OBD parent rating. In 2013 and subsequent model years, the number of t est engines that a manufacturer would be required to provide emission test data fro m would depend upon the number of engine families that it certified in any model year : if from one to five engine families were certified, the manufacturer would be required to provide data from one engine rating; six to ten certified engine families would require data from two engine ratings; and eleven or more certified engine families would require data from three engine ratings. The Executive Officer could waive the req uirement for submittal of data of one or more of the test engines if data have been previ ously submitted for all of the engine ratings.

In selecting the test sample group, the engine manu facturer would be required to follow

the same criteria that ARB would follow in conducti ng enforcement testing. Within three calendar years after the model year of the engine ( e.g., by the end of calendar year 2013 for a 2010 model year engine), the engine manu facturer would be required to complete compliance testing of the emission thresho ld monitors of the test engine. Prior to conducting any testing, the engine manufac turer would be required to replace components monitored by the OBD system with compone nts that are sufficiently

deteriorated or simulated to cause malfunctions tha t exceed the malfunction criteria established in Cal. Code Regs., title 13, sections 1971.1(e) through (g) in a properly operating system. The engine manufacturer would no t be required to use components deteriorated or simulated to represent failure mode s that could not have been foreseen to occur by the manufacturer.78

After the test engine(s) has been selected and proc ured, engine manufacturers would need to perform emission testing for all applicable components/systems according to the certification demonstration testing requirement s of Cal. Code Regs., title 13, sections 1971.1(i)(3) and (i)(4), unless a manufact urer obtains approval from the Executive Officer to deviate from the procedures fo r the purpose of compliance testing. If the initial testing on the originally selected t est engine indicates that the OBD system properly illuminates the MIL for all component/syst em monitors before emissions

exceed the malfunction criteria defined in title 13 , CCR sections 1971.1(e) through (g), no further testing is required.

However, if the results of the OBD emission tests i ndicate that the OBD system does not properly illuminate the MIL for one or more of the component/system monitor(s)

before emissions exceed the malfunction criteria de fined in Cal. Code Regs., title 13, sections 1971.1(e) through (g), the engine manufact urer would need to conduct further testing on an additional four engines from the same engine rating and engine family as the test engine. The engine manufacturer would onl y be required to test the component/system monitor(s) for which the OBD emiss ion test results exceeded the malfunction criteria specified in the HD OBD requir ements. If the results indicate that the OBD system properly illuminates the MIL for the tested component/system monitor(s) before emissions exceed the malfunction criteria, on three or more of the additional test engines, the no further testing is required. If, however, two or more of the engines failed the second round of testing, the man ufacturer would be required to test five more engines. At the conclusion of testing, i f five or more of the ten total tested engines failed, the Executive Officer would make a determination that the engine family is noncompliant.

Under the proposed compliance/enforcement testing p rocedures, manufacturers would be required to allow ARB personnel access to any fa cility where a manufacturer performs any work related to procurement, selection , or testing and any facility where documents relating to the above are located. Amon g other things, ARB staff would be allowed to inspect and monitor work performed at th ese facilities, including the right to verify correlation or calibration of test equipment , inspect and photograph any part or aspect of the tested engine(s) and any components a dded to the engine(s) in conjunction with testing. ARB personnel would also have the right to inspect and make copies of any such records, designs, or other docum ents related to a tested engine and its testing.

Within 30 days after completing testing of the init ial engine, the manufacturer would be required to submit a report of the results of the t esting as well as a detailed description of the conducted testing to the Executive Officer. If testing of additional engines is required, the manufacturer would have six months to complete the testing and would need to submit an additional report within 30 days of completing the additional testing.

After the engine manufacturer has conducted testing pursuant to sections (c)(3) and (c)(4) and the Executive Officer has received the t est results pursuant to section (c)(6) as described above, the Executive Officer shall mak e a finding of nonconformance of79

the OBD system in the engine class using the same c riteria that is used in ARBconducted enforcement testing. The Executive Offic er would provide the manufacturer of his or her compliance determination. In the cas e of a finding of noncompliance, the Executive would follow the procedures similar to th at previously described for ARBconducted notices.

4. Remedial Action

A. Introduction

After notification of noncompliance from the Execut ive Officer, a manufacturer would have 45 days to elect to conduct an influenced reca ll and repair of the affected engines. If the manufacturer takes no action, the Executive Officer could order the manufacturer to take appropriate remedial action scaled to the l evel of noncompliance. The regulation would set forth a detailed set of factor s that the Executive Officer would consider in determining the appropriate remedy.

The proposed regulation would provide for the recal l of effectively nonfunctional HD OBD systems because the existence of such a noncomp lying system effectively defeats the purposes and objectives of the HD OBD program a nd potentially undermines the emission reduction benefits that have been projecte d from recently adopted tailpipe standards for heavy-duty engines. It has been the long-standing position of the ARB that it is necessary to repair or replace such nonc onforming systems because they are not capable of detecting future malfunctions of the engine’s emission control systems and that this would likely lead to future emission increases. 7 This position is consistent

with the Senate Committee on Environment and Public Works when considering federal adoption of onboard diagnostic regulations. 8

7 See e.g., Manufacturers Advisory Correspondence No . 87-06 (July 1, 1987), in which the ARB

stated.

A recall . . . would be appropriate based on . . . the underlying defect identified by the OBD system even where the vehicles could pass the F TP, assuming a substantial number of vehicles in the class or category being t ested contained that defect.

8 P.L. 101-549, Clean Air Act Amendments of 1989, S.R ep. 101-228, 101 st Cong., lst Sess. 1989, 1990 U.S.C.C.A.N. 33855, 1989 WL 2326970 et seq. , in which the Committee reported:

The amended section 202 of the [CAA] authorizes the Administrator to promulgate regulations for [emission control diagnostics (ECD)]. Existing sec tion 207(c) of the [CAA] provides for recall of vehicles which do not conform to the regulations ad opted under section 202, thus providing clear authority for the Administrator to recall classes o r categories of vehicles determined to have malfunctioning ECD systems during their full useful life. This authority will enable EPA to ensure that the emission components and the ECD system ope rate properly. A vehicle will be recalled or repaired if, during the useful life of the vehicle, the ECD system itself is broken or malfunctions such that it would no longer be able to serve its i ntended function of alerting the vehicle operator to the need for emission related maintenance and pr operly storing such information for subsequent retrieval by inspection or maintenance p ersonnel. The ECD system is intended to alert the operator to the need for maintenance whic h may head off further emission deterioration or damage to the emission control system. Therefor e, the Administrator may order a recall and a80

It is beyond dispute that as heavy-duty engines age and accumulate high mileage, their emission control systems deteriorate, increasingly malfunction, and cause emissions to increase. No one knows or can accurately predict h ow well emission control systems of different manufacturers will work 10, 20, or more y ears from now. This is especially true when heavy-duty engines are being required to meet increasingly stringent emission standards, requiring new and complex technologies t o be utilized.

B. Mandatory Recall

The staff is proposing that the most seriously desi gn-flawed nonconforming HD OBD systems discovered as part of manufacturer complian ce testing or ARB enforcement testing be subject to mandatory recall. See Table 1 below. Under Cal. Code Regs., section 1971.5(d)(3) of the proposed regulation, th e Executive Officer would be required to order the recall of HD OBD systems that have at least one major monitor that performs so egregiously that it cannot effectively detect malfunctions or cannot be validly tested in a roadside inspection or fleet se lf-inspection. The ARB adopted the HD OBD requirements to address this problem and, speci fically, to provide assurance that when malfunctions in emission control systems do oc cur, they will be expeditiously discovered and repaired. To properly perform these objectives, the HD OBD system itself must be functional and capable of detecting malfunctions when they occur. To minimize potential emission increases in future yea rs, it is imperative that the identified, effectively nonfunctional OBD systems be recalled a nd repaired at the time noncompliance of the systems is discovered. Monito rs that perform at levels significantly below the established criteria thresh olds in-use run the risk of undermining the potential benefits of the HD OBD program. The ARB staff has concluded that systems that operate below these levels are essenti ally nonfunctional and need to be repaired or replaced.

By specifying minimum performance levels, below whi ch a system would be considered nonfunctional and in need of recall, the Executive Officer would be providing

manufacturers with clear notice and direction as to what the ARB considers to be a totally unacceptable system. With such knowledge, manufacturers can better plan and design their product lines and perform necessary in ternal testing to assure proper performance of the HD OBD systems that they manufac ture and distribute. The minimum performance levels that would be establishe d by the regulation for recall are

fair and reasonable. The levels have been set so a s to provide a liberal margin of error that distinguishes between a monitor that fails to meet the threshold levels required for proper detection of malfunctions and a monitor that performs so poorly that it cannot be considered functional. The proposed criteria for m andatory recall are summarized in

Table 1 below.

repair of the ECD system in cases wherever there is systematic misdiagnosis, even if the vehicle is passing emission standards, either by not alerti ng the operator to the need for necessary repair or by flagging a repair which is not necessary.8182Table 1: HD OBD Enforcement Regulation Mandatory Recall Criteria2019parent*1child*2previous 2010-2012phase-in enginefamily parent childprevious childfrom 2013-2015 all others all enginesTailpipe Level< OBD thresholdpass n/a pass pass n/a pass pass pass> OBD threshold and <2x OBD thresholdpass n/a pass pass n/a passfail (except PMfilter monitor)fail> 2x and < 3x OBDthresholdfail n/a fail fail n/a failfail, mandatoryrecall (except PMfilter monitor)fail,mandatoryrecall> 3x OBD threshold fail n/afail, mandatoryrecallfail, mandatoryrecall n/afail, mandatoryrecallfail, mandatoryrecallfail,mandatoryrecallApplicable standard(FTP or SET)Manufacturerdetermined at certn/aManufacturerdetermined at certManufacturerdetermined at cert n/aWhichever isactual worstcaseWhichever isactual worst caseWhicheveris actualworst caseRecall Liability no mandatory n/amandatory at >3xOBD thresholdmandatory at >3xOBD threshold n/amandatory at>3x OBDthresholdmandatory at >2xOBD threshold(3x for PM filtermonitor)mandatoryat >2x OBDthresholdRatios > 0.100 ratio in reg n/a n/a pass pass pass pass pass pass>0.05 and < 0.100 n/a n/a pass pass pass fail fail fail>0.033 and < 0.05 n/a n/a fail fail fail fail fail fail< 0.033 n/a n/a fail fail failfail, mandatoryrecallfail, mandatoryrecallfail,mandatoryrecallRecall Liability n/a n/a no mandatory no mandatory no mandatorymandatory<0.033mandatory<0.033mandatory<0.033Note: "2x OBD threshold" does not mean 2x standard.E.g., if OBD threshold is 2.5x std, 2x OBD threshold is 2x (2.5x std) = 5.0x std*1"Parent" in this table refers to a specific engine rating within an engine family that is required to be fully compliant with HD OBD*2"Child" in this table refers to the other engine ratings within an engine family that are allowed to"carry over" calibrations from the parentengine and are not required to be fully compliant with HD OBD2010-2012 2013-20152016-201883

C. Discretionary Remedial Action

The proposed regulation also provides the Executive Officer with discretionary authority

to order remedial action when he or she finds a HD OBD system to be nonconforming for reasons other than those requiring mandatory re call. The Executive Officer would have discretion to order a graduating scale of reme dies. In determining appropriate remedial action, the Executive Officer would consid er all relevant circumstances surrounding the existence and discovery of the nonc onformity, including the factors specifically set forth in section 1971.5(d)(4)(B). For example, in cases where the nonconformity is limited, the HD OBD system is larg ely functional, and the manufacturer has voluntarily identified the nonconformity, the E xecutive Officer would have authority to order a lesser form of remedial action, comparab le to a deficiency. In the most serious cases, where the Executive Officer determin es that the HD OBD system, when considered in its totality, is unacceptably ineffec tive, he or she would have discretion to order the recall of the nonconforming systems.

D. Monetary Penalties

Pursuant to authority granted under the Health and Safety Code, 9 the Executive Officer would be able to seek monetary penalties against a manufacturer for a nonconforming HD OBD system on a case by case basis. In determin ing whether to seek penalties,

the Executive Officer would consider all relevant c ircumstances, including, but not limited to, the factors set forth in Cal. Code Regs ., title 13, section 1971.5(d)(5).

E. Notice to Manufacturer of Remedial Order and Av ailability of Public Hearing

The proposed regulation requires the Executive Offi cer to notify the manufacturer of the

ordered remedial action and/or his or her intent to seek monetary penalties in an

administrative or civil court. The notice would be required to include a description of each class of vehicles or engines covered by remedi al action and the factual basis for the determination. The notice would further provid e a date at least 45 days from the date of receipt of such notice for the manufacturer to submit a plan outlining how it proposes to comply with the remedial order or to re quest a public hearing to consider

the merits of the ordered remedial action.

F. Requirements for Implementing Remedial Action

The proposed regulation sets forth requirements and procedures to be followed by the manufacturer in implementing either a voluntary, in fluenced, or ordered remedial action. Among other things, the regulation would establish specific provisions requiring manufacturers to establish remedial action plans, p rovide notice to owners of heavyduty vehicles and engines affected by the remedial action, and maintain and make available specific information regarding the remedi al action. The proposed requirements and procedures are identical to the re quirements of the OBD II enforcement regulation and similar, but not identic al, to those required for tailpipe

9 See Health and Safety Code, sections 43016, 43154 , 43211-43212.84

enforcement remedial actions in Cal. Code Regs., ti tle 13, sections 2113 – 2121 and

sections 2123 – 2132. 10 As with the existing enforcement provisions, the proposed requirements for implementing remedial action provi de clear directions to a manufacturer subject to a remedial action on its ob ligations and responsibilities in carrying out a remedial action campaign. This shou ld ensure effective and expeditious implementation of proposed remedial action plans an d compliance with the HD OBD requirements. The proposed requirements should als o ensure that all manufacturers follow consistent reporting requirements that allow for full and effective monitoring of the remedial action campaign by the ARB.

Having determined the need for specific enforcement procedures, it makes sense that the requirements and procedures for implementing HD OBD-related remedial actions

should be included within the self-contained HD OBD enforcement procedures. This follows closely with the procedures for remedial ac tion that manufacturers must follow under the OBD II enforcement procedures. Having a single regulation with all HD OBD enforcement provisions should prove helpful and con venient to both affected

manufacturers and ARB staff. The result should be a clearer, more readily

understandable document.

G. Penalties for Failing to Comply with the Requir ements of Section 1971.5(e)

The staff is proposing a provision that would make it clear that a manufacturer could be subject to penalties, in addition to any penalties that could be assessed for HD OBD nonconformance, for failing to comply with the prop osed requirements for implementing

remedial action. Such failures would be considered a violation of the Health and Safety Code and would subject the manufacturer to penaltie s prescribed under Health and Safety Code section 43016. The ability to assess m onetary penalties should encourage compliance with the requirements for implementing r ecall actions and result in thorough and timely implementation of both voluntary and ordered remedi al action campaigns.

10 The proposal includes a requirement that manufactu rers subject to an HD OBD recall be required to report on the progress of the remedial action campa ign by submitting reports for eight consecutive quarters. See section 1971.5(e)(6)(B). Although t he eight consecutive quarter requirement differs fr om the reporting requirements of Cal. Code Regs., titl e 13, sections 2119(a) and 2133(c), the proposal is in fact consistent with ARB practice. See “Voluntary and Influenced Recall Recordkeeping and Reporting,” MAC #96-08, July 26, 1996. Similarly, the proposed reporting requirements require manufacturers subject to vehicle recall to provide the ARB with a list of data elements and designated positions in the submitted reports that indicate all vehicles or eng ines subject to the recall that have not as yet bee n corrected. Although not expressly set forth in th e existing recall reporting requirements, the infor mation required under the proposed provision has a long-st anding ARB requirement and is consistent with OBD II enforcement. See “Revision to Mail-Out 91-13 (I mplementation of Air Resources Board’s (ARB) and Department of Motor Vehicles’ Registration Renewal/ Recall Tie-In Program), Mail-Out 91-19, April 10,

1991.85

E. INTERIM IN-USE RELIEF

With this proposed adoption, staff is also proposin g to delete section 1971.1(m) of the HD OBD regulation, which detailed intermediate in-u se compliance standards, as these criteria would be incorporated into the proposed st and-alone HD OBD enforcement regulation. These criteria provide interim relief by phasing in enforcement liability for manufacturers over the first years of HD OBD implem entation. These criteria included higher interim in-use compliance standards for HD O BD monitors that are calibrated to specific emission thresholds as well as relaxed cri teria for the minimum in-use frequency. This interim relief provides manufactur ers with extra margin to fine-tune their calibration techniques and to gain experience with in-use operation, without imposing an

excessive level of risk for mistakes.

Under the existing regulation, an OBD monitor in 20 10 through 2015 model year engines will be considered compliant (and not subje ct to enforcement action) unless

emissions exceed twice the OBD threshold without de tection of a fault. Additionally, the number of engines subject to liability in these yea rs is limited. For example, for 2010 through 2012 model years, manufacturers will only b e liable for the highest sales volume engine rating (e.g., a specific rated power variant) within the one engine family that is required to have an OBD system. Other engi ne ratings within that engine family are not subject to liability even though they may f ail to detect a fault at the specified emission threshold. For 2013 through 2015 model ye ars, all engine ratings within this original OBD engine family are potentially liable i f they fail to meet the emission thresholds. Further, a limited number of engine ra tings in other engine families are subject to liability for in-use noncompliance in th e 2013 model year. Emission threshold liability for all in-use engines does not become ef fective until the 2016 model year.

F. RESPONSIBLE PARTY

Under the proposed enforcement procedures, the engi ne manufacturer that is the certifying party would be the responsible party for all in-use compliance and enforcement actions. In this role, the engine manu facturer would be ARB’s sole point of contact for any noncompliance identified during in- use or enforcement testing. In cases where remedial action will be required (e.g., recal l), the certifying party would be responsible for coordinating any actions to remedia te the noncompliance (e.g.,

coordination with truck builders to contact vehicle owners or to provide service networks to conduct the recall work). To protect themselves , it is expected that engine manufacturers would require engine purchasers to si gn indemnity clauses or other agreements to abide by the build specifications app licable to the engine and to bear ultimate financial responsibility for noncompliance caused by the engine purchaser.

X. ANALYSIS OF ENVIRONMENTAL IMPACTS AND ENVIRONMEN TAL JUSTICE

ISSUES

As stated, the proposed HD OBD and OBD II requireme nts and enforcement procedures help ensure that forecasted emission red uction benefits from adopted light-,86

medium-, and heavy-duty engine emission standards p rograms are achieved. Given

the substantial shortfall in emission reductions st ill needed to attain the National and State Ambient Air Quality Standards and the difficu lty in identifying further sources of cost-effective emission reductions, it is vital tha t the emission reductions projected for the light-, medium-, and heavy-duty vehicle program s be achieved. The OBD regulations are necessary to accomplish this goal, achieving these emission benefits in two distinct ways. First, to avoid customer dissat isfaction that may be caused by frequent illumination of the MIL because of emissio n-related malfunctions, it is anticipated that the manufacturers will produce inc reasingly durable, more robust emission-related components. Second, by alerting v ehicle operators of emissionrelated malfunctions and providing precise informat ion to the service industry for identifying and repairing detected malfunctions, em ission systems will be quickly repaired. The benefits of the regulations become i ncreasingly important as certification levels become more and more stringent and as a sing le malfunction has an increasingly greater impact relative to certification levels.

Regarding the HD OBD regulation, the proposed amend ments are not expected to significantly alter previously calculated emission benefits or findings. Though the proposed amendments for diesel engines would delay the starting implementation date of a few emission threshold monitoring requirements and would allow higher interim malfunction emission thresholds for some monitors, the staff believes these short term interim delays and higher thresholds are necessary considering the diesel emission control technologies involved are new and evolving and have never previously existed on diesel engines.

For reference, during the 2005 HD OBD regulatory pr ocess, lifetime cumulative emission reductions attributable to the HD OBD prog ram, on a per engine basis, were calculated to be 81 pounds of ROG, 5,735 pounds of NOx, and 24 pounds of PM. Details of the methodology can be found in the 2005 HD OBD staff report. However, staff has recalculated the benefits using the lates t emission inventory models. The estimated emission benefits from HD OBD are signifi cantly different from the 2005 estimates due primarily to a recent update of the b ase emission inventory model (EMFAC). EMFAC was updated with new data for heavy -duty vehicle miles traveled and emission rates. In addition, an error was foun d in the 2005 estimates that resulted

in an overestimation of the NOx and ROG benefits. As a result, the lifetime cumulative emission reductions for HD OBD, on a per engine bas is calculated with the most recent version of EMFAC, are 165 pounds of ROG, 2000 pound s of NOx, and 14 pounds of

PM.

With this rulemaking, the primary amendments apply to the HD OBD regulation. As stated earlier, changes are also being made to the light- and medium-duty OBD II regulation to harmonize the medium-duty diesel requ irements with the heavy-duty diesel requirements. The changes to the OBD II regulation , for both gasoline and diesel, are minor and are not expected to significantly alter p reviously calculated emission benefits or findings.87

For reference, during the 2002 OBD II regulatory up date, staff calculated a combined benefit for OBD II and LEV II of 57 tons per day of ROG + NOx in the South Coast Air Basin alone. Details of the methodology can be fou nd in the 2002 OBD II staff report.

Given the substantial shortfall in emission reducti ons still needed to attain the National and State Ambient Air Quality Standards and the dif ficulty in identifying further sources of cost-effective emission reductions, it is vital that the emission reductions projected for the LEV II program be achieved. The proposed OBD I I regulatory revisions apply almost exclusively to LEV II vehicles and better en sure these vehicles will continue to operate at the expected emission levels, a necessar y step towards achieving this goal.

Having identified that the proposed amendments to t he regulations will not result in any adverse environmental impacts but rather will help ensure that measurable emission

benefits are achieved both statewide and in the Sou th Coast Air Basin, the amendments should not adversely impact any community in the St ate, especially low-income or minority communities.

XI. COST IMPACT OF THE PROPOSED REQUIREMENTS

A. COST OF THE PROPOSED REQUIREMENTS

For HD OBD, like the modifications to the OBD II pr ogram, the revisions to the regulation (§1971.1) consist primarily of interim r elief and clarification of existing requirements. As such, the previously calculated c ost estimate is still applicable. However, ARB staff has performed a comprehensive co st analysis of the proposed HD OBD enforcement program to add to the previous esti mate. The goal of this analysis is to estimate the “learned-out” costs of the program to a heavy-duty engine purchaser for a “typical” engine. The analysis estimates the inc remental costs of implementing the HD OBD enforcement regulation for a “hypothetical” larger-than-average engine manufacturer. The hypothetical engine manufacturer is projected to include eight engine families and five ratings per engine family. In contrast, the “average” engine manufacturer according to U.S. EPA’s data of 2004 h eavy-duty engines includes 6.5 engine families and five ratings per engine family. To determine the average sales number of the hypothetical manufacturer, the staff took the national sales numbers for the top nine engine manufacturers and determined a composite average value of 72,440. This number was rounded to 72,000 in the a nalysis.

The various types of costs that are addressed in th is analysis are variable costs, support costs, investment recovery costs, capital r ecovery costs, and truck/coach builder costs. Results of the analysis from the 20 05 staff report indicate the learned-out costs per engine to comply with the proposed HD OBD regulation (§1971.1) would be $132.39 for diesel engines and $35.04 for gasoline engines. As note above, since the proposed modifications to the regulation consist ma inly of threshold modifications for diesel engines to provide compliance relief, the pr evious cost estimates should still apply. In the very limited cases where a new monit or is required (e.g., cylinder air-fuel imbalance), lead time is provided to allow manufact urers to implement necessary changes in conjunction with scheduled vehicle upgra des. None of the new monitoring requirements should require any additional hardware for monitoring. It is projected that88

only software modifications will be required to com ply with the any of the new requirements.

B. COSTS OF THE HD OBD ENFORCEMENT PROGRAM

As described in section IX, staff is proposing the adoption of Cal. Code Regs., title 13,

section 1971.5 which would establish enforcement procedures and requirements for heavy-duty OBD systems. Costs were estimated utili zing the same methodology and assumptions as described above for the HD OBD regul ation (i.e., costs were based on a hypothetical larger-than average engine manufactu rer). Additionally, costs were only estimated for diesel engines since the costs for te sting diesel engines are significantly higher than gasoline engines due to the cost of the engine and the associated aftertreatment components. Results of the analysis indicate the learned-out incremental retail costs to incorporate the proposed HD OBD enf orcement regulation would be $1.97 per engine. Therefore, the estimated combine d costs of the HD OBD regulation and the proposed HD OBD enforcement regulation are $134.36 per heavy-duty diesel engine and $37.01 per gasoline engine. Details of the cost analysis methodology are described in the heavy-duty OBD staff report of Jul y 2005. The primary costs associated with the enforcement regulation are for the provisions that require ‘selftesting’ by the manufacturer at a rate of one to th ree engines per year, depending on the size of the manufacturer (two per year has been assumed for this cost analysis). The primary assumptions used include a cost of $23, 150 per engine in procurement related expenses and just over $80,000 per engine i n testing costs. Staff talked with manufacturers, EPA, and independent laboratories th at perform such procurement and testing in developing these estimates. Tables 1 an d 2 below summarize the results of the cost analysis when spread out across all engine s produced by a manufacturer.89 Table 1: Incremental Consumer Cost of HDDE

1971.1

Costs 1971.5 Costs Total HD OBD Costs

(in dollars) (in dollars) (in dollars)

Variable costs Component $37.18 $0.00 $37.18

Assembly $0.68 $0.00 $0.68

Warranty $1.64 $0.00 $1.64

Shipping $1.20 $0.00 $1.20

Support costs Research $22.49 $0.00 $22.49

Engineering Support $0.14 $0.08 $0.22

Legal $0.35 $0.00 $0.35

Administrative $2.08 $0.16 $2.24

Investment Mach. & equipment $0.00 $0.00 $0.00

recovery costs Assembly plant changes $0.00 $0.00 $0.00

Development/Testing $57.34 $1.59 $58.93

Capital recovery (a) $7.39 $0.11 $7.50

Truck/Coach Builder costs Cost of capital recovery (b) $1.91 $0.03 $1.94

Total cost $132.39 $1.97 $134.36

(a) Cost of capital recovery was calculated at 6% o f the total incremental costs.

(b) Cost of capital recovery was calculated at 6%. Engines are assumed to remain in inventory for 3 m onths.

Table 2: Incremental Consumer Cost of HDGE

1971.1

Costs 1971.5 Costs Total HD OBD Costs

(in dollars) (in dollars) (in dollars)

Variable costs Component $30.00 $0.00 $30.00

Assembly $0.20 $0.00 $0.20

Warranty $0.07 $0.00 $0.07

Shipping $0.60 $0.00 $0.60

Support costs Research $0.75 $0.00 $0.75

Engineering Support $0.00 $0.08 $0.08

Legal $0.00 $0.00 $0.00

Administrative $0.00 $0.16 $0.16

Investment Mach. & equipment $0.00 $0.00 $0.00

recovery costs Assembly plant changes $0.00 $0.00 $0.00

Development/Testing $0.96 $1.59 $2.55

Capital recovery (a) $1.95 $0.11 $2.06

Truck/Coach Builder costs Cost of capital recovery (b) $0.51 $0.03 $0.54

Total cost $35.04 $1.97 $37.01

(a) Cost of capital recovery was calculated at 6% o f the total incremental costs.

(b) Cost of capital recovery was calculated at 6%. Engines are assumed to remain in inventory for 3 m onths.90

C. COST EFFECTIVENESS OF THE PROPOSED REQUIREMENTS

Based on the emission benefit analysis and the addi tional cost numbers identified above, the cost effectiveness of the OBD regulation was re-calculated. For the cost estimation, it was assumed that half of the cost wa s for PM emission benefit and the other half was for ROG+NOx benefit. Accordingly, t he per engine cost to implement OBD ($134) was added to the per engine repair cost ($496) (from the cost analysis in the 2005 HD OBD Staff Report) for a total cost of $ 630 per engine. Splitting that in half, $315 was attributed to PM benefit for a cost-effect iveness of $22.50 per pound of PM.

The other half of the cost was attributed to ROG+NO x benefit for a cost-effectiveness of $0.15 per pound of ROG+NOx. Both values compare fa vorably with the costeffectiveness of other, recently adopted regulation s.

As noted above, the proposed light-duty and medium- duty OBD II regulation revisions are not expected to add any significant cost to gas oline or diesel vehicles nor change any previously calculated emission benefits. Accor dingly, the cost-effectiveness numbers calculated from the 2002 regulation update are still applicable. For reference, in 2002 staff calculated two separate cost-analyses for OBD II systems. The first covered the useful life period of the vehicle (typi cally the first 120,000 miles) and combined with the LEV II program, was $2.18 per pou nd of ROG + NOx reduced. The second analysis was for the second phase of the veh icle’s life, from 120,000 to 230,000 miles, when increased reliance on OBD II is necessa ry to maintain low in-use vehicle

emissions. That cost effectiveness was calculated to be $4.57 per pound of ROG + NOx reduced. The methodologies for both analyses w ere detailed in the 2002 OBD II staff report, which is incorporated by reference he rein (a copy of which may be found at http://www.arb.ca.gov/regact/obd02/obd02.htm).

XII. ECONOMIC IMPACT ANALYSIS

Overall, the proposed amendments to the HD OBD and OBD II regulation are expected to have a negligible impact on the profitability of heavy-duty engine manufacturers and automobile manufacturers. It is anticipated that t he proposed amendments would result in negligible costs to heavy-duty vehicle manufactu rers. For light- and medium-duty vehicles, the manufacturers are large and mostly lo cated outside of California with the exception of the New United Motor Manufacturing, In c. (NUMMI), which is a joint venture between Toyota Motor Corporation and Genera l Motors Corporation. The proposed changes involve minimal development and ve rification of software above what is already incorporated into HD OBD and OBD II syst ems. Staff believes, therefore, that the proposed requirements would cause no noticeable adverse impact in California employment, business status, and competitiveness.

A. LEGAL REQUIREMENTS

Section 11346.3 of the Government Code requires Sta te agencies to assess the potential for adverse economic impacts on Californi a business enterprises and individuals when proposing to adopt or amend any ad ministrative regulation. Section 43101 of the Health and Safety Code similarly requi res that the Board consider the91

impact of adopted standards on the California econo my. This assessment shall include a consideration of the impact of the proposed regul ation on California jobs, business expansion, elimination, or creation, and the abilit y of California business to compete.

B. AFFECTED BUSINESSES AND POTENTIAL IMPACTS

Any business involved in manufacturing, purchasing, or servicing passenger cars, lightduty trucks, medium-duty vehicles, and heavy-duty e ngines and vehicles could be affected by the proposed amendments. Also affected are businesses that supply parts

for these vehicles.

There are 21 heavy-duty engine manufacturers, none of which is located in California. Of these businesses, two of the engine manufacturin g companies are assumed to be “small businesses” (i.e., selling less than 150 eng ines per year based on California certification data). There are approximately 8 maj or heavy-duty vehicle manufacturers,

but staff has been unable to obtain an estimation o f the total number of vehicle manufacturers that manufacture and sell heavy-duty vehicles in California. Thus, staff is unable to determine how many of these companies are located in California and how many are considered “small businesses.” However, t he cost related to vehicle manufacturers is determined to be negligible based on the minor effects these regulatory provisions might have on their operation s.

California accounts for only a small share of total nationwide light- and medium-duty motor vehicle and parts manufacturing. There are 3 4 companies worldwide that manufacture California-certified light- and medium- duty vehicles and heavy-duty gasoline engines. As stated, only one motor vehicl e manufacturing plant is located in California, the NUMMI facility.

C. POTENTIAL IMPACTS ON VEHICLE OPERATORS

For heavy-duty engines and vehicles, the proposed a mendments would provide OBD information and encourage manufacturers to build mo re durable engines, which would result in the need for fewer repairs and savings fo r vehicle owners. However, OBD is expected to detect malfunctions that may otherwise have gone undetected (and thus, unrepaired) by the vehicle owner. A single additio nal repair was estimated to occur on approximately two-thirds of the trucks over a 21 ye ar lifetime as a result of OBD at an average cost of $741 per repair. This is a conserv ative cost estimate, since OBD will potentially result in savings by catching problems early before they adversely affect other components and systems in the engine. The pr oposed amendments are anticipated to have a negligible impact on new vehi cle prices, since the calculated increase in retail price of an engine to meet OBD i s less than one percent of the retail cost of the engine and less than 0.2 percent of the retail cost of a heavy-duty vehicle.

For light- and medium-duty vehicles, the proposed a mendments would provide improved OBD II information and encourage manufactu rers to build more durable vehicles, which should result in the need for fewer vehicle repairs and savings for consumers. The proposed changes involve minimal de velopment and verification of92

software above what is already incorporated into OB D II systems. Additionally, because manufacturers would be provided sufficient lead tim e to incorporate the minimal proposed changes, incorporation and verification of the revised OBD II software would be accomplished during the regular design process a t virtually no additional cost. Any additional engineering resources needed to comply w ith the proposed program would be small, and when spread over several years of veh icle production, these costs would be negligible. Thus, the proposed amendments are a nticipated to have a negligible impact on manufacturer costs and new vehicle prices

.

D. POTENTIAL IMPACTS ON BUSINESS COMPETITIVENESS

The proposed amendments are not expected to adverse ly impact the ability of California businesses to compete with businesses in other stat es as the proposed standards are anticipated to have only a negligible impact on ret ail prices of new engines and vehicles. Additionally, U.S. EPA adopted federal OBD II and h eavy-duty OBD requirements that are harmonized with those of ARB. Therefore, any i ncrease in costs will also be experienced by non-California businesses due to fed eral requirements. Thus, any price increases of light-, medium-, and heavy-duty vehicl es are not expected to dampen the

demand for these vehicles in California relative to other states, since price increases

would be the same nationwide.

E. POTENTIAL IMPACTS ON EMPLOYMENT

The proposed amendments are not expected to cause a noticeable change in California employment because California accounts for only a s mall share of motor vehicle, heavyduty engine, and parts manufacturing employment, an d the minimal additional work done by heavy-duty vehicle manufacturers can be don e with existing staff.

However, some jobs may be created at heavy-duty eng ine manufacturing companies. Currently, heavy-duty engine manufacturers lack sig nificant experience in designing and implementing OBD systems on heavy-duty engines. Th is may result in additional jobs for programmers and engineers.

F. POTENTIAL IMPACT ON BUSINESS CREATION, ELIMINATI ON, OR

EXPANSION

The proposed amendments are not expected to affect business creation, elimination or expansion.93 REFERENCES

Below is a list of documents and other information that the ARB staff relied upon in developing the Staff Report.

1) Staff Report: Initial Statement of Reasons (ISOR ): Technical Status and Revisions to Malfunction and Diagnostic System Requirements for 2004 and Subsequent Model Year Passenger Cars, Light-Duty Trucks, and Medium- Duty Vehicles and Engines (OBD II), March 8, 2002.

2) Staff Report: Initial Statement of Reasons (ISOR ): “Malfunction and Diagnostic System Requirements for 2010 and Subsequent Model Y ear Heavy-Duty Engines (HD OBD),” June 3, 2005.

3) Staff Report: Initial Statement of Reasons (ISOR ): “Technical Status and Revisions to Malfunction and Diagnostic System Requirements f or Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD I I) and the Emission Warranty Regulation,” August 11, 2006

Below is a list of documents newly incorporated by reference in the HD OBD and OBD II regulations.

1) EMFAC2007

2) EMFAC 2007 Technical Memo “EMFAC Modeling Change Technical Memo,” September 13, 2006

3) International Standards Organization (ISO) 15765 -4:2005 “Road Vehicles – Diagnostics on Controller Area Network (CAN) – Part 4: Requirements for emissionrelated systems,” January 2005.

4) Society of Automotive Engineers (SAE) J1930 "Ele ctrical/Electronic Systems Diagnostic Terms, Definitions, Abbreviations, and A cronyms – Equivalent to ISO/TR 15031-2," October 2008.

5) SAE J1978 "OBD II Scan Tool – Equivalent to ISO/ DIS 15031-4:December 14, 2001," April 2002.

6) SAE J1979 "E/E Diagnostic Test Modes," May 2007.

7) SAE J2012 "Diagnostic Trouble Code Definitions," December 2007.

8) SAE J2403 “Medium/Heavy-Duty E/E Systems Diagnos is Nomenclature,” August

2007.

9) SAE J1939 consisting of:94

J1939 Recommended Practice for a Serial Control and Communications Vehicle
Network, March 2009;

J1939/1 Recommended Practice for Control and Commun ications Network for On-Highway Equipment, September 2000; J1939/11 Physical Layer, 250K bits/s, Twisted Shiel ded Pair, September 2006; J1939/13 Off-Board Diagnostic Connector, March 2004 ; J1939/15 Reduced Physical Layer, 250K bits/sec, UN- Shielded Twisted Pair (UTP), August 2008; J1939/21 Data Link Layer, December 2006; J1939/31 Network Layer, April 2004; J1939/71 Vehicle Application Layer (Through Februar y 2008), January 2009; J1939/73 Application Layer—Diagnostics, September 2 006; J1939/81 Network Management, May 2003; and J1939/84 OBD Communications Compliance Test Cases F or Heavy Duty Components and Vehicles, December 2008.

10) SAE J1699-3 – “OBD II Compliance Test Cases”, M ay 2006.

11) SAE J2534-1 – “Recommended Practice for Pass-T hru Vehicle Programming”,

December 2004.95 APPENDIX I

The following tables were used to support the cost estimates in Section XI. “Cost Impact

of the Proposed Requirements” of the Staff Report.96Manufacturer Self Testing Cost of Heavy-duty OBD Enforcement (Engineering Support)Staff Number of Staff Staff Cost (a)Testing andEquipment Costs (d) Cost/vehicle(c)(person yrs.) (in dollars) (in dollars) (dollars/veh.)Test Cell Technician 0.13 $13,000$262,662$0.64Total$0.64Legal and Administrative costsNo. of Staff Number of Staff cost Cost/vehicle (c)required years (in dollars) (dollars/vehicle)Administrative 0.15 3 67,500 0.16Total0.16(a) Development cost includes personnel, overheadand other miscellaneous costs at a total rate of $150k/yr for anengineer and $100k/yr for a technician.(b) Testing Costs includes Labor Costs for Technicians needed to staff the Tests(c) Staff cost has been distributed over 72,000 engines per year for a total of 3 years.(d) Equipment costs have been distributed over 72,000 engines per year for a total of 3 years97 Incremental Consumer Cost of HDV OBD Enforcement Te sting

HDV (in dollars) Variable costs Component $0.00 Assembly $0.00 Warranty $0.00 Shipping $0.00 Support costs Research $0.00 Engineering Support $0.06 Legal $0.00

Administrative $0.16
Investment Mach. & equipment $0.00 recovery costs Assembly plant changes $0.00 Development/Testing $1.22 Capital recovery (a) $0.09 Truck/Coach Builder costs Cost of capital recovery (b) $0.02

Total cost $1.55

(a) Cost of capital recovery was calculated at 6% o f the total incremental

costs. (b) Cost of capital recovery was calculated at 6%. Engines are assumed to remain in inventory for 3 months.98Long term Costsreg description# ofenginefamiliesphase 1testnumberphase 1 testpercentagephase 2testnumberphase 2testpercentagephase 3testnumberphase 3testpercentagesets of test hardwareper engine family1971.5 (c)manufacturer selftesting 82140.150.051cost pertesthardware# offaultsto betestedEnginedynotest cellhoursEngineremovalfromTruckNewengineinstallinto truckEngineInstallFTP/SETtestPhase 1FTP/SETtestPhases 2&3EngineuninstallProcurementCost perengineincludingaftertreatment$21,48816.3130.41500150024608019698402460$23,150TechnicianManhoursto run test- Phase 1TechnicianManhoursto run test- Phase 2and 3cost pertech pYHourlycost pertechEquipment/test costsPYcosts Total130.45$100,000$50 $ 262,662$13,043$275,70599

Parts Cost

Task Description 2016 Emissions/OBD Component List New

Part

Cost Limit

Part

Cost

Fuel System fuel system injection quantity low/high Injector $2 00 $1,000
fuel system pressure low/high Rail Pressure Sensor $200 $1,000
fuel system injection timing advance/retard Injecto r $200 $1,000

Misfire Monitor $0 $0

Air Handling
VGT Underboost/overboost/slow response VGT Actuator $500 $2,500 CAC Undercooling Charge Air Cooler $25 $125

EGR EGR low/high flow EGR Valve Actuator $500 $2,500 EGR Undercooling EGR Cooler $25 $125

Oxidation Catalyst NMHC cat conversion efficiency oxidation catalyst $ 1,000 $5,000

SCR Catalyst SCR NOx cat conversion efficiency SCR Catalyst $2,0 00 $10,000 SCR reductant injection performance Urea Injector $ 300 $1,500

PM Filter PM filter leak/missing substrate PM Filter $5,000 $ 6,000 PM filter regeneration frequent PM Filter $5,000 $6 ,000 PM filter regeneration incomplete PM Filter $5,000 $0 NMHC conversion of catalyst oxidation catalyst $1,0 00 $5,000 Active injection (in exhaust) (in-cylinder no cost) computer mod to post inj $0 $0

NOx Sensors NOx sensor performance NOx sensor $75 $375
NOx sensor offset NOx sensor $75 $375 NOx sensor monitoring capability NOx sensor $75 $375

Sensor Heaters

Sensor heater performance computer mods to induce fault $0 $0

ECT Sensor/Thermostat
t-stat monitor warm-up performance $20 $100

Total $42,975i ATTACHMENT A

California Code of Regulations, Title 13, section 1 971.1, On-Board Diagnostic System Requirements for 2010 and Subsequent Model-Y ear Heavy-Duty Engines (HD OBD)

Set forth below are proposed amendments to Californ ia Code of Regulations, Title 13, §1971.1. The proposed amendments are sho wn in single underline to

indicate additions and single strikeout to indicate deletions.ii Table of Contents

(a) PURPOSE

................................................... ................................................... ........... 1 (b) APPLICABILITY

................................................... ................................................... 1 (c) DEFINITIONS

................................................... ................................................... ..... 1 (d) GENERAL REQUIREMENTS

................................................... ............................. 7
(1) The OBD System

. ................................................... ......................................... 7
(2) MIL and Fault Code Requirements

. ................................................... ........... 7
(3) Monitoring Conditions

. ................................................... ................................ 14
(4) In-Use Monitor Performance Ratio Definition

. ........................................... 16
(5) Standardized tracking and reporting of monitor perf ormance

. ............... 21
(6) Malfunction Criteria Determination

. ................................................... .......... 23
(7) Implementation Schedule

................................................... .......................... 24 (e) MONITORING REQUIREMENTS FOR DIESEL/COMPRESSION-IGNI TION

ENGINES

................................................... ................................................... .................. 26
(1) FUEL SYSTEM MONITORING

................................................... ................. 26
(2) MISFIRE MONITORING

................................................... ............................ 29
(3) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING ... 32
(4) BOOST PRESSURE CONTROL SYSTEM MONITORING .................... 35
(5) NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST

MONITORING

................................................... ................................................... ...... 39
(6) OXIDES OF NITROGEN (NOx) CONVERTING CATALYST

MONITORING

................................................... ................................................... ....... 41
(7) NOx ADSORBER MONITORING

................................................... ............. 44
(8) PARTICULATE MATTER (PM) FILTER MONITORING .......................... 47
(9) EXHAUST GAS SENSOR MONITORING ................................................. 49
(10) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM

MONITORING

................................................... ................................................... ....... 53
(11) COLD START EMISSION REDUCTION STRATEGY MONITORING .. 54 (f) MONITORING REQUIREMENTS FOR GASOLINE/SPARK-IGNITED

ENGINES

................................................... ................................................... .................. 55
(1) FUEL SYSTEM MONITORING

................................................... ................. 55
(2) MISFIRE MONITORING

................................................... ............................ 58
(3) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING ... 64
(4) COLD START EMISSION REDUCTION STRATEGY MONITORING .. 65
(5) SECONDARY AIR SYSTEM MONITORING ............................................. 66
(6) CATALYST MONITORING

................................................... ........................ 67
(7) EVAPORATIVE SYSTEM MONITORING ................................................. 69
(8) EXHAUST GAS SENSOR MONITORING ................................................. 70
(9) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM

MONITORING

................................................... ................................................... ....... 74 (g) MONITORING REQUIREMENTS FOR ALL ENGINES .................................. 75
(1) ENGINE COOLING SYSTEM MONITORING ........................................... 75
(2) CRANKCASE VENTILATION (CV) SYSTEM MONITORING ................ 78
(3) COMPREHENSIVE COMPONENT MONITORING ................................. 80iii

(4) OTHER EMISSION CONTROL SYSTEM MONITORING ...................... 87
(5) EXCEPTIONS TO MONITORING REQUIREMENTS .............................. 87 (h) STANDARDIZATION REQUIREMENTS

................................................... ........ 89
(1) Reference Documents:

................................................... ............................... 89
(2) Diagnostic Connector:

................................................... ................................ 90
(3) Communications to a Scan Tool:

................................................... .............. 92
(4) Required Emission Related Functions:

................................................... ... 92
(5) Tracking Requirements:

................................................... ........................... 102
(6) Service Information:

................................................... .................................. 105
(7) Exceptions to Standardization Requirements. ........................................ 106 (i) MONITORING SYSTEM DEMONSTRATION REQUIREMENTS FOR

CERTIFICATION

................................................... ................................................... .... 106
(1) General.

................................................... ................................................... ... 106
(2) Selection of Test Engines:

................................................... ....................... 106
(3) Required Testing:

................................................... ...................................... 109
(4) Testing Protocol:

................................................... ....................................... 113
(5) Evaluation Protocol:

................................................... .................................. 115
(6) Confirmatory Testing:

................................................... ............................... 117 (j) CERTIFICATION DOCUMENTATION

................................................... .......... 118 (k) DEFICIENCIES

................................................... ................................................. 12 1 (l) PRODUCTION ENGINE/VEHICLE EVALUATION TESTING ..................... 122
(1) Verification of Standardized Requirements. ............................................ 122
(2) Verification of Monitoring Requirements. ................................................. 12 5
(3) Verification and Reporting of In-use Monitoring Per formance. ............. 126§1971.1. On-Board Diagnostic System Requirements-- 2010 and Subsequent

Model-Year Heavy-Duty Engines

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

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

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

(c) DEFINITIONS

“ Actual life ” refers to the entire period that an engine is ope rated on public roads in California up to the time an engine is retired f rom use.

“ Applicable standards

” refers to the specific exhaust emission standards or family emission limits (FEL), including the Federal Test Procedure (FTP) and Supplemental Emission Test (SET) standards, to whic h the engine is certified.

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

on-board correction.

“ Auxiliary Emission Control Device (AECD) ” refers to any approved AECD (as defined by 40 Code of Federal Regulations (CFR) 86. 082-2 and 86.094-2 ). “Emission Increasing Auxiliary Emission Control Dev ice (EI-AECD)” refers to any approved AECD that: reduces the effectiveness o f the emission control system under conditions which may reasonably be exp ected to be encountered in normal vehicle operation and use; and the need f or the AECD is justified in terms of protecting the vehicle against damage or a ccident. An AECD that is certified as an NTE deficiency shall not be conside red an EI-AECD. An AECD that does not sense, measure, or calculate any para meter or command or trigger any action, algorithm, or alternate strategy shall not be considered an EI-AECD. An AECD that is activated solely due to any of the following conditions shall not be considered an EI-AECD: (1) operation of the vehi cle above 8000 feet in elevation; (2) ambient temperature; (3) when the en gine is warming up and is not reactivated once the engine has warmed up in the sa me driving cycle; (4) failure detection (storage of a fault code) by the OBD syst em; (5) execution of an OBD monitor; or (6) execution of an infrequent regenera tion event.

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

“ Calculated load value ” refers to the percent of engine capacity being us ed and is defined in Society of Automotive Engineers (SAE) J1979 "E/E Diagnostic Test

Modes

– Equivalent to ISO/DIS 15031

- 5:April 30, 2002 ," April 2002 May 2007 (SAE J1979), incorporated by reference (section (h)(1.4) ). For diesel applications, the calculated load value is determined by the ratio of current engine output torque to maximum engine output torque at current engine spee d as defined by parameter

definition 5.2.1.7 of SAE J1939-71 “Vehicle Application Layer (Through February 2008),” January 2009

.

“ Confirmed fault code ,” for purposes of engines using International Stan dards Organization (ISO) 15765-4, is defined as the diagn ostic trouble code stored when an OBD system has confirmed that a malfunction exis ts (e.g., typically on the second driving cycle that the malfunction is detect ed) in accordance with the requirements of sections (d)(2), (f), (g), and (h)(4.4).

“ Continuously

,” if used in the context of monitoring conditions for circuit continuity, lack of circuit continuity, circuit fau lts, and out-of-range values, means monitoring is always enabled, unless alternate enab le conditions have been approved by the Executive Officer in accordance wit h section (d)(3.1.1), and sampling of the signal used for monitoring occurs at a rate no less than two samples per second. If a computer input component is sampl ed less frequently for engine control purposes, the signal of the component may i nstead be evaluated each time sampling occurs.

“ Deactivate ” means to turn-off, shutdown, desensitize, or othe rwise make inoperable through software programming or other me ans during the actual life of the engine.

“ Diagnostic or emission critical ” electronic control unit refers to the engine and any other on-board electronic powertrain control un it containing software that : (1) has primary control over any of the monitors requir ed by sections (e)(1) through (f)(9), (g)(1) through (g)(2), and (g)(4) ; or (2) excluding anti-lock brake system (ABS) control units or stability/traction control units, has primary control over the diagnostics for more than two of the components req uired to be monitored by section (g)(3). For purposes of criteria (2) above, all glow plug s in an engine shall be considered “one” component in lieu of each glow plug being considered a
separate component.

“ Diesel engine ” refers to an engine using a compression ignition thermodynamic cycle.

“ Driving cycle ” is defined as a trip that meets any of the four c onditions below: (a) Begins with engine start and ends with engine s hutoff; (b) Begins with engine start and ends after four ho urs of continuous engine-on operation; (c) Begins at the end of the previous four hours of continuous engine-on operation and ends after four hours of continuous e ngine-on operation; or (d) Begins at the end of the previous four hours of continuous engine-on operation and ends with engine shutoff. For monitors that run during engine-off conditions, the period of engine-off time following engine shutoff and up to the next engine start may be considered part of the driving cycle for conditions (a) and (d). For vehicles that employ engine shutoff strategies that do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with engine shutoff at id le), the manufacturer may request3

Executive Officer approval to use an alternate defi nition for driving cycle (e.g., key on and key off). Executive Officer approval of the alternate definition shall be based on equivalence to engine startup and engine shutoff signaling the beginning and ending of a single driving event for a conventional vehicle. Engine restarts following an engine shut-off that has been neither commanded by the vehicle operator nor by the engine control strategy but caused by an event such as an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle. For engines that are not likely to be routinely operate d for long continuous periods of time, a manufacturer may also request Executive Off icer approval to use an alternate definition for driving cycle (e.g., solel y based on engine start and engine shutoff without regard to four hours of continuous engine-on time). Executive Officer approval of the alternate definition shall be based on manufacturer-submitted data and/or information demonstrating the typical u sage, operating habits, and/or driving patterns of these vehicles.

“ Engine family

” means a grouping of vehicles or engines in a manu facturer’s product line determined in accordance with 40 CFR 8 6.098-24.

“ Engine rating

” means a unique combination of displacement, rated power, calibration (fuel, emission, and engine control), A ECDs, and other engine and emission control components within an engine family

.

“ OBD parent rating

” means the specific engine rating selected accordi ng to section (d)(7.1.1) or (d)(7.2.2)(B) for compliance with section 1971.1.

“ OBD child rating

” means an engine rating (other than the OBD parent rating) within the engine family containing the OBD parent rating selected according to section (d)(7.1.1) or an engine rating within the O BD group(s) defined according to section (d)(7.2.1) and subject to section (d)(7. 2.3).

“ Engine misfire ” means lack of combustion in the cylinder due to a bsence of spark, poor fuel metering, poor compression, or any other cause. This does not include lack of combustion events in non-active cyl inders due to default fuel shut-off or cylinder deactivation strategies.

“ Engine start

” is defined as the point when the engine reaches a speed 150 rpm below the normal, warmed-up idle speed (as determin ed in the drive position for vehicles equipped with an automatic transmission). For hybrid vehicles or for engines employing alternate engine start hardware o r strategies (e.g., integrated starter and generators

. ), the manufacturer may request Executive Officer a pproval to use an alternate definition for engine start (e. g., ignition key “on”). Executive Officer approval of the alternate definition shall be based on equivalence to an engine start for a conventional vehicle.

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

“ Fault memory

” means information pertaining to malfunctions stor ed in the onboard computer, including fault codes, stored eng ine conditions, and MIL status.

“ Federal Test Procedure (FTP) test ” refers to an exhaust emission test conducted according to the test procedures incorpor ated by reference in title 13, CCR section 1956.8(b) and (d) that is used to deter mine compliance with the FTP standard to which an engine is certified.

“ FTP cycle ”. For engines certified on an engine dynamometer, FTP cycle refers to the engine dynamometer schedule in 40 CFR appendix 1 of part 86,4

section (f)(1), entitled, “EPA Engine Dynamometer S chedule for Heavy-Duty Otto-Cycle Engines,” or section (f)(2), entitled, “ EPA Engine Dynamometer Schedule for Heavy-Duty Diesel Engines.”

“ FTP standard

” refers to the certification exhaust emission stan dards and test procedures applicable to the FTP cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is certified.

“ Fuel trim

” refers to feedback adjustments to the base fuel s chedule. Short-term fuel trim refers to dynamic or instantaneous adjust ments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibr ation schedule than short-term trim adjustments.

“ Functional check

” for an output component or system means verificat ion of proper response of the component and system to a co mputer command.

“ Gasoline engine ” refers to an Otto-cycle engine or an alternate-fu eled engine.

“ Heavy-duty engine ” means an engine that is used to propel a heavy-du ty

vehicle.

“ Heavy-duty vehicle ” means any motor vehicle having a manufacturer’s g ross vehicle weight rating (GVWR) greater than 14,000 po unds.

“ Ignition Cycle ” means a driving cycle that begins with engine sta rt, meets the engine start definition for at least two seconds pl us or minus one second, and ends with engine shutoff.

“ Keep-alive memory (KAM) ,” for the purposes of this regulation, is defined as a type of memory that retains its contents as long as power is provided to the onboard control unit. KAM is not erased upon shuttin g off the engine but may be erased if power to the on-board control unit is int errupted (e.g., vehicle battery disconnected, fuse to control unit removed). In so me cases, portions of KAM may

be erased with a scan tool command to reset KAM.

“ Key on, engine off position ” refers to a vehicle with the ignition key in the engine run position (not engine crank or accessory positio n) but with the engine not running.

“ Malfunction ” means any deterioration or failure of a component that causes the performance to be outside of the applicable limits in sections (e) through (g).

“Manufacturer”

for the purpose of this regulation means the holde r of the Executive Order for the engine family.

“ MIL-on fault code ,” for purposes of engines using Society of Automotive Engineers ( SAE ) J1939, refers to the diagnostic trouble code store d when an OBD system has confirmed that a malfunction exists (e.g ., typically on the second driving cycle that the malfunction is detected) and has com manded the MIL on in accordance with the requirements of sections (d)(2) , (e), (g), and (h)(4.4).

“ Non-volatile random access memory (NVRAM) ,” for the purposes of this regulation, is defined as a type of memory that ret ains its contents even when power to the on-board control unit is interrupted (e.g., vehicle battery disconnected, fuse to control unit removed). NVRAM is typically made non -volatile either by use of a back-up battery within the control unit or through the use of an electrically erasable and programmable read-only memory (EEPROM) chip.

“ Not-To-Exceed (NTE) control area ” refers to the bounded region of the engine’s torque and speed map, as defined in 40 CFR 86.1370- 2007, where emissions must not exceed a specific emission cap for a given poll utant under the NTE requirement.5 “ Manufacturer-specific NOx NTE carve-out area ” refers to regions within the

NTE control area for NOx where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-200 7 1 (b)(7).

“ Manufacturer-specific PM NTE carve-out area ” refers to regions within the

NTE control area for PM where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-200 7 1 (b)(7).

“ NTE deficiency

” refers to regions or conditions within the NTE co ntrol area

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

“ Non

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

to t he on

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

- volatile either by use of a

back

- up battery within the control unit or through the u se of an electrically erasable

and programmable read

- only memory (EEPROM) chip.

“ OBD group ” refers to a combination of engines, engine famili es, or engine ratings that use the same OBD strategies and simila r calibrations. A manufacturer is required to submit a grouping plan for Executive Officer review and approval detailing the OBD groups and the engine families an d engine ratings within each group for a model year.

“ Pending fault code ” is defined as the diagnostic trouble code stored upon the initial detection of a malfunction (e.g., typically on a single driving cycle) prior to illumination of the MIL in accordance with the requ irements of sections (d)(2), (e) through (g), and (h)(4.4).

“ Permanent fault code ” is defined as a confirmed or MIL-on fault code th at is currently commanding the MIL on and is stored in NV RAM as specified in sections (d)(2) and (h)(4.4).

“ Percentage of misfire ” as used in sections (e)(2) and (f)(2) means the percentage of misfires out of the total number of f iring events for the specified

interval.

“ Power Take-Off (PTO) unit ” refers to an engine driven output provision for t he purposes of powering auxiliary equipment (e.g., a d ump-truck bed, aerial bucket, or tow-truck winch).

“ Previously MIL-on fault code ,” for purposes of engines using SAE J1939, is defined as the diagnostic trouble code stored when an OBD system has confirmed that a malfunction no longer exists (e.g., after th e third consecutive driving cycle in which the corresponding monitor runs and the malfun ction is not detected), extinguishes the MIL, and erases the corresponding MIL-on fault code in accordance with the requirements of sections (d)(2) , (e), (g), and (h)(4.4).

“ Rationality fault diagnostic ” for an input component means verification of the accuracy of the input signal while in the range of normal operation and when compared to all other available information.

“ Redline engine speed ” shall be defined by the manufacturer as either th e recommended maximum engine speed as normally displa yed on instrument panel tachometers or the engine speed at which fuel shuto ff occurs.

“ Response rate ” for exhaust gas sensors refers to the delay from when the sensor is exposed to a different make-up of exhaust gas constituents until it outputs a signal reflecting the different make-up of exhaus t gas constituents. For example,6

for oxygen sensors, response rate is the delay from when the oxygen sensor is exposed to a change in exhaust gas from richer/lean er than stoichiometric to

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

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

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

, response rate is the delay from the time when the sensor is exposed to a change in exhaust gas from richer/leaner

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

to the time when the sensor indicates the increased /decreased NOx concentration)

.

“ Secondary air

” refers to air introduced into the exhaust system by means of a pump or aspirator valve or other means that is inte nded to aid in the oxidation of HC and CO contained in the exhaust gas stream.

“ Similar conditions

” as used in sections (e)(1), (e)(2), (f)(1), and (f)(2) means engine conditions having an engine speed within 375 rpm, load conditions within 20 percent, and the same warm-up status (i.e., cold or hot) as the engine conditions stored pursuant to (e)(1.4.2)(E), (e)(2.4.2)(C), (f)(1.4.5), and (f)(2.4.4). The Executive Officer may approve other definitions of similar conditions based on comparable timeliness and reliability in detecting similar engine operation.

“ Start of production ” is the time when the manufacturer has produced tw o percent of the projected volume for the engine or v ehicle, whichever is being evaluated in accordance with section (l). “Supplemental Emission Test (SET) cycle” refers to the driving schedule defined as the “supplemental steady state emission test” in 40 CFR 86.1360-2007.

“SET standard”

refers to the certification exhaust emission stand ards and test procedures applicable to the SET cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is c ertified

“ Warm-up cycle ” means sufficient vehicle operation such that the coolant temperature has risen by at least 40 degrees Fahren heit from engine start and reaches a minimum temperature of at least 160 degre es Fahrenheit (140 degrees Fahrenheit for applications with diesel engines).

“ Weighted sales number ” means a manufacturer’s projected sales number for engines to be used in California heavy-duty vehicle s multiplied by a weight class

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

Sales numbers for diesel engines for heavy-duty vehicles greater than 33,000 pounds and urban buses shall be multiplied by 3.95. Sales numbers for all gasoline engines for heavy-duty vehicles shall be multiplied by 1.0.7

(d) GENERAL REQUIREMENTS Section (d) sets forth the general requirements of the OBD system. Specific performance requirements for components and systems that shall be monitored are set forth in sections (e) through (g) below. The O BD system is required to detect all malfunctions specified in sections (e) through (g). However, except as specified elsewhere, the OBD system is not required to use a unique monitor to detect each malfunction specified.
(1) The OBD System

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

. (2.1) MIL Specifications.
(2.1.1) The MIL shall be located on the driver's side inst rument panel and be of sufficient illumination and location to be readily visible under all lighting

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

has also been commanded on for a detected malfuncti on. This functional check of the MIL is not required during vehicle ope ration in the key on, engine off position subsequent to the initial engin e cranking of an ignition cycle (e.g., due to an engine stall or other non-co mmanded engine shutoff).8

(2.1.3) At the manufacturer's option, the MIL may be used to indicate readiness status in a standardized format (see section (h)(4. 1.3)) in the key on, engine off position.
(2.1.4) A manufacturer may request Executive Officer appro val to also use the MIL to indicate which, if any, fault codes are curr ently stored (e.g., to “blink” the stored codes). The Executive Officer s hall approve the request upon determining that the manufacturer has demonstr ated that the

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

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

alternate statistical MIL illumination and fault co de storage protocols to those specified in these requirements. The Executi ve Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can evaluate system performance and detec t malfunctions in a manner that is equally effective and timely. Strat egies requiring on average more than six driving cycles for MIL illumi nation may not be accepted. (D) The OBD system shall store and erase “freeze fr ame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is detected. The storage and erasure of freeze frame conditions shall be done in conjunction with the storage and erasure of either pending or confirmed fault codes as required elsewhere in section (d)(2. 2). (E) The OBD system shall illuminate the MIL and sto re a confirmed fault code within 10 seconds to inform the vehicle operator wh enever the engine enters a default or “limp home” mode of operation t hat can affect emissions or the performance of the OBD system or i n the event of a malfunction of an on-board computer(s) itself that can affect the performance of the OBD system. If the default or “ limp home” mode of operation is recoverable (i.e., the diagnostic or control strategy that caused the default or “limp home” mode of operation can run on the next9 driving cycle and confirm the presence of the condi tion that caused the default or “limp home” operation operation automatically returns to normal at the beginning of the following ignition cycle ), the OBD system may , in lieu of illuminating the MIL within 10 seconds on t he first driving cycle where the default or “limp home” mode of operation is entered, delay

illumination of wait and illuminate the MIL until the condition causing the default or “limp home” mode of operation is again d etected before the end of the next driving cycle and store the confirmed fault code only if the default or “limp home” mode of operation is again e ntered before the end of the next ignition cycle in lieu of illuminating th e MIL within 10 seconds on the first driving cycle where the default or “li mp home” mode of operation is entered

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

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

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

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

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

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

for that malfunction. (C) Erasing a permanent fault code. The OBD system shall erase a permanent fault code only if either of the followin g conditions occur: (i) If the OBD system is commanding the MIL on, the OBD system shall erase a permanent fault code only if T t he OBD system itself11 determines that the malfunction that caused the confirmed permanent fault code to be stored is no longer present and is not commanding the MIL on, concurrent with pursuant to the requirements of section (d)(2.3.1)(A) (which for the purposes of this section shall appl y to all monitors). Erasure of the permanent fault code sha ll occur in conjunction with extinguishing the MIL or no later than the start of the first drive cycle that begins with the MIL commande d off. , or (ii) Subsequent to a clearing of the If all fault information in the on-board
computer other than the permanent fault code has been cleare d (i.e., through the use of a scan tool or battery disconnec t) and the OBD system is not commanding the MIL on , the diagnostic for the malfunction that caused the permanent fault code to be stored has fully executed (i.e., has executed the minimum numb er of checks necessary for MIL illumination) and determined the malfunction is no longer present. : a. Except as provided for in section (d)(2.3.1)(C)( ii)c., if the monitor of the malfunction that caused the permanent fault cod e to be stored is subject to the minimum ratio requirements of sec tion (d)(3.2) (e.g., catalyst monitor, comprehensive component in put component rationality monitors), the OBD system shall erase t he permanent fault code at the end of a driving cycle if the mon itor has run and made one or more determinations during a driving cy cle that the malfunction of the component or the system is not p resent and has not made any determinations within the same driving cycle that the malfunction is present.

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

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

and 3. The following criteria are satisfied on any sing le driving cycle (which may be a different driving cycle than that i n which the criteria of section (d)( 2.3.1)(C)(ii)b.1. are sati sfied): i. Cumulative time since engine start is greater th an or equal to 600 seconds; ii. Cumulative gasoline engine operation at or abov e 25 miles per hour or diesel engine operation at or above 115 0 rpm, either of which occurs for greater than or equal to 300 seconds; and12 iii. Continuous vehicle operation at idle (i.e., ac celerator pedal released by driver and either vehicle speed less th an or equal to one mile per hour or engine speed less tha n or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equip ped with an automatic transmission)) for greater than or equ al to 30 seconds;. and iv. The monitor has not made any determinations tha t the malfunction is present. 4. Monitors required to use “similar conditions” as defined in section (c) to store and erase pending and confirme d fault codes may not require that the similar conditions b e met prior to erasure of the permanent fault code. c. For monitors subject to section (d)(2.3.1)(C)(ii )a., the manufacturer may choose to erase the permanent fault code using the criteria under section (d)(2.3.1)(C)(ii)b. in lieu of the cr iteria under section (d)(2.3.1)(C)(ii)a. d. For 2010 through 2012 model year engines, manufa cturers may request Executive Officer approval to use alternate criteria to erase the permanent fault code. The Executive Officer sh all approve alternate criteria that will not likely require dri ving conditions that are longer and more difficult to meet than those re quired under section (d)(2.3.1)(C)(ii)b.
(2.3.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h): (A) Extinguishing the MIL. Except as otherwise pro vided in sections (e)(1.4.2)(F), (e)(2.4.2)(D) and (e)(6.4.2) for fuel system malfunctions,

misfire malfunctions

, and empty reductant tanks, once the MIL has been illuminated, it may be extinguished after three sub sequent sequential driving cycles during which the monitoring system r esponsible for illuminating the MIL functions and the previously d etected malfunction is no longer present provided no other malfunction has been detected that would independently illuminate the MIL according to the requirements

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

determines that the malfunction that caused the MIL

- on permanent fault code to be stored is no longer present and is not commanding the13 MIL on, concurrent with pursuant to the requirements of section (d)(2.3.2)(A) (which for the purposes of this section shall appl y to all monitors). Erasure of the permanent fault code sha ll occur in conjunction with extinguishing the MIL or no later than the start of the first drive cycle that begins with the MIL commande d off. , or (ii) Subsequent to a clearing of the If all fault information in the on-board
computer has been cleared (i.e., through the use of a scan tool or battery disconnect) and the OBD system is not commanding the MIL

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

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

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

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

and 3. The following criteria are satisfied on any sing le driving cycle (which may be a different driving cycle than that i n which the criteria of section (d)( 2.3.2)(D)(ii)b.1. are sati sfied): i. Cumulative time since engine start is greater th an or equal to 600 seconds; ii. Cumulative gasoline engine operation at or abov e 25 miles per hour or diesel engine operation at or above 115 0 rpm, either of which occurs for greater than or equal to 300 seconds; and iii. Continuous vehicle operation at idle (i.e., ac celerator pedal released by driver and either vehicle speed less th an or equal to one mile per hour or engine speed less tha n or14 equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equip ped with an automatic transmission)) for greater than or equ al to 30

seconds. 4. Monitors required to use “similar conditions” as defined in section (c) to store and erase pending and confirme d/MIL-on fault codes may not require that the similar condit ions be met prior to erasure of the permanent fault code. c. For monitors subject to section (d)(2.3.2)(D)(ii )a., the manufacturer may choose to erase the permanent fault code using the criteria under section (d)(2.3.2)(D)(ii)b. in lieu of the cr iteria under section (d)(2.3.2)(D)(ii)a. d. For 2010 through 2012 model year engines, manufa cturers may request Executive Officer approval to use alternate criteria to erase the permanent fault code. The Executive Officer sh all approve alternate criteria that will not likely require dri ving conditions that are longer and more difficult to meet than those re quired under section (d)(2.3.2)(D)(ii)b.
(2.4) Exceptions to MIL and Fault Code Requirements.
(2.4.1) If the engine enters a default mode of operation, a manufacturer may request Executive Officer approval to be exempt fro m illuminating the MIL if any of the following conditions listed below occ urs. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation th at verify the

conditions below: (A) The default strategy (1) causes an overt indication (e.g., illumination of a red engine shut-down warning light) such that the d river is certain to respond and have the problem corrected and (2) is not caused by or invoked to protect a component required to be monit ored by the OBD system under sections (e) through (g) ; or (B) The default strategy is an AECD that is properl y activated due to the occurrence of conditions that have been approved by the Executive

Officer.
(2.4.2) For gasoline engines, a manufacturer may elect to meet the MIL and fault code requirements in title 13, CCR section 1968.2(d )(2) in lieu of meeting the requirements of (d)(2).
(3) Monitoring Conditions

. Section (d)(3) sets forth the general monitoring re quirements while sections (e) through (g) sets forth the specific monitoring requ irements as well as identifies which of the following general monitoring requireme nts in section (d)(3) are applicable for each monitored component or system i dentified in sections (e) through (g).
(3.1) For all engines:
(3.1.1) As specifically provided for in sections (e) throu gh (g), manufacturers shall define monitoring conditions, subject to Executive Officer approval, for detecting malfunctions identified in sections (e) t hrough (g). The Executive Officer shall approve manufacturer-define d monitoring conditions that are determined (based on manufactur er-submitted data15 and/or other engineering documentation) to be: tech nically necessary to ensure robust detection of malfunctions (e.g., avoi d false passes and false indications of malfunctions); designed to ens ure monitoring will occur under conditions that may reasonably be expected to be encountered in normal vehicle operation and use; and designed to e nsure monitoring will occur during the FTP cycle.
(3.1.2) Monitoring shall occur at least once per driving c ycle in which the monitoring conditions are met.
(3.1.3) Manufacturers may request Executive Officer approv al to define monitoring conditions that are not encountered duri ng the FTP cycle as required in section (d)(3.1.1). In evaluating the manufacturer's request, the Executive Officer shall consider the degree to which the requirement to run during the FTP cycle restricts in-use monito ring, the technical necessity for defining monitoring conditions that a re not encountered during the FTP cycle, data and/or an engineering ev aluation submitted by the manufacturer which demonstrate that the compone nt/system does not normally function, or monitoring is otherwise not f easible, during the FTP cycle, and, where applicable in section (d)(3.2), t he ability of the manufacturer to demonstrate the monitoring conditio ns will satisfy the minimum acceptable in-use monitor performance ratio requirement as defined in section (d)(3.2) (e.g., data which show in-use driving meets the minimum requirements)

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

. The OBD system is not required to track and report in-use performance for monitors other than those specifically identifi ed above.
(3.2.2) For all 2013 and subsequent model year engines, ma nufacturers shall define monitoring conditions that, in addition to m eeting the criteria in sections (d)(3.1) and (d)(3.2.1), ensure that the m onitor yields an in-use performance ratio (as defined in section (d)(4)) th at meets or exceeds the minimum acceptable in-use monitor performance ratio for in-use vehicles.16 For purposes of this regulation, the minimum accep table in-use monitor performance ratio is 0.100 for all monitors specifi cally required in sections (e) through (g) to meet the monitoring condition re quirements of section (d)(3.2).
(3.2.3) Manufacturers may not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a moni toring condition for a monitor (e.g., using a low ratio to enable more fre quent monitoring through diagnostic executive priority or modificati on of other monitoring conditions, or using a high ratio to enable less fr equent monitoring).
(3.2.4) Upon request of a manufacturer or upon the best en gineering judgment of the ARB, the Executive Officer may revise the minim um acceptable in-use monitoring performance ratio specified in section ( d)(3.2.2) for a specific monitor if the most reliable monitoring method deve loped requires a lower

ratio.
(4) In-Use Monitor Performance Ratio Definition

. (4.1) For monitors required to meet the requirements in section (d)(3.2), the ratio

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

meet this criteria. (ii) For monitors that require multiple stages or e vents in a single driving cycle to detect a malfunction, every monitoring con dition necessary for all events to have completed must be satisfied. (iii) For monitors that require intrusive operation of components to detect a malfunction, a manufacturer shall request Executive Officer approval of the strategy used to determine that, had a malfu nction been present, the monitor would have detected the malfun ction. Executive Officer approval of the request shall be based on t he equivalence of the strategy to actual intrusive operation and the ability of the strategy to accurately determine if every monitoring conditi on necessary for the17 intrusive event to occur was satisfied. (iv) For the secondary air system monitor, the crit eria in sections (d)(4.2.2)(B)(i) through (iii) above are satisfied during normal operation of the secondary air system. Monitoring during int rusive operation of the secondary air system later in the same driving cycle solely for the purpose of monitoring may not, by itself, be suffic ient to meet this

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

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

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

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

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

the numerator as follows: (i) Following a reset or erasure of the EWMA result , the numerator may not be incremented until after the requisite number of decisions necessary for MIL illumination have been fully exec uted. (ii) After the number of decisions required in sect ion (d)(4.2.2)(F)(i) above,
the numerator, when incremented, shall be increment ed by an integer18 of one and may not be incremented more than once pe r driving cycle. Incrementing of the numerator shall also be in acco rdance with sections (d)(4.2.2)(B), (C), and (D).
(4.3) Denominator Specifications
(4.3.1) Definition: The denominator is defined as a measur e of the number of times a vehicle has been operated as defined in (d) (4.3.2).
(4.3.2) Specifications for incrementing: (A) The denominator, when incremented, shall be inc remented by an integer of one. The denominator may not be incremented mor e than once per driving cycle. (B) The denominator for each monitor shall be incre mented within 10 seconds if and only if the following criteria are s atisfied on a single driving cycle: (i) Cumulative time since start of driving cycle is greater than or equal to 600 seconds while at an elevation of less than 8,00 0 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; (ii) Cumulative gasoline engine operation at or abo ve 25 miles per hour or diesel engine operation at or above 15% calculated load 1150 rpm

, either of which occurs for greater than or equal to 300 seconds while at an elevation of less than 8,000 feet above sea l evel and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; and (iii) Continuous vehicle operation at idle ( i. e. g. , accelerator pedal released by driver and either vehicle speed less than or equal to one mile per

hour or engine speed less than or equal to 200 rpm abov e normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission) ) for greater than or equal to 30 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit. (iv) For 2010 through 2012 model year diesel engine s, manufacturers may use diesel engine operation at or above 15% calcula ted load in lieu of 1150 rpm for the criterion in section (d)(4.3.2)(B) (ii) above. (C) In addition to the requirements of section (d)( 4.3.2)(B) above, the evaporative system monitor denominator(s) shall be incremented if and only if: (i) Cumulative time since start of driving cycle i s greater than or equal to 600 seconds while at an ambient temperature of grea ter than or equal to 40 degrees Fahrenheit but less than or equal to 95 degrees Fahrenheit; and (ii) Engine cold start occurs with engine coolant temperature at engine start greater than or equal to 40 degrees Fahrenhei t but less than or equal to 95 degrees Fahrenheit and less than or equ al to 12 degrees Fahrenheit higher than ambient temperature at engin e start. (D) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors shall be incremented if and only if the component or strategy is commanded “on” for a cumulative time19 greater than or equal to 10 seconds: (i) Secondary Air System (section (f)(5)) (ii) Cold Start Emission Reduction Strategy (sectio n s (e)(11) or (f)(4)) (iii) Components or systems that operate only at en gine start-up (e.g., glow plugs, intake air heaters) and are subject to monitoring under “other emission control systems” (section (g)(4)) o r comprehensive component output components (section (g)(3)) For purposes of determining this commanded “on” tim e, the OBD system may not include time during intrusive operation of any of the components or strategies later in the same driving cycle solel y for the purposes of monitoring. (E) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors of output components (except those operated only at engine start-up and subject to the requirements of the previous section (d)(4.3.2)(D)) shall be increm ented if and only if the component is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked”) on two or more occasions for greater than two seconds during the driving cycle or for a cumulative time greater than or equal to 10 seconds, whichever occurs first: (i) Variable valve timing and/or control system (s ections (e)(10) or (f)(9)) (ii) “Other emission control systems” (section (g)( 4)) (iii) Comprehensive component output component (sec tion (g)(3)) (e.g., turbocharger waste-gates, variable length manifold runners) (F) For monitors of the following components, the m anufacturer may request Executive Officer approval to use alternate or addi tional criteria to that set forth in section (d)(4.3.2)(B) above for incrementi ng the denominator. Executive Officer approval of the proposed criteria shall be based on the equivalence of the proposed criteria in measuring t he frequency of monitor operation relative to the amount of vehicle operation in accordance with the criteria in section (d)(4.3.2)( B) above: (i) Engine cooling system input components (section (g)(1)) (ii) “Other emission control systems” (section (g) (4)) (iii) Comprehensive component input components that require extended monitoring evaluation (section (g)(3)) (e.g., stuck fuel level sensor rationality) (iv) Comprehensive component input component temper ature sensor rationality monitors (section (g)(3)) (e.g., intake air temperature sensor, ambient temperature sensor, fuel temperature sensor ) (v) PM filter frequent regeneration (section (e)(8. 2.2)) (G) For monitors of the following components or oth er emission controls that experience infrequent regeneration events, the manufacturer may request Executive Officer approval to use alternate or addi tional criteria to that set forth in section (d)(4.3.2)(B) above fo r incrementing the denominator. Executive Officer approval of the proposed criteria shall be based on the effectiveness of the proposed criteria in measuring the frequency of monitor operation relative to the amount of vehicle operation the denominator(s) shall be incremented by one if and o nly if, in addition to meeting the requirements of section (d)(4.3.2)(B) o n the current driving20 cycle, at least 750 minutes of cumulative engine ru n time have occurred

since the last time the denominator was incremented . The 750-minute engine run time counter shall be reset to zero and begin counting again

after the denominator has been incremented and no l ater than the start of the next ignition cycle : (i) Oxidation Diesel NMHC converting catalyst (section (e)(5)) (ii) Particulate matter filters (section s (e)(8 .2.1 ) , (8.2.4), and (8.2.5) ) (H) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors shall be incremented if and only if a regeneration event is commanded for a time gre ater than or equal to

10 seconds: (i) PM filter incomplete regeneration (section (e)( 8.2.3)) (ii) PM filter active/intrusive injection (section (e)(8.2.6)) (H) (I) For hybrid vehicles, vehicles that employ alternate engine start hardware or strategies (e.g., integrated starter an d generators), or alternate fuel vehicles (e.g., dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request Executive Officer appr oval to use alternate criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. In general, the Executive Officer sha ll not approve alternate criteria for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Executive Officer approval of the alternate criteria shall be based on the equivalence of the alternate criter ia to determine the amount of vehicle operation relative to the measure of conventional vehicle operation in accordance with the criteria i n section (d)(4.3.2)(B)

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

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

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

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

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

denominators within 10 seconds if a malfunction of any component used to determine if the criteria in sections (d)(4.3.2) (B) through (C) are21 satisfied (i.e., vehicle speed/calculated load, amb ient temperature, elevation, idle operation, engine cold start, or ti me of operation) has been

detected (i.e., a pending, confirmed, or MIL-on fault code h as been stored) and the corresponding pending fault code has b een stored

. Incrementing of all numerators and denominators sha ll resume within 10 seconds when the malfunction is no longer present ( e.g., pending code erased through self-clearing or by a scan tool comm and).
(5) Standardized tracking and reporting of monitor perf ormance

. (5.1) For monitors required to track and report in-use m onitor performance in section (d)(3.2), the performance data shall be tra cked and reported in accordance with the specifications in sections (d)( 4), (d)(5), and (h)(5.1). The OBD system shall separately report an in-use monito r performance numerator and denominator for each of the following components:
(5.1.1) For diesel engines, fuel system, NMHC catalyst bank 1, NMHC catalyst bank 2, NOx catalyst bank 1, NOx catalyst bank 2, e xhaust gas sensor bank 1, exhaust gas sensor bank 2, EGR/VVT system, PM filter, boost pressure control system, and NOx adsorber. The OBD system shall also report a general denominator and an ignition cycle counter in the standardized format specified in sections (d)(5.5), (d)(5.6), and (h)(5.1).
(5.1.2) For gasoline engines, catalyst bank 1, catalyst ba nk 2, primary oxygen sensor bank 1, primary oxygen sensor bank 2, secondary oxygen sensor evaporative leak detection system, EGR/VVT system, and secondary air system. The OBD system shall also report a general denominator and an ignition cycle counter in the standardized format s pecified in sections (d)(5.5), (d)(5.6), and (h)(5.1).
(5.2) Numerator
(5.2.1) The OBD system shall report a separate numerator f or each of the components listed in section (d)(5.1).
(5.2.2) For specific components or systems that have multi ple monitors that are required to be reported under section (e) (e.g., ex haust gas sensor bank 1 may have multiple monitors for sensor response or o ther sensor characteristics), the OBD system shall separately t rack numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more spe cific monitors have identical ratios, the corresponding numerator and d enominator for the specific monitor that has the highest denominator s hall be reported for the specific component.
(5.2.3) The numerator(s) shall be reported in accordance w ith the specifications in section (h)(5.1.2)(A).
(5.3) Denominator
(5.3.1) The OBD system shall report a separate denominator for each of the components listed in section (d)(5.1).
(5.3.2) The denominator(s) shall be reported in accordance with the specifications in section (h)(5.1.2)(A).
(5.4) Ratio
(5.4.1) For purposes of determining which corresponding nu merator and denominator to report as required in section (d)(5. 2.2), the ratio shall be22 calculated in accordance with the specifications in section (h)(5.1.2)(B).
(5.5) Ignition cycle counter
(5.5.1) Definition: (A) The ignition cycle counter is defined as a coun ter that indicates the number of ignition cycles a vehicle has experienced as defined in section (d)(5.5.2)(B). (B) The ignition cycle counter shall be reported in accordance with the specifications in section (h)(5.1.2)(A).
(5.5.2) Specifications for incrementing: (A) The ignition cycle counter, when incremented, s hall be incremented by an integer of one. The ignition cycle counter may not be incremented more than once per ignition cycle. (B) The ignition cycle counter shall be incremented within 10 seconds if and only if the engine exceeds an engine speed of 50 to 150 rpm bel ow the normal, warmed-up idle speed (as determined in the drive position for vehicles equipped with an automatic transmission) f or at least two seconds plus or minus one second. (C) The OBD system shall disable further incrementi ng of the ignition cycle counter within 10 seconds if a malfunction of any c omponent used to determine if the criteria in section (d)(5.5.2)(B) are satisfied (i.e., engine speed or time of operation) has been detected and t he corresponding pending fault code has been stored. The ignition c ycle counter may not be disabled from incrementing for any other conditi on. Incrementing of the ignition cycle counter shall resume within 10 s econds when the malfunction is no longer present (e.g., pending cod e erased through selfclearing or by a scan tool command).
(5.6) General Denominator
(5.6.1) Definition: (A) The general denominator is defined as a measure of the number of times a vehicle has been operated as defined in section ( d)(5.6.2)(B). (B) The general denominator shall be reported in ac cordance with the specifications in section (h)(5.1.2)(A).
(5.6.2) Specifications for incrementing: (A) The general denominator, when incremented, sha ll be incremented by an integer of one. The general denominator may not be incremented more than once per driving cycle. (B) The general denominator shall be incremented wi thin 10 seconds if and only if the criteria identified in section (d)(4.3. 2)(B) are satisfied on a single driving cycle. (C) The OBD system shall disable further incrementi ng of the general

denominator within 10 seconds if a malfunction of a ny component used to determine if the criteria in section (d)(4.3.2)(B) are satisfied (i.e., vehicle speed/load, ambient temperature, elevation, idle op eration, or time of operation) has been detected and the corresponding pending fault code has been stored. The general denominator may not b e disabled from incrementing for any other condition (e.g., the dis ablement criteria in sections (d)(4.5.1) and (d)(4.5.2) may not disable the general denominator). Incrementing of the general denomina tor shall resume23 within 10 seconds when the malfunction is no longer present (e.g., pending code erased through self-clearing or by a s can tool command).
(6) Malfunction Criteria Determination

. (6.1) In determining the malfunction criteria for diesel engine monitors in sections (e) and (g) that are required to indicate a malfunc tion before emissions exceed an emission threshold based on any applicabl e standard (e.g., 2.0 times any of the applicable standards), the manufac turer shall:
(6.1.1) Use the emission test cycle and standard (i.e., FT P or SET) determined by the manufacturer , through use of data and/or engineering analysis, to be more stringent (i.e., to result in higher emissi ons with the same level of monitored component malfunction) as the “applicable standard” . The manufacturer shall use data and/or engineering anal ysis to determine the test cycle and standard that is more stringent.
(6.1.2) Identify in the certification documentation requir ed under section (j), the test cycle and standard determined by the manufactu rer to be the

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

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

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

established deteriorated to the malfunction thresho ld. The adjusted emission value shall be used for purposes of determining whe ther or not the specified emission threshold is exceeded (e.g., a malfunction must be detected before the adjusted emission value exceeds 2.0 times any a pplicable standard).
(6.2.1) For purposes of section (d)(6.2), “regeneration” m eans an event during which emissions levels change while the emission co ntrol performance is being restored by design.
(6.2.2) For purposes of section (d)(6.2), “infrequent” mea ns having an expected frequency of less than once per FTP cycle.
(6.2.3) In lieu of using the procedure described in CFR ti tle 40, part 86.004-28(i), the manufacturer may submit an alternate plan to ca lculate the adjustment factors for determining the adjusted emi ssion values to the Executive Officer for review and approval. Executi ve Officer approval of the plan shall be conditioned upon the manufacturer providing data and/or engineering evaluation demonstrating the procedure is consistent with good engineering judgment in determining appropriat e modifications to the tailpipe certification adjustment factors.
(6.3) In lieu of meeting the malfunction criteria for ga soline engine monitors in sections (f) and (g), the manufacturer may request Executive Officer approval24 to utilize OBD systems certified to the requirement s of title 13, CCR section 1968.2 on medium-duty engines or vehicles. The Exe cutive Officer shall approve the request upon finding that the manufactu rer has used good engineering judgment in determining equivalent malf unction detection criteria on the heavy-duty engine.
(7) Implementation Schedule
(7.1) Except as specified in sections (d)(7.4) and (d)(7 .5) for small volume manufacturers and alternate-fueled engines, for the 2010 through 2012 model year engines:
(7.1.1) Full OBD. Except as specified in section (d)(7.1. 3) below, a manufacturer shall implement an OBD system meeting the requireme nts of section 1971.1 on one engine rating (i.e., the OBD parent r ating) within one of the manufacturer’s engine families. The OBD parent rat ing shall be from the manufacturer’s heavy-duty engine family with the hi ghest weighted sales number for the 2010 model year and shall be the eng ine rating with the highest weighted sales number within that engine fa mily.
(7.1.2) Extrapolated OBD. For all other engine ratings wi thin the engine family selected according to section (d)(7.1.1) (i.e., the OBD child ratings), except as specified in section (d)(7.1.3) below), a manufacturer shall implement an OBD system meeting the requirements of section 1971.1 with the exception that the OBD system is not requi red to detect a malfunction prior to exceeding the emission thresho lds specified in the malfunction criteria in sections (e) through (g). In lieu of detecting a malfunction prior to exceeding the emission thresho lds, a manufacturer shall submit a plan for Executive Officer review an d approval detailing the engineering evaluation the manufacturer will use to establish the malfunction criteria for the OBD child ratings. Th e Executive Officer shall approve the plan upon determining that the manufact urer is using good engineering judgment to establish the malfunction c riteria for robust detection of malfunctions, including consideration of differences of base engine, calibration, emission control components, a nd emission control strategies.
(7.1.3) For all engine ratings (i.e., OBD parent and OBD c hild ratings) within the engine family selected according to (d)(7.1.1): (A) The OBD system is exempt from having to comply with the standardization requirements set forth in the incor porated documents to this regulation (e.g., SAE J1939 defined format) wi thin the following

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

data available in a standardized format or in accor dance with SAE J1979/1939 specifications. (B) The OBD system shall meet the requirements of e ither sections (d)(2.2.1)25 and (2.3.1) or (d)(2.2.2) and (2.3.2) regardless of the communication protocol (e.g., standardized, proprietary) used by the OBD system.
(7.1.4) Engine Manufacturer Diagnostic (EMD) Systems. For all engine ratings in the manufacturer’s engine families not selected acc ording to section (d)(7.1.1), a manufacturer shall: (A) Implement an EMD system meeting the requirement s of title 13, CCR section 1971 in lieu of meeting the requirements of section 1971.1; and (B) Monitor the NOx aftertreatment (i.e., catalyst, adsorber) on engines soequipped. A malfunction shall be detected if: (i) The NOx aftertreatment system has no detectable amount of NOx aftertreatment capability (i.e., NOx catalyst conve rsion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assembly is replaced w ith a straight pipe.
(7.2) Except as specified in section (d)(7.5) for altern ate-fueled engines, for the 2013 through 2015 model year engines:
(7.2.1) A manufacturer shall be required to define one or more OBD groups to cover all engine ratings in all engine families.
(7.2.2) Full OBD. A manufacturer shall implement an OBD s ystem meeting the requirements of section 1971.1: (A) On all engine ratings (i.e., OBD parent and OBD child ratings) within the engine family selected according to section (d)(7.1 .1); and (B) On one engine rating (i.e., OBD parent rating) within each of the manufacturer’s OBD groups. The OBD parent rating s hall be the engine rating with the highest weighted sales number for t he 2013 model year within each OBD group.
(7.2.3) Extrapolated OBD. For all engine ratings not subj ect to section (d)(7.2.2) (i.e., OBD child ratings), a manufacturer shall imp lement an OBD system meeting the requirements of section 1971.1 with the exception that the OBD system is not required to detect a malfunction prior to exceeding the emission thresholds specified in the malfunction cr iteria in sections (e) through (g). In lieu of detecting a malfunction pr ior to exceeding the emission thresholds, a manufacturer shall submit a plan for Executive Officer review and approval detailing the engineeri ng evaluation the

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

establish the malfunction criteria for robust detec tion of malfunctions, including consideration of differences of base engi ne, calibration, emission control components, and emission control s trategies.
(7.3) Except as specified in section (d)(7.5) for altern ate-fueled engines, for the 2016 and subsequent model year engines:
(7.3.1) A manufacturer shall implement an OBD system meeti ng the requirements of section 1971.1 on all engine rating s in all engine families.
(7.4) Small volume manufacturers shall be exempt from th e requirements of section 1971.1 for 2010 through 2012 model year eng ines. For purposes of this requirement, a small volume manufacturer is de fined as a manufacturer26 with projected engine sales for California heavy-du ty vehicles of less than 1200 engines per year for the 2010 model year.
(7.5) For alternate-fueled engines:
(7.5.1) For 2010 through 2012 model year engines, a manufa cturer shall be exempt from the requirements of section 1971.1.
(7.5.2) For 2013 through 2019 model year engines, the manu facturer shall: (A) Implement an EMD system meeting the requirement s of title 13, CCR section 1971 in lieu of meeting the requirements of section 1971.1; and (B) Monitor the NOx aftertreatment (i.e., catalyst, adsorber) on engines soequipped. A malfunction shall be detected if: (i) The NOx aftertreatment system has no detectable amount of NOx aftertreatment capability (i.e., NOx catalyst conve rsion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assembly is replaced w ith a straight pipe.
(7.5.3) For 2020 and subsequent model year engines, a manu facturer shall implement an OBD system meeting the requirements of section 1971.1.

(e) MONITORING REQUIREMENTS FOR DIESEL/COMPRESSION-IGNI TION

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

reached its control limits such that the commanded fuel system pressure

cannot be delivered.
(1.2.2) Injection quantity: The OBD system shall detect a malfunction of the fuel injection system when the system is unable to deliv er the commanded quantity of fuel necessary to maintain an engine’s NMHC, CO, and NOx emissions at or below 2.0 times the applicable stan dards or the engine’s PM emissions at or below the applicable standard pl us 0.02 g/bhp-hr. For engines in which no failure or deterioration of the fuel injection quantity could result in an engine’s emissions exceeding the se emission levels, the27 OBD system shall detect a malfunction when the syst em has reached its control limits such that the commanded fuel quantit y cannot be delivered.
(1.2.3) Injection Timing: The OBD system shall detect a ma lfunction of the fuel injection system when the system is unable to deliv er fuel at the proper crank angle/timing (e.g., injection timing too adva nced or too retarded) necessary to maintain an engine’s NMHC, CO, and NOx emissions at or below 2.0 times the applicable standards or the eng ine’s PM emissions at or below the applicable standard plus 0.02 g/bhp-hr . For engines in which no failure or deterioration of the fuel injection t iming could result in an engine’s emissions exceeding these emission levels, the OBD system shall detect a malfunction when the system has reac hed its control limits such that the commanded fuel injection timing canno t be achieved.
(1.2.4) Feedback control: Except as provided for in sectio n (e)(1.2.5), if the engine is equipped with feedback or feed-forward control of the fuel system (e.g., feedback control of pressure or pilot injection quantity), the OBD system shall detect a malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer

or reached its maximum authority and cannot achieve the target

. (1.2.5) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(1.2.4)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(1.2.6) In lieu of detecting the malfunctions specified in sections (e)(1.2.4)(A) and (B) with a fuel system-specific monitor, the OBD sy stem may monitor the individual parameters or components that are used a s inputs for fuel system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (e)(1.2.4)(A) an d (B).
(1.2.7) For purposes of determining the fuel system malfun ction criteria in sections (e)(1.2.1) through (1.2.3): (A) For 2010 through 2012 model year engines, the m alfunction criteria shall be established by using a fault that affects either a single injector or all injectors equally. (B) For 2013 and subsequent model year engines, for section (e)(1.2.1), the malfunction criteria shall be established by using a fault that affects all injectors equally. Additionally, for systems that have single component failures which could affect a single injector (e.g. , systems that build injection pressure within the injector that could h ave a single component pressure fault caused by the injector itself), the malfunction criteria shall also be established by using a fault that affects a single injector.28 (C) For 2013 and subsequent model year engines, for sections (e)(1.2.2) through (1.2.3), the malfunction criteria shall be established by both (1) a fault that affects all the injectors equally and (2 ) a fault that affects only one injector.
(1.3) Monitoring Conditions:
(1.3.1) Except as provided in sections (e)(1.3.2) and (e)(1 .3.4), T t he OBD system shall monitor continuously for malfunctions identif ied in sections (e)(1.2.1) and (e)(1.2.4) (i.e., fuel pressure control and fee dback operation).
(1.3.2) For fuel systems that achieve injection fuel press ure within the injector or increase pressure within the injector (e.g. in the injector of an amplified common rail system), manufacturers may request Exec utive Officer approval to define the monitoring conditions for ma lfunctions identified in sections (e)(1.2.1) in accordance with sections (d) (3.1) and (d)(3.2) (i.e., minimum ratio requirements). The Executive Officer shall approve the monitoring conditions upon the manufacturer submitt ing data and/or analysis identifying all possible failure modes and the effect each has (e.g., failure modes and effects analysis) on fuel pressure across the entire range of engine operating conditions, and up on the Executive Officer determining based on the data and/or analys is that the monitoring

conditions allow for robust detection of all causes of fuel pressure

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

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

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

necessary. (1.4) MIL Illumination and Fault Code Storage:
(1.4.1) General requirements for MIL illumination and fault code storage are set forth in section (d)(2).
(1.4.2) Additionally, for malfunctions identified in secti on (e)(1.2.1) (i.e., fuel pressure control) on all 2013 and subsequent model year vehicles: (A) A pending fault code shall be stored immediatel y upon the fuel system exceeding the malfunction criteria established purs uant to section (e)(1.2.1). (B) Except as provided below, if a pending fault co de is stored, the OBD system shall immediately illuminate the MIL and sto re a confirmed/MIL-on29 fault code if a malfunction is again detected durin g either of the following two events: (a) the driving cycle immediately follo wing the storage of the pending fault code, regardless of the conditions en countered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the p ending fault code was

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

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

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

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

(2) MISFIRE MONITORING
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfir e causing excess emissions. The OBD system shall be capable of detec ting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, the OBD system shall also identify the specific misfiring cylinder.
(2.1.2) If more than one cylinder is continuously misfirin g, a separate fault code shall be stored indicating that multiple cylinders are misfiring. When identifying multiple cylinder misfire, the manufact urer OBD system is not30 required to also identify each of the continuously misfiring cylinders individually through separate fault codes.
(2.2) Malfunction Criteria:
(2.2.1) The OBD system shall detect a misfire malfunction when one or more cylinders are continuously misfiring.
(2.2.2) Additionally, for 2013 and subsequent model year e ngines equipped with sensors that can detect combustion or combustion qu ality (e.g., for use in homogeneous charge compression ignition (HCCI) cont rol systems), the OBD system shall detect a misfire malfunction causi ng the engine’s NMHC, CO, or NOx emissions to exceed 2.0 times the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. (A) Manufacturers shall determine the percentage of misfire evaluated in 1000 revolution increments that would cause NMHC, C O, or NOx emissions from an emission durability demonstration engine to exceed 2.0 times any of the applicable standards or PM emissio ns to exceed the applicable standard plus 0.02 g/bhp-hr if the perce ntage of misfire were present from the beginning of the test. To establi sh this percentage of misfire, the manufacturer shall utilize misfire eve nts occurring at equally spaced, complete engine cycle intervals, across ran domly selected cylinders throughout each 1000-revolution increment . If this percentage of misfire is determined to be lower than one perce nt, the manufacturer may set the malfunction criteria at one percent. (B) Subject to Executive Officer approval, a manufa cturer may employ other

revolution increments. The Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire.
(2.2.3) A malfunction shall be detected if the percentage of misfire established in section (e)(2.2.2)(A) is exceeded regardless of the pattern of misfire events (e.g., random, equally spaced, continuous).
(2.2.4) For multiple cylinder misfire situations that resu lt in a misfire rate greater than or equal to 50 percent, the OBD system shall o nly be required to

detect a misfire malfunction for situations that ar e caused by a single component failure.
(2.3) Monitoring Conditions:
(2.3.1) The OBD system shall monitor for misfire during en gine idle conditions at least once per driving cycle in which the monitorin g conditions for misfire are met. A manufacturer shall submit monitoring co nditions to the Executive Officer for approval. The Executive Offi cer shall approve manufacturer-defined monitoring conditions that are determined (based on manufacturer-submitted data and/or other enginee ring documentation) to: (i) be technically necessary to ensure robust d etection of malfunctions (e.g., avoid false passes and false detection of ma lfunctions), (ii) require no more than 1000 cumulative engine revolutions, an d (iii) do not require any single continuous idle operation of more than 1 5 seconds to make a determination that a malfunction is present (e.g., a decision can be made with data gathered during several idle operations o f 15 seconds or less);31 or satisfy the requirements of (d)(3.1) with altern ative engine operating

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

timeliness in detection of malfunctions.
(2.3.3) Additionally, for 2013 and subsequent model year e ngines equipped with sensors that can detect combustion or combustion qu ality: (A) The OBD system shall continuously monitor for m isfire under all positive torque engine speeds and load conditions. (B) If a monitoring system cannot detect all misfir e patterns under all required engine speed and load conditions as required in sec tion (e)(2.3. 2 3 )(A), the manufacturer may request Executive Officer appr oval to accept the monitoring system. In evaluating the manufacturer’ s request, the Executive Officer shall consider the following fact ors: the magnitude of the region(s) in which misfire detection is limited, th e degree to which misfire detection is limited in the region(s) (i.e., the pr obability of detection of misfire events), the frequency with which said regi on(s) are expected to be encountered in-use, the type of misfire patterns fo r which misfire detection is troublesome, and demonstration that the monitori ng technology employed is not inherently incapable of detecting m isfire under required conditions (i.e., compliance can be achieved on oth er engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, s ingle cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(2.4) MIL Illumination and Fault Code Storage:
(2.4.1) General requirements for MIL illumination and fau lt code storage are set forth in section (d)(2).
(2.4.2) Additionally, for 2013 and subsequent model year e ngines equipped with sensors that can detect combustion or combustion qu ality: (A) Upon detection of the percentage of misfire spe cified in section (e)(2.2.2)(A), the following criteria shall apply f or MIL illumination and fault code storage: (i) A pending fault code shall be stored no later t han after the fourth exceedance of the percentage of misfire specified i n section (e)(2.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD sys tem shall illuminate the

MIL and store a confirmed/MIL-on fault code within 10 seconds if the percentage of misfire specified in section (e)(2.2. 2) is again exceeded four times during: (a) the driving cycle immediatel y following the storage of the pending fault code, regardless of th e conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the e ngine conditions that occurred when the pending fault code was stored are encountered.32 (iii) The pending fault code may be erased at the e nd of the next driving cycle in which similar conditions to the engine con ditions that occurred when the pending fault code was stored have been en countered without an exceedance of the specified percentage o f misfire. The pending code may also be erased if similar conditio ns are not encountered during the next 80 driving cycles immed iately following

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

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

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

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

misfire.

(3) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING
(3.1) Requirement:
(3.1.1) The OBD system shall monitor the EGR system on engi nes so-equipped for low flow rate, high flow rate, and slow respons e malfunctions. For engines equipped with EGR coolers (e.g., heat excha ngers), the OBD system shall monitor the cooler system for insufficient cooling malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system sh all be monitored in accordance with the comprehensive component require ments in section (g)(3).
(3.1.2) For engines with other charge control strategies t hat affect EGR flow (e.g., systems that modify EGR flow to achieve a desired f resh air flow rate instead of a desired EGR flow rate), the manufactur er shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for EGR systems under section (e)(3).
(3.2) Malfunction Criteria:
(3.2.1) Low Flow: The OBD system shall detect a malfunctio n of the EGR system prior to a decrease from the manufacturer's specifi ed EGR flow rate that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.033 times any of the applicable standards or the engine ’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the EGR system that causes a decrease in flow could result in an engine’s emissions exceedin g these levels, the OBD system shall detect a malfunction when either the EGR system has

reached its control limits such that it cannot incr ease EGR flow to achieve

the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has no detectable amount of EGR flow when EGR flow is expected

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

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

control limits such that it cannot reduce EGR flow to achieve the

commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when lit tle or no EGR flow is expected

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

decrease in flow

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

across the valve via intake throttle or exhaust bac kpressure), the OBD system shall detect a malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or34 (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer

or reached its maximum authority and cannot achieve the target

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

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

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

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

the method used to determine the malfunction criter ia of section (e)(3.2.5).35

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

identified in section s (e)(3.2.5) and (e)(3.2.6) (i.e., cooler performance and EGR catalyst performance ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For p urposes of tracking and reporting as required in section (d)(3.2.1), all mo nitors used to detect malfunctions identified in section (e)(3.2.5) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(3.3.4) Manufacturers may request Executive Officer approv al to temporarily

disable the EGR system check continuous monitoring, under specific

conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false in dications of

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

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

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

(4) BOOST PRESSURE CONTROL SYSTEM MONITORING
(4.1) Requirement:
(4.1.1) The OBD system shall monitor the boost pressure co ntrol system (e.g., turbocharger) on engines so-equipped for under and over boost

malfunctions and slow response malfunctions

. For engines equipped with variable geometry turbochargers (VGT), the OBD syst em shall monitor the

VGT system for slow response malfu nctions. For engines equipped with charge air cooler systems, the OBD system shall mon itor the charge air cooler system for cooling system performance malfun ctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the boost pressure control system shall be monitored in36 accordance with the comprehensive component require ments in section (g)(3).
(4.1.2) For engines with other charge control strategies th at affect boost pressure (e.g., systems that modify boost pressure to achiev e a desired air-fuel ratio instead of a desired boost pressure), the man ufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for boost pressure control systems under s ection (e)(4).
(4.2) Malfunction Criteria:
(4.2.1) Underboost: The OBD system shall detect a malfunct ion of the boost pressure control system prior to a decrease from th e manufacturer's

commanded or expected boost pressure that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the boost pressure control system that causes a decrease in boost could result in an engine’s emissions exce eding these levels, the OBD system shall detect a malfunction when either the boost system has

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

. (4.2.2) Overboost: The OBD system shall detect a malfuncti on of the boost pressure control system prior to an increase from t he manufacturer's

commanded or expected boost pressure that would cause an engine's NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed th e applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the boost pressure control system that causes an increase in boost could result in an engine’s emissions exce eding these levels, the OBD system shall detect a malfunction when either the boost system has

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

. (4.2.3) VGT s S low response: (A) For 2010 through 2012 model year engines equipp ed with variable geometry turbochargers (VGT), T t he OBD system shall detect a malfunction prior to any failure or deterioration i n the capability of the VGT system to achieve the commanded turbocharger geomet ry within a manufacturer-specified time that would cause an eng ine's NMHC, CO, or NOx emissions to exceed 2.0 times any of the applic able standards or the engine’s PM emissions to exceed the applicable stan dard plus 0.02 g/bhp-hr. For engines in which no failure or deter ioration of the VGT system response could result in an engine’s emissio ns exceeding these levels, the OBD system shall detect a malfunction o f the VGT system37 when proper functional no detectable response of the system to computer a change in command s ed turbocharger geometry does not occur s

. (B) For 2013 and subsequent model year engines, the OBD system shall detect a malfunction prior to any failure or deteri oration in the boost pressure control system response (e.g., capability to achieve the commanded or expected boost pressure within a manuf acturer-specified time) that would cause an engine's NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0. 02 g/bhp-hr. For engines in which no failure or deterioration of the boost system response could result in an engine’s emissions exceeding the se levels, the OBD system shall detect a malfunction of the boost syst em when no detectable response to a commanded or expected change in boost pressure occurs. (4.2.4) Charge Air Undercooling: The OBD system shall dete ct a malfunction of the charge air cooling system prior to a decrease f rom the manufacturer's specified cooling rate that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed the applicable stan dard plus 0.02 g/bhp-hr. For engines in which no failure or deter ioration of the charge air cooling system that causes a decrease in cooling pe rformance could result in an engine’s emissions exceeding these lev els, the OBD system shall detect a malfunction when the system has no d etectable amount of charge air cooling.
(4.2.5) Feedback control: Except as provided for in sectio n (e)(4.2.6), if the engine is equipped with feedback or feed-forward control of the boost pressure system (e.g., control of VGT variable geometry turbocharger position, turbine speed, manifold pressure) the OBD system shall detect a

malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer

or reached its maximum authority and cannot achieve the target

. (4.2.6) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(4.2.5)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(4.2.7) In lieu of detecting the malfunctions specified in sections (e)(4.2.5)(A) and (B) with a boost pressure system-specific monitor, the OBD system may monitor the individual parameters or components tha t are used as inputs for boost pressure system feedback control provided that the monitors38 detect all malfunctions that meet the criteria in s ections (e)(4.2.5)(A) and (B).
(4.2.8) For purposes of determining the charge air cooling performance malfunction criteria in section (e)(4.2.4) for char ge air cooling systems that consist of more than one cooler (e.g., a pre-cooler and a main cooler, two or more coolers in series), the manufacturer shall submit a charge air cooling system aging and monitoring plan to the Exe cutive Officer for review and approval. The plan shall include the de scription and location of each component, the monitoring strategy for each component and combination of components, and the method for deter mining the malfunction criteria of section (e)(4.2.4) includin g the deterioration/aging process. Executive Officer approval of the plan sh all be based on the representativeness of the aging to real world charg e air cooling system component deterioration under normal and malfunctio ning engine operating conditions and the effectiveness of the m ethod used to determine the malfunction criteria of section (e)(4 .2.4).
(4.3) Monitoring Conditions:
(4.3.1) Except as provided in section (e)(4.3.4), T t he OBD system shall monitor continuously for malfunctions identified in section s (e)(4.2.1), (4.2.2), and (4.2.5) (i.e., over and under boost, feedback contr ol).
(4.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(4.2.3) (i.e., VGT slow response) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every tim e the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors use d to detect malfunctions identified in section (e)(4.2.3) shall be tracked s eparately but reported as a single set of values as specified in section (d)( 5.2.2).
(4.3.3) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(4.2.4) (i.e., charge air cooler performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and reporti ng as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (e)(4.2.4) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(4.3.4) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

ensure robust detection of malfunctions and to avoi d false passes and false indications of malfunctions (e.g., disable mo nitoring of underboost when commanded or expected boost pressure is very l ow). The Executive Officer shall approve the request upon de termining that the manufacturer has submitted data and/or an engineeri ng evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disableme nt interval is limited only to that which is technically necessary.
(4.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).39

(5) NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST

MONITORING
(5.1) Requirement: The OBD system shall monitor the NMHC converting catalyst(s) for proper NMHC conversion capability. For engines equipped with catalyzed PM filters that convert NMHC emissio ns, the catalyst function

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

converts NMHC shall be monitored either individuall y or in combination

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

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

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

NO 2 concentration upstream of an SCR system), the OBD system shall detect a malfunction when the catalyst is unable to generate the necessary feedgas constituents for proper SCR syste m operation. (C) For catalysts located downstream of a PM filte r and used to convert NMHC emissions during PM filter regeneration, the O BD system shall detect a malfunction when the catalyst has no detec table amount of NMHC conversion capability. (D) For catalysts located downstream of an SCR syst em (e.g., to prevent ammonia slip), the OBD system shall detect a malfun ction when the catalyst has no detectable amount of NMHC, CO, NOx, or PM conversion capability. Monitoring of the catalyst is not requ ired if there is no measurable emission impact on the criteria pollutan ts (i.e., NMHC, CO,40 NOx, and PM) during any reasonable driving conditio n where the catalyst is most likely to affect criteria pollutants (e.g., during conditions most likely to result in ammonia generation or excessive reduct ant delivery).
(5.2.4) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfun ction criteria in sections (e)(5.2.2) and (5.2.3) for individually monitored c atalysts, the manufacturer shall use a catalyst deteriorated to the malfunctio n criteria using methods established by the manufacturer to represent real w orld catalyst deterioration under normal and malfunctioning engin e operating

conditions. If the catalyst system contains catalysts in para llel (e.g., a two bank exhaust system where each bank has its own cat alyst), the

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

deteriorated. (B) For purposes of determining the catalyst malfun ction criteria in sections (e)(5.2.2) and (5.2.3) for catalysts monitored in c ombination with others, the manufacturer shall submit a catalyst system agi ng and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and loca tion of each component, the monitoring strategy for each compone nt and/or combination of components, and the method for deter mining the malfunction criteria of sections (e)(5.2.2) and (5. 2.3) including the deterioration/aging process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where eac h bank has its own catalyst), the malfunction criteria shall be determ ined with the “parallel” catalysts equally deteriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component deterioration under normal and mal functioning engine operating conditions, the effectiveness of the meth od used to determine the malfunction criteria of section (e)(5.2), the a bility of the component monitor(s) to pinpoint the likely area of malfuncti on and ensure the correct components are repaired/replaced in-use, and the ab ility of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in sections (e)(5.2.2) and (5.2.3).
(5.3) Monitoring Conditions:
(5.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in sections (e)(5.2.2) and (5.2.3) in a ccordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.1), all monitors used to detect malfunctions identified in sections (e)(5 .2.2) and (5.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(5.4) MIL Illumination and Fault Code Storage:
(5.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(5.4.2) The monitoring method for the catalyst(s) shall be capable of detecting all instances, except diagnostic self-clearing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram approaches are not accept able).41

(6) OXIDES OF NITROGEN (NOx) CONVERTING CATALYST MONITO RING
(6.1) Requirement: The OBD system shall monitor the NOx converting catalyst(s) for proper conversion capability. For engines equi pped with selective catalytic reduction (SCR) systems or other catalyst systems that utilize an active/intrusive reductant injection (e.g., active lean NOx catalysts utilizing diesel fuel injection), the OBD system shall monito r the SCR or active/intrusive reductant injection system for pro per performance. The individual electronic components (e.g., actuators, valves, sensors, heaters, pumps) in the SCR or active/intrusive reductant inj ection system shall be monitored in accordance with the comprehensive comp onent requirements in section (g)(3).
(6.2) Malfunction Criteria: For purposes of section (e)( 6), each catalyst in a series configuration that converts NOx shall be monitored either individ ually or in

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

more than 0. 3 4 g/bhp-hr (e.g., cause emissions to exceed 0. 5 6 g/bhphr if the emission standard is 0.2 g/bhp-hr) as mea sured from an applicable cycle emission test (i.e., FTP or SET). (ii) If no failure or deterioration of the catalyst NOx conversion capability could result in an engine’s NOx emissions exceeding any of the applicable standards by more than 0. 3 4 g/bhp-hr, the OBD system shall detect a malfunction when the catalyst has no detectable amount of NOx conversion capability. (B) For 2013 and subsequent model year engines: (i) The OBD system shall detect a catalyst malfunct ion when the catalyst conversion capability decreases to the point that w ould cause an engine's NOx emissions to exceed any of the applicable NOx

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

NMHC standard

. (ii) If no failure or deterioration of the catalyst system NOx conversion capability could result in an engine’s NOx or NMHC emissions exceeding any of the applicable standards by mo re than 0.2 g/bhp

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

amount of NOx or NMHC conversion capability.
(6.2.2) Selective Catalytic Reduction (SCR) or Other Activ e/Intrusive Reductant Injection System Performance: (A) Reductant Delivery Performance: (i) For 2010 through 2012 model year engines, the OBD system shall detect a malfunction prior to any failure or deteri oration of the system to properly regulate reductant delivery (e.g., urea injection, separate42 injector fuel injection, post injection of fuel, ai r assisted injection/mixing) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0. 3 4 g/bhp-hr (e.g., cause emissions to exceed 0. 5 6 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET). If no failure or deterioration of the SCR system could result in an engine’s NOx emission s exceeding any of the applicable standards by more than 0. 3 4 g/bhp-hr, the OBD system shall detect a malfunction when the system h as reached its control limits such that it is no longer able to de liver the desired quantity of reductant. (ii) For 2013 and subsequent model year engines, th e OBD system shall detect a system malfunction prior to any failure or deterioration of the system to properly regulate reductant delivery (e.g ., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine’s NOx emissions to

exceed any of the applicable NOx standard s by more than 0.2 g/bhphr (e.g., cause emissions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC stan dard . If no failure or deterioration of the SCR system could result in an engine’s NOx or NMHC emissions exceeding the applicable standards by more than 0.2 g/bhp

- hr

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

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

. (E) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(6.2.2)(D)(iii) during conditions that a manufac turer cannot robustly43 distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up. (F) In lieu of detecting the malfunctions specified in sections (e)(6.2.2)(D)(i) and (ii) with a reductant injection system-specific monitor, the OBD system may monitor the individual parameters or components that are used as inputs for reductant injection feedback control pro vided that the monitors

detect all malfunctions that meet the criteria in s ections (e)(6.2.2)(D)(i) and (ii).
(6.2.3) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfun ction criteria in section (e)(6.2.1) for individually monitored catalysts, th e manufacturer shall use a catalyst deteriorated to the malfunction criteria u sing methods established by the manufacturer to represent real world catalys t deterioration under normal and malfunctioning engine operating conditio ns. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunct ion criteria shall be determined with the “parallel” catalysts equally de teriorated. (B) For purposes of determining the catalyst malfun ction criteria in section (e)(6.2.1) for catalysts monitored in combination w ith others, the manufacturer shall submit a catalyst system aging a nd monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and location of each component, the monitoring strategy for each component and/or c ombination of components, and the method for determining the malf unction criteria of section (e)(6.2.1) including the deterioration/agin g process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunct ion criteria shall be determined with the “parallel” catalysts equally de teriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component d eterioration under normal and malfunctioning engine operating conditio ns, the effectiveness

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

identified in section s (e)(6.2.1) and (e)(6.2.2)(C) (i.e., catalyst efficiency

, improper reductant ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of track ing and reporting as required in section (d)(3.2.1), all monitors used t o detect malfunctions44 identified in section (e)(6.2.1) shall be tracked s eparately but reported as a single set of values as specified in section (d)( 5.2.2).
(6.3.2) Except as provided in section (e)(6.3.3), T t he OBD system shall monitor continuously for malfunctions identified in section s (e)(6.2.2) (A), (B), and (D) (e.g., SCR performance , insufficient reductant, feedback control ).
(6.3.3) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

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

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

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

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

(7) NOx ADSORBER MONITORING
(7.1) Requirement: The OBD system shall monitor the NOx adsorber (s) on engines so-equipped for proper performance. For engines eq uipped with active/intrusive injection (e.g., in-exhaust fuel a nd/or air injection) to achieve desorption of the NOx adsorber (s) , the OBD system shall monitor the active/intrusive injection system for proper perfor mance. The individual electronic components (e.g., injectors, valves, sen sors) that are used in the45 active/intrusive injection system shall be monitore d in accordance with the comprehensive component requirements in section (g) (3).
(7.2) Malfunction Criteria:
(7.2.1) NOx adsorber capability: (A) For 2010 through 2012 model year engines, the O BD system shall detect a NOx adsorber system malfunction when the NOx adso rber system capability decreases to the point that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.3 g/bhp-hr (e.g., cause emissions to exceed 0.5 g/bhp -hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET). If no failure or deterior ation of the NOx adsorber
system capability could result in an engine’s NOx emission s exceeding any of the applicable standards by more than 0.3 g/ bhp-hr, the OBD system shall detect a malfunction when the system h as no detectable amount of NOx adsorber capability. (B) For 2013 and subsequent model year engines, the OBD system shall detect a NOx adsorber system malfunction when the N Ox adsorber capability decreases to the point that would cause an engine's NOx

emissions to exceed any of the applicable NOx standards by more than 0.2 g/bhp-hr (e.g., cause emissions to exceed 0.4 g /bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET) or 2.0 times the applicable NMHC standard . If no failure or deterioration of the NOx adsorber capabi lity could result in an engine’s NOx

or NMHC emissions exceeding the applicable malfunction

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

- hr

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

adsorber.
(7.2.3) Feedback control: Except as provided for in sectio n (e)(7.2.4), if the engine is equipped with feedback or feed-forward control of the NOx adsorber or active/intrusive injection system (e.g. , feedback control of injection quantity, time), the OBD system shall det ect a malfunction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer

or reached its maximum authority and cannot achieve the target

. (7.2.4) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(7.2.3)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the46 manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(7.2.5) In lieu of detecting the malfunctions specified in sections (e)(7.2.3)(A) and (B) with a NOx adsorber-specific monitor, the OBD s ystem may monitor the individual parameters or components that are us ed as inputs for NOx adsorber or active/intrusive injection system feedb ack control provided

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

method used to determine the malfunction criteria o f section (e)(7.2.1), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are r epaired/replaced inuse, and the ability of the component monitor(s) to accurately verify that each NOx adsorber system component is functioning a s designed and as required in section (e)(7.2.1).
(7.3) Monitoring Conditions:
(7.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in sections (e)(7.2.1) (i.e., adsorber c apability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in s ection (d)(3.2.1), all

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

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

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

necessary.47

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

(8) PARTICULATE MATTER (PM) FILTER MONITORING
(8.1) Requirement: The OBD system shall monitor the PM f ilter on engines soequipped for proper performance. For engines equip ped with active regeneration systems that utilize an active/intrusi ve injection (e.g., in-exhaust fuel injection, in-exhaust fuel/air burner), the OB D system shall monitor the active/intrusive injection system for proper perfor mance. The individual electronic components (e.g., injectors, valves, sen sors) that are used in the active/intrusive injection system shall be monitore d in accordance with the comprehensive component requirements in section (g) (3).
(8.2) Malfunction Criteria:
(8.2.1) Filtering Performance: (A) Except as specified in section (e)(8.2.1.)(B) below , f F or 2010 through

201 5 2012 model year engines, the OBD system shall detect a malfunction prior to a decrease in the filtering ca pability of the PM filter (e.g., cracking) that would cause an engine's PM em issions to exceed either of the following thresholds, whichever is hi gher: 0.07 g/bhp-hr as measured from an applicable emission test cycle (i. e., FTP or SET); or the applicable standard plus 0.06 g/bhp-hr (e.g., 0.07 g/bhp-hr if the emission standard is 0.01 g/bhp-hr). If no failure or deter ioration of the PM filtering performance could result in an engine’s PM emission s exceeding these levels, the OBD system shall detect a malfunction w hen no detectable amount of PM filtering occurs. (B) Except as specified in section (e)(8.2.1.)(C) b elow, for 2013 through 2015 model year engines, the OBD system shall detect a malfunction prior to a decrease in the filtering capability of the PM filt er (e.g., cracking) that would cause an engine's PM emissions to exceed eith er of the following thresholds, whichever is higher: 0.05 g/bhp-hr as m easured from an applicable emission test cycle (i.e., FTP or SET); or the applicable standard plus 0.04 g/bhp-hr (e.g., 0.05 g/bhp-hr if the emission standard is 0.01 g/bhp-hr). If no failure or deterioration of the PM filtering performance could result in an engine’s PM emission s exceeding these levels, the OBD system shall detect a malfunction w hen no detectable amount of PM filtering occurs. (B) (C) For 2013 through 2015 model year engines subject to (d)(7.2.2)(A) and for all 2016 and subsequent model year engines, the OBD system shall detect a malfunction prior to a decrease in t he filtering capability of the PM filter that would cause an engine's PM emiss ions to exceed either of the following thresholds, whichever is higher: 0 .03 g/bhp-hr as measured from an applicable emission test cycle (i. e., FTP or SET); or the applicable standard plus 0.02 g/bhp-hr (e.g., 0.03 g/bhp-hr if the emission standard is 0.01 g/bhp-hr). If no failure or deter ioration of the PM filtering performance could result in an engine’s PM emission s exceeding these levels, the OBD system shall detect a malfunction w hen no detectable amount of PM filtering occurs.48

(8.2.2) Frequent Regeneration: The OBD system shall detect a malfunction when the PM filter regeneration occurs more frequen cy tly increases from than (i.e., occurs more often than) the manufacturer’s s pecified regeneration frequency to a level such that it would cause an en gine's NMHC

emissions to exceed the following: (A) For 2010 through 2012 model year engines, 2.0 times the applicable

NMHC standards

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

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

above , the OBD system shall detect a malfunction when th e PM filter regeneration frequency exceeds the manufacturer’s s pecified design limits for allowable regeneration frequency.
(8.2.3) Incomplete regeneration: The OBD system shall dete ct a regeneration malfunction when the PM filter does not properly re generate under manufacturer-defined conditions where regeneration is designed to occur.
(8.2.4) NMHC conversion: For 2013 and subsequent model year engines, F f or catalyzed PM filters that convert NMHC emissions, t he OBD system shall monitor the catalyst function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to th e point that NMHC emissions exceed 2.0 times the applicable standards . If no failure or deterioration of the NMHC conversion capability cou ld result in an engine’s NMHC emissions exceeding 2.0 times the app licable standards, the OBD system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability.
(8.2.5) Missing substrate: The OBD system shall detect a m alfunction if either the PM filter substrate is completely destroyed, remove d, or missing, or if the PM filter assembly is replaced with a muffler or st raight pipe.
(8.2.6) Active/Intrusive Injection: For systems that utili ze active/intrusive injection (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve regeneration of the PM filter, the OBD s ystem shall detect a malfunction if any failure or deterioration of the injection system’s ability to properly regulate injection causes the system to be unable to achieve regeneration of the PM filter.
(8.2.7) Feedback Control: Except as provided for in sectio n (e)(8.2.8), if the engine is equipped with feedback or feed-forward control of the PM filter regeneration (e.g., feedback control of oxidation c atalyst inlet temperature, PM filter inlet or outlet temperature, in-cylinder or in-exhaust fuel injection), the OBD system shall detect a malf unction: (A) If the system fails to begin feedback control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or49 (C) If feedback the control system has used up all of the adjustment allowed by the manufacturer

or reached its maximum authority and cannot achieve the target

. (8.2.8) A manufacturer may request Executive Officer appro val to temporarily disable monitoring for the malfunction criteria spe cified in section (e)(8.2.7)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on an en gine with all emission controls working properly, routinely opera tes during these conditions with all of the adjustment allowed by th e manufacturer used up.
(8.2.9) In lieu of detecting the malfunctions specified in sections (e)(8.2.7)(A) and (B) with a PM filter-specific monitor, the OBD syst em may monitor the individual parameters or components that are used a s inputs for PM filter regeneration feedback control provided that the mon itors detect all malfunctions that meet the criteria in sections (e) (8.2.7)(A) and (B).
(8.3) Monitoring Conditions:
(8.3.1) Manufacturers shall define the monitoring condition s for malfunctions identified in sections (e)(8.2.1) through (8.2. 7 6 ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2). For purposes of tr acking and reporting as required in section (d)(3.2.1), all monitors used t o detect malfunctions identified in sections (e)(8.2.1) shall be tracked separately but reported as a single set of values as specified in section (d)( 5.2.2).
(8.3.2) Except as provided in section (e)(8.3.3), the OBD II system shall monitor continuously for malfunctions identified in section (e)(8.2.7) (i.e., PM filter feedback control).
(8.3.3) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

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

(9) EXHAUST GAS SENSOR MONITORING
(9.1) Requirement:
(9.1.1) The OBD system shall monitor all exhaust gas senso rs (e.g., oxygen, airfuel ratio, NOx) used for emission control system f eedback (e.g., EGR control/feedback, SCR control/feedback, NOx adsorbe r control/feedback)50 or as a monitoring device for proper output signal, activity, response rate, and any other parameter that can affect emissions.
(9.1.2) For engines equipped with heated exhaust gas senso rs, the OBD system shall monitor the heater for proper performance.
(9.2) Malfunction Criteria:
(9.2.1) Air-Fuel Ratio Sensors: (A) For sensors located upstream of the exhaust aftertreatment: (i) Sensor performance faults: The OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) that would cause an engine's NMHC , CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed any of the applicab le standards plus 0.02 g/bhp-hr. (ii) Circuit faults: The OBD system shall detect ma lfunctions of the sensor caused by either a lack of circuit continuity or ou t-of-range values. (iii) Feedback faults: The OBD system shall detect a malfunction of the

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

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

detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring). (B) For sensors located downstream of the exhaust aftertreatment: (i) Sensor performance faults: a. For 2010 through 2012 model year engines, the OB D system shall detect a malfunction prior to any failure or deteri oration of the sensor voltage, resistance, impedance, current, res ponse rate, amplitude, offset, or other characteristic(s) that would cause an engine's NMHC emissions to exceed 2.5 times any of the applicable standards, cause an engine's NOx emissio ns to exceed any of the applicable standards by more than 0.3 g/ bhp-hr (e.g., cause emissions to exceed 0.5 g/bhp-hr if the emiss ion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine’s PM emissio ns to exceed (whichever is higher): 0.05 g/bhp-hr as measured fr om an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.04 g/bhp-hr (e. g., cause emissions to exceed 0.05 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). b. For 2013 and subsequent model year engines, the OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, res ponse rate, amplitude, offset, or other characteristic(s) that would cause an51 engine's NMHC emissions to exceed 2.0 times any of the applicable standards, cause an engine's NOx emissio ns to exceed any of the applicable standards by more than 0.2 g/ bhp-hr (e.g., cause emissions to exceed 0.4 g/bhp-hr if the emiss ion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine's PM emissio ns to exceed (whichever is higher): 0.03 g/bhp-hr as measured fr om an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.02 g/bhp-hr (e. g., cause emissions to exceed 0.03 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). (ii) Circuit faults: The OBD system shall detect ma lfunctions of the sensor caused by either a lack of circuit continuity or ou t-of-range values. (iii) Feedback faults: The OBD system shall detect a malfunction of the

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

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

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

0. 3 4 g/bhp-hr (e.g., cause emissions to exceed 0. 5 6 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine's PM emissions to exceed (whichever is higher): 0.05 g/b hp-hr as measured from an applicable cycle emission test (i.e., FTP o r SET); or any of the applicable standards by more than 0.04 g/bhp-hr (e. g., cause emissions to exceed 0.05 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). (ii) For 2013 and subsequent model year engines, th e OBD system shall detect a malfunction prior to any failure or deteri oration of the sensor voltage, resistance, impedance, current, response r ate, amplitude, offset, or other characteristic(s) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.2 g/bhp-hr (e.g., cause emissions to exceed 0.4 g/bhp -hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test (i.e., FTP or SET), or cause an engin e's PM emissions to exceed (whichever is higher): 0.03 g/bhp-hr as meas ured from an52 applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.02 g/bhp-hr (e. g., cause emissions to exceed 0.03 g/bhp-hr if the emission s tandard is 0.01 g/bhp-hr). (B) Circuit faults: The OBD system shall detect mal functions of the sensor caused by either a lack of circuit continuity or ou t-of-range values. (C) Feedback faults: The OBD system shall detect a malfunction of the

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

feedback or feed-forward input (e.g., causes default or open-loop operation). (D) Monitoring capability: To the extent feasible, the OBD system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD system monit oring device (e.g., for catalyst, EGR, PM filter, SCR, or NOx adsorber monitoring).
(9.2.3) Other exhaust gas sensors: (A) For other exhaust gas sensors, the manufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for air-fuel ratio sensors

, and NOx sensors , and PM sensors under sections (e)(9.2.1) and (e)(9.2.2).
(9.2.4) Sensor Heaters: (A) The OBD system shall detect a malfunction of th e heater performance when the current or voltage drop in the heater circ uit is no longer within the manufacturer's specified limits for normal oper ation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance m alfunctions may be used upon the Executive Officer determining that th e manufacturer has submitted data and/or an engineering evaluation tha t demonstrate the monitoring reliability and timeliness to be equival ent to the stated criteria in section (e)(9.2.4)(A). (B) The OBD system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the comma nded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volt s (ground)).
(9.3) Monitoring Conditions:
(9.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (e)(9.2.1)(A)(i), (9.2.1)(B) (i), and (9.2.2)(A) (e.g., sensor performance faults) in accordance with secti ons (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For p urposes of tracking and reporting as required in section (d)(3.2.1), all mo nitors used to detect malfunctions identified in sections (e)(9.2.1)(A)(i ), (9.2.1)(B)(i), and (9.2.2)(A) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).53 (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (9.2.1)(A)(iv), (9.2.1)(B)(i v), and (9.2.2)(D) (e.g., monitoring capability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements) with the excepti on that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in se ction (d)(3.1.2). (C) Except as provided in section (e)(9.3.1)(D), mo nitoring for malfunctions identified in sections (e)(9.2.1)(A)(ii), (9.2.1)(A )(iii), (9.2.1)(B)(ii), (9.2.1)(B)(iii), (9.2.2)(B), and (9.2.2)(C) (i.e., circuit continuity

, and openloop malfunctions) shall be conducted continuously. (D) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an ex haust gas sensor malfunction cannot be distinguished from other effe cts (e.g., disable outof-range low monitoring during fuel cut conditions) . The Executive Officer shall approve the disablement upon determining that the manufacturer

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

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

(10) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM

MONITORING
(10.1) Requirement: The OBD system shall monitor the VVT system on engines so-equipped for target error and slow response malf unctions. The individual electronic components (e.g., actuators, valves, sen sors) that are used in the VVT system shall be monitored in accordance with th e comprehensive components requirements in section (g)(3).
(10.2) Malfunction Criteria:
(10.2.1) Target Error: The OBD system shall detect a malfun ction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a cran k angle and/or lift tolerance that would cause an engine's NHMC, NOx, o r CO emissions to exceed 2.0 times any of the applicable standards or an engine’s PM emissions to exceed a threshold of the applicable s tandard plus 0.02 g/bhp-hr.
(10.2.2) Slow Response: The OBD system shall detect a malfu nction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a manu facturer-specified time that would cause an engine's NHMC, NOx, or CO emissions to54 exceed 2.0 times any of the applicable standards or an engine’s PM emissions to exceed a threshold of the applicable s tandard plus 0.02 g/bhp-hr.
(10.2.3) For engines in which no failure or deterioration o f the VVT system could result in an engine’s emissions exceeding the thres holds of sections (e)(10.2.1) or (10.2.2), the OBD system shall detec t a malfunction of the VVT system when proper functional response of the s ystem to computer

commands does not occur.
(10.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section ( e)(10.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). For purposes of tracking and r eporting as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (e)(10.2) shall be tracked separately but r eported as a single set of values as specified in section (d)(5.2.2).
(10.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

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

to the commanded action while the cold start strate gy is active. For purposes of this section, “properly respond” is def ined as when the element responds: (A) by a robustly detectable amount by the monitor; and (B) in the direction of the desired command; and (C) above and beyond what the element/component wou ld achieve on startup without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault must b e detected if there is no detectable amount of engine speed increase above what the system would achieve without the cold start strategy activ e);
(11.2.2) Any failure or deterioration of the cold start emi ssion reduction control strategy that would cause an engine’s NMHC, NOx, or CO emissions to exceed 2.0 times the applicable standards or the en gine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-h r.55

(11.2.3) For section (e)(11.2.2), to the extent feasible (w ithout adding hardware for this purpose), the OBD system shall monitor the ability of the system to achieve the desired effect (e.g., strategies used t o accelerate catalyst light-off by increasing catalyst inlet temperature shall verify the catalyst inlet temperature actually achieves the desired tem peratures within an Executive Officer approved time interval after star ting the engine) for failures that cause emissions to exceed the applica ble emission levels specified in section (e)(11.2.2). For strategies w here it is not feasible to be monitored as a system, the OBD system shall moni tor the individual elements/components (e.g., increased engine speed, increased engine load from restricting an exhaust throttle) for fail ures that cause emissions to exceed the applicable emission levels specified in section (e)(11.2.2).
(11.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(11.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(11.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

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

. (B) If equipped, the feedback control based on a se condary oxygen or exhaust gas sensor is unable to maintain a vehicle’ s emissions (except as a result of a malfunction specified in section (f)( 1.2.1)(C)) at or below 1.5 times any of the applicable standards; or (C) Except as required in section (f)(1.2.6), for 2 014 and subsequent model year vehicles, an air-fuel ratio cylinder imbalance (e.g., the air-fuel ratio in one or more cylinders is different than the other c ylinders due to a cylinder specific malfunction such as an intake manifold lea k at a particular cylinder, fuel injector problem, an individual cyli nder EGR runner flow delivery problem, an individual variable cam lift m alfunction such that an individual cylinder is operating on the wrong cam l ift profile, or other similar problems) occurs in one or more cylinders s uch that the fuel delivery system is unable to maintain a vehicle’s e missions at or below: 3.0 times the applicable standards for the 2014 thr ough 2016 model years; and 1.5 times the applicable FTP standards f or all 2017 and subsequent model year vehicles.
(1.2.2) Except as provided for in section (f)(1.2.3) below , if the engine is equipped with adaptive feedback control, the OBD system shal l detect a malfunction when the adaptive feedback control has used up all of the adjustment allowed by the manufacturer.56

(1.2.3) If the engine is equipped with feedback control th at is based on a secondary oxygen (or equivalent) sensor, the OBD sy stem is not required to detect a malfunction of the fuel system solely w hen the feedback control based on a secondary oxygen sensor has used up all of the adjustment allowed by the manufacturer. However, i f a failure or deterioration results in engine emissions that exce ed the malfunction criteria in section (f)(1.2.1) (B) , the OBD system is required to detect a

malfunction.
(1.2.4) The OBD system shall detect a malfunction whenever the fuel control system fails to enter closed-loop operation within an Executive Officerapproved time interval after engine start. Executi ve Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacture r supports the specified times.
(1.2.5) For engines that employ engine shutoff strategies that do not require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with engine shutoff at idle), the OBD system shall detect whenever the fuel control system fails to enter closed-loop oper ation within an Executive Officer-approved time interval after an engine rest art. Executive Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times.
(1.2.5) Manufac turers may adjust the malfunction criteria and/or m onitoring conditions to compensate for changes in altitude, f or temporary introduction of large amounts of purge vapor, or fo r other similar identifiable operating conditions when they occur.
(1.2.6) Notwithstanding the phase-in specified in section (f)(1.2.1)(C), if a vehicle is equipped with separate EGR flow delivery passage ways (internal or external) that deliver EGR flow to individual cylin ders (e.g., an EGR system with individual delivery pipes to each cylin der), the OBD system shall monitor the fuel delivery system for malfunct ions specified in section (f)(1.2.1)(C) on all 2014 and subsequent model year vehicles so equipped.
(1.3) Monitoring Conditions:
(1.3.1) Except as provided in section (f)(1.3.5), T t he OBD system shall monitor fuel system shall be monitored continuously for the presence of a

malfunction s identified in sections (f)(1.2.1)(A) and (B) (e.g ., fuel delivery system, secondary feedback control)

. (1.3.2) Manufacturers shall define monitoring conditions f or malfunctions identified in section (f)(1.2.1)(C) (i.e., air-fuel ratio cylinder imbalance malfunctions) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(1.3.3) Manufacturers shall define monitoring conditions f or malfunctions identified in section (f)(1.2.4) in accordance with sections (d)(3.1).
(1.3.4) Manufacturers shall define monitoring conditions f or malfunctions identified in section (f)(1.2.5) in accordance with sections (d)(3.1) with the exception that monitoring shall occur every time th e monitoring conditions57 are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2).
(1.3.5) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

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

also be erased if similar conditions are not encoun tered during the 80 driving cycles immediately after the initial detect ion of a malfunction for which the pending code was set.
(1.4.4) Storage of freeze frame conditions. (A) The OBD system shall store and erase freeze fra me conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a mal function other than a misfire (see section (f)(2)) or fuel system malfunction whe n a fault code is stored as specified in section (f)(1.4 .1 ) or (f)(1.4.2) above, the stored freeze frame information shall be replaced with freeze fra me information regarding the fuel system malfunction.
(1.4.5) Storage of fuel system conditions for determining similar conditions of operation. (A) Upon detection of a fuel system malfunction under s ection (f)(1.2), the OBD system shall store the engine speed, load, and warm-up status of the first fuel system malfunction that resulted in the storage of the pending

fault code.58 (B) For fuel system faults detected using feedback control that is based on a secondary oxygen (or equivalent) sensor, the manufa cturer may request Executive Officer approval to use an alternate defi nition of similar conditions in lieu of the definition specified in s ection (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the a lternate definition provides for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, a nd/or warm-up status.
(1.4.6) Extinguishing the MIL. The MIL may be extinguishe d after three sequential driving cycles in which similar conditio ns have been encountered without a malfunction of the fuel syste m.

(2) MISFIRE MONITORING
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfir e causing catalyst damage and misfire causing excess emissions.
(2.1.2) The OBD system shall identify the specific cylinde r that is experiencing misfire. Manufacturers may request Executive Offic er approval to store a general misfire fault code instead of a cylinder sp ecific fault code under certain operating conditions. The Executive Office r shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat the misfiring cylinder cannot be reliably identified when the con ditions occur.
(2.1.3) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring ex cept as allowed below. When identifying multiple cylinder misfire, the OBD system is not required to also identify each of the misfiring cylinders in dividually through separate fault codes. If more than 90 percent of the detect ed misfires occur in a single cylinder, the OBD system may elect to store the appropriate fault code indicating the specific misfiring cylinder in lieu of the multiple cylinder misfire fault code. If, however, two or more cylin ders individually have more than 10 percent of the total number of detecte d misfires, a multiple cylinder fault code must be stored.
(2.2) Malfunction Criteria: The OBD system shall detect a misfire malfunction pursuant to the following:
(2.2.1) Misfire causing catalyst damage: (A) Manufacturers shall determine the percentage of misfire evaluated in 200 revolution increments for each engine speed and loa d condition that would result in a temperature that causes catalyst damage. The manufacturer shall submit documentation to support this percentage of misfire as required in section (j)(2.5). For every engine speed and load condition that this percentage of misfire is determ ined to be lower than five percent, the manufacturer may set the malfunct ion criteria at five
percent. (B) Subject to Executive Officer approval, a manufa cturer may employ a longer interval than 200 revolutions but only for d etermining, on a given driving cycle, the first misfire exceedance as prov ided in section (f)(2.4.1)(A) below. Executive Officer approval sh all be granted upon59 determining that the manufacturer has submitted dat a and/or an engineering evaluation that demonstrate that cataly st damage would not occur due to unacceptably high catalyst temperature s before the interval has elapsed. (C) A misfire malfunction shall be detected if the percentage of misfire established in section (f)(2.2.1)(A) is exceeded. For multiple cylinder misfire situations that result in a misfire rate gr eater than or equal to 50 percent, the OBD system shall only be required to d etect a misfire malfunction for situations that are caused by a sin gle component failure. (D) For purposes of establishing the temperature at which catalyst damage occurs as required in section (f)(2.2.1)(A), manufa cturers may not define catalyst damage at a temperature more severe than w hat the catalyst system could be operated at for 10 consecutive hour s and still meet the applicable standards.
(2.2.2) Misfire causing emissions to exceed 1.5 times the applicable standards: (A) Manufacturers shall determine the percentage of misfire evaluated in

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

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

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

.60

(2.3.2) If a monitoring system cannot detect all misfire p atterns under all required engine speed and load conditions as required in sec tion (f)(2.3.1) above, the manufacturer may request Executive Officer appr oval to accept the monitoring system. In evaluating the manufacturer’ s request, the Executive Officer shall consider the following fact ors: the magnitude of the region(s) in which misfire detection is limited, th e degree to which misfire detection is limited in the region(s) (i.e., the pr obability of detection of misfire events), the frequency with which said regi on(s) are expected to be encountered in-use, the type of misfire patterns fo r which misfire detection is troublesome, and demonstration that the monitori ng technology employed is not inherently incapable of detecting m isfire under required conditions (i.e., compliance can be achieved on oth er engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, s ingle cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(2.3.3) A manufacturer may request Executive Officer appro val of a monitoring system that has reduced misfire detection capabilit y during the portion of the first 1000 revolutions after engine start that a cold start emission reduction strategy that reduces engine torque (e.g. , spark retard strategies) is active. The Executive Officer shall approve the request upon determining that the manufacturer has demonstr ated that the probability of detection is greater than or equal t o 75 percent during the worst case condition (i.e., lowest generated torque ) for a vehicle operated continuously at idle (park/neutral idle) on a cold start between 50 and 86 degrees Fahrenheit and that the technology cannot r eliably detect a higher percentage of the misfire events during the conditions.
(2.3.4) A manufacturer may request Executive Officer appro val to disable misfire monitoring or employ an alternate malfunction crite rion when misfire cannot be distinguished from other effects. (A) Upon determining that the manufacturer has pres ented documentation that demonstrates the disablement interval or perio d of use of an alternate malfunction criterion is limited only to that neces sary for avoiding false detection, the Executive Officer shall approve the disablement or use of

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

, (iv) traction control or other vehicle stability co ntrol activation such as antilock braking or other engine torque modifications t o enhance vehicle stability, (v) off-board control or intrusive activation of ve hicle components or diagnostics during service or assembly plant testin g, (vi) portions of intrusive evaporative system or EG R diagnostics that can significantly affect engine stability (i.e., while the purge valve is open during the vacuum pull-down of a evaporative system leak check but not while the purge valve is closed and the evapora tive system is61 sealed or while an EGR diagnostic causes the EGR va lve to be intrusively cycled on and off during positive torqu e conditions), or (vii) engine speed, load, or torque transients due to throttle movements more rapid than occurs over the FTP cycle for the w orst case engine within each engine family. (B) Additionally, the Executive Officer will approv e a manufacturer's request in accordance with sections (g)(5.3), (g)(5.4), and (g)(5.6) to disable misfire monitoring when the fuel level is 15 percen t or less of the nominal capacity of the fuel tank, when PTO units are activ e, or while engine coolant temperature is below 20 degrees Fahrenheit. The Executive Officer will approve a request to continue disablem ent on engine starts when engine coolant temperature is below 20 degrees Fahrenheit at engine start until engine coolant temperature excee ds 70 degrees

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

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

no later than the end of the second crankshaft revo lution after each engine restart.62

(2.4) MIL Illumination and Fault Code Storage:
(2.4.1) Misfire causing catalyst damage. Upon detection o f the percentage of misfire specified in section (f)(2.2.1) above, the followin g criteria shall apply for MIL illumination and fault code storage: (A) Pending fault codes (i) A pending fault code shall be stored immediatel y if, during a single driving cycle, the specified percentage of misfire is exceeded three times when operating in the positive torque region encountered during an FTP cycle or is exceeded on a single occasion wh en operating at any other engine speed and load condition in the po sitive torque region defined in section (f)(2.3.1). (ii) Immediately after a pending fault code is stor ed as specified in section (f)(2.4.1)(A)(i) above, the MIL shall blink once pe r second at all times while misfire is occurring during the driving cycle

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

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

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

malfunction.63 (D) Exemptions for engines with fuel shutoff and de fault fuel control. Notwithstanding sections (f)(2.4.1)(A) and (B) abov e, in engines that provide for fuel shutoff and default fuel control t o prevent over fueling during catalyst damage misfire conditions, the MIL is not required to blink. Instead, the MIL may illuminate continuously in ac cordance with the requirements for continuous MIL illumination in sec tions (f)(2.4.1)(B)(iii) above upon detection of misfire, provided that the fuel shutoff and default

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

exceeded. (E) Manufacturers may request Executive Officer app roval of strategies that continuously illuminate the MIL in lieu of blinking the MIL during extreme catalyst damage misfire conditions (i.e., catalyst damage misfire occurring at all engine speeds and loads). Executive Officer approval shall be granted upon determining that the manufacturer empl oys the strategy only when catalyst damage misfire levels cannot be avoid ed during reasonable driving conditions and the manufacturer has demonst rated that the strategy will encourage operation of the vehicle in conditions that will minimize catalyst damage (e.g., at low engine speed s and loads).
(2.4.2) Misfire causing emissions to exceed 1.5 times the FTP standards. Upon detection of the percentage of misfire specified in section (f)(2.2.2), the following criteria shall apply for MIL illumination and fault code storage: (A) Misfire within the first 1000 revolutions after engine start. (i) A pending fault code shall be stored no later t han after the first exceedance of the specified percentage of misfire d uring a single driving cycle if the exceedance occurs within the f irst 1000 revolutions after engine start (defined in section (c)) during which misfire detection

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

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

the initial detection of the malfunction. (B) Exceedances after the first 1000 revolutions af ter engine start.64 (i) A pending fault code shall be stored no later t han after the fourth exceedance of the percentage of misfire specified i n section (f)(2.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD sys tem shall illuminate the

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

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

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

misfire.

(3) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING
(3.1) Requirement: The OBD system shall monitor the EGR system on engines so-equipped for low and high flow rate malfunctions . The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system shall be monitored in accordance with the co mprehensive component requirements in section (g)(3).
(3.2) Malfunction Criteria:
(3.2.1) The OBD system shall detect a malfunction of the E GR system prior to a decrease from the manufacturer's specified EGR flow rate that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For engines in which no failure or dete rioration of the EGR65 system that causes a decrease in flow could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detect a malfunction when the system h as no detectable

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

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

demonstrate that a reliable check cannot be made wh en these conditions

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

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

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

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

Manufacturers shall: (A) (i) Establish the malfunction criteria based on data fr om one or more representative engine(s).66 (B) (ii) Provide an engineering evaluation for establishing the malfunction criteria for the remainder of the manufacturer’s pr oduct line. The Executive Officer shall waive the evaluation requir ement each year if, in the judgment of the Executive Officer, technolog ical changes do not affect the previously determined malfunction criter ia. (4.2.2) (B) For components where no failure or deterioration of the

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

(5) SECONDARY AIR SYSTEM MONITORING
(5.1) Requirement:
(5.1.1) The OBD system on engines equipped with any form o f secondary air delivery system shall monitor the proper functionin g of the secondary air delivery system including all air switching valve(s ). The individual electronic components (e.g., actuators, valves, sen sors) in the secondary67 air system shall be monitored in accordance with th e comprehensive component requirements in section (g)(3).
(5.1.2) For purposes of section (f)(5), “air flow” is defi ned as the air flow delivered by the secondary air system to the exhaust system. For engines using secondary air systems with multiple air flow paths/ distribution points, the air flow to each bank (i.e., a group of cylinders t hat share a common exhaust manifold, catalyst, and control sensor) sha ll be monitored in

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

in emissions

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

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

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

when no detectable amount of air flow is delivered during normal operation of the secondary air system.
(5.3) Monitoring Conditions:
(5.3.1) Manufacturers shall define the monitoring conditio ns in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in s ection (d)(3.2.1), all

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

(6) CATALYST MONITORING
(6.1) Requirement: The OBD system shall monitor the cata lyst system for proper conversion capability.
(6.2) Malfunction Criteria:
(6.2.1) The OBD system shall detect a catalyst system malf unction when the catalyst system’s conversion capability decreases t o the point that any of the following occurs:68 (A) Non-Methane Hydrocarbon (NMHC) emissions exceed 1.75 times the applicable standards to which the engine has been c ertified. (B) The average FTP test NMHC conversion efficiency of the monitored portion of the catalyst system falls below 50 perce nt (i.e., the cumulative

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

. (6.2.2) For purposes of determining the catalyst system ma lfunction criteria in section (f)(6.2.1): (A) The manufacturer shall use a catalyst system de teriorated to the malfunction criteria using methods established by t he manufacturer to represent real world catalyst deterioration under n ormal and malfunctioning operating conditions. (B) Except as provided below in section (f)(6.2.2)( C), the malfunction criteria shall be established by using a catalyst system wit h all monitored and unmonitored (downstream of the sensor utilized for catalyst monitoring) catalysts simultaneously deteriorated to the malfun ction criteria. (C) For engines using fuel shutoff to prevent over- fueling during misfire conditions (see section (f)(2.4.1)(D)), the malfunc tion criteria shall be established by using a catalyst system with all mon itored catalysts simultaneously deteriorated to the malfunction crit eria while unmonitored catalysts shall be deteriorated to the end of the e ngine's useful life.
(6.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(6.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.1), all monitors used to detect malfunctions identified in section (f)(6.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(6.4) MIL Illumination and Fault Code Storage:
(6.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(6.4.2) The monitoring method for the catalyst(s) shall b e capable of detecting when a catalyst fault code has been cleared (except OBD system self-clearing), but the catalyst has not been repla ced (e.g., catalyst overtemperature histogram approaches are not accept able).69

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

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

diameter orifice.
(7.2.3) A manufacturer may request the Executive Officer t o revise the orifice size in section (f)(7.2.2)(B) if the most reliable monit oring method available cannot reliably detect a system leak of the magnitu des specified. The Executive Officer shall approve the request upon de termining that the manufacturer has provided data and/or engineering a nalysis that demonstrate the need for the request.
(7.2.4) Upon request by the manufacturer and upon determin ing that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall re vise the orifice size in section (f)(7.2.2)(B) upward to exclude detection o f leaks that cannot cause evaporative or running loss emissions to exce ed 1.5 times the applicable evaporative emission standards.
(7.2.5) For vehicles that utilize more than one purge flow path (e.g., a turbocharged engine with a low pressure purge line and a high pressure purge line), the OBD system shall verify the criteria of (f)(7.2.2)(A) (i.e., purge flow to the engine) for both purge flow paths. If a manufacturer demonstrates that blockage, leakage, or disconnecti on of one of the purge flow paths cannot cause a measurable emission increase during any reasonable in-use driving conditions, monitorin g of that flow path is not required.
(7.3) Monitoring Conditions:
(7.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(7.2.2)(A) (i.e., purge fl ow) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(7.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(7.2.2)(B) (i.e., 0.150 in ch leak detection) in70 accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and report ing as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (f)(7.2.2)(B) shall be tracked separately b ut reported as a single set of values as specified in section (d)(5.2.2).
(7.3.3) Manufacturers may disable or abort an evaporative system monitor when the fuel tank level is over 85 percent of nominal t ank capacity or during a refueling event.
(7.3.4) Manufacturers may request Executive Officer approv al to execute the evaporative system monitor only on driving cycles d etermined by the

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

manufacturer demonstrate that a reliable check can only be made on driving cycles when the cold start criteria are sat isfied. However, in making a decision, the Executive Officer will not a pprove conditions that exclude engine starts from being considered as cold starts solely on the basis that ambient temperature exceeds (i.e., indic ates a higher temperature than) engine coolant temperature at eng ine start.
(7.3.5) Manufacturers may temporarily disable the evaporat ive purge system to perform an evaporative system leak check.
(7.4) MIL Illumination and Fault Code Storage:
(7.4.1) Except as provided below for fuel cap leaks, gener al requirements for MIL illumination and fault code storage are set forth i n section (d)(2).
(7.4.2) If the OBD system is capable of discerning that a system leak is being caused by a missing or improperly secured fuel cap: (A) The manufacturer is not required to illuminate the MIL or store a fault code if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The alter native indicator shall be

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

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

undertaken.

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

- range air/fuel ) for71 malfunction. Both the lean

- to

- rich and rich

- to

- lean response rates shall be

monitored.
(8.1.2) The OBD system shall also monitor all secondary exhaust gas oxygen sensors (those used for secondary fuel trim control or as a monitoring device) for proper output signal, activity, and res ponse rate.
(8.1.3) For engines equipped with heated exhaust gas oxygen sensors, the OBD system shall monitor the heater for proper performa nce. (8.1.4) For other types of sensors (e.g., hydrocarbon sens ors, NOx sensors), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted dat a and an engineering evaluation that demonstrate that the monitoring pla n is as reliable and effective as the monitoring plan required for conve ntional sensors under section (f)(8).
(8.2) Malfunction Criteria:
(8.2.1) Primary Sensors: (A) The OBD system shall detect a malfunction prior to any failure or

deterioration of the exhau st gas oxygen sensor output voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) (including drift or bias correcte d for by secondary sensors) that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For response rate (see section (c)), the OBD system shall detect asymmetric malfunctions (i.e., malfunctions that primarily affect only the lean-to-rich response rat e or only the rich-to-lean response rate) and symmetric malfunctions (i.e., ma lfunctions that affect both the lean-to-rich and rich-to-lean response rat es). As defined in section (c), response rate includes delays in the s ensor to initially react to a change in exhaust gas composition as well as dela ys during the transition from a rich-to-lean (or lean-to-rich) se nsor output. For 2013 and subsequent model year engines, the manufacturer sha ll submit data and/or engineering analysis to demonstrate that the calibration method used ensures proper detection of all symmetric and asymmetric response rate malfunctions as part of the certification appl ication. (B) The OBD system shall detect malfunctions of the exhaust gas oxygen sensor caused by either a lack of circuit continuit y or out-of-range values. (C) The OBD system shall detect a malfunction of th e exhaust gas oxygen sensor when a sensor failure or deterioration cause s the fuel system to stop using that sensor as a feedback input (e.g., c auses default or openloop operation) or causes the fuel system to fail to enter closed- loop operation within a manufacturer-specified time inte rval

. (D) The OBD system shall detect a malfunction of th e exhaust gas oxygen sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, or other characteristics are n o longer sufficient for use as an OBD system monitoring device (e.g., for catal yst monitoring).
(8.2.2) Secondary Sensors: (A) The OBD system shall detect a malfunction prior to any failure or

deterioration of the exhaust gas oxygen sensor voltage, resistance, impedance, current, response rate, amplitude, offse t, or other72 characteristic(s) that would cause an engine's emis sions to exceed 1.5 times any of the applicable standards. (B) The OBD system shall detect malfunctions of the exhaust gas oxygen sensor caused by a lack of circuit continuity. (C) Sufficient sensor performance for other monitor s. (C) (i) To the extent feasible, t T he OBD system shall detect a malfunction

of the exhaust gas oxygen sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst monitoring). For this requirement, “sufficient” is defined as the capability of the wo rst performing acceptable sensor to detect the best performing una cceptable other monitored system or component (e.g., catalyst). (ii) For systems where it is not technically feasib le to satisfy the criteria of section (f)(8.2.2)(C)(i) completely, the OBD system shall, at a minimum, detect a slow rich-to-lean response malfun ction during a fuel shut-off event (e.g., deceleration fuel cut event) on all 2013 and subsequent model year engines. The rich-to-lean re sponse check shall monitor both the sensor response time from a rich condition (e.g., 0.7 Volts) prior to the start of fuel shut-off to a lean condition (e.g., 0.1 Volts) expected during fuel shut-off conditions and the sensor transition time in the intermediate sensor range (e .g., from 0.55 Volts to 0.3 Volts). (iii) Additionally, for systems where it is not tec hnically feasible to satisfy the criteria in section (f)(8.2.2)(C)(i), prior to certification of 2013 model year engines, the manufacturer must submit a compre hensive plan to the Executive Officer demonstrating the manufacture r’s efforts to minimize any gap remaining between the worst perfor ming acceptable sensor and a sufficient sensor. The plan should in clude quantification of the gap and supporting documentation for efforts to close the gap including sensor monitoring improvements, other sys tem component monitor improvements (e.g., changes to make the cat alyst monitor less sensitive to oxygen sensor response), and sensor sp ecification changes, if any. The Executive Officer shall appro ve the plan upon determining the submitted information supports the necessity of the gap and the plan demonstrates that the manufacturer is taking reasonable efforts to minimize or eliminate the gap in a timely manner. (D) The OBD system shall detect malfunctions of the exhaust gas oxygen sensor caused by out-of-range values. (E) The OBD system shall detect a malfunction of th e exhaust gas oxygen sensor when a sensor failure or deterioration cause s the fuel system (e.g., fuel control) to stop using that sensor as a feedba ck input (e.g., causes default or open-loop operation).
(8.2.3) Sensor Heaters: (A) The OBD system shall detect a malfunction of th e heater performance when the current or voltage drop in the heater circ uit is no longer within the manufacturer's specified limits for normal oper ation (i.e., within the criteria required to be met by the component vendor for heater circuit73 performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance m alfunctions may be used upon the Executive Officer determining that th e manufacturer has submitted data and/or an engineering evaluation tha t demonstrate the monitoring reliability and timeliness to be equival ent to the stated criteria in section (f)(8.2.3)(A). (B) The OBD system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the comma nded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volt s (ground)).
(8.3) Monitoring Conditions:
(8.3.1) Primary Sensors (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (f)(8.2.1)(A) and (D) (e.g., proper response rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and report ing as required in section (d)(3.2.1), all monitors used to detect mal functions identified in sections (f)(8.2.1)(A) and (D) shall be tracked sep arately but reported as a single set of values as specified in section (d)(5. 2.2). (B) Except as provided in section (f)(8.3.1)(C), mo nitoring for malfunctions identified in sections (f)(8.2.1)(B) and (C) (i.e., circuit continuity, out-ofrange, and open-loop malfunctions) shall be conduct ed continuously. (C) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an ex haust gas sensor malfunction cannot be distinguished from other effe cts (e.g., disable outof-range low monitoring during fuel cut conditions) . The Executive Officer shall approve the disablement upon determining that the manufacturer

has submitted test data and/or documentation that d emonstrate a properly functioning sensor cannot be distinguished from a m alfunctioning sensor and that the disablement interval is limited only t o that necessary for avoiding false detection.
(8.3.2) Secondary Sensors (A) Manufacturers shall define monitoring condition s for malfunctions identified in sections (f)(8.2.2)(A)

, (B), and (C) (e.g., proper sensor activity) in accordance with sections (d)(3.1) and (d)(3.2) ( i.e., minimum ratio requirements). For all 2013 and subsequent model year engines me eting the monitoring requirements of section (f)(8.2.2)(C )(i) or (ii), for purposes of tracking and reporting as required in section (d )(3.2.1), all monitors

used to detect malfunctions identified in sections (f)(8.2.2)(A) and (C) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2). (B) Except as provided in section (f)(8.3.2)(C), mo nitoring for malfunctions identified in sections (f)(8.2.2) (B), (D)

, and (E) (i.e., open circuit, out-ofrange malfunctions , open-loop malfunctions ) shall be conducted continuously. (C) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an exhaust gas oxygen sensor malfunction cannot be distinguished from oth er effects (e.g., disable out-of-range low monitoring during fuel cut conditions). The74 Executive Officer shall approve the disablement upo n determining that the

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

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

(9) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM

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

does not occur.
(9.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section ( f)(9.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). For purposes of tracking and r eporting as required in section (d)(3.2.1), all monitors used to detect mal functions identified in section (f)(9.2) shall be tracked separately but re ported as a single set of values as specified in section (d)(5.2.2).75

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

(g) MONITORING REQUIREMENTS FOR ALL ENGINES
(1) ENGINE COOLING SYSTEM MONITORING
(1.1) Requirement:
(1.1.1) The OBD system shall monitor the thermostat on eng ines so-equipped for proper operation.
(1.1.2) The OBD system shall monitor the engine coolant te mperature (ECT) sensor for circuit continuity, out-of-range values, and rationality faults.
(1.1.3) For engines that use a system other than the cooli ng system and ECT sensor (e.g., oil temperature, cylinder head temper ature) for an indication of engine operating temperature for emission contro l purposes (e.g., to modify spark or fuel injection timing or quantity), the manufacturer shall submit a monitoring plan to the Executive Officer f or approval. The Executive Officer shall approve the request upon de termining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine cooling system u nder section (g)(1).
(1.2) Malfunction Criteria:
(1.2.1) Thermostat (A) The OBD system shall detect a thermostat malfun ction if, within an Executive Officer-approved time interval after engi ne start, any of the following conditions occur: (i) The coolant temperature does not reach the high est temperature required by the OBD system to enable other diagnost ics; (ii) The coolant temperature does not reach a warme d-up temperature within 20 degrees Fahrenheit of the manufacturer’s nominal thermostat regulating temperature. Subject to Executive Offic er approval, a manufacturer may utilize lower temperatures for thi s criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, spark timing, and/or other coolant t emperature-based modifications to the engine control strategies woul d not cause an emission increase of 50 or more percent of any of t he applicable standards (e.g., 50 degree Fahrenheit emission test ). (B) For 2016 and subsequent model year engines, the OBD system shall detect a thermostat fault if, after the coolant tem perature has reached the temperatures indicated in sections (g)(1.2.1)(A)(i) and (ii), the coolant temperature drops below the temperature indicated i n section (g)(1.2.1)(A)(i). (B) (C) Executive Officer approval of the time interval aft er engine start under section (g)(1.2.1)(A) above shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times. (C) (D) For monitoring of malfunctions under section (g )(1.2.1)(A), W w ith Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see section (g)(1.3)) that are a function of temperature at engine start on engines that do not reach the76 temperatures specified in the malfunction criteria when the thermostat is functioning properly. Executive Officer approval s hall be granted upon determining that the manufacturer has submitted dat a that demonstrate that a properly operating system does not reach the specified
temperatures , that the monitor is capable of meeting the specif ied malfunction criteria at engine start temperatures g reater than 50 degrees Fahrenheit, and that the possibility for cooling system malfun ctions to go

undetected and disable other OBD monitors is minimi zed to the extent technically feasible. (D) (E) A manufacturer may request Executive Officer approv al to be exempted from the requirements of thermostat monito ring. Executive Officer approval shall be granted upon determining that the manufacturer has demonstrated that a malfunctioning thermostat c annot cause a measurable increase in emissions during any reasona ble driving condition nor cause any disablement of other monitors.
(1.2.2) ECT Sensor (A) Circuit Continuity. The OBD system shall detec t a malfunction when a lack of circuit continuity or out-of-range values o ccur. (B) Time to Reach Closed-Loop/Feedback Enable Tempe rature. (i) The OBD system shall detect a malfunction if th e ECT sensor does not achieve the highest stabilized minimum temperature which is needed for closed-loop/feedback control of all emission co ntrol systems (e.g., fuel system, EGR system) within an Executive Office r-approved time interval after engine start. (ii) The time interval shall be a function of start ing ECT and/or a function of intake air temperature. Executive Officer appro val of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacture r supports the specified times. (iii) Manufacturers are exempted from the requireme nts of section (g)(1.2.2)(B) if the manufacturer does not utilize ECT to enable closedloop/feedback control of any emission control syste m. (C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available informatio n, the OBD system shall detect a malfunction if the ECT sensor inappropriat ely indicates a temperature below the highest minimum enable temper ature required by the OBD system to enable other diagnostics (e.g., a n OBD system that requires ECT to be greater than 140 degrees Fahrenh eit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 de grees Fahrenheit). Manufacturers are exempted from this requirement fo r temperature regions in which the monitors required under sectio ns (g)(1.2.1) or (g)(1.2.2)(B) will detect ECT sensor malfunctions a s defined in section (g)(1.2.2)(C). (D) Stuck in Range Above the Lowest Maximum Enable Temperature. (i) To the extent feasible when using all available information, the OBD system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum en able77 temperature required by the OBD system to enable ot her diagnostics (e.g., an OBD system that requires ECT to be less t han 90 degrees Fahrenheit at engine start to enable a diagnostic m ust detect malfunctions that cause the ECT sensor to inappropr iately indicate a temperature above 90 degrees Fahrenheit). (ii) Manufacturers are exempted from this requireme nt for temperature regions in which the monitors required under sectio ns (g)(1.2.1), (g)(1.2.2)(B), or (g)(1.2.2)(C) (i.e., ECT sensor or thermostat malfunctions) will detect ECT sensor malfunctions a s defined in section (g)(1.2.2)(D) or in which the MIL will be i lluminated under the requirements of sections (d)(2.2.1)(E) or (d)(2.2.2 )(E) for default mode operation (e.g., overtemperature protection strateg ies). (iii) Manufacturers are exempted from the requireme nts of section (g)(1.2.2)(D) for temperature regions where the tem perature gauge indicates a temperature in the red zone (engine ove rheating zone) for vehicles that have a temperature gauge (not a warni ng light) on the instrument panel and utilize the same ECT sensor fo r input to the OBD system and the temperature gauge.
(1.3) Monitoring Conditions:
(1.3.1) Thermostat (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (g)(1.2.1)(A) in accordance w ith section (d)(3.1) except as provided for in section (g)(1.3.1)(E) . Additionally, except as provided for in sections (g)(1.3.1)(B) and (C), mon itoring for malfunctions identified in section (g)(1.2.1)(A) shall be conduc ted once per driving cycle on every driving cycle in which the ECT sensor indi cates, at engine start, a temperature lower than the temperature establishe d as the malfunction criteria in section (g)(1.2.1)(A). (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (g)(1.2.1)(B) in accordance w ith section (d)(3.1) with the exception that monitoring shall occur every tim e the monitoring conditions are met during the driving cycle in lieu of once per driving cycle. (B) (C) Manufacturers may disable thermostat monitoring at ambient engine

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

Fahrenheit lower than the thermostat malfunction th reshold temperature determined under section (g)(1.2.1)(A). The Execut ive Officer shall approve the request upon determining that the manuf acturer has provided data and/or engineering analysis that demonstrate t he need for the
request. (E) With respect to defining enable conditions that are encountered during the FTP cycle as required in (d)(3.1.1) for malfunc tions identified in78 section (g)(1.2.1)(A), the FTP cycle shall refer to on-road driving following the FTP cycle in lieu of testing on an engine dynam ometer.
(1.3.2) ECT Sensor (A) Except as provided below in section (g)(1.3.2)( E), monitoring for malfunctions identified in section (g)(1.2.2)(A) (i .e., circuit continuity and out-of-range) shall be conducted continuously. (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (g)(1.2.2)(B) in accordance w ith section (d)(3.1). Additionally, except as provided for in section (g) (1.3.2)(D), monitoring for malfunctions identified in section (g)(1.2.2)(B) sh all be conducted once per driving cycle on every driving cycle in which t he ECT sensor indicates a temperature lower than the closed-loop enable tem perature at engine start (i.e., all engine start temperatures greater than the ECT sensor outof-range low temperature and less than the closed-l oop enable temperature). (C) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (g)(1.2.2)(C) and (D) in acc ordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). (D) Manufacturers may suspend or delay the time to reach closed-loop enable temperature diagnostic if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 to 75 percent of the warm-up time). (E) A manufacturer may request Executive Officer ap proval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effects. The Ex ecutive Officer shall approve the disablement upon determining that the m anufacturer has submitted test data and/or engineering evaluation t hat demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning

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

(2) CRANKCASE VENTILATION (CV) SYSTEM MONITORING
(2.1) Requirement: (2.1.1) The OBD system shall monitor the CV system on engin es so-equipped for system integrity. Engines not required subject to crankcase emission control requirements be equipped with CV systems shall be exempt from monitoring of the CV system.
(2.1.1) For diesel engines, the manufacturer shall submit a plan for Executive Officer approval of the monitoring strategy, malfun ction criteria, and monitoring conditions prior to OBD certification. Executive Officer approval shall be based on the effectiveness of the monitoring strategy to monitor the performa nce of the CV system to the extent feasible with respect to the malfunction criteria in section (g)( 2 .2) below and the monitoring conditions required by the diagnostic.
(2.2) Malfunction Criteria:79

(2.2.1) For the purposes of section (g)(2), “CV system” is defined as any form of crankcase ventilation system, regardless of whether it utilizes positive

pressure or whether it vents to the atmosphere, the intake, or the exhaust

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

used to restrict

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

manifold ducting

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

disconnection between the crankcase and the CV valv e upon determining

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

crankcase rather than disconnect the line between t he valve and the

intake manifold /ducting (taking aging effects into consideration) ) and the line between the valve and the intake ducting is mo nitored for

disconnection . The manufacturer shall file a request and submit data and/or engineering evaluation in support of the exe mption.
(2.2.4) (2.2.5) Subject to The Executive Officer approval, shall exempt a

manu facturer from detecting a disconnection between the crankcase and

the CV valve for system designs that utilize tubing between the valv e and

the crankcase shall be exempted from the monitoring requirement f or detection of disconnection upon determining tha t the connections

between the CV valve and the crankcase . The manufacturer shall file a request and submit data and/or engineering evaluati on in support of the request. The Executive Officer shall approve the r equest upon determining that the connections between the valve and the crankcase are: (1) resistant to deterioration or accidental d isconnection, (2) significantly more difficult to disconnect than the line between the valve

and the intake manifold /ducting , and (3) not subject to disconnection per

manufacturer’s maintenance, service, and/or repair procedures for nonCV system repair work. The manufacturer shall file a request and submit data and/or engineering evaluation in support of th e exemption.
(2.2.5) (2.2.6) The Executive Officer shall exempt a manufacturer f rom detecting a

disconnection between the CV valve and the intake m anifold upon determining that the disconnection (1) causes the v ehicle to stall80 immediately during idle operation; or (2) is unlike ly to occur due to a CV system design that is integral to the induction sys tem (e.g., machined passages rather than tubing or hoses). The manufac turer shall file a request and submit data and/or engineering evaluati on in support of the exemption.
(2.2.7) For engines certified on an engine dynamometer hav ing an open CV system (i.e., a system that releases crankcase emis sions to the atmosphere without routing them to the intake ducti ng or to the exhaust upstream of the aftertreatment), the manufacturer s hall submit a plan for Executive Officer approval of the monitoring strate gy, malfunction criteria, and monitoring conditions prior to OBD certificatio n. Executive Officer approval shall be based on the effectiveness of the monitoring strategy to (i) monitor the performance of the CV system to the extent feasible with respect to the malfunction criteria in section (g)( 2.2.1) through (g)(2.2.4) and the monitoring conditions required by the diagn ostic, and (ii) monitor the ability of the CV system to control crankcase v apor emitted to the atmosphere relative to the manufacturer’s design an d performance specifications for a properly functioning system (e .g., if the system is equipped with a filter and/or separator to reduce c rankcase emissions to the atmosphere, the OBD system shall monitor the in tegrity of the filter and/or function of the separator).
(2.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (g)(2.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(2.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2). The stored fault code need not specifically identify the CV sy stem (e.g., a fault code for idle speed control or fuel system monitoring can be stored) if the

manufacturer demonstrates that additional monitorin g hardware would be necessary to make this identification, and provided the manufacturer’s diagnostic and repair procedures for the detected m alfunction include directions to check the integrity of the CV system.

(3) COMPREHENSIVE COMPONENT MONITORING
(3.1) Requirement:
(3.1.1) Except as provided in section s (g)(3.1.4), (g)(3.1.5), and (g)(4), the OBD system shall monitor for malfunction any electronic engine component/system not otherwise described in section s (e)(1) through (g)(2) that either provides input to (directly or i ndirectly) or receives commands from the on-board computer(s), and: (1) ca n affect emissions during any reasonable in-use driving condition, or (2) is used as part of the diagnostic strategy for any other monitored sys tem or component. (A) Input Components: Input components required to be monitored may include the crank angle sensor, knock sensor, throt tle position sensor, cam position sensor, intake air temperature sensor, boost pressure sensor, manifold pressure sensor, mass air flow sen sor, exhaust temperature sensor, exhaust pressure sensor, fuel p ressure sensor, fuel composition sensor (e.g. flexible fuel vehicles), a nd electronic81 components used to comply with any applicable engin e idling requirements of title 13, CCR section 1956.8. (B) Output Components/Systems: Output components/sy stems required to be monitored may include the idle speed control system

, fuel injectors, glow plug system, variable length intake manifold runner systems, supercharger or turbocharger electronic components, heated fuel preparation systems, and the wait-to-start lamp on diesel applications

, and the MIL

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

affect emissions. If the Executive Officer reasona bly believes that a manufacturer has incorrectly determined that a comp onent/system cannot affect emissions, the Executive Officer shall requi re the manufacturer to provide emission data showing that the component/sy stem, when malfunctioning and installed in a suitable test veh icle, does not have an

emission effect. The Executive Officer may request E e mission data may be requested for any reasonable driving condition.
(3.1.3) Manufacturers shall monitor for malfunction electro nic powertrain input or output components/systems associated with an electr onic transfer case, electronic power steering system, or other componen ts that are driven by the engine and not related to the control of fuelin g, air handling, or emissions only if the transfer case component or sy stem is used as part of the diagnostic strategy for any other monitored sys tem or component For purposes of section (g)( 3 ), ”electronic engine components/systems” does

no t include components that are driven by the engine and are not related to the control of the fueling, air handling, or emi ssions of the engine (e.g., PTO components, air conditioning system components, and power steering components)

. (3.1.4) Except as specified for hybrids in section (g)(3.1 .5), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnost ic strategy for any other monitored system or component.
(3.1.5) For hybrids, manufacturers shall submit a plan to the Executive Officer for approval of the hybrid components determined by the manufacturer to be subject to monitoring in section (g)(3.1.1). In ge neral, the Executive Officer shall approve the plan if it includes monit oring of all components/systems used as part of the diagnostic s trategy for any other monitored system or component, monitoring of all en ergy input devices to the electrical propulsion system, monitoring of bat tery and charging system performance, monitoring of electric motor pe rformance, and monitoring of regenerative braking performance.
(3.2) Malfunction Criteria:
(3.2.1) Input Components: (A) The OBD system shall detect malfunctions of inp ut components caused by a lack of circuit continuity, out-of-range value s, and, where feasible,82 rationality faults. To the extent feasible, the ra tionality fault diagnostics shall verify that a sensor output is neither inappr opriately high nor inappropriately low (i.e., shall be “two-sided” dia gnostics). (B) To the extent feasible, the OBD system shall se parately detect and store different fault codes that distinguish rationality faults from lack of circuit continuity and out-of-range faults. For input comp onent lack of circuit continuity and out-of-range faults, the OBD system shall, to the extent feasible, separately detect and store different fau lt codes for each distinct malfunction (e.g., out-of-range low, out-of-range h igh, open circuit). The OBD system is not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out-of-range

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

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

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

between the camshaft and crankshaft in addition to monitoring the sensors for circuit continuity and rationality malf unctions. Proper alignment monitoring between a camshaft and a crank shaft shall only be required in cases where both are equipped with posi tion sensors. For83 engines equipped with VVT systems and a timing belt or chain, the OBD system shall detect a malfunction if the alignment between the camshaft and crankshaft is off by one or more cam/crank spro cket cogs (e.g., the timing belt/chain has slipped by one or more teeth/ cogs). If a manufacturer demonstrates that a single tooth/cog m isalignment cannot cause a measurable increase in emissions during any reasonable driving condition, the OBD system shall detect a malfunctio n when the minimum number of teeth/cogs misalignment needed to cause a measurable

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

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

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

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

. b. The idle fuel control system cannot achieve the target or desired idle speed or fueling quantity within the smallest engine speed or fueling quantity tolerance range required by the OBD system to enable any other monitors. c. For 2013 and subsequent model year engines, the idle control84 system cannot achieve the fueling quantity within t he smallest fueling quantity tolerance range required by the OB D system to enable any other monitors. d. For 2013 and subsequent model year engines, the idle control system cannot achieve the target idle speed with a fuel injection quantity within +/-50 percent of the fuel quantity necessary to achieve the target idle speed for a properly functi oning engine and the given operating conditions. (C) Glow plugs/intake air heater systems shall be m onitored for proper functional response to computer commands and for ci rcuit continuity faults. The glow plug/intake air heater circuit(s) shall be monitored for proper current and voltage drop. The Executive Off icer shall approve other monitoring strategies based on manufacturer’s data and/or engineering analysis demonstrating equally reliable and timely detection of malfunctions. Except as provided below, the OBD system shall detect a malfunction when a single glow plug no longer ope rates within the manufacturer’s specified limits for normal operatio n. If a manufacturer demonstrates that a single glow plug failure cannot cause a measurable increase in emissions during any reasonable driving condition, the OBD system shall detect a malfunction for the minimum n umber of glow plugs needed to cause an emission increase. Further, to the extent feasible on existing engine designs (without adding additional hardware for this purpose) and on all new 2013 and subsequent model year design engines, the stored fault code shall identify the s pecific malfunctioning glow plug(s). (D) The wait-to-start lamp circuit and the MIL circuit shall be monitored for

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

manufacturer and is still unable to achieve the des ired condition. The Executive Officer may waive detection of specific m alfunctions upon determining that the manufacturer has submitted dat a and/or an engineering evaluation that demonstrate that reliab le detection of the malfunction is technically infeasible or would requ ire additional hardware. (F) For 2013 and subsequent model year engines that utilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or so ftware during production or repair procedures (e.g., individually coded injectors for flow85 characteristics that are programmed into an electro nic control unit to compensate for injector to injector tolerances, fue l pumps that use in-line resistors to correct for differences in fuel pump v olume output), the components shall be monitored to ensure the proper compensation is being used. The system shall detect a fault if the compensation being used by the control system does not match the compe nsation designated for the installed component (e.g., the flow charact eristic coding designated on a specific injector does not match the compensat ion being used by the fuel control system for that injector). If a manuf acturer demonstrates that a single component (e.g., injector) using the wrong compensation cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunct ion for the minimum number of components using the wrong compensation n eeded to cause an emission increase. Further, the stored fault co de shall identify the specific component that does not match the compensa tion.
(3.3) Monitoring Conditions:
(3.3.1) Input Components: (A) Except as provided in section (g)(3.3.1)(C), in put components shall be monitored continuously for proper range of values a nd circuit continuity. (B) For rationality monitoring (where applicable) m anufacturers shall define the monitoring conditions for detecting malfunction s in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that rationality monitoring shall occur e very time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). (C) A manufacturer may request Executive Officer ap proval to disable continuous input component proper range of values o r circuit continuity monitoring when a malfunction cannot be distinguish ed from other effects. The Executive Officer shall approve the disablemen t upon determining

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

detection.
(3.3.2) Output Components/Systems: (A) Except as provided in section (g)(3.3.2)(D), mo nitoring for circuit continuity and circuit faults shall be conducted co ntinuously. (B) Except as provided in section (g)(3.3.2)(C), fo r functional monitoring, manufacturers shall define the monitoring condition s for detecting malfunctions in accordance with sections (d)(3.1) a nd (d)(3.2) (i.e., minimum ratio requirements). (C) For the idle control system, manufacturers shal l define the monitoring conditions for functional monitoring in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), wi th the exception that functional monitoring shall occur every time the mo nitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2).86 (D) A manufacturer may request Executive Officer ap proval to disable continuous output component circuit continuity or c ircuit fault monitoring when a malfunction cannot be distinguished from oth er effects. The Executive Officer shall approve the disablement upo n determining that the

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

detection.
(3.4) MIL Illumination and Fault Code Storage:
(3.4.1) Except as provided in sections (g)(3.4.2) and (3.4.4) and ( 3 .4.3) below, general requirements for MIL illumination and fault code storage are set forth in section (d)(2).
(3.4.2) Exceptions to general requirements for MIL illumin ation. MIL illumination is not required in conjunction with storing a confi rmed or MIL-on fault code for any comprehensive component if: (A) the component or system, when malfunctioning, c ould not cause engine emissions to increase by 15 percent or more of the FTP standard during any reasonable driving condition; and (B) the component or system is not used as part of the diagnostic strategy for any other monitored system or component.
(3.4.3) Exception s for MIL circuit faults. MIL illumination is not required if a malfunction in the MIL circuit that prevents the MI L from illuminating (e.g., burned out bulb or LED) has been detected. However , the electronic MIL status (see section (h)(4.2)) shall be re ported as MIL commanded

- on and

a confirmed or MIL

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

of the baseline test results from the normal condit ion).
(3.4.4) For malfunctions required to be detected by sectio n (g)(3.2.2)(B)(ii)d. (idle control fuel injection quantity faults), the stored fault code is not required to specifically identify the idle control system (e .g., a fault code for cylinder87 fuel injection quantity imbalance or combustion qua lity monitoring can be stored).

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

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

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

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

additional hardware.

(5) EXCEPTIONS TO MONITORING REQUIREMENTS
(5.1) Upon request of a manufacturer or upon the best en gineering judgment of the ARB, the Executive Officer may revise the emission threshold for any monitor in sections (e) through (g) or revise the PM filter malfunction criteria of section88 (e)(8.2.1) to exclude detection of specific failure modes (e.g., partially melted substrates) if the most reliable monitoring method developed requires a higher threshold (or, in the case of section (e)(8. 2.1), the exclusion of specific failure modes) to prevent significant errors of com mission in detecting a

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

above 8000 feet above sea level. The Executive Off icer shall approve the request upon determining that the manufacturer has provided data and/or an engineering evaluation that demonstrate that monito ring during the conditions would be unreliable. A manufacturer may further re quest, and the Executive Officer shall approve, that an OBD system monitor b e disabled at other

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

that causes the disablement.
(5.5) Manufacturers may disable monitoring systems that can be affected by vehicle battery or system voltage levels.
(5.5.1) For monitoring systems affected by low vehicle bat tery or system voltages, manufacturers may disable monitoring systems when t he battery or system voltage is below 11.0 Volts. Manufacturers may request Executive Officer approval to utilize a voltage threshold hig her than 11.0 Volts to disable system monitoring. The Executive Officer s hall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat monitoring at the voltages would be unreliable and that either operat ion of a vehicle below the disablement criteria for extended periods of ti me is unlikely or the OBD system monitors the battery or system voltage a nd will detect a malfunction at the voltage used to disable other mo nitors.
(5.5.2) For monitoring systems affected by high vehicle ba ttery or system voltages, manufacturers may request Executive Offic er approval to disable monitoring systems when the battery or syst em voltage exceeds a89 manufacturer-defined voltage. The Executive Office r shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat monitoring above the manufacturer-defined voltage would be unreliabl e and that either the electrical charging system/alternator warning light is illuminated (or voltage gauge is in the “red zone”) or the OBD system monit ors the battery or system voltage and will detect a malfunction at the voltage used to disable

other monitors.
(5.6) A manufacturer may disable affected monitoring sys tems in vehicles designed to accommodate the installation of PTO uni ts (as defined in section (c)), provided disablement occurs only while the PT O unit is active, and the OBD readiness status is cleared by the on-board com puter (i.e., all monitors set to indicate “not complete”) while the PTO unit is activated (see section (h)(4.1) below). If the disablement occurs, the re adiness status may be restored to its state prior to PTO activation when the disablement ends.
(5.7) Whenever the requirements in sections (e) through (g) of this regulation require monitoring “to the extent feasible”, the ma nufacturer shall submit its proposed monitor(s) for Executive Officer approval. The Executive Officer shall approve the proposal upon determining that th e proposed monitor(s) meets the criteria of “to the extent feasible” by c onsidering the best available monitoring technology to the extent that it is know n or should have been known to the manufacturer and given the limitations of the manufacturer’s existing hardware, the extent and degree to which t he monitoring requirements are met in full, the limitations of mo nitoring necessary to prevent significant errors of commission and omissi on, and the extent to which the manufacturer has considered and pursued a lternative monitoring concepts to meet the requirements in full. The man ufacturer’s consideration and pursuit of alternative monitoring concepts shal l include evaluation of other modifications to the proposed monitor(s), the monitored components themselves, and other monitors that use the monitor ed components (e.g., altering other monitors to lessen the sensitivity a nd reliance on the component or characteristic of the component subjec t to the proposed monitor(s)).

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

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

– Equivalent to ISO/DIS 15031

- 5:April 30, 2002 ", April 2002 May 2007 (SAE J1979).90

(1.5) SAE J2012 "Diagnostic Trouble Code Definitions

– Equivalent to ISO/DIS

15031

- 6:April 30, 2002 ", April 2002 December 2007 (SAE J2012).
(1.6) ISO 15765-4:200 1 5 "Road Vehicles-Diagnostics on Controller Area Netw ork (CAN) - Part 4: Requirements for emission-related s ystems", December

2001 January 2005 (ISO 15765-4).
(1.7) SAE J1939 consisting of:
(1.7.1) J1939 Recommended Practice for a Serial Control an d Communications
Vehicle Network, March 2009;
(1.7.2) J1939/1 Recommended Practice for Control and Commu nications Network for On-Highway Equipment, September 2000;
(1.7.3) J1939/11 Physical Layer, 250K bits/s, Twisted Shie lded Pair, September
2006;
(1.7.4) J1939/13 Off-Board Diagnostic Connector, March 200 4;
(1.7.5) J1939/15 Reduced Physical Layer, 250K bits/sec, UN -Shielded Twisted Pair (UTP), August 2008;
(1.7.6) J1939/21 Data Link Layer, December 2006;
(1.7.7) J1939/31 Network Layer, April 2004;
(1.7.8) J1939/71 Vehicle Application Layer (Through Februa ry 2008), January
2009;
(1.7.9) J1939/73 Application Layer—Diagnostics, September 2006;
(1.7.10) J1939/81 Network Management, May 2003; and
(1.7.11) J1939/84 OBD Communications Compliance Test Cases For Heavy Duty Components and Vehicles, December 2008. March 2005

- “Recommended

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

- 1939, “Truck and Bus

C ontrol and Communications Network Standards Manual” , 200 5 Edition (SAE J1939).
(1.8) SAE J2403 “Medium/Heavy-Duty E/E Systems Diagnosis Nomenclature,” August 2004 2007 (SAE J2403).
(1.9) SAE J1699-3 – “OBD II Compliance Test Cases”, May 2006 (SAE J1699-3).
(1.10) SAE J2534-1 – “Recommended Practice for Pass-Thru Vehicle Programming”, December 2004 (SAE J2534-1).

(2) Diagnostic Connector: A standard data link connector conforming to SAE J1 962 or SAE J1939-13 specifications (except as specified in section (h)( 2.3)) shall be incorporated in

each vehicle.
(2.1) For the 2010 through 2012 model year engines:
(2.1.1) The connector shall be located in the driver’s side foot-well region of the vehicle interior in the area bound by the driver’s side of the vehicle and the driver's side edge of the center console (or th e vehicle centerline if the vehicle does not have a center console) and at a lo cation no higher than the bottom of the steering wheel when in the lowest adjustable position. The connector may not be located on or in the cente r console (i.e., neither on the horizontal faces near the floor-mounted gear selector, parking brake lever, or cup-holders nor on the vertical fac es near the car stereo, climate system, or navigation system controls).91

(2.1.2) If the connector is covered, the cover must be remo vable by hand without the use of any tools and be labeled “OBD” to aid te chnicians in identifying the location of the connector. Access to the diagn ostic connector may not require opening or the removal of any storage acces sory (e.g., ashtray, coinbox). The label shall be submitted to the Exec utive Officer for review and approval, at or before the time the manufacture r submits its certification application. The Executive Officer s hall approve the label upon determining that it clearly identifies that th e connector is located behind the cover and is consistent with language an d/or symbols commonly used in the automotive industry.
(2.2) For 2013 and subsequent model year engines:
(2.2.1) The connector shall be located in the driver’s sid e foot-well region of the vehicle interior in the area bound by the driver’s side of the vehicle and the foot pedal closest to the driver’s side of the vehicle (left most pedal in a left hand drive vehicle) excluding a foot-activat ed emergency brake if equipped (e.g., typically the brake pedal for an au tomatic transmission equipped vehicle or the clutch pedal for a manual t ransmission equipped vehicle) and at a location no higher than the botto m of the steering wheel when in the lowest adjustable position.
(2.2.2) The connector shall be mounted in an uncovered loc ation and may not be covered with or located behind any form of panel, a ccess door, or storage device (e.g., fuse panel cover, hinged door, ashtra y, coinbox) that requires opening or removal to access the connector. The co nnector may be equipped with a dust cap in the shape and size of t he diagnostic connector for environmental protection purposes but the dust cap must be removable by hand without the use of any tools and be labeled “OBD” to aid technicians in identifying the connector.
(2.2.3) The connector shall be mounted in a manner that al lows vehicle operation and driving (e.g., does not interfere with use of d river controls such as the clutch, brake, and accelerator pedal) while a scan tool is connected to the

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

the driver’s side of the vehicle with the driver’s side door open.
(2.3) (2.4) If the ISO 15765-4 protocol (see section (h)(3)) is used for the required OBD standardized functions, the connector shall mee t the “Type A” specifications of SAE J1962. Any pins in the conne ctor that provide electrical power shall be properly fused to protect the integr ity and usefulness of the connector for diagnostic purposes and may not excee d 20.0 Volts DC regardless of the nominal vehicle system or battery voltage (e.g., 12V, 24V, 42V).
(2.4) (2.5) If the SAE J1939 protocol (see section (h)(3)) is u sed for the required OBD standardized functions, the connector shall mee t the specifications of SAE J1939-13. Any pins in the connector that provi de electrical power shall be properly fused to protect the integrity and usef ulness of the connector for diagnostic purposes.92

(2.5) (2.6) Manufacturers may equip vehicles with additional di agnostic connectors for manufacturer-specific purposes (i.e., purposes other than the required OBD functions). However, if the additional connect or conforms to the “Type A” specifications of SAE J1962 or the specification s of SAE J1939-13 and is located in the vehicle interior near the required c onnector of section (h)(2 .3 ) or (2.4) , the connector(s) must be clearly labeled to ident ify which connector

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

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

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

communicate with an SAE J1939 network:
(4.1) Readiness Status: In accordance with SAE J1979/J19 39-73 specifications, the OBD system shall indicate “complete” or “not co mplete” since the fault memory was last cleared for each of the installed monitored components and systems identified in sections (e)(1) through (f)(9 ), and (g)(3) except (e)(11)

and (f)(4). All components or systems identified in (f )(1), (f)(2), or (g)(3) that are monitored continuously shall always indicate “c omplete”. Components or systems that are not subject to continuous monitori ng shall immediately indicate “complete” upon the respective diagnostic( s) being fully executed and determining that the component or system is not malfunctioning. A component or system shall also indicate “complete” if after the requisite number of decisions necessary for determining MIL s tatus has been fully executed, the monitor indicates a malfunction for t he component or system. The status for each of the monitored components or systems shall indicate “not complete” whenever fault memory has been clear ed or erased by a means other than that allowed in section (d)(2). N ormal vehicle shut down (i.e., key off, engine off) may not cause the statu s to indicate “not complete”.
(4.1.1) Subject to Executive Officer approval, a manufactu rer may request that

the readiness status for a monitor be set to indica te “complete” without monitoring having been completed if monitoring is d isabled for a multiple number of driving cycles due to the continued prese nce of extreme operating conditions (e.g., cold ambient temperatur es, high altitudes). Executive Officer approval shall be based on the co nditions for monitoring93 system disablement and the number of driving cycles specified without completion of monitoring before readiness is indica ted as “complete”.
(4.1.2) For the evaporative system monitor, the readiness status shall be set in accordance with section (h)(4.1) when both the func tional check of the purge valve and, if applicable, the leak detection monitor of the orifice size specified in section (f)(7.2.2)(B) (e.g., 0.150 inc h) indicate that they are complete.
(4.1.3) If the manufacturer elects to additionally indicat e readiness status through the MIL in the key on, engine off position as provi ded for in section (d)(2.1.3), the readiness status shall be indicated in the following manner: If the readiness status for all monitored component s or systems is “complete”, the MIL shall remain continuously illum inated in the key on, engine off position for at least 15-20 seconds. If the readiness status for one or more of the monitored components or systems is “not complete”, after 15-20 seconds of operation in the key on, eng ine off position with the MIL illuminated continuously, the MIL shall blink o nce per second for 5-10 seconds. The data stream value for MIL status (sec tion (h)(4.2)) shall indicate “commanded off” during this sequence unles s the MIL has also

been “commanded on” for a detected fault.
(4.2) Data Stream: The following signals shall be made a vailable on demand through the standardized data link connector in acc ordance with SAE J1979/J1939 specifications. The actual signal valu e shall always be used instead of a default or limp home value.
(4.2.1) For all gasoline engines: (A) Calculated load value, engine coolant temperatu re, engine speed, vehicle speed, time elapsed since engine start; and (B) Absolute load, fuel level (if used to enable or disable any other diagnostics), barometric pressure (directly measure d or estimated), engine control module system voltage, commanded equ ivalence ratio;

and (C) Number of stored confirmed fault codes, catalys t temperature (if directly measured or estimated for purposes of enabling the catalyst monitor(s)), monitor status (i.e., disabled for the rest of this driving cycle, complete this driving cycle, or not complete this driving cycle) since last engine shut-off for each monitor used for readiness status, distanc e traveled (or engine run time for engines not utilizing vehicle speed in formation) while MIL activated, distance traveled (or engine run time fo r engines not utilizing vehicle speed information) since fault memory last cleared, and number of warm-up cycles since fault memory last cleared, OBD requirements to which the engine is certified (e.g., California OBD , EPA OBD, European OBD, non-OBD) and MIL status (i.e., commanded-on or commanded-off).
(4.2.2) For all diesel engines: (A) Calculated load (engine torque as a percentage of maximum torque available at the current engine speed), driver’s de mand engine torque (as a percentage of maximum engine torque), actual engi ne torque (as a percentage of maximum engine torque), reference eng ine maximum torque, reference maximum engine torque as a functi on of engine speed (suspect parameter numbers (SPN) 539 through 543 de fined by SAE94 J1939 within parameter group number (PGN) 65251 for engine configuration), engine coolant temperature, engine oil temperature (if used for emission control or any OBD diagnostics), engin e speed, time elapsed since engine start; and (B) Fuel level (if used to enable or disable any ot her diagnostics), vehicle speed (if used for emission control or any OBD diag nostics), barometric pressure (directly measured or estimated), engine c ontrol module system voltage; and (C) Number of stored confirmed/MIL-on fault codes, monitor status (i.e., disabled for the rest of this driving cycle, comple te this driving cycle, or not complete this driving cycle) since last engine shut -off for each monitor used for readiness status, distance traveled (or en gine run time for engines not utilizing vehicle speed information) wh ile MIL activated, distance traveled (or engine run time for engines n ot utilizing vehicle speed information) since fault memory last cleared, number of warm-up cycles since fault memory last cleared, OBD require ments to which the engine is certified (e.g., California OBD, Californ ia OBD-child rating (i.e., for engines subject to (d)(7.1.2) or (d)(7.2.3)) EP A OBD, European OBD, non-OBD), and MIL status (i.e., commanded-on or commanded-off); (D) NOx NTE control area status (i.e., inside contr ol area, outside control area, inside manufacturer-specific NOx NTE carve-ou t area, or deficiency active area)

, and PM NTE control area status (i.e., inside control ar ea, outside control area, inside manufacturer-specific PM NTE carve-out area, or deficiency active area) ; (E) For 2013 and subsequent model year engines, nor malized trigger for PM filter regeneration, PM filter regeneration status; and (F) For 2013 and subsequent model year engines, ave rage distance (or engine run time for engines not utilizing vehicle s peed information) between PM filter regenerations

. (E) (G) For purposes of the calculated load and torque para meters in section (h)(4.2.2)(A), manufacturers shall report the most accurate values that are calculated within the applicable electronic control unit (e.g., the engine control module). “Most accurate values”, in this c ontext, shall be of sufficient accuracy, resolution, and filtering to b e used for the purposes of in-use emission testing with the engine still in a vehicle (e.g., using portable emission measurement equipment).
(4.2.3) For all engines so equipped: (A) Absolute throttle position, relative throttle p osition, fuel control system status (e.g., open loop, closed loop), fuel trim, f uel pressure, ignition timing advance, fuel injection timing, intake air/m anifold temperature, engine intercooler temperature, manifold absolute p ressure, air flow rate from mass air flow sensor, secondary air status (up stream, downstream, or atmosphere), ambient air temperature, commanded purge valve duty cycle/position, commanded EGR valve duty cycle/posi tion, actual EGR valve duty cycle/position, EGR error between actual and commanded, PTO status (active or not active), redundant absolu te throttle position (for electronic throttle or other systems that utilize t wo or more sensors), absolute pedal position, redundant absolute pedal p osition, commanded95 throttle motor position, fuel rate, boost pressure, commanded/target boost pressure, turbo inlet air temperature, fuel rail pr essure, commanded fuel rail pressure, PM filter inlet pressure, PM filter inlet temperature, PM filter outlet pressure, PM filter outlet temperature, PM f ilter delta pressure, exhaust pressure sensor output, exhaust gas tempera ture sensor output, injection control pressure, commanded injection con trol pressure, turbocharger/turbine speed, variable geometry turbo position, commanded variable geometry turbo position, turbocharger comp ressor inlet temperature, turbocharger compressor inlet pressure , turbocharger turbine inlet temperature, turbocharger turbine out let temperature, wastegate valve position, glow plug lamp status; and (B) For 2013 and subsequent model year engines, EGR temperature, variable geometry turbo control status (e.g., open loop, closed loop), reductant level (e.g., urea tank fill level), alcoh ol fuel percentage, type of fuel currently being used, NOx adsorber regeneratio n status, NOx adsorber deSOx status, hybrid battery pack remainin g charge; (C) Oxygen sensor output, air/fuel ratio sensor out put, NOx sensor output,

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

. (4.3) Freeze Frame :

. (4.3.1) “Freeze frame” information required to be stored p ursuant to sections (d)(2.2.1)(D), (d)(2.2.2)(D), (e)(1.4.2)(D), (e)(2.4.2)(B), (f)(1.4.4), and (f)(2.4.3) shall be made available on demand throug h the standardized

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

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

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

connector in a standardized format in accordance wi th SAE J1979 specifications. Standardized fault codes conformin g to SAE J2012 shall be employed. (B) The stored fault code shall, to the fullest ext ent possible, pinpoint the likely cause of the malfunction. To the extent fea sible, manufacturers96 shall use separate fault codes for every diagnostic where the diagnostic and repair procedure or likely cause of the failure is different. In general, rationality and functional diagnostics shall use di fferent fault codes than the respective circuit continuity diagnostics. Add itionally, input component circuit continuity diagnostics shall use different fault codes for distinct malfunctions (e.g., out-of-range low, out-of-range high, open circuit). (C) Manufacturers shall use appropriate SAE-defined fault codes of SAE J2012 (e.g., P0xxx, P2xxx) whenever possible. With Executive Officer approval, manufacturers may use manufacturer-define d fault codes in accordance with SAE J2012 specifications (e.g., P1x xx). Factors to be considered by the Executive Officer for approval sh all include the lack of available SAE-defined fault codes, uniqueness of th e diagnostic or monitored component, expected future usage of the d iagnostic or component, and estimated usefulness in providing ad ditional diagnostic and repair information to service technicians. Man ufacturer-defined fault codes shall be used consistently (i.e., the same fa ult code may not be used to represent two different failure modes) acro ss a manufacturer’s entire product line. (D) A pending or confirmed fault code (as required in sections (d) and (e) through (g)) shall be stored and available to an SA E J1978 scan tool within 10 seconds after a diagnostic has determined that a malfunction has occurred. A permanent fault code shall be stor ed and available to an SAE J1978 scan tool no later than the end of an ign ition cycle (including electronic control unit shutdown) in which the corresponding confirmed fault code causing the MIL to be illuminated has be en stored. (E) Pending fault codes: (i) Pending fault codes for all components and syst ems (including continuously and non-continuously monitored compone nts) shall be made available through the diagnostic connector in accordance with SAE J1979 specifications (e.g., Mode/Service $07). (ii) A pending fault code(s) shall be stored and av ailable through the diagnostic connector for all currently malfunctioni ng monitored component(s) or system(s), regardless of the MIL il lumination status or confirmed fault code status (e.g., even after a pen ding fault has

matured to a confirmed fault code and the MIL is il luminated, a pending fault code shall be stored and available if the most recent monitoring event indicates the component is malfunc tioning). (iii) Manufacturers using alternate statistical pro tocols for MIL illumination as allowed in section (d)(2.2.1)(C) shall submit to the Executive Officer a protocol for setting pending fault codes. The Ex ecutive Officer shall approve the proposed protocol upon determining that , overall, it is equivalent to the requirements in sections (h)(4.4. 1)(E)(i) and (ii) and that it effectively provides service technicians wi th a quick and accurate indication of a pending failure. (F) Permanent fault codes: (i) Permanent fault codes for all components and sy stems shall be made available through the diagnostic connector in a sta ndardized format97 that distinguishes permanent fault codes from both pending fault

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

. (iii) Permanent fault codes shall be stored in NVRA M and may not be erasable by any scan tool command (generic or enhan ced) or by disconnecting power to the on-board computer. (iv) Permanent fault codes shall be may not be eras able ed if when the engine control module containing the permanent fault code is reprogrammed unless and the readiness status (refer to section (h)(4.1)) for all monitored components and systems are set to “not complete

. ” in conjunction with the reprogramming event. (v) The OBD system shall have the ability to store a minimum of four current confirmed fault codes as permanent fault co des in NVRAM. If the number of confirmed fault codes currently comma nding the MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall store the earliest det ected confirmed fault codes as permanent fault codes. If additiona l confirmed fault codes are stored when the maximum number of permane nt fault codes is already stored in NVRAM, the OBD system ma y not replace any existing permanent fault code with the addition al confirmed fault

codes.
(4.4.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h): (A) For all monitored components and systems, store d pending, MIL-on, and previously MIL-on fault codes shall be made availab le through the diagnostic connector in a standardized format in ac cordance with SAE J1939 specifications (i.e., Diagnostic Message (DM) 6, DM12, and DM23). Standardized fault codes conforming to SAE J1939 s hall be employed. (B) The stored fault code shall, to the fullest ext ent possible, pinpoint the likely cause of the malfunction. To the extent fea sible, manufacturers shall use separate fault codes for every diagnostic where the diagnostic and repair procedure or likely cause of the failure is different. In general, rationality and functional diagnostics shall use di fferent fault codes than the respective circuit continuity diagnostics. Add itionally, input component circuit continuity diagnostics shall use different fault codes for distinct malfunctions (e.g., out-of-range low, out-of-range high, open circuit). (C) Manufacturers shall use appropriate SAE-defined fault codes of SAE J939 whenever possible. With Executive Officer app roval, manufacturers may use manufacturer-defined fault codes in accorda nce with SAE J1939 specifications. Factors to be considered by the Ex ecutive Officer for approval shall include the lack of available SAE-de fined fault codes, uniqueness of the diagnostic or monitored component , expected future usage of the diagnostic or component, and estimated usefulness in providing additional diagnostic and repair informat ion to service98 technicians. Manufacturer-defined fault codes shal l be used consistently (i.e., the same fault code may not be used to repre sent two different failure modes) across a manufacturer’s entire produ ct line. (D) A pending or MIL-on fault code (as required in sections (d), (e), and (g))

shall be stored and available to an SAE J1939 scan tool within 10 seconds after a diagnostic has determined that a ma lfunction has occurred. A permanent fault code shall be stored a nd available to an SAE J1939 scan tool no later than the end of an ignitio n cycle (including electronic control unit shutdown) in which the corresponding MIL-on fault code causing the MIL to be illuminated has been sto red. (E) Pending fault codes: (i) Pending fault codes for all components and syst ems (including continuously and non-continuously monitored compone nts) shall be made available through the diagnostic connector in accordance with SAE J1939 specifications (i.e., DM6). (ii) Manufacturers using alternate statistical prot ocols for MIL illumination as allowed in section (d)(2.2.2)(C) shall submit to the Executive Officer a protocol for setting pending fault codes. The Ex ecutive Officer shall approve the proposed protocol upon determining that , overall, it is equivalent to the requirements in sections (h)(4.4. 2)(E)(i) and that it effectively provides service technicians with a qui ck and accurate indication of a pending failure. (F) Permanent fault codes: (i) Permanent fault codes for all components and sy stems shall be made available through the diagnostic connector in a sta ndardized format that distinguishes permanent fault codes from pendi ng fault codes, MIL-on fault codes, and previously MIL-on fault cod es. (ii) A MIL-on fault code shall be stored as a perma nent fault code no later than the end of the ignition cycle and subsequently at all times that the MIL-on fault code is commanding the MIL on (e.g., f or currently failing systems). (iii) Permanent fault codes shall be stored in NVRA M and may not be erasable by any scan tool command (generic or enhan ced) or by disconnecting power to the on-board computer. (iv) Permanent fault codes shall be may not be eras able ed if when the engine control module containing the permanent fault codes is reprogrammed unless and the readiness status (refer to section (h)(4.1)) for all monitored components and systems are set to “not complete

. ” in conjunction with the reprogramming event. (v) The OBD system shall have the ability to store a minimum of four current MIL-on fault codes as permanent fault codes in NVRAM. If the number of MIL-on fault codes currently commanding t he MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall store the earliest det ected MIL-on fault codes as permanent fault codes. If additional MIL- on fault codes are stored when the maximum number of permanent fault c odes is already stored in NVRAM, the OBD system may not replace any existing permanent fault code with the additional MIL-on fau lt codes.99

(4.5) Test Results : (4.5.1) Except as provided in section (h)(4.5.7), for all monitored components and systems identified in sections (e)(1) through (f)(9 ), results of the most recent monitoring of the components and systems and the test limits established for monitoring the respective component s and systems shall be stored and available through the data link in ac cordance with the standardized format specified in SAE J1979 for the ISO 15765-4 protocol

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

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

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

and the test results and limits can be scaled and r eported with the appropriate engineering units by a generic scan too l.
(4.5.4) The test results shall be stored until updated by a more recent valid test result or the fault memory of the OBD system comput er is cleared.
(4.5.5) Upon fault memory being cleared, test results reported for monitors that have not yet completed with valid test results sinc e the last time the fault memory was cleared shall report values of zero for the test result and test

limits. If the OBD system fault memory is cleared, all test results shall report values of zero for the test result and test limits. The test results shall be updated once the applicable monitor has ru n and has valid test results and limits to report.
(4.5.5) All test results and test limit s shall always be reported and the test results shall be stored until updated by a more recent vali d test result or the fault memory of the OBD system computer is cleared.
(4.5.6) All test results and test limits shall always be re ported. The OBD system shall store and report unique test results for each separate diagnostic.
(4.5.7) The requirements of section (h)(4.5) do not apply to continuous gasoline fuel system monitoring specified under sections (f)(1.2.1)(A), (f)(1.2.1) (B), (f)(1.2.4), and (f)(1.2.5)

, gasoline exhaust gas sensor monitoring specified under sections (f)(8.2.1)(C) and (f)(8.2.2)(E), cold start emission reduction strategy monitoring, and continuous circuit monitoring , continuous out-ofrange monitoring, and diesel feedback control monit oring specified under sections (e)(1.2.4), (e)(3.2.4), (e)(4.2.5), (e)(6. 2.2)(D), (e)(7.2.3), and (e)(8.2.7)

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

standardized data link connector in accordance with the SAE J1979/J1939 specifications.
(4.6.2) A unique CAL ID shall be used for every emission-re lated calibration and/or software set having at least one bit of diff erent data from any other100 emission-related calibration and/or software set. Control units coded with multiple emission or diagnostic calibrations and/or software sets shall indicate a unique CAL ID for each variant in a mann er that enables an offboard device to determine which variant is being us ed by the vehicle. Control units that utilize a strategy that will res ult in MIL illumination if the incorrect variant is used (e.g., control units that contain variants for

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

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

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

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

manufacturers shall make the CVN and CAL ID combina tion information

available for all vehicles in a standardized electr onic format that allows for101 off-board verification that the CVN is valid and ap propriate for a specific

vehicle and CAL ID. The standardized electronic format is detailed in Attachment XX of ARB Mail-Out #MSC XX-XX, Month Dat e, Year, incorporated by reference. Manufacturers shall sub mit the CVN and CAL

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

tool.
(4.8.2) All 2013 and subsequent model year engines shall h ave the engine serial number (ESN) available in a standardized format thr ough the standardized data link connector. Only one electro nic control unit per vehicle shall report the ESN to an SAE J1978/J1939 scan tool.
(4.8.2) (4.8.3) If the VIN or ESN is reprogrammable, all emission-related diagnostic information identified in section (h)(4.9.1) shall be erased in conjunction with reprogramming of the VIN or the ESN

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

(4.9) (4.10) Erasure of Emission-Related Diagnostic Information:
(4.9.1) (4.10.1) For purposes of section (h)(4. 9 10 ), “emission-related diagnostic information” includes all the following: (A) Readiness status (section (h)(4.1)) (B) Data stream information (section (h)(4.2)) incl uding number of stored confirmed/MIL-on fault codes, distance traveled whi le MIL activated, number of warm-up cycles since fault memory last cl eared, and distance traveled since fault memory last cleared. (C) Freeze frame information (section (h)(4.3)) (D) Pending, confirmed, MIL-on, and previously MIL- on fault codes (section (h)(4.4.)) (E) Test results (section (h)(4.5))
(4.9.2) (4.10.2) For all vehicles, the emission-related diagnostic information shall be erased if commanded by a scan tool (generic or e nhanced) and may be erased if the power to the on-board computer is disconnected. If any of the emission-related diagnostic information is c ommanded to be erased by a scan tool (generic or enhanced), all emission- related diagnostic information from all diagnostic or emission critica l control units shall be erased. The OBD system may not allow a scan tool t o erase a subset of the emission-related diagnostic information (e.g., the OBD system may not allow a scan tool to erase only one of three st ored fault codes or only information from one control unit without erasing i nformation from the other control unit(s)).102

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

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

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

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

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

exceeds the maximum value of 7.99527.
(5.2) Engine Run Time Tracking Requirements:
(5.2.1) For all gasoline and diesel engines, manufacturers shall implement software algorithms to individually track and repor t in a standardized format the engine run time while being operated in the following103 conditions: (A) Total engine run time; (B) Total idle run time (with “idle” defined as acc elerator pedal released by driver, vehicle speed less than or equal to one mile per ho ur

, engine speed greater than or equal to 50 to 150 rpm below the normal

, warmedup idle speed (as determined in the drive position for vehicles equipped with an automatic transmission), and PTO not active) , and either vehicle speed less than or equal to one mile per hour or en gine speed less than or equal to 200 rpm above normal warmed-up idle, an d ; (C) Total run time with PTO active

. ; (D) For 2013 and subsequent model year diesel engin es only, : (i) total run time with EI-AECD #1active; (ii) total run time with EI-AECD #2 active; and so on up to (iii) total run time with EI-AECD #n active.
(5.2.2) Numerical Value Specifications: For each counter specified in section (h)(5.2.1): (A) For each counter specified in section (h)(5.2.1): (i) (A) Each number shall be a four

- byte value with a minimum value of zero

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

- ten seconds per

dr iving cycle

. conform to the standardized format specified in SAE

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

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

activation of the EI-AECD. (B) Each unique combination of action, parameter, a nd condition within a purpose shall be tracked as a separate EI-AECD and increment the timer(s) at all times the condition necessary to ac tivate the EI-AECD is104 present. (i) For EI-AECDs that implement an action of variab le degree based on the varying characteristics of a parameter (e.g., d erate EGR more aggressively as engine oil temperature continues to increase), the EIAECD shall be tracked by incrementing two separate timers within a single EI-AECD (e.g., EI-AECD #1 timer 1 and EI-AEC D #1 timer 2) as

follows:

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

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

increases would accumulate time for the first timer from the time derating of EGR begins up to the time that EGR is d erated 75 percent. As a second example, an overheat protecti on strategy that advances fuel injection timing progressively u p to a maximum advance of 15 degrees crank angle as the engine coo lant temperature increases would accumulate time for the first timer from the time advance is applied up to the time tha t advance reaches 11.25 degrees (75 percent of the maximum 15 degrees).

b. The second of the two timers shall be incremente d whenever the EIAECD is commanding 75 percent or more of the maximu m reduced

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

the elevation is above 5000 feet shall be increment ed only when the EIAECD is active and the elevation is below 8000 feet ). (E) For EI-AECDs that are initially activated due t o engine warm-up and are subsequently reactivated after the engine has warme d up, the timer shall105 be incremented only when the EI-AECD is active afte r the initial engine warm-up (e.g., an EI-AECD that turns off an emissio n control at low engine coolant temperature would not increment the timer during initial warm-up but would increment the timer if coolant te mperature subsequently dropped below the low temperature and reactivated the EIAECD later in the drive cycle). (F) If more than one EI-AECD is currently active, t he timers for both EIAECDs shall accumulate time, regardless if there is overlap or redundancy in the commanded action (e.g., two diffe rent EI-AECDs independently but simultaneously commanding EGR off shall both accumulate time in their respective timers).

(6) Service Information:
(6.1) Engine manufacturers shall provide the aftermarket service and repair industry emission-related service information as se t forth in sections (h)(6.3) through (6.5).
(6.2) The Executive Officer shall waive the requirements of sections (h)(6.3) through (6.5) upon determining that the ARB or U.S. EPA has adopted a service information regulation or rule that is in e ffect and operative and requires engine manufacturers to provide emission-r elated service

information: (A) of comparable or greater scope than required un der these provisions; (B) in an easily accessible format and in a timefra me that is equivalent to or exceeds the timeframes set forth below; and (C) at fair and reasonable cost.
(6.3) Manufacturers shall make readily available, at a f air and reasonable price to the automotive repair industry, vehicle repair proc edures which allow effective emission-related diagnosis and repairs to be perfor med using only the SAE J1978/J1939 generic scan tool and commonly availabl e, non-microprocessor

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

, . or (6.4.2) makes available for purchase, at a fair and reason able price to the automotive repair industry, a manufacturer-specific or enhanced tool to perform the emission-related diagnosis and repair p rocedures (excluding any reprogramming).
(6.5) Manufacturers shall make available:
(6.5.1) Information to utilize the test results reported a s required in section (h)(4.5). The information must include a descripti on of the test and test result, typical passing and failing values, associa ted fault codes with the test result, and scaling, units, and conversion fac tors necessary to convert the results to engineering units.106

(6.5.2) A generic description of each of the diagnostics u sed to meet the requirements of this regulation. The generic descr iption must include a text description of how the diagnostic is performed , typical enable conditions, typical malfunction thresholds, typical monitoring time, fault codes associated with the diagnostic, and test resu lts (section (h)(4.5)) associated with the diagnostic. Vehicles that have diagnostics not adequately represented by the typical values identi fied above shall be specifically identified along with the appropriate typical values.
(6.5.3) Information necessary to execute each of the diagn ostics used to meet the requirements of sections (e)(1) through (f)(9). The information must include either a description of sample driving patt erns designed to be operated in-use or a written description of the con ditions the vehicle needs to operate in to execute each of the diagnost ics necessary to change the readiness status from “not complete” to “complete” for all

monitors. The information shall be able to be used to exercise all necessary monitors in a single driving cycle as wel l as be able to be used to exercise the monitors to individually change the readiness status for each specific monitor from “not complete” to “compl ete”.

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

(i) MONITORING SYSTEM DEMONSTRATION REQUIREMENTS FOR

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

the timeliness of malfunction detection is within t he constraints of the applicable monitoring requirements.
(1.3) For flexible fuel engines capable of operating on more than one fuel or fuel combinations, the manufacturer shall submit a plan for providing emission test data to the Executive Officer for approval. T he Executive Officer shall approve the plan if it is determined to be represen tative of expected in-use fuel or fuel combinations and provides accurate and timely evaluation of the monitored systems.
(2) Selection of Test Engines:
(2.1) Prior to submitting any applications for certifica tion for a model year, a manufacturer shall notify the Executive Officer of the engine families and engine ratings within each family planned for that model year. The Executive Officer will then select the engine family(ies) and the specific engine rating within the engine family(ies) that the manufacturer shall use as demonstration test engines to provide emission test data. The se lection of test vehicles for107 production vehicle evaluation, as specified in sect ion (l)(2), may take place during this selection process.
(2.2) Number of test engines:
(2.2.1) For the 2010 model year, a manufacturer shall prov ide emission test data of a test engine from the OBD parent rating.
(2.2.2) For the 2011 and 2012 model years, a manufacturer certifying one to seven engine families in a model year shall provide emission test data of a test engine from one OBD child rating. A manufac turer certifying eight or more engine families in a model year shall provi de emission test data of test engines from two OBD child ratings. The Execu tive Officer may waive the requirement for submittal of data of one or more of the test engines if data have been previously submitted for all of the OBD parent and OBD child ratings.
(2.2.3) For the 2013 and subsequent model years, a manufac turer certifying one to five engine families in a model year shall provi de emission test data of a test engine from one engine rating. A manufactur er certifying six to ten engine families in a model year shall provide emiss ion test data from test engines from two engine ratings. A manufacturer ce rtifying eleven or more engine families in a model year shall provide emission test data of test engines from three engine ratings. The Execut ive Officer may waive the requirement for submittal of data of one or mor e of the test engines if data have been previously submitted for all of the engine ratings.
(2.2.4) For a given model year, a manufacturer may elect t o provide emission data of test engines from more engine ratings than required by section (i)(2.2.1) through (2.2.3). For each additional en gine rating tested in that given model year, the Executive Officer shall reduc e the number of engine ratings required for testing in one future model ye ar under sections (i)(2.2.2) through (2.2.3) by one.
(2.3) Aging and data collection of diesel test engines:
(2.3.1) For 2010 through 2012 model year test engines, For the test engine(s), a manufacturer shall use an engine (s) aged for a minimum of 125 hours plus exhaust aftertreatment emission controls aged by an accelerated aging process to be representative of full useful life. Manufacturers are required to submit for Executive Officer approval a description of the accelerated aging process and/or supporting data. The Executive Officer shall approve the process upon determining that the submitted description and/or data demonstrate that the process ensures th at deterioration of the

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

The manufacturer shall collect the data from a 2010 or newer model year108 system that is the most representative of system de signs planned for the 2013 model year and has a minimum actual mileage of full useful life or 185,000 miles, whichever is lower. The manufacture r shall collect and report the data to ARB prior to the end of 2011. T he manufacturer shall submit a plan for system selection, procurement, an d data collection to the Executive Officer for approval prior to proceed ing with the data collection. The Executive Officer shall approve th e plan upon determining that the submitted description will result in the m anufacturer gathering data necessary to quantify emission performance and deterioration of the system elements in a manner that will allow compari son to deterioration and performance levels achieved with the manufactur er’s accelerated aging process. (B) For testing of 2013 through 2015 model year eng ines, a manufacturer shall use a system (engine, engine emission control s, and aftertreatment) aged by an accelerated aging process to be represen tative of full useful life. Manufacturers are required to submit for Exe cutive Officer approval a description of the accelerated aging process and su pporting data. The Executive Officer shall approve the process upon de termining that the submitted description and data demonstrate that the aging process will result in a system representative of the manufactur er’s best estimates of the system performance at full useful life and that the manufacturer has utilized the data collected under section (i)(2.3.2 )(A) to validate the correlation of the aging process to actual high mil eage systems up to a minimum of full useful life or 185,000 miles.
(2.3.3) For 2016 and subsequent model year test engines: (A) A manufacturer shall collect emission and deter ioration data from an actual high mileage system(s) (consisting of the en gine, engine emission controls, and aftertreatment) to validate its accel erated aging process.

The manufacturer shall collect the data from a 2010 or newer model year system that is the most representative of system de signs planned for the 2016 model year and has a minimum actual mileage of full useful life. The manufacturer shall collect and report the data to ARB prior to the end of 2014. The manufacturer shall submit a plan for system selection, procurement, and data collection to the Executive O fficer for approval prior to proceeding with the data collection. The Executive Officer shall approve the plan upon determining that the submitte d description will result in the manufacturer gathering data necessary to quantify emission performance and deterioration of the system element s in a manner that will allow comparison to deterioration and performa nce levels achieved with the manufacturer’s accelerated aging process. (B) For testing of 2016 and subsequent model year e ngines, a manufacturer shall use a system (engine, engine emission control s, and aftertreatment) aged by an accelerated aging process to be represen tative of full useful life. Manufacturers are required to submit for Exe cutive Officer approval a description of the accelerated aging process and su pporting data. The Executive Officer shall approve the process upon de termining that the submitted description and data demonstrate that the aging process will result in a system representative of the manufactur er’s best estimates of109 the system performance at full useful life and that the manufacturer has utilized the data collected under section (i)(2.3.3 )(A) to validate the correlation of the aging process to actual high mil eage systems up to a

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

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

hardware malfunction or that there is no reasonably feasible method to

induce a hardware malfunction

. (3.1.4) Boost Pressure Control System: The manufacturer sh all perform a test at each boost, response, and cooling limit calibrated to the malfunction criteria (e.g., 2.0 times the FTP standard) in sect ions (e)(4.2.1) through (4.2.3) and (e)(4.2.4). In conducting the charge air undercooling110 demonstration test, the charge air cooler(s) being evaluated shall be deteriorated to the applicable malfunction criteria established by the manufacturer in section (e)(4.2.4) using methods es tablished by the manufacturer in accordance with section (e)(4.2.8).
(3.1.5) NMHC Catalyst: The manufacturer shall perform a se parate test for each monitored NMHC catalyst(s) (e.g., oxidation catalyst) that is used for a different purpose (e.g., oxidation catalyst upstrea m of a PM filter, NMHC catalyst used downstream of an SCR catalyst) . The catalyst(s) being evaluated shall be deteriorated to the applicable m alfunction criteria established by the manufacturer in section (e)(5.2. 2) (A) and (e)(5.2.2)(B) using methods established by the manufacturer in ac cordance with section (e)(5.2.4). For each monitored NMHC cataly st(s), the manufacturer shall also demonstrate that the OBD sy stem will detect a catalyst malfunction with the catalyst at its maxim um level of deterioration (i.e., the substrate(s) completely removed from the catalyst container or “empty” can). Emission data are not required for t he empty can

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

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

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

can demonstration.
(3.1.8) PM Filter: The manufacturer shall perform a test u sing a PM filter(s) deteriorated to each applicable malfunction criteri a in sections (e)(8.2.1), (e)(8.2.2), and (e)(8.2.4). The manufacturer shall also demon strate that the OBD system will detect a PM filter malfunction with the filter at its maximum level of deterioration (i.e., the filter(s) completely removed from the filter container or “empty” can). Emission dat a are not required for the empty can demonstration.
(3.1.9) Exhaust Gas Sensor: The manufacturer shall perform a test for each exhaust gas sensor parameter calibrated to the malf unction criteria (e.g., 2.0 times the FTP standard) in sections (e)(9.2.1)( A)(i), (e)(9.2.1)(B)(i)a. through b., and (e)(9.2.2)(A)(i) through (ii). Whe n performing a test, all exhaust gas sensors used for the same purpose (e.g. , for the same111 feedback control loop, for the same control feature on parallel exhaust banks) shall be operating at the malfunction criter ia limit for the applicable parameter only. All other exhaust gas sensor param eters shall be with

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

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

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

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

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

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

an induced hardware malfunction.
(3.2.2) Misfire: The manufacturer shall perform a test at the malfunction criteria112 limit specified in section (f)(2.2.2).
(3.2.3) EGR System: The manufacturer shall perform a test at each flow limit calibrated to the malfunction criteria (e.g., 1.5 t imes the standard) in sections (f)(3.2.1) and (f)(3.2.2).
(3.2.4) Cold Start Emission Reduction Strategy: The manufa cturer shall perform a test at the malfunction criteria for each component monitored according to section (f)(4.2.1) (A) or (f)(4.2.2)(B)

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

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

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

The manufacturer shall also demonstrate that the OB D system will detect a catalyst system malfunction with the catalyst sys tem at its maximum level of deterioration (i.e., the substrate(s) comp letely removed from the catalyst container or “empty” can). Emission data are not required for the empty can demonstration.
(3.2.7) Exhaust Gas Sensor: (A) The manufacturer shall perform a test with all prim ary exhaust gas oxygen

sensors (conventional switching sensors and wide range or u niversal sensors) used for fuel control simultaneously possessing a r esponse rate

deteriorated to the malfunction criteria limit in s ection (f)(8.2.1)(A). Manufacturers shall also perform a test for any oth er primary or secondary exhaust gas oxygen sensor parameter under sections (f)(8.2.1)(A) and (f)(8.2.2)(A) that can cause engine emissions to ex ceed the malfunction threshold (e.g., 1.5 times the applicable standards (e.g., due to a shift in air/fuel ratio at which oxygen sensor switches, dec reased amplitude). When performing additional test(s), all primary and secondary (if applicable) exhaust gas oxygen sensors used for emission fuel control shall be operating at the malfunction criteria limi t for the applicable parameter only. All other primary and secondary exhaust gas oxygen sensor parameters shall be with normal characterist ics. (B) For engines utilizing sensors other than oxygen sensors for primary fuel control (e.g., hydrocarbon sensors), the manufactur er shall submit, for Executive Officer approval, a demonstration test pl an for performing testing of all of the sensor parameters that can ca use engine emissions to exceed the malfunction threshold (e.g., 1.5 times t he applicable standards). The Executive Officer shall approve th e plan if it is determined that it will provide data that will assu re proper performance of the diagnostics of the sensors, consistent with the intent of section (i).
(3.2.8) VVT System: The manufacturer shall perform a test at each target error limit and slow response limit calibrated to the mal function criteria (e.g., 1.5 times the FTP standard) in sections (f)(9.2.1) and (f)(9.2.2). In conducting the VVT system demonstration tests, the manufacture r may use computer modifications to cause the VVT system to operate at the malfunction limit

if the manufacturer can demonstrate to the Executiv e Officer that the computer modifications produce test results equival ent to an induced113 hardware malfunction.
(3.2.9) For each of the testing requirements of section (i )(3.2), if the manufacturer has established that only a functional check is req uired because no failure or deterioration of the specific tested system coul d result in an engine’s emissions exceeding the emission malfunction criter ia (e.g., 1.5 times any of the applicable standards), the manufacturer is n ot required to perform a demonstration test; however the manufacturer is req uired to provide the data and/or engineering analysis used to determine that only a functional test of the system(s) is required.
(3.3) Required Testing for All Engines:
(3.3.1) Other Emission Control Systems: The manufacturer s hall conduct

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

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

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

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

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

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

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

. The manufacturer may request Executive Officer approval

to shall use a an applicable cycle for preconditioning cycle test engines prior114 to conducting each of the above emission tests. The Executive Officer shall approve the request U u pon determining that a manufacturer has provided data and/or engineering evaluation that demonstrate that additional the preconditioning is necessary to stabilize the emiss ion control system . The manufacturer may also request Executive Officer app roval to use an additional identical preconditioning cycle followin g a 20 minute hot soak after the initial preconditioning cycle. , t T he Executive Officer shall approve the request upon determining that a manufacturer has pr ovided data and/or engineering evaluation that demonstrate that the ad ditional preconditioning is necessary to stabilize the emission control system allow the manufacturer to perform a single additional preconditioning cycle, identical to the initial preconditioning cycle following a 20 minute hot soa k after the initial preconditioning cycle.

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

for which detection is to be tested at the criteria limit(s) prior to conducting the applicable preconditioning cycle(s) emission test (or preconditioning, if approved)

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

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

emission test

. The second SET cycle may be omitted from the test ing protocol if it is unnecessary (e.g., one-trip fault detection strategies that run on the SET).
(4.3) Test Data Collection:
(4.3.1) During the test sequence of section (i)(4.2), the manufacturer shall collect data immediately prior to each engine shut-down (e. g., the end of each preconditioning cycle in section (i)(4.2.1), the en d of the cold start FTP cycle in section (i)(4.2.3), the end of the warm st art FTP cycle in section115 (i)(4.2.3)). If the data cannot be collected immed iately prior to engine shut-down, the data shall be collected immediately after engine shutdown.
(4.3.2) The manufacturer shall be required to collect the following data: (A) Approximate time on the test cycle (in seconds after engine start) when the MIL illuminates (e.g., MIL illuminated at 402 s econds into the cold start FTP cycle); (B) All data required by sections (h)(4.1) through (h)(4.9) and (h)(5) including readiness status, current data stream values, fault code(s), freeze frame data, test results, CAL ID, CVN, VIN, ESN, ECU Name , in-use performance ratios, and engine run time tracking da ta.
(4.4) A manufacturer required to test more than one test engine (section (i)(2.2)) may utilize internal calibration sign-off test proc edures (e.g., forced cool downs, less frequently calibrated emission analyzer s) instead of official test procedures to obtain the emission test data require d in section (i) for all but one of the required test engines. The manufacturer may elect this option if the data from the alternative test procedure are re presentative of official emission test results. Manufacturers using this op tion are still responsible for meeting the malfunction criteria specified in secti ons (e) through (g) when emission tests are performed in accordance with off icial test procedures.
(4.4) (4.5) A manufacturer may request Executive Officer approv al to utilize an alternate testing protocol for demonstration of MIL illumination if the engine dynamometer emission test cycle does not allow all of a monitor’s enable conditions to be satisfied. A manufacturer may req uest the use of an alternate engine dynamometer test cycle or the use of chassis testing to demonstrate proper MIL illumination. In evaluating the manufacturer's request, the Executive Officer shall consider the t echnical necessity for using an alternate test cycle and the degree to which the alternate test cycle demonstrates that in-use operation with the malfunc tioning component will properly result in MIL illumination.
(5) Evaluation Protocol:
(5.1) Full OBD engine ratings subject to sections (d)(7. 1.1), (d)(7.2.2), or (d)(7.3) shall be evaluated according to the following proto col.
(5.1.1) For all tests conducted under section (i), the MIL shall be illuminated upon detection of the tested system or component malfunc tion before the end

of the first engine start portion of the exhaust emission test specified in (i)(4.2.3) of the complete applicable test in accordance with the requirements of sections (e) through (g).
(5.1.2) If the MIL illuminates prior to emissions exceedin g the applicable malfunction criteria specified in sections (e) thro ugh (g), no further demonstration is required. With respect to the mis fire monitor demonstration test, if a manufacturer has elected t o use the minimum misfire malfunction criteria of one percent as allo wed in sections (e)(2.2.2)(A) and (f)(2.2.2)(A), no further demonst ration is required if the MIL illuminates with misfire implanted at the malfu nction criteria limit.
(5.1.3) If the MIL does not illuminate when the system or component is set at its limit(s), the criteria limit or the OBD system is n ot acceptable. (A) Except for testing of the catalyst (i.e., components monitored under116 sections (e)(5.2.2), (e)(6.2.1), (e)(7.2.1), and (f )(6.2.1)) or PM filter system (i.e., (e)(8.2.1) and (e)(8.2.4)) , if the MIL first illuminates after emissions exceed the applicable malfunction criteria specifie d in sections (e) through (g), the test engine shall be retested with the tes ted system or component adjusted so that the MIL will illuminate before emi ssions exceed the applicable malfunction criteria specified in sectio ns (e) through (g). If the component cannot be adjusted to meet this criterion because a default fuel or emission control strategy is used when a ma lfunction is detected (e.g., open loop fuel control used after an oxygen sensor malfunction is determined), the test engine shall be retested with the component adjusted to the worst acceptable limit (i.e., the a pplicable monitor indicates the component is performing at or slightl y better than the malfunction criteria). When tested with the compon ent adjusted to the worst acceptable limit, the MIL must not illuminate during the test and the engine emissions must be below the applicable malfu nction criteria specified in sections (e) through (g). (B) In testing the catalyst (i.e., components monitored under sections (e)(5.2.2), (e)(6.2.1), (e)(7.2.1), and (f)(6.2.1)) or PM filter system (i.e., (e)(8.2.1) and (e)(8.2.4)) , if the MIL first illuminates after emissions exce ed the applicable emission threshold(s) specified in s ections (e) and (f), the tested engine shall be retested with a less deterio rated catalyst/PM filter system (i.e., more of the applicable engine out pol lutants are converted or trapped). For the OBD system to be approved, testi ng shall be continued until either of the following conditions are satisf ied: (i) The MIL is illuminated and emissions do not exc eed the thresholds specified in sections (e) or (f); or (ii) The manufacturer demonstrates that the MIL ill uminates within the upper and lower limits of the threshold identified below. The manufacturer shall demonstrate acceptable limits by continuing testing

until the test results show:

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

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

recalibrated.
(5.2) OBD child ratings subject to sections (d)(7.1.2) o r (d)(7.2.3) (i.e., extrapolated OBD) shall be evaluated according to the following protocol.117

(5.2.1) For all tests conducted under section (i), the MIL shall be illuminated upon detection of the tested system or component malfunc tion before the end

of the first engine start portion of the exhaust test emission test of the complete applicable test specified in (i)(4.2.3) in accordance with the malfunction criteria established by the manufacture r under sections (d)(7.1.2) and (d)(7.2.3).
(5.2.2) Except for testing of the catalyst or PM filter sy stem, if the MIL first illuminates after the tested component or system si gnificantly exceeds the applicable malfunction criteria established by the manufacturer, the test engine shall be retested with the tested system or component adjusted so that the MIL will illuminate at the applicable malf unction criteria established by the manufacturer.
(5.2.3) In testing the catalyst or PM filter system, if th e MIL first illuminates after the tested component or system significantly exceed s the applicable malfunction criteria established by the manufacture r, the tested engine shall be retested with a less deteriorated catalyst /PM filter system (i.e., more of the applicable engine out pollutants are co nverted or trapped). For the OBD system to be approved, testing shall be continued until either of the following conditions are satisfied: (A) The MIL is illuminated and the tested component or system is at the applicable malfunction criteria established by the manufacturer; or (B) The manufacturer demonstrates that the MIL illu minates within the upper

and lower limits of the threshold identified below. The manufacturer shall demonstrate acceptable limits by continuing testing until the test results

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

and (ii) The MIL is not illuminated and monitoring resu lts indicate the tested component or system is below the malfunction criter ia established by the manufacturer by 10 percent or less of the monit ored parameter.
(6) Confirmatory Testing:
(6.1) The ARB may perform confirmatory testing to verify the emission test data submitted by the manufacturer under the requirement s of section (i) comply with the requirements of section (i) and the malfun ction criteria identified in sections (e) through (g). This confirmatory testin g is limited to the engine rating represented by the demonstration engine(s).
(6.2) The ARB or its designee may install appropriately deteriorated or malfunctioning components (or simulate a deteriorat ed or malfunctioning component) in an otherwise properly functioning tes t engine of an engine rating represented by the demonstration test engine (s) in order to test any of the components or systems required to be tested in section (i). Upon request by the Executive Officer, the manufacturer shall ma ke available an engine and all test equipment (e.g., malfunction simulator s, deteriorated components) necessary to duplicate the manufacturer ’s testing. The Executive Officer shall make the request within six months of reviewing and approving the demonstration test engine data submit ted by the manufacturer118 for the specific engine rating.

(j) CERTIFICATION DOCUMENTATION
(1) When submitting an application for certification o f an engine, the manufacturer shall submit the following documentation. If any o f the items listed below are standardized for all of a manufacturer’s engines, t he manufacturer may, for each model year, submit one set of documents covering th e standardized items for all of its engines.
(1.1) For the required documentation not standardized ac ross all engines, the manufacturer may propose to the Executive Officer t hat it be allowed to submit documentation for certification from one eng ine that is representative of other engines. The Executive Officer shall appr ove the engine as representative if the engine possesses the most str ingent emission standards and OBD monitoring requirements and covers all of t he emission control devices for the engines covered by the submitted do cumentation. Upon approval, this grouping shall be known as an “OBD c ertification documentation group”.
(1.2) With Executive Officer approval, one or more of th e documentation requirements of section (j) may be waived or modifi ed if the information required would be redundant or unnecessarily burden some to generate.
(1.3) To the extent possible, the certification document ation shall use SAE J1930 or J2403 terms, abbreviations, and acronyms.
(2) The following information shall be submitted as pa rt of the certification application. Except as provided below for demonstr ation data, the Executive Officer will not issue an Executive Order certifyin g the covered engines without the information having been provided. The informat ion must include:
(2.1) A description of the functional operation of the O BD system including a complete written description for each monitoring st rategy that outlines every step in the decision-making process of the monitor. Algorithms, diagrams, samples of data, and/or other graphical representat ions of the monitoring strategy shall be included where necessary to adequ ately describe the

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

- 20 XX-XX , May 22, 1 995 Month Date, Year , incorporated by

reference.
(2.2.1) The table must include the following information f or each monitored component or system (either computer-sensed or -con trolled) of the emission control system: (A) Corresponding fault code (B) Monitoring method or procedure for malfunction detection (C) Primary malfunction detection parameter and its type of output signal (D) Fault criteria limits used to evaluate output s ignal of primary parameter (E) Other monitored secondary parameters and condit ions (in engineering units) necessary for malfunction detection (F) Monitoring time length and frequency of checks (G) Criteria for storing fault code (H) Criteria for illuminating malfunction indicator light119 (I) Criteria used for determining out-of-range valu es and input component rationality checks
(2.2.2) Wherever possible, the table shall use the followi ng engineering units: (A) Degrees Celsius ( ° C) for all temperature criteria (B) KiloPascals (KPa) for all pressure criteria rel ated to manifold or atmospheric pressure (C) Grams (g) for all intake air mass criteria (D) Pascals (Pa) for all pressure criteria related to evaporative system vapor

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

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

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

conditions.
(2.5.2) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over the full engine spee d and load operating range for the following misfire patterns: random cy linders misfiring at the malfunction criteria established in section (f)(2.2 .2), one cylinder continuously misfiring, and paired cylinders contin uously misfiring.
(2.5.3) Data identifying all disablement of misfire monito ring that occurs during the FTP. For every disablement that occurs during the cycles, the data120 should identify: when the disablement occurred rela tive to the driver’s trace, the number of engine revolutions that each d isablement was present for, and which disable condition documented in the certification application caused the disablement.
(2.5.4) Manufacturers are not required to use the durabili ty demonstration engine to collect the misfire data for sections (j)(2.5.1) through (2.5.3).
(2.6) Data supporting the limit for the time between eng ine starting and attaining the designated heating temperature for after-start heated catalyst systems.
(2.7) Data supporting the criteria used to detect a malf unction of the fuel system, EGR system, boost pressure control system, catalyst , NOx adsorber, PM filter, cold start emission reduction strategy, sec ondary air, evaporative system, VVT system, exhaust gas sensors, and other emission controls which causes emissions to exceed the applicable mal function criteria specified in sections (e), (f), and (g). For diese l engine monitors in sections (e) and (g) that are required to indicate a malfunc tion before emissions exceed an emission threshold based on any applicabl e standard (e.g., 1.5 times any of the applicable standards), the test cy cle and standard determined by the manufacturer to be the most strin gent for each applicable monitor in accordance with section (d)(6.1) and the adjustment factors determined by the manufacturer for each applicable monitor in accordance with section (d)(6.2)

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

for communication with an SAE J1978/J1939 scan tool

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

from each AECD activation , and ,

. for diesel engines, the identification of each AECD that has been determined by the manufactu rer to be an EI-AECD and the assignment by the manufacturer to the data required to be tracked and reported in the standardized format specified i n section (h)(6) (e.g., the AECD of “engine overheat protection as determined b y coolant temperature121 greater than...” is an EI-AECD and is reported as EI- AECD #1 to a generic scan tool).
(2.14) A written description of each NOx and PM NTE defic iency and emission carve-out utilized by the manufacturer including th e sensor signals and/or

calculated values used to invoke each NTE deficienc y or carve-out, the engineering data and/or analysis demonstrating the need for such an NTE deficiency or carve-out, the actions taken when eac h NTE deficiency or carve-out is activated, the expected in-use frequen cy of operation of each NTE deficiency or carve-out, and the expected emiss ion impact from each NTE deficiency or carve-out activation.
(2.15) Build specifications provided to engine purchasers or chassis manufacturers detailing all specifications or limitations imposed on the engine purchaser relevant to OBD requirements or emission compliance (e.g., allowable MIL locations, connector location specifications, cooli ng system heat rejection rates). A description of the method or copies of a greements used to ensure engine purchasers or chassis manufacturers will com ply with the OBD and emission relevant build specifications (e.g., signe d agreements, required audit/evaluation procedures).
(2.16) A cover letter identifying all concerns and deficie ncies applicable to the equivalent previous model year engine and the chang es and/or resolution of each concern or deficiency for the current model ye ar engine.
(2.17) A checklist of all the malfunction criteria in sec tions (e) or (f) and the corresponding diagnostic noted by fault code for ea ch malfunction criterion.

The formats of the checklists are detailed in Attac hments XX and XX of ARB Mail-Out #MSC XX-XX, Month Date, Year, incorporated by reference.
(2.18) Any other information determined by the Executive O fficer to be necessary to demonstrate compliance with the requirements of thi s regulation.

(k) DEFICIENCIES
(1) The Executive Officer, upon receipt of an applicat ion from the manufacturer, may certify OBD systems installed on engines even thoug h the systems do not comply with one or more of the requirements of titl e 13, CCR section 1971.1. In granting the certification, the Executive Officer s hall consider the following factors: the extent to which the requirements of se ction 1971.1 are satisfied overall based on a review of the engine application s in question, the relative performance of the resultant OBD system compared to systems fully compliant with the requirements of section 1971.1, and a demo nstrated good-faith effort on the part of the manufacturer to: (1) meet the requi rements in full by evaluating and considering the best available monitoring techn ology; and (2) come into compliance as expeditiously as possible.
(2) For 2013 and subsequent model year engines, manufa cturers of OBD systems for which deficiencies have been granted are subjec t to fines pursuant to section 43016 of the California Health and Safety Code. Th e specified fines apply to: (1) the third and subsequently identified deficiency(ie s), ordered according to section (k)(3), and (2) a monitoring system deficiency wher e a required monitoring strategy is completely absent from the OBD system.
(3) The fines for engines specified in section (k)(2) above are in the amount of $50 per deficiency per engine for non-compliance with a ny of the monitoring122

requirements specified in sections (e), (f), and (g )(4), and $25 per deficiency per engine for non-compliance with any other requiremen t of section 1971,1. In determining the identified order of deficiencies, d eficiencies subject to a $50 fine are identified first. Total fines per engine under section (k) may not exceed $500 per engine and are payable to the State Treasurer f or deposit in the Air Pollution

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

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

after certification.
(6) Request for retroactive deficiencies
(6.1) During the first 6 months after commencement of no rmal production, manufacturers may request that the Executive Office r grant a deficiency and amend an engine’s certification to conform to the g ranting of the deficiencies for each aspect of the monitoring system: (a) ident ified by the manufacturer (during testing required by section (l)(2) or any o ther testing) to be functioning different than the certified system or otherwise no t meeting the requirements of any aspect of section 1971.1; and (b) reported t o the Executive Officer. If the Executive Officer grants the deficiencies and a mended certification, their approval would be retroactive to the start of produ ction.
(6.2) Executive Officer approval of the request for a re troactive deficiency shall be granted provided that the conditions necessary for a pre-certification deficiency determination are satisfied (see section (k)(1)) and the manufacturer could not have reasonably anticipated the identified problem before commencement of production.
(6.3) In granting the amended certification, the Executi ve Officer shall include any approved post-production deficiencies together with all previously approved deficiencies in computing fines in accordance with section (k)(2).

(l) PRODUCTION ENGINE/VEHICLE EVALUATION TESTING
(1) Verification of Standardized Requirements.
(1.1) Requirement: Manufacturers shall perform testing t o verify that 2013 and subsequent model year production vehicles meet the requirements of section (h)(3) and (h)(4) relevant to proper communication of required emissionrelated messages to an SAE J1978/J1939 scan tool.
(1.2) Selection of Test Vehicles:
(1.2.1) Engine manufacturers shall perform this testing ev ery model year on ten unique production vehicles (i.e., engine rating and chassis application combination) per engine family. If there are less than ten unique production vehicles for a certain engine family, th e manufacturer shall test each unique production vehicle in that engine famil y. Manufacturers shall123 perform this testing within either three months of the start of engine production or one month of the start of vehicle pro duction, whichever is later. Manufacturers may request Executive Officer approval to group multiple production vehicles together and test one representative vehicle per group. The Executive Officer shall approve the request upon finding that the software and hardware designed to comply w ith the standardization requirements of section (h) (e.g., communication protocol message timing, number of supported data stream par ameters, engine and vehicle communication network architecture) in the representative vehicle are identical to all others in the group an d that any differences in the production vehicles are not relevant with respe ct to meeting the criteria in section (l)(1.4).
(1.2.2) For 2016 and subsequent model year engines, the Ex ecutive Officer shall reduce the maximum required number of vehicles to b e tested from ten per engine family to five per engine family for a m anufacturer based on the demonstrated previous success of the manufactur er to meet the requirements of section (l)(1). For purposes of th is requirement, a

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

of the off-board device that the manufacturer will use to perform the testing.
(1.3.1) For vehicles using the ISO 15765-4 protocol for th e standardized functions required in section (h), the Executive Officer shal l approve the request upon determining that the manufacturer has submitte d data, specifications, and/or engineering analysis that de monstrate that the offboard device meets the minimum requirements to cond uct testing according to SAE J1699-3 using the software develop ed and maintained for the SAE J1699-3 committee and available through124 www.sourceforge.net and SAE J2534 compliant hardwar e configured specifically for SAE J1699-3 testing.
(1.3.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h), T t he Executive Officer shall approve the request upon determining that the manufacturer has submitte d data, specifications, and/or engineering analysis that de monstrate that the offboard device is able to verify that vehicles tested are able to perform all of the required functions in section (l)(1.4) with any other off-board device designed and built in accordance with the SAE J1978 /J1939 generic scan tool specifications.
(1.4) Required Testing:
(1.4.1) The testing shall verify that communication can be properly established between all emission-related on-board computers and any SAE J1978/J1939 scan tool designed to adhere strictly t o the communication protocols allowed in section (h)(3);
(1.4.2) The testing shall verify that all emission-related information is properly

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

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

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

and in accordance with SAE J1979/J1939 and sections (d)(2.1.2) during the MIL functional check and, if applicable, (h)(4. 1.3) during the MIL readiness status check while the engine is off; (C) All data stream parameters required in section (h)(4.2) in accordance with SAE J1979/J1939 including, if applicable, the prope r identification of each data stream parameter as supported in SAE J1979 (e. g., Mode/Service $01, PID $00); (D) The CAL ID, CVN, ESN, and VIN in accordance with SAE J1979/J1939 and sections (h)(4.6) through (4.8); (E) An emission-related fault code (permanent, conf irmed, pending, MIL-on, and previously MIL-on) in accordance with SAE J1979 /J1939-73 (including correctly indicating the number of store d fault codes (e.g., Mode/Service $01, PID $01, Data A for SAE J1979)) a nd section (h)(4.4);
(1.4.4) The testing shall also verify that the on-board c omputer(s) can properly respond to any SAE J1978/J1939 scan tool request to clear emissionrelated fault codes and reset readiness status in a ccordance with section (h)(4. 9 10 ).
(1.5) Reporting of Results:125

(1.5.1) The manufacturer shall submit to the Executive Off icer the following, based on the results of testing: (A) If a variant meets all the requirements of sect ion (l)(1.4), a statement specifying that the variant passed all the tests, o r (B) If any variant does not meet the requirements o f section (l)(1.4), a written report to the Executive Officer for approval within one month of testing the specific variant. The written report shall include the problem(s) identified and the manufacturer’s proposed corrective action ( if any) to remedy the problem(s). Factors to be considered by the Execut ive Officer in approving the proposed corrective action shall incl ude the severity of the problem(s), the ability of the vehicle to be tested in a California inspection program (e.g., roadside inspection, fleet self-insp ection program), the ability of service technicians to access the requir ed diagnostic information, the impact on equipment and tool manufacturers, and the amount of time prior to implementation of the proposed corrective action.
(1.5.2) Upon request of the Executive Officer, a manufactu rer shall submit a report of the results of any testing conducted purs uant to section (l)(1) to

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

(2) Verification of Monitoring Requirements.
(2.1) Within either the first six months of the start of engine production or the first three months of the start of vehicle production, wh ichever is later, manufacturers shall conduct a complete evaluation o f the OBD system of one or more production vehicles (test vehicles) and sub mit the results of the

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

evaluation results from one or more of the test veh icles if data have been previously submitted for all of the engine ratings and variants.
(2.3) Evaluation requirements:
(2.3.1) The evaluation shall demonstrate the ability of th e OBD system on the selected production vehicle to detect a malfunction , illuminate the MIL,126 and, where applicable, store an appropriate fault c ode readable by a scan tool conforming to SAE J1978/J1939 when a malfuncti on is present and the monitoring conditions have been satisfied for e ach individual diagnostic required by title 13, CCR section 1971.1

. (2.3.2) The evaluation shall verify that malfunctions dete cted by non-MIL illuminating diagnostics of components used to enab le any other OBD system diagnostic (e.g., fuel level sensor) will no t inhibit the ability of other OBD system diagnostics to properly detect malfuncti ons. (2.3.3) The evaluation shall verify that the software used to track the numerator and denominator for purposes of determining in-use monitoring frequency correctly increments as required in section (d)(4).
(2.3.4) Malfunctions may be mechanically implanted or elec tronically simulated but internal on-board computer hardware or software changes may not be

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

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

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

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

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

first introduced into commerce.127

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

calibration identification number.
(3.5) Manufacturers shall submit a plan to the Executive Officer for review and approval that details the types of production vehic les in each group, the number of vehicles per group to be sampled, the sam pling method, the time line to collect the data, and the reporting format. The Executive Officer shall approve the plan upon determining that it provides for effective collection of data from a sample of vehicles that, at a minimum, is fifteen vehicles per group, will likely result in the collection and sub mittal of data within the required time frame, will generate data that are re presentative of California drivers and temperatures, and does not, by design, exclude or include specific vehicles in an attempt to collect data onl y from vehicles with the highest in-use performance ratios.
(3.6) Upon request of the manufacturer, the Executive Of ficer may for good cause extend the twelve month time requirement set forth in section (l)(3.1) up to a maximum of eighteen months. In granting additional time, the Executive Officer shall consider, among other things, informa tion submitted by the manufacturer to justify the delay, sales volume of the group(s), and the sampling mechanism utilized by the manufacturer to procure vehicles for data collection. If an extension beyond twelve months i s granted, the manufacturer shall additionally be required to subm it an interim report within twelve months for data collected up to the time of the interim report.
(4) Verification of In-Use Compliance128

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

(m) INTERMEDIATE IN

- USE COMPLIANCE STANDARDS
(1) For 2010 through 2012 model year engines:
(1.1) For monitors that are required to indicate a malfun ction before emissions exceed a certain emission threshold (e.g., 2.5 times any of the applicable standards):
(1.1.1) On the OBD parent rating (i.e., the engine rating s ubject to the “full OBD” requirement under section (d)(7.1.1)), the Executiv e Officer may not consider an OBD system noncompliant unless a repres entative sample

indicates emissi ons exceed 2.0 times the malfunction criteria (e.g.

, 5 .0

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

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

emission levels.
(1.2) The Executive Officer shall use only the test cycle and standard determined and

i dentified by the manufacturer at the time of certif ication in accordance with section (d)(6.1) as the most stringent for purposes of determining OBD system noncompliance in section (m)(1.1.1).

The Executive Officer shall use the adjustment factors determin ed by the

manufacturer at the time of certification in accord ance with section (d)(6. 2 ) for purposes of determining OBD system noncompliance in section (m)(1.1.1).
(2) For 2013 through 2015 model year engines:
(2.1) For monitors that are required to indicate a malfu nction before emissions exceed a certain emission threshold (e.g., 2.0 times any of the applicable standards):
(2.1.1) On all OBD parent ratings and OBD child ratings sub ject to section (d)(7.2.2), the Executive Officer may not consider an OBD system noncompliant unless a representative sample indicates emissions exceed 2.0 times the malfunction criteria (e.g., 4 .0 times the standard if the

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

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

- use ratio is below 0.050.
(3) For 2016 through 2019 model year engines:129

(3.1) For monitors of the PM filter subject to the malfun ction criteria of section (e)(8.2.1)( B ), the Executive Officer may not consider the PM filter monitor noncompliant with the malfunction threshold of sect ion (e)(8.2.1)( B ) unless a representative sample indicates emissions exceed 2. 0 times the malfunction criteria (e.g., PM emissio n level of 0.06 g/bhp

- hr if the malfunction criterion is 0.03 g/bhp

- hr ) without MIL illumination on either of the applica ble standards (i.e., FTP or SET ).
(3.2) For all engine ratings subject to section (d)(7.2.3) for extrapolated OBD in 2013 through 2015, the Executive Officer may not consider an OBD system noncompliant unless a representative sample indicat es emissions exceed 2.0 times the malfunction criteria (e.g., 4.0 times the standard if the malfunction criterion is 2.0 times the standard) without MIL il l umination on either of the applicable standards (i.e., FTP or SET),
(4) For 2010 and subsequent model year engines

, the Executive Officer may not consider an OBD system noncompliant solely due to a failure or deterioration mode of a monitored component or sys tem that could not have been reasonably foreseen to occur by the manufacturer.

NOTE: Authority cited: Sections 39600, 39601, 43000 .5, 43013, 43018, 43100, 43101, 43104, 43105, 43105.5, and 43106, Health and Safety Code. Reference: Sections
39002, 39003, 39010-39060, 39515, 39600-39601, 4300 0, 43000.5, 43004, 43006,
43013, 43016, 43018, 43100, 43101, 43102, 43104, 43 105,43105.5, 43106, 43150- 43156, 43204, 43211, and 43212, Health and Safety C ode.i ATTACHMENT B

California Code of Regulations, Title 13, section 1 968.2, Malfunction and Diagnostic System Requirements for 2004 and Subsequ ent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines (OBD II)

Set forth below are proposed amendments to Californ ia Code of Regulations, Title 13, §1968.2. The proposed amendments are sho wn in single underline to

indicate additions and single strikeout to indicate deletions.ii Table of Contents

(a) PURPOSE.

................................................... ................................................... .......... 1 (b) APPLICABILITY.

................................................... ................................................... 1 (c) DEFINITIONS.

................................................... ................................................... .... 1 (d) GENERAL REQUIREMENTS.

................................................... ............................ 8
(1) The OBD II System

. ................................................... ...................................... 8
(2) MIL and Fault Code Requirements

. ................................................... ........... 8
(3) Monitoring Conditions

. ................................................... ................................ 12
(4) In-Use Monitor Performance Ratio Definition

. ........................................... 14
(5) Standardized tracking and reporting of monitor perf ormance

. ............... 19
(6) Malfunction Criteria Determination for Diesel Vehic les

. ........................... 21
(7) Enforcement Testing

. ................................................... ................................. 24 (e) MONITORING REQUIREMENTS FOR GASOLINE/SPARK-IGNITED

ENGINES.

................................................... ................................................... ................. 24
(1) CATALYST MONITORING

................................................... ........................ 24
(2) HEATED CATALYST MONITORING

................................................... ...... 27
(3) MISFIRE MONITORING

................................................... ............................ 27
(4) EVAPORATIVE SYSTEM MONITORING ................................................. 34
(5) SECONDARY AIR SYSTEM MONITORING ............................................. 37
(6) FUEL SYSTEM MONITORING

................................................... ................. 38
(7) EXHAUST GAS SENSOR MONITORING ................................................. 41
(8) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING ... 44
(9) POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM

MONITORING

................................................... ................................................... ....... 45
(10) ENGINE COOLING SYSTEM MONITORING ........................................... 46
(11) COLD START EMISSION REDUCTION STRATEGY MONITORING .. 50
(12) AIR CONDITIONING (A/C) SYSTEM COMPONENT MONITORING ... 51
(13) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM

MONITORING

................................................... ................................................... ....... 52
(14) DIRECT OZONE REDUCTION (DOR) SYSTEM MONITORING .......... 53
(15) COMPREHENSIVE COMPONENT MONITORING ................................. 54
(16) OTHER EMISSION CONTROL OR SOURCE SYSTEM MONITORING

58
(17) EXCEPTIONS TO MONITORING REQUIREMENTS .............................. 59 (f) MONITORING REQUIREMENTS FOR DIESEL/COMPRESSION-IGNI TION

ENGINES.

................................................... ................................................... ................. 62
(1) NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST

MONITORING

................................................... ................................................... ....... 62
(2) OXIDES OF NITROGREN (NOx) CONVERTING CATALYST

MONITORING

................................................... ................................................... ....... 65
(3) MISFIRE MONITORING

................................................... ............................ 69
(4) FUEL SYSTEM MONITORING

................................................... ................. 71
(5) EXHAUST GAS SENSOR MONITORING ................................................. 76
(6) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING ... 81iii

(7) BOOST PRESSURE CONTROL SYSTEM MONITORING .................... 85
(8) NOx ADSORBER MONITORING

................................................... ............. 89
(9) PARTICULATE MATTER (PM) FILTER MONITORING .......................... 91
(10) CRANKCASE VENTILATION (CV) SYSTEM MONITORING ................ 94
(11) ENGINE COOLING SYSTEM MONITORING ........................................... 96
(12) COLD START EMISSION REDUCTION STRATEGY MONITORING .. 99
(13) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM

MONITORING

................................................... ................................................... ..... 101
(14) [RESERVED]

................................................... ............................................. 102
(15) COMPREHENSIVE COMPONENT MONITORING ............................... 102
(16) OTHER EMISSION CONTROL OR SOURCE SYSTEM MONITORING

107
(17) EXCEPTIONS TO MONITORING REQUIREMENTS ............................ 109 (g) STANDARDIZATION REQUIREMENTS.

................................................... ..... 112
(1) Reference Documents :

................................................... ............................. 112
(2) Diagnostic Connector :

................................................... .............................. 113
(3) Communications to a Scan Tool :

................................................... ............ 113
(4) Required Emission Related Functions :

................................................... . 114
(5) In-use Performance Ratio Tracking Requirements : ............................... 122
(6) Engine Run Time Tracking Requirements : .............................................. 123
(7) Exceptions to Standardization Requirements

. ........................................ 126 (h) MONITORING SYSTEM DEMONSTRATION REQUIREMENTS FOR

CERTIFICATION.

................................................... ................................................... ... 126
(1) General

. ................................................... ................................................... ... 126
(2) Selection of Test Vehicles :

................................................... ...................... 127
(3) Required Testing for Gasoline/Spark-ignited vehicle s : .......................... 127
(4) Required Testing for Diesel/Compression-ignition ve hicles : ................ 129
(5) Testing Protocol :

................................................... ....................................... 131
(6) Evaluation Protocol :

................................................... .................................. 132
(7) Confirmatory Testing :

................................................... ............................... 134 (i) CERTIFICATION DOCUMENTATION.

................................................... ......... 134 (j) PRODUCTION VEHICLE EVALUATION. TESTING. .................................... 138
(1) Verification of Standardized Requirements

. ............................................ 138
(2) Verification of Monitoring Requirements

. ................................................. 13 9
(3) Verification and Reporting of In-use Monitoring Per formance

. ............. 141 (k) DEFICIENCIES.

................................................... ................................................ 142§1968.2. Malfunction and Diagnostic System Require ments--2004 and

Subsequent Model-Year Passenger Cars, Light-Duty Tr ucks, and Medium-Duty Vehicles and Engines

(a) PURPOSE. The purpose of this regulation is to establish emis sion standards and other requirements for onboard diagnostic systems (OBD II systems) that are installed on 2004 and subsequent model-year passenger cars, ligh t-duty trucks, and medium-duty vehicles and engines certified for sale in California. The OBD II systems, through the use of an onboard computer(s), shall monitor emission systems in-use for the actual life of the vehicle a nd shall be capable of detecting malfunctions of the monitored emission systems, ill uminating a malfunction indicator light (MIL) to notify the vehicle operator of detec ted malfunctions, and storing fault codes identifying the detected malfunctions.

(b) APPLICABILITY. Except as specified elsewhere in this regulation (t itle 13, CCR section 1968.2), all 2004 and subsequent model-year vehicles, defined as passenger cars, light-duty trucks, and medium-duty vehicles, including medium- duty vehicles with engines certified on an engine dynamometer and medium-duty passenger vehicles, shall be equipped with an OBD II system and shall meet all a pplicable requirements of this regulation (title 13, CCR section 1968.2). Except as specified in section (d)(2.2.5), medium-duty vehicles with engines certified on an e ngine dynamometer may comply with these requirements on an engine model year cer tification basis rather than a vehicle model year basis.

(c) DEFINITIONS.

“Actual life”

refers to the entire period that a vehicle is oper ated on public roads in California up to the time a vehicle is retired f rom use. “Alternate phase-in”

is a phase-in schedule that achieves equivalent co mpliance volume by the end of the last year of a scheduled p hase-in provided in this regulation. The compliance volume is the number ca lculated by multiplying the percent of vehicles (based on the manufacturer’s pr ojected sales volume of all vehicles) meeting the new requirements per year by the number of years implemented prior to and including the last year of the scheduled phase-in and then summing these yearly results to determine a cumulat ive total (e.g., a three year, 30/60/100 percent scheduled phase-in would be calcu lated as (30*3 years) + (60*2 years) + (100*1 year) = 310). On phase-ins schedul ed to begin prior to the 2004 model year, manufacturers are allowed to include ve hicles introduced before the first year of the scheduled phase-in (e.g., in the previous example, 10 percent introduced one year before the scheduled phase-in b egins would be calculated as (10*4 years) and added to the cumulative total). H owever, on phase-ins scheduled to begin in 2004 or subsequent model years, manufac turers are only allowed to include vehicles introduced up to one model year be fore the first year of the scheduled phase-in. The Executive Officer shall co nsider acceptable any alternate phase-in that results in an equal or larger cumulat ive total by the end of the last year of the scheduled phase-in and ensures that all vehi cles subject to the phase-in will2

comply with the respective requirements no later th an two model years following the last year of the scheduled phase-in. For alternate phase-in schedules resulting in all v ehicles complying one model year following the last year of the scheduled phase-in, the compliance volume shall be calculated as described directly ab ove. For example, a 30/60/100 percent scheduled phase-in during the 201 0-2012 model years would

have a cumulative total of 310. If the manufacture r’s planned alternate phase-in schedule is 40/50/80/100 percent during the 2010-20 13 model years, the final compliance volume calculation would be (40*3 years) + (50*2 years) + (80*1 year) = 300, which is less than 310 and therefore would not be acceptable as an alternate phase-in schedule. For alternate phase-in schedules resulting in all v ehicles complying two model years following the last year of the schedule d phase-in, the compliance

volume calculation shall be calculated as described directly above and shall also include a negative calculation for vehicles not com plying until one or two model years following the last year of the scheduled phas e-in. The negative calculation shall be calculated by multiplying the percent of v ehicles not meeting the new requirements in the final year of the phase-in by n egative one and the percent of vehicles not meeting the new requirements in the on e year after the final year of the phase-in by negative two. For example, if 10 p ercent of a manufacturer’s vehicles did not comply by the final year of the sc heduled phase-in and 5 percent did not comply by the end of the first year after t he final year of the scheduled phase-in, the negative calculation result would be (10*(-1 years)) + (5*(-2 years)) = -20. The final compliance volume calculation is the sum of the original compliance volume calculation and the negative calc ulation. For example, a 30/60/100 percent scheduled phase-in during the 201 0-2012 model years would

have a cumulative total of 310. If a manufacturer’ s planned alternate phase-in schedule is 40/70/80/90/100 percent during the 2010 -2014 model years, the final compliance volume calculation would be (40*3 years) + (70*2 years) + (80*1 year) + (20*(-1 year)) + (10*(-2 years)) = 300, wh ich is less than 310 and therefore would not be acceptable as an alternate p hase-in schedule.

“ Applicable standards

” refers to the specific exhaust emission standards or family emission limits (FEL) of the Federal Test Pr ocedure (FTP) to which the vehicle or engine is certified. For 2010 and subse quent model year diesel engines, “applicable standards” shall also refer to the spec ific exhaust emission standards or family emission limits (FEL) of either the FTP or t he Supplemental Emission Test (SET) to which the engine is certified, as determin ed according to section (d)(6). “Auxiliary Emission Control Device (AECD)” refers to any approved AECD (as defined by 40 Code of Federal Regulations (CFR) 86. 082-2 and 86.094-2). “Emission Increasing Auxiliary Emission Control Dev ice (EI-AECD)” refers to any approved AECD that: reduces the effectiveness o f the emission control system under conditions which may reasonably be exp ected to be encountered in normal vehicle operation and use; and the need f or the AECD is justified in terms of protecting the vehicle against damage or a ccident. For medium-duty vehicles certified to an engine dynamometer tailpip e emission standard, an AECD that is certified as an NTE deficiency shall n ot be considered an EI-AECD. An AECD that does not sense, measure, or calculate any parameter or command or trigger any action, algorithm, or altern ate strategy shall not be3

considered an EI-AECD. An AECD that is activated s olely due to any of the following conditions operation of the vehicle above 8000 feet in elevati on shall

not be considered an EI-AECD : (1) operation of the vehicle above 8000 feet in elevation; (2) ambient temperature; (3) when the en gine is warming up and is not reactivated once the engine has warmed up in the sa me driving cycle; (4) failure detection (storage of a fault code) by the OBD syst em; (5) execution of an OBD monitor; or (6) execution of an infrequent regenera tion event

. “Base fuel schedule”

refers to the fuel calibration schedule programmed into the

Powertrain Control Module or PROM when manufactured or when updated by some off-board source, prior to any learned on-board cor rection.

“Calculated load value” refers to an indication of the percent engine capa city that is being used and is defined in Society of Automoti ve Engineers (SAE) J1979 "E/E Diagnostic Test Modes – Equivalent to ISO/DIS 15031 -5:April 30, 2002", April 2002 (SAE J1979), incorporated by reference (section (g) (1.4) 1 ). For diesel applications, the calculated load value is determined by the rati o of current output torque to maximum output torque at current engine speed as de fined by suspect parameter number (SPN) 92 of SAE J1939 “Recommended Practice for a Serial Control and Communications Vehicle Network” (SAE J1939), incorp orated by reference.

“Confirmed fault code”

is defined as the diagnostic trouble code stored w hen an OBD II system has confirmed that a malfunction exis ts (e.g., typically on the second driving cycle that the malfunction is detected) in accordance with the requirements of sections (e), (f), and (g)(4.4). “Continuously,”

if used in the context of monitoring conditions fo r circuit continuity, lack of circuit continuity, circuit fau lts, and out-of-range values, means monitoring is always enabled, unless alternate enab le conditions have been approved by the Executive Officer in accordance wit h section (d)(3.1.1), and sampling of the signal used for monitoring occurs a t a rate no less than two samples per second. If for control purposes, a computer in put component is sampled less frequently, the signal of the component may instead be evaluated each time sampling occurs.

“Deactivate”

means to turn-off, shutdown, desensitize, or other wise make inoperable through software programming or other me ans during the actual life of

the vehicle. “Diagnostic or emission critical” electronic powertrain control unit refers to the engine and transmission control unit(s). For the 2 005 and subsequent model years, it also includes any other on-board electronic powe rtrain control unit containing

software that : (1) has primary control over any of the monitors requi red by sections (e)(1.0) through (e)(14.0), (e)(16.0), (f)(1) throu gh (f)(14), and (f)(16) or, (2) excluding anti-lock brake system (ABS) control unit s or stability/traction control units, has primary control over the diagnostics for more t han two of the components required to be monitored by sections (e)(15.0) and (f)(15). For purposes of criterion (2) above, all glow plugs in an engine shall be con sidered “one” component in lieu of each glow plug being considered a separate componen t. “Diesel engines”

refers to engines using a compression ignition the rmodynamic cycle.

1 Unless otherwise noted, all section references ref er to section 1968.2 of title 13, CCR.4

“Driving cycle”

consists of engine startup and engine shutoff and includes the period of engine off time up to the next engine sta rtup. For vehicles that employ engine shutoff strategies (e.g., engine shutoff at idle), the manufacturer may request Executive Officer approval to use an alternate defi nition for driving cycle (e.g., key on and key off). Executive Officer approval of the alternate definition shall be based on equivalence to engine startup and engine shutoff signaling the beginning and ending of a single driving event for a conventional vehicle. For applications that are used in both medium-duty and heavy-duty classes, th e manufacturer may use the driving cycle definition of title 13, CCR, section 1971.1 in lieu of this definition. Engine restarts following an engine shut-off that h as been neither commanded by the vehicle operator nor by the engine control stra tegy but caused by an event such as an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle. “Engine misfire”

means lack of combustion in the cylinder due to ab sence of spark, poor fuel metering, poor compression, or any other cause. This does not include lack of combustion events in non-active cyl inders due to default fuel shut-off or cylinder deactivation strategies. “Engine start”

is defined as the point when the engine reaches a speed 150 rpm below the normal, warmed-up idle speed (as determin ed in the drive position for vehicles equipped with an automatic transmission). For hybrid vehicles or for engines employing alternate engine start hardware o r strategies (e.g., integrated starter and generators, etc.), the manufacturer may request Executive Officer approval to use an alternate definition for engine start (e.g., ignition key “on”). Executive Officer approval of the alternate definit ion shall be based on equivalence to an engine start for a conventional vehicle.

“ Family Emission Limit (FEL) ” refers to the exhaust emission levels to which an engine family is certified under the averaging, ban king, and trading program incorporated by reference in title 13, CCR section 1956.8. “Fault memory” means information pertaining to malfunctions stored in the onboard computer, including fault codes, stored eng ine conditions, and MIL status. “Federal Test Procedure (FTP) test” refers to an exhaust emission test conducted according to the test procedures incorpor ated by reference in title 13, CCR section 1961(d) that is used to determine compl iance with the FTP standard to

which a vehicle is certified. “FTP cycle”

. For passenger vehicles, light-duty trucks, and m edium-duty vehicles certified on a chassis dynamometer, FTP cy cle refers to the driving schedule in Code of Federal Regulations (CFR) 40, A ppendix 1, Part 86, section (a) entitled, “EPA Urban Dynamometer Driving Schedu le for Light-Duty Vehicles and Light-Duty Trucks.” For medium-duty engines ce rtified on an engine dynamometer, FTP cycle refers to the engine dynamom eter schedule in CFR 40, Appendix 1, Part 86, section (f)(1), entitled, “EPA Engine Dynamometer Schedule for Heavy-Duty Otto-Cycle Engines,” or sec tion (f)(2), entitled, “EPA Engine Dynamometer Schedule for Heavy-Duty Diesel E ngines.”

“FTP standard” refers to the certification tailpipe exhaust emissi on full useful life standards and test procedures applicable to th e FTP cycle and to the class to

which the vehicle is certified.

“FTP full useful life standard” refers to the FTP standard applicable when the

vehicle reaches the end of its full useful life as defined in the certification5

requirements and test procedures incorporated by re ference in title 13, CCR section 1961(d).

“Fuel trim” refers to feedback adjustments to the base fuel sch edule. Short-term fuel trim refers to dynamic or instantaneous adjust ments. Long-term fuel trim refers to much more gradual adjustments to the fuel calibr ation schedule than short-term trim adjustments.

“Functional check” for an output component or system means verificatio n of proper response of the component and system to a co mputer command.

“ Gasoline engine ” refers to an Otto-cycle engine or an alternate-fu eled engine.

“ Keep-alive memory (KAM) ,” for the purposes of this regulation, is defined as a type of memory that retains its contents as long as power is provided to the onboard control unit. KAM is not erased upon shuttin g off the engine but may be erased if power to the on-board control unit is int errupted (e.g., vehicle battery disconnected, fuse to control unit removed). In so me cases, portions of KAM may

be erased with a scan tool command to reset KAM. “Key on, engine off position” refers to a vehicle with the ignition key in the e ngine run position (not engine crank or accessory positio n) but with the engine not running. “Light-duty truck”

is defined in title 13, CCR section 1900 (b). “Low Emission Vehicle I application” refers to a vehicle or engine certified in

California to the exhaust emission standards define d in title 13, CCR sections 1956.8(g), 1960.1(g)(1), and 1960.1(h)(1) for any o f the following vehicle emission categories: Transitional Low Emission Vehicle (TLEV ), Low Emission Vehicle (LEV), Ultra Low Emission Vehicle (ULEV), or Super Ultra L ow Emission Vehicle (SULEV). Additionally, vehicles certified to Federal emissi on standards (bins) in California but categorized in a Low Emission Vehicle I vehicle emi ssion category for purposes of calculating NMOG fleet average in accordance with t he certification requirements and test procedures incorporated by reference in ti tle 13, CCR section 1961 (d) are subject to all monitoring requirements applicable t o Low Emission Vehicle I applications but shall use the Federal tailpipe emi ssion standard (i.e., the Federal bin) for purposes of determining the malfunction th resholds in sections (e) and (f).

“MDV SULEV vehicles” refer only to medium-duty Low Emission Vehicle I applications certified to the SULEV vehicle emissio n category.

“ TLEV vehicles”

refer only to Low Emission Vehicle I applications certified to the TLEV vehicle emission category.

“LEV vehicles”

refer only to Low Emission Vehicle I applications certified to the LEV vehicle emission category.

“ULEV vehicles”

refer only to Low Emission Vehicle I applications certified to the ULEV vehicle emission category. “Low Emission Vehicle II application” refers to a vehicle or engine certified in

California to the exhaust emission standards define d in title 13, CCR section 1961, or optionally certified to the exhaust emission sta ndards defined in title 13, CCR section 1956.8, for any of the following emission c ategories: LEV, ULEV, or SULEV. Additionally, except as provided for in sections ( e)(17.1.3) and (f)(17.1.2), vehicles certified to Federal emission standards (bins) in C alifornia but categorized in a Low Emission Vehicle II vehicle emission category for p urposes of calculating NMOG fleet average in accordance with the certification requirements and test procedures6

incorporated by reference in title 13, CCR section 1961 (d) are subject to all monitoring requirements applicable to Low Emission Vehicle II applications but shall use the Federal tailpipe emission standard (i.e., t he Federal bin) for purposes of determining the malfunction thresholds in sections (e) and (f).

“PC/LDT SULEV II vehicles” refer only to passenger car and light-duty truck Low Emission Vehicle II applications certified to t he SULEV vehicle emission
category.
“MDV SULEV II vehicles” refer only to medium-duty Low Emission Vehicle II applications certified to the SULEV vehicle emissio n category.

“LEV II vehicles”

refer only to Low Emission Vehicle II applications certified to the LEV vehicle emission category.

“ULEV II vehicles”

refer only to Low Emission Vehicle II applications certified to the ULEV vehicle emission category.

“Malfunction”

means any deterioration or failure of a component that causes the performance to be outside of the applicable limits in sections (e) and (f). “Medium-duty vehicle”

is defined in title 13, CCR section 1900 (b). “Medium-duty passenger vehicle” or “MDPV”

is defined in Title 40, Section 86.1803-01, Code of Federal Regulations.

“ Non-volatile random access memory (NVRAM) ,” for the purposes of this regulation, is defined as a type of memory that ret ains its contents even when power to the on-board control unit is interrupted (e.g., vehicle battery disconnected, fuse to control unit removed). NVRAM is typically made non -volatile either by use of a back-up battery within the control unit or through the use of an electrically erasable and programmable read-only memory (EEPROM) chip. “Not-To-Exceed (NTE) control area” refers to the bounded region of the engine’s torque and speed map, as defined in 40 CFR 86.1370- 2007, where emissions must not exceed a specific emission cap for a given poll utant under the NTE requirement. “Manufacturer-specific NOx NTE carve-out area” refers to regions within the

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

NTE control area for PM where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370-2007(b)(7). “NTE deficiency”

refers to regions or conditions within the NTE con trol area

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

is the time after the start of production when the manufacturer has produced two percent of the projec ted volume for the test group or calibration, whichever is being evaluated in acc ordance with section (j). “Passenger car”

is defined in title 13, CCR section 1900 (b). “Pending fault code”

is defined as the diagnostic trouble code stored u pon the initial detection of a malfunction (e.g., typically on a single driving cycle) prior to illumination of the MIL in accordance with the requ irements of sections (e), (f), and (g)(4.4). “Percentage of misfire” as used in (e)(3.2) and (f) (3.2) means the percentage of misfires out of the total number of firing events f or the specified interval.7

“ Permanent fault code ” is defined as a confirmed fault code that is curr ently commanding the MIL on and is stored in NVRAM as spe cified in sections (d)(2) and (g)(4.4). “Power Take-Off (PTO) unit” refers to an engine driven output provision for th e purposes of powering auxiliary equipment (e.g., a d ump-truck bed, aerial bucket, or tow-truck winch). “Rationality fault diagnostic” for an input component means verification of the accuracy of the input signal while in the range of normal operation and when compared to all other available information. “Redline engine speed” shall be defined by the manufacturer as either the recommended maximum engine speed as normally displa yed on instrument panel tachometers or the engine speed at which fuel shuto ff occurs. “Response rate”

for exhaust gas sensors refers to the delay from when the sensor is exposed to a different make-up of exhaust gas constituents until it outputs a signal reflecting the different make-up of exhaus t gas constituents. For example, for oxygen sensors, response rate is the delay from when the oxygen sensor is exposed to a change in exhaust gas from richer/lean er than stoichiometric to

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

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

until it indicates the different NOx or PM exhaust gas level.

“SC03 emission standards” refers to the certification tailpipe exhaust emiss ion standards for the air conditioning (A/C) test of th e Supplemental Federal Test Procedure Off-Cycle Emission Standards specified in title 13, CCR section 1961(a) applicable to the class to which the vehicle is cer tified. “Secondary air”

refers to air introduced into the exhaust system b y means of a pump or aspirator valve or other means that is inte nded to aid in the oxidation of HC and CO contained in the exhaust gas stream.

“Similar conditions”

as used in sections (e)(3), (e)(6), (f)(3), and (f )(4) means engine conditions having an engine speed within 375 rpm, load conditions within 20 percent, and the same warm-up status (i.e., cold or hot) as the engine conditions stored pursuant to (e)(3.4.4), (e)(6.4.5), (f)(3.4. 2)(C), and (f)(4.4.2)(E). The Executive Officer may approve other definitions of similar conditions based on comparable timeliness and reliability in detecting similar engine operation.

“Small volume manufacturer” is defined in title 13, CCR section 1900(b). However, for a manufacturer that transitions from a small volume manufacturer to a non-small volume manufacturer, the manufacturer is still considered a small volume manufacturer for the first three model years that i t no longer meets the definition in title 13, CCR section 1900(b). “Supplemental Emission Test (SET) cycle ” refers to the driving schedule defined as the “supplemental steady state emission test” in 40 CFR 86.1360-2007, as amended July 13, 2005.

“SET standard” refers to the certification exhaust emission standa rds and test procedures applicable to the SET cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is c ertified.8

“Unified cycle”

is defined in “Speed Versus Time Data for Californ ia’s Unified Driving Cycle”, dated December 12, 1996, incorporat ed by reference. “US06 cycle”

refers to the driving schedule in 40 CFR 86, Appen dix 1, section (g), as amended July 13, 2005, entitled, “EPA US06 Driving Schedule for Light-Duty Vehicles and Light-Duty Trucks.” “Warm-up cycle”

means sufficient vehicle operation such that the c oolant temperature has risen by at least 40 degrees Fahren heit from engine starting and reaches a minimum temperature of at least 160 degre es Fahrenheit (140 degrees Fahrenheit for applications with diesel engines).

(d) GENERAL REQUIREMENTS. Section (d) sets forth the general requirements of the OBD II system. Specific performance requirements for components and systems that shall be monitored are set forth in sections (e) and (f) below.
(1) The OBD II System

. (1.1) If a malfunction is present as specified in sectio ns (e) and (f), the OBD II system shall detect the malfunction, store a pendin g or confirmed fault code in the onboard computer’s memory, and illuminate th e MIL as required.
(1.2) The OBD II system shall be equipped with a standar dized data link connector to provide access to the stored fault codes as spec ified in section (g).
(1.3) The OBD II system shall be designed to operate, wi thout any required scheduled maintenance, for the actual life of the v ehicle in which it is installed and may not be programmed or otherwise designed to deactivate based on age and/or mileage of the vehicle during the actual life of the vehicle. This section is not intended to alter existing law and e nforcement practice regarding a manufacturer’s liability for a vehicle beyond its useful life, except where a vehicle has been programmed or otherwise de signed so that an OBD II system deactivates based on age and/or milea ge of the vehicle.
(1.4) Computer-coded engine operating parameters may not be changeable without the use of specialized tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) compute r enclosures). Subject to Executive Officer approval, manufacturers may ex empt from this requirement those product lines that are unlikely t o require protection. Criteria to be evaluated in making an exemption inc lude current availability of performance chips, high performance capability of t he vehicle, and sales

volume.
(2) MIL and Fault Code Requirements

. (2.1) MIL Specifications.
(2.1.1) The MIL shall be located on the driver's side inst rument panel and be of sufficient illumination and location to be readily visible under all lighting

conditions and shall be amber in color when illumin ated. The MIL, when illuminated, shall display the phrase “Check Engine ” or “Service Engine Soon”. The word “Powertrain” may be substituted fo r “Engine” in the previous phrases. Alternatively, the International Standards Organization (ISO) engine symbol may be substituted for the word “Engine” or for the entire phrase.9

(2.1.2) The MIL shall illuminate in the key on, engine off position before engine cranking to indicate that the MIL is functional. F or all 2005 and subsequent model year vehicles, the MIL shall conti nuously illuminate during this functional check for a minimum of 15-20 seconds. During this functional check of the MIL, the data stream value for MIL status shall indicate commanded off (see section (g)(4.2)) unles s the MIL has also

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

method used to indicate the fault codes will not be activated during a California Inspection and Maintenance test or durin g routine driver operation.
(2.1.5) The MIL may not be used for any purpose other than specified in this regulation.
(2.2) MIL Illumination and Fault Code Storage Protocol.
(2.2.1) Upon detection of a malfunction, the OBD system sh all store a pending fault code within ten seconds indicating the likely area of the malfunction.
(2.2.2) After storage of a pending fault code, if the iden tified malfunction is again detected before the end of the next driving cycle i n which monitoring occurs, the MIL shall illuminate continuously and a confirmed fault code

shall be stored within 10 seconds. If a malfunctio n is not detected before the end of the next driving cycle in which monitori ng occurs (i.e., there is no indication of the malfunction at any time during the driving cycle), the corresponding pending fault code set according to s ection (d)(2.2.1) shall be erased at the end of the driving cycle.
(2.2.3) The OBD system shall illuminate the MIL and store a fault code within 10 seconds to inform the vehicle operator whenever the powertrain enters a default or “limp home” mode of operation that can a ffect emissions or the performance of the OBD II system or in the event of a malfunction of an on-board computer(s) itself that can affect the per formance of the OBD II
system. (A) If the default or “limp home” mode of operation is recoverable (i.e., the diagnostic or control strategy that caused the defa ult or “limp home” mode of operation can run on the next driving cycle and confirm the presence of the condition that caused the default or “limp home ” operation), the OBD II system may, in lieu of illuminating the MIL within 10 seconds on the first driving cycle where the default or “limp home” mode of operation is entered, delay illumination of the MIL until the co ndition causing the default or “limp home” mode of operation is again d etected before the end of the next driving cycle.10 (B) MIL illumination and fault code storage is not required for engine overtemperature default strategies that are only in itiated after the temperature gauge indicates a temperature in the re d zone, or after an overtemperature “hot” light is illuminated, or due to the verified occurrence of severe operating conditions (e.g., extended trai ler towing up a grade).
(2.2.4) For all 2010 and subsequent model year vehicles, t he OBD II system shall default to a MIL on state if the instrument panel r eceives and/or processes instructions or commands from other diagnostic or e mission critical electronic powertrain control units to illuminate t he MIL and a malfunction occurs (e.g., communication is lost) such that the instrument panel is no longer able to properly receive the MIL illuminatio n requests. Storage of a fault code is not required for this malfunction.
(2.2.5) For 50 percent of all 2010, 75 percent of all 2011 , and 100 percent of all 2012 and subsequent model year vehicles (including 2012 model year medium-duty vehicles with 2011 model year engines c ertified on an engine dynamometer), before the end of an ignition cycle, the OBD II system shall store confirmed fault codes that are c urrently causing the MIL to be illuminated in NVRAM as permanent fault c odes (as defined in section (g)(4.4.6)).
(2.2.6) A manufacturer may request Executive Officer appro val to employ

alternate statistical MIL illumination and fault co de storage protocols to those specified in these requirements. The Executi ve Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can evaluate system performance and detec t malfunctions in a manner that is equally effective and timely. Excep t as otherwise provided in section (e) for evaporative system malfunctions, strategies requiring on average more than six driving cycles for MIL illumi nation may not be accepted.
(2.2.7) A manufacturer shall store and erase “freeze frame ” conditions (as defined in section (g)(4.3)) present at the time a malfunction is detected.

A manufacturer shall store and erase freeze frame c onditions in conjunction with storage and erasure of either pend ing or confirmed fault codes as required elsewhere in section (d)(2.2).
(2.3) Extinguishing the MIL. Except as otherwise provided in sections (e)(3.4.5) , (e)(4.4.2), (e)(6.4.6), (f)(3.4.2)(D), and (f)(4.4.2)(F) for misfire, evapo rative system, and fuel system malfunctions, once the MIL has been illuminated it may be extinguished after three subsequent sequential driving cycles during w hich the monitoring system responsible for illuminating the MIL functio ns and the previously detected malfunction is no longer present provided no other malfunction has been detected that would independently illuminate t he MIL according to the requirements outlined above.
(2.4) Erasing a confirmed fault code. The OBD II system may erase a confirmed fault code if the identified malfunction has not been again detected in at least 40 engine warm-up cycles, and the MIL is presently not illuminated fo r that malfunction.
(2.5) Erasing a permanent fault code.11

(2.5.1) If the OBD II system is commanding the MIL on, the OBD II system shall erase a permanent fault code only if the OBD II sys tem itself determines that the malfunction that caused the permanent faul t code to be stored is no longer present and is not commanding the MIL on, pursuant to the requirements of section (d)(2.3) (which for purpose s of this section shall apply to all monitors).
(2.5.2) If all fault information in the on-board computer other than the permanent fault code has been cleared (i.e., through the use of a scan tool or battery disconnect) and the OBD II system is not commanding the MIL on: (A) Except as provided for in sections (d)(2.5.2)(C ) through (E), if the monitor of the malfunction that caused the permanent fault code to be stored is subject to the minimum ratio requirements of sectio n (d)(3.2) (e.g., catalyst monitor, comprehensive component input com ponent rationality monitors), the OBD II system shall erase the perman ent fault code at the end of a driving cycle if the monitor has run and m ade one or more determinations during a driving cycle that the malf unction of the component or the system is not present and has not made any determinations within the same driving cycle that t he malfunction is
present. (B) Except as provided for in sections (d)(2.5.2)(D ) and (E), if the monitor of the malfunction that caused the permanent fault cod e to be stored is not subject to the minimum ratio requirements of sectio n (d)(3.2) (e.g., gasoline misfire monitor, fuel system monitor, comp rehensive component circuit continuity monitors), the OBD II system sha ll erase the permanent fault code at the end of a driving cycle if: (i) The monitor has run and made one or more determ inations during a driving cycle that the malfunction of the component or the system is not present and has not made any determinations wit hin the same driving cycle that the malfunction is present; (ii) The monitor has not made any determinations th at the malfunction is present subsequent to the most recent driving cycle in which the criteria of section (d)(2.5.2)(B)(i) are met; and (iii) The following criteria are satisfied on any s ingle driving cycle (which may be a different driving cycle than that in which the criteria of section (d)(2.5.2)(B)(i) are satisfied): a. Cumulative time since engine start is greater th an or equal to 600 seconds;

b. Except as provided in section (d)(2.5.2)(B)(iii)e. below, C c umulative vehicle operation at or above 25 miles per hour occ urs for greater than or equal to 300 seconds (medium-duty vehicles with diesel engines certified on an engine dynamometer may use cumulative operation at or above 15% calculated load 1150 rpm in lieu of at or above 25 miles per hour for purposes of this criter ia); and c. Continuous vehicle operation at idle (i.e., acce lerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm abov e normal warmed-up idle (as determined in the drive p osition for12 vehicles equipped with an automatic transmission) ) for greater than or equal to 30 seconds ; and d. The monitor has not made any determination that the malfunction is
present

. e. For 2004 through 2012 model year medium-duty veh icles with diesel engines certified on an engine dynamometer, manufac turers may use diesel engine operation at or above 15 percent calculated load in lieu of 1150 rpm for the criterion in section (d )(2.5.2)(B)(iii)b.

above. (iv) Monitors required to use “similar conditions” as defined in section (c) to store and erase pending and confirmed fault code s may not require that the similar conditions be met prior to erasure of the permanent

fault code. (C) For monitors subject to section (d)(2.5.2)(A), the manufacturer may choose to erase the permanent fault code using the criteria under section (d)(2.5.2)(B) in lieu of the criteria under section (d)(2.5.2)(A). (D) For 2009 and 2010 model year vehicles meeting t he permanent fault code requirements of section (d)(2.2.5), manufactur ers may request Executive Officer approval to use alternate criteri a to erase the permanent fault code. The Executive Officer shall approve al ternate criteria that: (i) Will not likely require driving conditions that are longer and more difficult to meet than those required under section (d)(2.5.2)(B), and (ii) Do not require access to enhanced scan tools ( i.e., tools that are not generic SAE J1978 scan tools) to determine conditio ns necessary to erase the permanent fault code. (E) If alternate criteria to erase the permanent fa ult code are approved by the Executive Officer under section (d)(2.5.2)(D), a ma nufacturer may continue to use the approved alternate criteria for 2011 model year vehicles previously certified in the 2009 or 2010 m odel year to the

alternate criteria and carried over to the 2011 mod el year.
(3) Monitoring Conditions

. Section (d)(3) sets forth the general monitoring re quirements while sections (e) and (f) set forth the specific monitoring requireme nts as well as identify which of the following general monitoring requirements in se ction (d)(3) are applicable for each monitored component or system identified in se ctions (e) and (f).
(3.1) For all 2004 and subsequent model year vehicles:
(3.1.1) As specifically provided for in sections (e) and ( f), manufacturers shall define monitoring conditions, subject to Executive Officer approval, for detecting malfunctions identified in sections (e) a nd (f). The Executive Officer shall approve manufacturer defined monitori ng conditions that are determined (based on manufacturer submitted data an d/or other engineering documentation) to be: technically neces sary to ensure robust detection of malfunctions (e.g., avoid false passes and false indications of malfunctions), designed to ensure monitoring will o ccur under conditions which may reasonably be expected to be encountered in normal urban vehicle operation and use, and designed to ensure m onitoring will occur during the FTP cycle or Unified cycle.
(3.1.2) Monitoring shall occur at least once per driving c ycle in which the13 monitoring conditions are met.
(3.1.3) Manufacturers may request Executive Officer approv al to define monitoring conditions that are not encountered duri ng the FTP cycle or Unified cycle as required in section (d)(3.1.1). I n evaluating the manufacturer's request, the Executive Officer shall consider the degree to which the requirement to run during the FTP or Unif ied cycle restricts inuse monitoring, the technical necessity for definin g monitoring conditions that are not encountered during the FTP or Unified cycle, data and/or an engineering evaluation submitted by the manufacture r which demonstrate that the component/system does not normally functio n, or monitoring is otherwise not feasible, during the FTP or Unified c ycle, and, where applicable in section (d)(3.2), the ability of the manufacturer to demonstrate the monitoring conditions will satisfy the minimum acceptable in-use monitor performance ratio requirement as def ined in section (d)(3.2) (e.g., data which show in-use driving meet s the minimum requirements).
(3.2) As specifically provided for in sections (e) and ( f), manufacturers shall define monitoring conditions in accordance with the criter ia in sections (d)(3.2.1) through (3.2.3). The requirements of section (d)(3 .2) shall be phased in as follows: 30 percent of all 2005 model year vehicles , 60 percent of all 2006 model year vehicles, and 100 percent of all 2007 an d subsequent model year vehicles. Manufacturers may use an alternate phase -in schedule in lieu of the required phase-in schedule if the alternate pha se-in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2007 and subsequent model year vehicles shall comply with the requirements. Small volume manufacturers shall meet the requirements on 100 percent of 2007 and subsequent model year vehicles but shall not be required to meet the specific phas e-in requirements for the 2005 and 2006 model years.
(3.2.1) Manufacturers shall define monitoring conditions t hat, in addition to meeting the criteria in section (d)(3.1), ensure th at the monitor yields an in-use performance ratio (as defined in section (d) (4)) that meets or exceeds the minimum acceptable in-use monitor perfo rmance ratio on inuse vehicles. For purposes of this regulation, exc ept as provided below in section (d)(3.2.1)(D), the minimum acceptable in-us e monitor performance

ratio is: (A) 0.260 for secondary air system monitors and oth er cold start related monitors utilizing a denominator incremented in acc ordance with section (d)(4.3.2)(E); (B) For evaporative system monitors: (i) 0.260 for monitors designed to detect malfunct ions identified in section (e)(4.2.2)(C) (i.e., 0.020 inch leak detection); an d (ii) 0.520 for monitors designed to detect malfunct ions identified in section (e)(4.2.2)(A) and (B) (i.e., purge flow and 0.040 i nch leak detection); (C) 0.336 for catalyst, oxygen sensor, EGR, VVT sys tem, and all other monitors specifically required in sections (e) and (f) to meet the monitoring condition requirements of section (d)(3.2); (D) For introductory years:14 (i) through the 2007 model year, for the first thre e years a vehicle is certified to the in-use performance ratio monitorin g requirements of section (d)(3.2), 0.100 for all monitors specified in section (d)(3.2.1)(A) through (C) above. For example, the 0.100 ratio sh all apply to the 2004, 2005, and 2006 model years for vehicles first certified in the 2004 model year and to the 2007, 2008, and 2009 mod el years for vehicles first certified in the 2007 model year. (ii) through the 2014 model year, for fuel system a ir-fuel ratio cylinder imbalance monitors, 0.100; (iii) through the 2011 model year, for secondary ex haust gas sensor monitors specified in (e)(7.2.2)(C), 0.100; (iv) through the 2012 model year, for vehicles subj ect to the monitoring requirements of section (f), 0.100 for all monitors specified in section (d)(3.2.1)(C) above.
(3.2.2) In addition to meeting the requirements of section (d)(3.2.1), manufacturers shall implement software algorithms i n the OBD II system to individually track and report in-use performance of the following monitors in the standardized format specified in se ction (d)(5): a. Catalyst (section (e)(1.3) or, where applicable, (f)(1.3)); b. Oxygen/exhaust gas sensor (section (e)(7.3.1)(A) or, where applicable, (f)(5.3.1)(A)); c. Evaporative system (section (e)(4.3.2)); d. EGR system (section (e)(8.3.1)) and VVT system ( section (e)(13.3) or, where applicable, (f)(6.3.1)(A), (f)(6.3.2), (f )(6.3.4), and, (f)(13.3)); e. Secondary air system (section (e)(5.3.2)(B)); f. PM filter (section (f)(9.3)); g. NOx adsorber (section (f)(8.3.1)) and NOx cataly st (section (f)(2.3.1)); h. Secondary oxygen sensor (section (e)(7.3.2)(A)); and i. Boost pressure control system (sections (f)(7.3. 2) and (f)(7.3.3)) ; and j. Fuel system (section (f)(4.3.3))

. The OBD II system is not required to track and repo rt in-use performance for monitors other than those specifically identifi ed above.
(3.2.3) Manufacturers may not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a moni toring condition for any monitor (e.g., using a low ratio to enable more fre quent monitoring through diagnostic executive priority or modificati on of other monitoring conditions, or using a high ratio to enable less fr equent monitoring).
(4) In-Use Monitor Performance Ratio Definition

. (4.1) For monitors required to meet the minimum in-use m onitor performance ratio in section (d)(3.2.1), the ratio shall be calculate d in accordance with the following specifications for the numerator, denomin ator, and ratio.
(4.2) Numerator Specifications
(4.2.1) Definition: The numerator is defined as a measure of the number of times a vehicle has been operated such that all monitorin g conditions necessary for a specific monitor to detect a malfunction have been encountered.
(4.2.2) Specifications for incrementing:15 (A) Except as provided for in sections (d)(4.2.2)(E ) and (F), the numerator, when incremented, shall be incremented by an intege r of one. The numerator may not be incremented more than once per driving cycle. (B) The numerator for a specific monitor shall be i ncremented within ten seconds if and only if the following criteria are s atisfied on a single driving cycle: (i) Every monitoring condition necessary for the mo nitor of the specific component to detect a malfunction and store a pendi ng fault code has been satisfied, including enable criteria, presence or absence of related fault codes, sufficient length of monitorin g time, and diagnostic executive priority assignments (e.g., diagnostic “A ” must execute prior to diagnostic “B”, etc.). For the purpose of incre menting the numerator, satisfying all the monitoring conditions necessary for a monitor to determine the component is passing may n ot, by itself, be sufficient to meet this criteria; (ii) For monitors that require multiple stages or e vents in a single driving cycle to detect a malfunction, every monitoring con dition necessary for all events to have completed must be satisfied; (iii) For monitors that require intrusive operation of components to detect a malfunction, a manufacturer shall request Executive Officer approval of the strategy used to determine that, had a malfu nction been present, the monitor would have detected the malfun ction. Executive Officer approval of the request shall be based on t he equivalence of the strategy to actual intrusive operation and the ability of the strategy to accurately determine if every monitoring conditi on necessary for the

intrusive event to occur was satisfied. (iv) In addition to the requirements of section (d) (4.2.2)(B)(i) through (iii) above, the secondary air system monitor numerator(s ) shall be incremented if and only if the criteria in section (B) above have been satisfied during normal operation of the secondary air system for vehicles that require monitoring during normal oper ation (sections (e)(5.2.2) through (5.2.4)). Monitoring during int rusive operation of the secondary air system later in the same driving cycl e solely for the purpose of monitoring may not, by itself, be suffic ient to meet this

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

allow the numerator to be incremented when the moni tor indicates a result in the “non-detection zone” or prior to the monitor reaching a decision. In reviewing the plan for approval, the Executive Offi cer shall consider data and/or engineering evaluation submitted by the manu facturer demonstrating the expected frequency of results in the “non-detection zone” and the ability of the monitor to accurately determine if a monitor16 would have detected a malfunction instead of a resu lt in the “nondetection zone” had an actual malfunction been pres ent. (D) For monitors that run or complete during engine off operation, the

numerator shall be incremented within 10 seconds af ter the monitor has completed during engine off operation or during the first 10 seconds of engine start on the subsequent driving cycle. (E) Except as specified in section (d)(4.2.2)(F) fo r exponentially weighted moving averages, manufacturers utilizing alternate statistical MIL illumination protocols as allowed in section (d)(2. 2.6) for any of the monitors requiring a numerator shall submit a plan for appropriate incrementing of the numerator to the Executive Offi cer for review and approval. Executive Officer approval of the plan s hall be conditioned upon the manufacturer providing supporting data and /or engineering evaluation for the proposed plan, the equivalence o f the incrementing in the manufacturer's plan to the incrementing specifi ed in section (d)(4.2.2) for monitors using the standard MIL illumination pr otocol, and the overall equivalence of the manufacturer's plan in determini ng that the minimum acceptable in-use performance ratio in section (d)( 3.2.1) is satisfied. (F) Manufacturers using an exponentially weighted m oving average (EWMA) as the alternate statistical MIL illumination proto col approved in accordance with section (d)(2.2.6) shall increment the numerator as

follows: (i) Following a reset or erasure of the EWMA result , the numerator may not be incremented until after the requisite number of decisions necessary for MIL illumination have been fully exec uted. (ii) After the number of decisions required in sect ion (d)(4.2.2)(F)(i) above,
the numerator, when incremented, shall be increment ed by an integer of one and may not be incremented more than once pe r driving cycle. Incrementing of the numerator shall also be in acco rdance with sections (d)(4.2.2)(B), (C), and (D).
(4.3) Denominator Specifications
(4.3.1) Definition: The denominator is defined as a measur e of the number of times a vehicle has been operated as defined in (d) (4.3.2).
(4.3.2) Specifications for incrementing: (A) The denominator, when incremented, shall be inc remented by an integer of one. The denominator may not be incremented mor e than once per driving cycle. (B) The denominator for each monitor shall be incre mented within ten seconds if and only if the following criteria are s atisfied on a single driving cycle: (i) Cumulative time since engine start is greater t han or equal to 600 seconds while at an elevation of less than 8,000 fe et above sea level and at an ambient temperature of greater than or eq ual to 20 degrees Fahrenheit; (ii) Except as provided in section (d)(4.3.2)(B)(iv) bel ow, C c umulative vehicle operation at or above 25 miles per hour occ urs for greater than or equal to 300 seconds while at an elevation of le ss than 8,000 feet above sea level and at an ambient temperature of gr eater than or17 equal to 20 degrees Fahrenheit (medium-duty vehicle s with diesel engines certified on an engine dynamometer may use cumulative operation at or above 15% calculated load 1150 rpm in lieu of at or above 25 miles per hour for purposes of this criter ia); (iii) Continuous vehicle operation at idle (i.e., a ccelerator pedal released by driver and either vehicle speed less than or equal to one mile per

hour or engine speed less than or equal to 200 rpm abov e normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission) ) for greater than or equal to 30 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit ;

. (iv) For 2004 through 2012 model year medium-duty v ehicles with diesel engines certified on an engine dynamometer, manufac turers may use diesel engine operation at or above 15 percent calc ulated load in lieu of 1150 rpm for the criterion in section (d)(4.3.2) (B)(ii) above. (C) In addition to the requirements of section (d)( 4.3.2)(B) above, the secondary air system monitor denominator(s) shall b e incremented if and only if commanded “on” operation of the secondary a ir system occurs for a time greater than or equal to ten seconds. For p urposes of determining this commanded “on” time, the OBD II system may not include time during intrusive operation of the secondary air system sol ely for the purposes of monitoring; (D) In addition to the requirements of section (d)( 4.3.2)(B) above, the evaporative system monitor denominator(s) shall be incremented if and only if: (i) Cumulative time since engine start is greater than or equal to 600 seconds while at an ambient temperature of greater than or equal to 40 degrees Fahrenheit but less than or equal to 95 degrees Fahrenheit; and (ii) Engine cold start occurs with engine coolant temperature at engine start greater than or equal to 40 degrees Fahrenhei t but less than or equal to 95 degrees Fahrenheit and less than or equ al to 12 degrees Fahrenheit higher than ambient temperature at engin e start. (E) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors shall be incremented if and only if the component or strategy is commanded “on” for a time greater than or equal to ten seconds: (i) Heated catalyst (section (e)(2)) (ii) Cold Start Emission Reduction Strategy (sectio ns (e)(11) and (f)(12)) (iii) Components or systems that operate only at en gine start-up (e.g., glow plugs, intake air heaters, etc.) and are subje ct to monitoring under “other emission control or source devices” (s ections (e)(16) and (f)(16)) or comprehensive component output componen ts (sections (e)(15) and (f)(15)) For purposes of determining this commanded “on” tim e, the OBD II system may not include time during intrusive operat ion of any of the components or strategies later in the same driving cycle solely for the18 purposes of monitoring. (F) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors of output components (except those operated only at engine start-up and subject to the requirements of the previous section (d)(4.3.2)(E)) shall be increm ented if and only if the component is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked”, etc.) on two or more occasions for greater than two seconds during the driving cycle or for a cumulativ e time greater than or equal to ten seconds, whichever occurs first: (i) Air conditioning system (section (e)(12)) (ii) Variable valve timing and/or control system (s ections (e)(13) and (f)(13)) (iii) “Other emission control or source device” (se ctions (e)(16) and (f)(16)) (iv) Comprehensive component output component (sect ions (e)(15) and (f)(15)) (e.g., turbocharger waste-gates, variable length manifold runners, torque converter clutch lock-up solenoids, etc.) (G) For the following monitors, the denominator(s) shall be incremented by one if and only if, in addition to meeting the requ irements of section (d)(4.3.2)(B) on at least one driving cycle, at lea st 500 cumulative miles of vehicle operation have been experienced since the l ast time the

denominator was incremented: (i) Diesel NMHC converting catalyst (section (f)(1 )) (ii) Diesel PM filter (section (f)(9)) (H) For monitors of the following components, the m anufacturer may request Executive Officer approval to use alternate or addi tional criteria to that set forth in section (d)(4.3.2)(B) above for incrementi ng the denominator. Executive Officer approval of the proposed criteria shall be based on the equivalence of the proposed criteria in measuring t he frequency of monitor operation relative to the amount of vehicle operation in accordance with the criteria in section (d)(4.3.2)( B) above: (i) Engine cooling system input components (section s (e)(10) and (f)(11)) (ii) Air conditioning system input components (sec tion (e)(12)) (iii) Direct ozone reduction systems (section (e)(1 4)) (iv) “Other emission control or source devices” (s ections (e)(16) and (f)(16)) (v) Comprehensive component input components that r equire extended monitoring evaluation (sections (e)(15) and (f)(15) ) (e.g., stuck fuel level sensor rationality) (vi) Comprehensive component input component temper ature sensor rationality monitors (sections (e)(15) and (f)(15)) (e.g, intake air temperature sensor, ambient temperature sensor, fue l temperature sensor) (vii) PM filter frequent regeneration (section (f)( 9.2.2)) (I) In addition to the requirements of section (d)( 4.3.2)(B) above, the denominator(s) for the following monitors shall be incremented if and only if a regeneration event is commanded for a time gre ater than or equal to

ten seconds: (i) PM filter incomplete regeneration (section (f)( 9.2.3))19 (ii) PM filter active/intrusive injection (section (f)(9.2.6)) (I) (J) For hybrid vehicles, vehicles that employ alternate engine start hardware or strategies (e.g., integrated starter an d generators), or alternate fuel vehicles (e.g., dedicated, bi-fuel, or dual-fuel applications), the manufacturer may request Executive Officer appr oval to use alternate criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. In general, the Executive Officer sha ll not approve alternate criteria for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Executive Officer approval of the alternate criteria shall be based on the equivalence of the alternate criter ia to determine the amount of vehicle operation relative to the measure of conventional vehicle operation in accordance with the criteria i n section (d)(4.3.2)(B)

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

denominator.
(4.5) Disablement of Numerators and Denominators
(4.5.1) Within ten seconds of a malfunction that disables a monitor required to meet the monitoring conditions in section (d)(3.2.1 ) being detected (i.e., a pending or confirmed code is stored), the OBD II sy stem shall disable further incrementing of the corresponding numerator and denominator for

each monitor that is disabled. When the malfunctio n is no longer detected (i.e., the pending code is erased through self-clearing or through a scan tool command), incrementing of all correspon ding numerators and

denominators shall resume within ten seconds.
(4.5.2) Within ten seconds of the start of a PTO (see sect ion (c)) operation that disables a monitor required to meet the monitoring conditions in section (d)(3.2.1), the OBD II system shall disable further incrementing of the corresponding numerator and denominator for each mo nitor that is disabled. When the PTO operation ends, incrementin g of all corresponding numerators and denominators shall res ume within ten

seconds.
(4.5.3) The OBD II system shall disable further incrementi ng of all numerators

and denominators within ten seconds if a malfunctio n of any component used to determine if the criteria in sections (d)(4 .3.2)(B) through (D) are satisfied (i.e., vehicle speed, ambient temperature , elevation, idle operation, engine cold start, or time of operation) has been detected (i.e., a pending or confirmed fault code has been stored) and the corresponding pending fault code has been stored . Incrementing of all numerators and

denominators shall resume within ten seconds when t he malfunction is no longer present (e.g., pending code erased through s elf-clearing or by a scan tool command).
(5) Standardized tracking and reporting of monitor perf ormance

. (5.1) For monitors required to track and report in-use m onitor performance in section (d)(3.2.2), the performance data shall be t racked and reported in accordance with the specifications in sections (d)( 4), (d)(5), and (g)(5). The OBD II system shall separately report an in-use mon itor performance numerator and denominator for each of the following components: catalyst20 bank 1, catalyst bank 2, primary oxygen/exhaust gas sensor bank 1, primary oxygen/exhaust gas sensor bank 2, evaporative 0.020 inch leak detection system, EGR/VVT system, secondary air system, diesel fuel system, PM filter, NOx aftertreatment (e.g., NOx adsorber, NOx catalyst), secondary oxygen sensor, and boost pressure control system. The OBD II system shall also report a general denominator and an ignition c ycle counter in the standardized format specified in sections (d)(5.5), (d)(5.6) and (g)(5).
(5.2) Numerator
(5.2.1) The OBD II system shall report a separate numerato r for each of the components listed in section (d)(5.1).
(5.2.2) For specific components or systems that have multi ple monitors that are required to be reported under sections (e) or (f) ( e.g., oxygen sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD II system shall separatel y track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more spe cific monitors have identical ratios, the corresponding numerator and d enominator for the specific monitor that has the highest denominator s hall be reported for the specific component.
(5.2.3) The numerator(s) shall be reported in accordance w ith the specifications in section (g)(5.2.1).
(5.3) Denominator
(5.3.1) The OBD II system shall report a separate denomina tor for each of the components listed in section (d)(5.1).
(5.3.2) The denominator(s) shall be reported in accordance with the specifications in section (g)(5.2.1).
(5.4) Ratio
(5.4.1) For purposes of determining which corresponding nu merator and denominator to report as required in section (d)(5. 2.2), the ratio shall be calculated in accordance with the specifications in section (g)(5.2.2).
(5.5) Ignition cycle counter
(5.5.1) Definition: (A) The ignition cycle counter is defined as a coun ter that indicates the number of ignition cycles a vehicle has experienced as defined in section (d)(5.5.2)(B). (B) The ignition cycle counter shall be reported in accordance with the specifications in section (g)(5.2.1).
(5.5.2) Specifications for incrementing: (A) The ignition cycle counter, when incremented, s hall be incremented by an integer of one. The ignition cycle counter may not be incremented more than once per driving cycle. (B) The ignition cycle counter shall be incremented within ten seconds if and only if the vehicle meets the engine start definiti on (see section (c)) for at least two seconds plus or minus one second. (C) The OBD II system shall disable further increme nting of the ignition cycle counter within ten seconds if a malfunction of any component used to21 determine if the criteria in section (d)(5.5.2)(B) are satisfied (i.e., engine speed or time of operation) has been detected and t he corresponding pending fault code has been stored. The ignition c ycle counter may not be disabled from incrementing for any other conditi on. Incrementing of the ignition cycle counter shall resume within ten seconds when the malfunction is no longer present (e.g., pending cod e erased through selfclearing or by a scan tool command).
(5.6) General Denominator
(5.6.1) Definition: (A) The general denominator is defined as a measure of the number of times a vehicle has been operated as defined in section ( d)(5.6.2)(B). (B) The general denominator shall be reported in ac cordance with the specifications in section (g)(5.2.1).
(5.6.2) Specifications for incrementing: (A) The general denominator, when incremented, sha ll be incremented by an integer of one. The general denominator may not be incremented more than once per driving cycle. (B) The general denominator shall be incremented wi thin ten seconds if and only if the criteria identified in section (d)(4.3. 2)(B) are satisfied on a single driving cycle. (C) The OBD II system shall disable further increme nting of the general

denominator within ten seconds if a malfunction of any component used to determine if the criteria in section (d)(4.3.2)( B) are satisfied (i.e., vehicle speed, ambient temperature, elevation, idle operati on, or time of operation) has been detected and the corresponding pending fault code has been stored. The general denominator may not b e disabled from incrementing for any other condition (e.g., the dis ablement criteria in sections (d)(4.5.1) and (d)(4.5.2) may not disable the general denominator). Incrementing of the general denomina tor shall resume within ten seconds when the malfunction is no longe r present (e.g., pending code erased through self-clearing or by a s can tool command).
(6) Malfunction Criteria Determination for Diesel Vehic les

. (6.1) For 2010 and subsequent model year medium-duty veh icles certified to an engine dynamometer exhaust emission standard, in de termining the malfunction criteria for diesel engine monitors in section (f) that are required

to indicate a malfunction before emissions exceed a n emission threshold based on the applicable standard, the manufacturer shall:
(6.1.1) Use the emission test cycle and standard (i.e., FT P or SET) determined by the manufacturer, through use of data and/or eng ineering analysis, to be more stringent (i.e., to result in higher emissi ons with the same level of monitored component malfunction) as the “applicable standard”.
(6.1.2) Identify in the certification documentation requir ed under section (i) the test cycle and standard determined by the manufactu rer to be more stringent for each applicable monitor.
(6.1.3) If the Executive Officer reasonably believes that a manufacturer has incorrectly determined the test cycle and standard that is more stringent, the Executive Officer shall require the manufacture r to provide emission22 data and/or engineering analysis showing that the o ther test cycle and standard are less stringent.
(6.2) For 2007 and subsequent model year light-duty and medium-duty vehicles equipped with emission controls that experience inf requent regeneration events (e.g., active PM filter regeneration, NOx ad sorber desulfation), a manufacturer shall adjust the emission test results that are used to determine the malfunction criterion for monitors that are req uired to indicate a

malfunction before emissions exceed a certain emiss ion threshold. Except as provided in section (d)(6.2.7), F f or each monitor on medium-duty vehicles using engines certified on an engine dynamometer, t he manufacturer shall adjust the emission result using the procedure desc ribed in CFR title 40, part 86.004-28(i) with the component for which the malfu nction criteria is being

established deteriorated to the malfunction thresho ld. For light-duty and medium-duty vehicles certified on a chassis dynamom eter, the manufacturer shall submit a plan for Executive Officer approval to adjust the emission results using an approach similar to the procedure described in CFR title 40, part 86.004-28(i). Executive Officer approval shal l be based on the effectiveness of the proposed plan to quantify the emission impact and frequency of regeneration events. The adjusted emi ssion value shall be used for purposes of determining whether or not the spec ified emission threshold is exceeded (e.g., a malfunction must be detected b efore the adjusted emission value exceeds 1.5 times any applicable sta ndard).
(6.2.1) For purposes of section (d)(6.2), “regeneration” m eans an event during which emission levels change while the emission con trol performance is being restored by design.
(6.2.2) For purposes of section (d)(6.2), “infrequent” mea ns having an expected frequency of less than once per FTP cycle.
(6.2.3) Except as specified in section (d)(6.2.4) for NMHC catalyst monitoring, for 2007 through 2009 model year vehicles, in lieu of e stablishing the adjustment factor for each monitor with the compone nt for which the malfunction criteria is being established deteriora ted to the malfunction threshold as required in section (d)(6.2), the manu facturer may use the adjustment factor established for certification (e. g., without components deteriorated to the malfunction threshold).
(6.2.4) For NMHC catalyst monitoring (section (f)(1)) on 2 008 and subsequent model year vehicles, a manufacturer shall establish the adjustment factor for the NMHC catalyst monitor with the NMHC catalys t deteriorated to the malfunction threshold as required in section (d)(6. 2). In lieu of establishing this adjustment factor for 2008 and 20 09 model year vehicles, a manufacturer may provide emission data demonstrat ing that the worst

case emission levels from a deteriorated NMHC catal yst are below the malfunction threshold specified in section (f)(1.2. 2). The demonstration shall include emission testing with a NMHC catalyst deteriorated to the

malfunction threshold or worse and with both the in frequent regeneration event occurring and without it occurring. The manu facturer shall calculate the worst case emission level by applying the frequ ency factor (“F” as calculated according to CFR, title 40, part 86.004- 28(i)) of the infrequent regeneration event used for tailpipe certification to the measured23 emissions with the infrequent regeneration event oc curring and adding

that result to the measured emissions without the i nfrequent regeneration event occurring. This calculated final sum shall b e used as the adjusted emission level and compared to the malfunction thre shold for purposes of determining compliance with the monitoring requirem ents. The manufacturer shall submit a test plan for Executive Officer approval describing the emission testing procedure and how t he worst case components will be established. The Executive Offi cer shall approve it upon finding the test procedure and components used will likely generate

a worst case emission level.
(6.2.5) For purposes of determining the adjustment factors for each monitor, the manufacturer shall submit engineering data, analysi s, and/or emission data to the Executive Officer for approval. The Ex ecutive Officer shall approve the factors upon finding the submitted info rmation supports the adjustment factors.
(6.2.6) For purposes of enforcement testing in accordance with section (d)(7) and title 13, CCR section 1968.5, the adjustment factor s established for each monitor by the manufacturer according to section (d )(6.2) shall be used when determining compliance with emission threshold s. (6.2.7) In lieu of using the procedure described in CFR ti tle 40, part 86.004-28(i), the manufacturer may submit an alternate plan to ca lculate the adjustment factors for determining the adjusted emi ssion values to the Executive Officer for review and approval. Executi ve Officer approval of the plan shall be conditioned upon the manufacturer providing data and/or engineering evaluation demonstrating the procedure is consistent with good engineering judgment in determining appropriat e modifications to the tailpipe certification adjustment factors.
(6.3) For every 2007 through 2012 model year light-duty vehicle test group certified to the higher allowable emission thresholds specifi ed in section (f) (e.g., 5.0 or 3.0 times the applicable standards for NMHC conv erting catalyst monitoring) for vehicles prior to the 2013 model ye ar: (6.3.1) The manufacturer shall conduct in-use enforcement testing for compliance with the tailpipe emission standards in accordance with title 13, CCR sections 2136 through 2140. Within six months afte r OBD II certification of a test group, the manufacturer shall submit a pl an for conducting the testing to the Executive Officer for approval. The Executive Officer shall approve the plan upon determining that the testing will be done in accordance with the procedures used by ARB when con ducting such testing, that the plan will allow for a valid sampl e of at least 10 vehicles in the mileage range of 30,000 to 40,000 miles for com parison to the FTP intermediate (e.g., 50,000 mile) useful life standa rd and at least 10 vehicles in the mileage range of 90,000 to 100,000 miles for comparison to the FTP full useful life standard, and that copi es of all records and data collected during the program will be provided to AR B. Manufacturers may also submit testing plans and supporting data for E xecutive Officer approval that differ from compliance testing under title 13, CCR, sections 2136 through 2140. The Executive Officer shall als o approve the plans upon determining that the plan provides equivalent assurance in verifying24 vehicles are meeting the tailpipe emission standard s within the useful life. The Executive Officer may use the submitted data i n lieu of or in addition to data collected pursuant to title 13, CCR section 2139 for purposes of

the notification and use of test results described in title 13, CCR section
2140; and
(6.3.2) The certification shall be conditioned upon the ma nufacturer agreeing that, for any test group(s) determined to be noncom pliant in accordance with title 13, CCR section 2140 or title 13, CCR se ction 1968.5, the

Executive Officer shall determine the excess emissi ons caused by the noncompliance and the manufacturer shall fund a pro gram(s) that will offset any such excess emissions.
(7) Enforcement Testing

. (7.1) The procedures used to assure compliance with the requirements of title 13, CCR section 1968.2 are set forth in title 13, CCR s ection 1968.5.
(7.2) Consistent with the requirements of title 13, CCR section 1968.5(b)(4)(A) for enforcement OBD II emission testing, the manufactur er shall make available upon request by the Executive Officer all test equi pment (e.g., malfunction simulators, deteriorated “threshold” components, et c.) necessary to determine the malfunction criteria in sections (e) and (f) for major monitors subject to OBD II emission testing as defined in ti tle 13, CCR section 1968.5. To meet the requirements of this section, the manu facturers shall only be required to make available test equipment necessary to duplicate “threshold” testing performed by the manufacturer. This test e quipment shall include, but is not limited to, aged “threshold” catalyst system s and computer equipment used to simulate misfire, oxygen sensor, fuel syste m, VVT system, and cold start reduction strategy system faults. The manufa cturer is not required to make available test equipment for vehicles that exc eed the applicable full useful life age (e.g., 10 years for vehicles certif ied to a full useful life of 10 years and 100,000 miles).

(e) MONITORING REQUIREMENTS FOR GASOLINE/SPARK-IGNITED ENGINES.
(1) CATALYST MONITORING
(1.1) Requirement: The OBD II system shall monitor the c atalyst system for proper conversion capability.
(1.2) Malfunction Criteria:
(1.2.1) Low Emission Vehicle I applications: The OBD II s ystem shall detect a catalyst system malfunction when the catalyst syste m’s conversion capability decreases to the point that either of th e following occurs: (A) Non-Methane Organic Gas (NMOG) emissions exceed 1.75 times the

FTP full useful life standards to which the vehicle has been certified with NMOG emissions multiplied by the certification reac tivity adjustment factor for the vehicle; (B) The average FTP test Non-Methane Hydrocarbon (N MHC) conversion efficiency of the monitored portion of the catalyst system falls below 50 percent (i.e., the cumulative NMHC emissions measur ed at the outlet of the monitored catalyst(s) are more than 50 percent of the cumulative engine-out emissions measured at the inlet of the c atalyst(s)). With Executive Officer approval, manufacturers may use a conversion25 efficiency malfunction criteria of less than 50 per cent if the catalyst system is designed such that the monitored portion of the catalyst system must be replaced along with an adjacent portion of the cata lyst system sufficient to ensure that the total portion replaced will meet th e 50 percent conversion efficiency criteria. Executive Officer approval sh all be based on data and/or engineering evaluation demonstrating the con version efficiency of the monitored portion and the total portion designe d to be replaced, and the likelihood of the catalyst system design to ens ure replacement of the monitored and adjacent portions of the catalyst sys tem.
(1.2.2) Low Emission Vehicle II applications and all 2009 and subsequent model year vehicles: (A) 2004 model year vehicles. (i) All LEV II, ULEV II, and MDV SULEV II vehicles shall use the malfunction criteria specified for Low Emission Veh icle I applications in section (e)(1.2.1). (ii) All PC/LDT SULEV II vehicles shall use the mal function criteria specified for Low Emission Vehicle I applications i n section (e)(1.2.1) except the malfunction criterion in paragraph (e)(1 .2.1)(A) shall be 2.5 times the applicable FTP full useful life NMOG stan dard. (B) Except as provided below in section (e)(1.2.4), for 2005 through 2008 model years, the OBD II system shall detect a catal yst system malfunction when the catalyst system’s conversion capability de creases to the point that any of the following occurs: (i) For all vehicles other than PC/LDT SULEV II veh icles. a. NMOG emissions exceed the criteria specified for Low Emission Vehicle I applications in section (e)(1.2.1)(A). b. The average FTP test NMHC conversion efficiency is below the criteria specified for Low Emission Vehicle I appli cations in section (e)(1.2.1)(B). c. Oxides of nitrogen (NOx) emissions exceed 3.5 ti mes the FTP full

useful life NOx standard to which the vehicle has b een certified. (ii) PC/LDT SULEV II vehicles shall use the same ma lfunction criteria as 2005 through 2008 model year LEV II, ULEV II, and M DV SULEV II vehicles (section (e)(1.2.2)(B)(i)) except the malf unction criteria in paragraph a. shall be 2.5 times the applicable FTP full useful life

NMOG standard. (C) Except as provided below in section (e)(1.2.5), for 2009 and subsequent model years, the OBD II system shall detect a catal yst system malfunction when the catalyst system’s conversion capability de creases to the point that any of the following occurs. (i) For all vehicles other than PC/LDT SULEV II veh icles. a. NMOG emissions exceed the criteria specified for Low Emission Vehicle I applications in section (e)(1.2.1)(A). b. The average FTP test NMHC conversion efficiency is below the criteria specified for Low Emission Vehicle I appli cations in section (e)(1.2.1)(B).

c. NOx emissions exceed 1.75 times the FTP full use ful life NOx

standard to which the vehicle has been certified.26 (ii) For PC/LDT SULEV II vehicles. a. NMOG emissions exceed 2.5 times the applicable F TP full useful

life NMOG standard to which the vehicle has been ce rtified. b. The average FTP test NMHC conversion efficiency is below the criteria specified for Low Emission Vehicle I appli cations in section (e)(1.2.1)(B). c. NOx emissions exceed 2.5 times the applicable FT P full useful life

NOx standard to which the vehicle has been certifie d.
(1.2.3) 2004 through 2008 model year non-Low Emission Vehi cle I or II applications: The OBD II system shall detect a cata lyst system malfunction when the catalyst system’s conversion c apability decreases to the point that NMHC emissions increase by more than 1.5 times the applicable FTP full useful life standards over an F TP test performed with a representative 4000 mile catalyst system.
(1.2.4) In lieu of using the malfunction criteria in secti on (e)(1.2.2)(B) for all 2005 and 2006 model year Low Emission Vehicle II applica tions, a manufacturer may phase-in the malfunction criteria on a portion of its Low Emission Vehicle II applications as long as that po rtion of Low Emission Vehicle II applications comprises at least 30 perce nt of all 2005 model year vehicles and 60 percent of all 2006 model year vehicles. For 2005 and 2006 model year Low Emission Vehicle II applica tions not included in the phase-in, the malfunction criteria in section ( e)(1.2.2)(A) shall be used.
(1.2.5) In lieu of using the malfunction criteria in secti on (e)(1.2.2)(C) for all 2009 model year vehicles, for the 2009 model year only, a manufacturer may

continue to use the malfunction criteria in section (e)(1.2.2)(B) for any vehicles previously certified in the 2005, 2006, 20 07, or 2008 model year to the malfunction criteria in section (e)(1.2.2.)( B) and carried over to the 2009 model year.
(1.2.6) For purposes of determining the catalyst system ma lfunction criteria in sections (e)(1.2.1), (1.2.2)(A), and (1.2.3), the m alfunction criteria shall be established by using a catalyst system with all mon itored catalysts simultaneously deteriorated to the malfunction crit eria while unmonitored catalysts shall be deteriorated to the end of the v ehicle's full useful life.
(1.2.7) For purposes of determining the catalyst system ma lfunction criteria in sections (e)(1.2.2)(B) and (C): (A) The manufacturer shall use a catalyst system de teriorated to the malfunction criteria using methods established by t he manufacturer to represent real world catalyst deterioration under n ormal and malfunctioning operating conditions. (B) Except as provided below in section (e)(1.2.7)( C), the malfunction criteria shall be established by using a catalyst system wit h all monitored and unmonitored (downstream of the sensor utilized for catalyst monitoring) catalysts simultaneously deteriorated to the malfun ction criteria. (C) For vehicles using fuel shutoff to prevent over -fueling during misfire conditions (see section (e)(3.4.1)(D)), the malfunc tion criteria shall be established by using a catalyst system with all mon itored catalysts simultaneously deteriorated to the malfunction crit eria while unmonitored catalysts shall be deteriorated to the end of the v ehicle's full useful life.27

(1.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(1.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.2), all monitors used to detect malfunctions identified in section (e)(1.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(1.4) MIL Illumination and Fault Code Storage:
(1.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(1.4.2) The monitoring method for the catalyst(s) shall b e capable of detecting when a catalyst fault code has been cleared (except OBD II system self-clearing), but the catalyst has not been repla ced (e.g., catalyst overtemperature approaches may not be acceptable).

(2) HEATED CATALYST MONITORING
(2.1) Requirement:
(2.1.1) The OBD II system shall monitor all heated catalys t systems for proper heating.
(2.1.2) The efficiency of heated catalysts shall be monito red in conjunction with the requirements of section (e)(1).
(2.2) Malfunction Criteria:
(2.2.1) The OBD II system shall detect a catalyst heating system malfunction when the catalyst does not reach its designated hea ting temperature within a requisite time period after engine startin g. The manufacturer shall determine the requisite time period, but the time p eriod may not exceed

the time that would cause emissions from a vehicle equipped with the heated catalyst system to exceed 1.75 times any of the applicable FTP full

useful life standards.
(2.2.2) Manufacturers may use other monitoring strategies for the heated catalyst but must submit the alternate plan to the Executive Officer for approval. The Executive Officer shall approve alternate strat egies for monitoring heated catalyst systems based on comparable reliabi lity and timeliness to these requirements in detecting a catalyst heating malfunction.
(2.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(2.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(2.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(3) MISFIRE MONITORING
(3.1) Requirement:
(3.1.1) The OBD II system shall monitor the engine for mis fire causing catalyst damage and misfire causing excess emissions.
(3.1.2) The OBD II system shall identify the specific cyli nder that is experiencing misfire. Manufacturers may request Executive Offic er approval to store a general misfire fault code instead of a cylinder sp ecific fault code under certain operating conditions. The Executive Office r shall approve the28 request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat the misfiring cylinder cannot be reliably identified when the con ditions occur.
(3.1.3) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring ex cept as allowed below. When identifying multiple cylinder misfire, the man ufacturer is not required to also identify each of the misfiring cylinders in dividually through separate fault codes. For 2005 and subsequent model year ve hicles, if more than 90 percent of the detected misfires occur in a sing le cylinder, the manufacturer may elect to store the appropriate fau lt code indicating the specific misfiring cylinder in lieu of the multiple cylinder misfire fault code. If, however, two or more cylinders individually hav e more than 10 percent of the total number of detected misfires, a multipl e cylinder fault code

must be stored.
(3.2) Malfunction Criteria: The OBD II system shall dete ct a misfire malfunction pursuant to the following:
(3.2.1) Misfire causing catalyst damage: (A) Manufacturers shall determine the percentage of misfire evaluated in 200 revolution increments for each engine speed and loa d condition that would result in a temperature that causes catalyst damage. The manufacturer shall submit documentation to support this percentage of misfire as required in section (i)(2.5). For every engine speed and load condition that this percentage of misfire is determ ined to be lower than five percent, the manufacturer may set the malfunct ion criteria at five
percent. (B) Subject to Executive Officer approval, a manufa cturer may employ a longer interval than 200 revolutions but only for d etermining, on a given driving cycle, the first misfire exceedance as prov ided in section (e)(3.4.1)(A) below. Executive Officer approval sh all be granted upon determining that the manufacturer has submitted dat a and/or an engineering evaluation that demonstrate that cataly st damage would not occur due to unacceptably high catalyst temperature s before the interval has elapsed. (C) A misfire malfunction shall be detected if the percentage of misfire established in section (e)(3.2.1)(A) is exceeded. (D) For purposes of establishing the temperature at which catalyst damage occurs as required in section (e)(3.2.1)(A), on 200 5 and subsequent model year vehicles, manufacturers may not define c atalyst damage at a temperature more severe than what the catalyst syst em could be operated at for ten consecutive hours and still mee t the applicable FTP

full useful life standards.
(3.2.2) Misfire causing emissions to exceed 1.5 times the FTP standards: (A) Manufacturers shall determine the percentage of misfire evaluated in

1000 revolution increments that would cause emissio ns from an emission durability demonstration vehicle to exceed 1.5 time s any of the applicable FTP standards if the percentage of misfire were pre sent from the beginning of the test. To establish this percentag e of misfire, the manufacturer shall utilize misfire events occurring at equally spaced,29 complete engine cycle intervals, across randomly se lected cylinders throughout each 1000-revolution increment. If this percentage of misfire is determined to be lower than one percent, the man ufacturer may set the malfunction criteria at one percent. (B) Subject to Executive Officer approval, a manufa cturer may employ other

revolution increments. The Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire. (C) A malfunction shall be detected if the percenta ge of misfire established in section (3.2.2)(A) is exceeded regardless of the pa ttern of misfire events (e.g., random, equally spaced, continuous, etc.).
(3.3) Monitoring Conditions:
(3.3.1) Manufacturers shall continuously monitor for misfi re under the following

conditions: (A) From no later than the end of the second cranks haft revolution after engine start, (B) While under positive torque conditions during t he rise time and settling time for engine speed to reach the desired idle eng ine speed at engine start-up (i.e., “flare-up” and “flare-down”), and (C) Under all positive torque engine speeds and loa d conditions except within the following range: the engine operating region bo und by the positive torque line (i.e., engine load with the transmissio n in neutral), and the two following engine operating points: an engine speed of 3000 rpm with the engine load at the positive torque line, and the re dline engine speed (defined in section (c)) with the engine's manifold vacuum at four inches of mercury lower than that at the positive torque line

. (3.3.2) If a monitoring system cannot detect all misfire p atterns under all required engine speed and load conditions as required in sec tion (e)(3.3.1) above, the manufacturer may request Executive Officer appr oval to accept the monitoring system. In evaluating the manufacturer’ s request, the Executive Officer shall consider the following fact ors: the magnitude of the region(s) in which misfire detection is limited, th e degree to which misfire detection is limited in the region(s) (i.e., the pr obability of detection of misfire events), the frequency with which said regi on(s) are expected to be encountered in-use, the type of misfire patterns fo r which misfire detection is troublesome, and demonstration that the monitori ng technology employed is not inherently incapable of detecting m isfire under required conditions (i.e., compliance can be achieved on oth er engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, s ingle cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(3.3.3) A manufacturer may request Executive Officer appro val of a monitoring system that has reduced misfire detection capabilit y during the portion of the first 1000 revolutions after engine start that a cold start emission reduction strategy that reduces engine torque (e.g. , spark retard strategies) is active. The Executive Officer shall approve the request upon determining that the manufacturer has demonstr ated that the30 probability of detection is greater than or equal t o 75 percent during the worst case condition (i.e., lowest generated torque ) for a vehicle operated continuously at idle (park/neutral idle) on a cold start between 50-86 degrees Fahrenheit and that the technology cannot r eliably detect a higher percentage of the misfire events during the conditions.
(3.3.4) A manufacturer may request Executive Officer appro val to disable misfire monitoring or employ an alternate malfunction crite rion when misfire cannot be distinguished from other effects. (A) Upon determining that the manufacturer has pres ented documentation that demonstrates the disablement interval or perio d of use of an alternate malfunction criterion is limited only to that neces sary for avoiding false detection, the Executive Officer shall approve the disablement or use of

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

, (iv) traction control or other vehicle stability co ntrol activation such as antilock braking or other engine torque modifications t o enhance vehicle stability, (v) off-board control or intrusive activation of ve hicle components or diagnostics during service or assembly plant testin g, (vi) portions of intrusive evaporative system or EG R diagnostics that can significantly affect engine stability (i.e., while the purge valve is open during the vacuum pull-down of a evaporative system leak check but not while the purge valve is closed and the evapora tive system is sealed or while an EGR diagnostic causes the EGR va lve to be intrusively cycled on and off during positive torqu e conditions), or (vii) engine speed, load, or torque transients due to throttle movements more rapid than occurs over the US06 cycle for the worst case vehicle within each test group. (B) Additionally, the Executive Officer will approv e a manufacturer's request in accordance with sections (e)(17.3), (17.4), and (17.6) to disable misfire monitoring when fuel level is 15 percent or less of the nominal capacity of the fuel tank, when PTO units are active, or while engine coolant temperature is below 20 degrees Fahrenheit. The Ex ecutive Officer will approve a request to continue disablement on engine starts when engine coolant temperature is below 20 degrees Fahrenheit at engine start until engine coolant temperature exceeds 70 degrees Fahre nheit. (C) In general, for 2005 and subsequent model year vehicles, the Executive Officer shall not approve disablement for condition s involving normal air conditioning compressor cycling from on-to-off or o ff-to-on, automatic transmission gear shifts (except for shifts occurri ng during wide open throttle operation), transitions from idle to off-i dle, normal engine speed or load changes that occur during the engine speed ris e time and settling time (i.e., “flare-up” and “flare-down”) immediatel y after engine starting without any vehicle operator-induced actions (e.g., throttle stabs), or excess acceleration (except for acceleration rates that exceed the31 maximum acceleration rate obtainable at wide open t hrottle while the vehicle is in gear due to abnormal conditions such as slipping of a clutch). (D) The Executive Officer may approve misfire monit oring disablement or use of an alternate malfunction criterion for any other condition on a case by case basis upon determining that the manufacturer h as demonstrated that the request is based on an unusual or unforeseen ci rcumstance and that it is applying the best available computer and moni toring technology.
(3.3.5) For engines with more than eight cylinders that ca nnot meet the requirements of section (e)(3.3.1), a manufacturer may request Executive Officer approval to use alternative misfire monitor ing conditions. The Executive Officer shall approve the request upon de termining that the manufacturer has submitted data and/or an engineeri ng evaluation which demonstrate that misfire detection throughout the r equired operating region cannot be achieved when employing proven mon itoring technology (i.e., a technology that provides for compliance wi th these requirements on other engines) and provided misfire is detected to the fullest extent permitted by the technology. However, the Executiv e Officer may not grant the request if the misfire detection system i s unable to monitor during all positive torque operating conditions enc ountered during an FTP cycle.
(3.4) MIL Illumination and Fault Code Storage:
(3.4.1) Misfire causing catalyst damage. Upon detection o f the percentage of misfire specified in section (e)(3.2.1) above, the followin g criteria shall apply for MIL illumination and fault code storage: (A) Pending fault codes (i) A pending fault code shall be stored immediatel y if, during a single driving cycle, the specified percentage of misfire is exceeded three times when operating in the positive torque region encountered during an FTP cycle or is exceeded on a single occasion wh en operating at any other engine speed and load condition in the po sitive torque region defined in section (e)(3.3.1). (ii) Immediately after a pending fault code is stor ed as specified in section (e)(3.4.1)(A)(i) above, the MIL shall blink once pe r second at all times while misfire is occurring during the driving cycle

. a. The MIL may be extinguished during those times w hen misfire is not occurring during the driving cycle. b. If, at the time a misfire malfunction occurs, th e MIL is already illuminated for a malfunction other than misfire, t he MIL shall blink as previously specified in section (e)(3.4.1)(A)(ii ) while misfire is occurring. If misfiring ceases, the MIL shall stop blinking but remain illuminated as required by the other malfunc tion. (B) Confirmed fault codes (i) If a pending fault code for exceeding the perce ntage of misfire set forth in section (e)(3.2.1) is stored, the OBD II system shall immediately store a confirmed fault code if the percentage of m isfire specified in section (e)(3.2.1) is again exceeded one or more ti mes during either: (a) the driving cycle immediately following the sto rage of the pending fault code, regardless of the conditions encountere d during the driving32 cycle; or (b) on the next driving cycle in which si milar conditions (see section (c)) to the engine conditions that occurred when the pending

fault code was stored are encountered. (ii) If a pending fault code for exceeding the perc entage of misfire set forth in section (e)(3.2.2) is stored from a previous dri ve cycle, the OBD II system shall immediately store a confirmed fault co de if the percentage of misfire specified in section (e)(3.2. 1) is exceeded one or more times regardless of the conditions encountered

. (iii) Upon storage of a confirmed fault code, the M IL shall blink as specified in subparagraph (e)(3.4.1)(A)(ii) above a s long as misfire is occurring and the MIL shall remain continuously ill uminated if the misfiring ceases. (C) Erasure of pending fault codes Pending fault codes shall be erased at the end of t he next driving cycle in which similar conditions to the engine conditions t hat occurred when the pending fault code was stored have been encountered without any exceedance of the specified percentage of misfire. The pending code may also be erased if similar driving conditions ar e not encountered during the next 80 driving cycles subsequent to the initial detection of a

malfunction. (D) Exemptions for vehicles with fuel shutoff and d efault fuel control. Notwithstanding sections (e)(3.4.1)(A) and (B) abov e, in vehicles that provide for fuel shutoff and default fuel control t o prevent over fueling during catalyst damage misfire conditions, the MIL need not blink. Instead, the MIL may illuminate continuously in acc ordance with the requirements for continuous MIL illumination in sec tions (e)(3.4.1)(B)(iii) above upon detection of misfire, provided that the fuel shutoff and default

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

exceeded. (E) Manufacturers may request Executive Officer app roval of strategies that continuously illuminate the MIL in lieu of blinking the MIL during extreme catalyst damage misfire conditions (i.e., catalyst damage misfire occurring at all engine speeds and loads). Executive Officer approval shall be granted upon determining that the manufacturer empl oys the strategy only when catalyst damage misfire levels cannot be avoid ed during reasonable driving conditions and the manufacturer has demonst rated that the strategy will encourage operation of the vehicle in conditions that will minimize catalyst damage (e.g., at low engine speed s and loads).
(3.4.2) Misfire causing emissions to exceed 1.5 times the FTP standards. Upon detection of the percentage of misfire specified in section (e)(3.2.2), the following criteria shall apply for MIL illumination and fault code storage:33 (A) Misfire within the first 1000 revolutions after engine start. (i) A pending fault code shall be stored no later t han after the first exceedance of the specified percentage of misfire d uring a single driving cycle if the exceedance occurs within the f irst 1000 revolutions after engine start (defined in section (c)) during which misfire detection

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

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

the initial detection of the malfunction. (B) Exceedances after the first 1000 revolutions af ter engine start. (i) A pending fault code shall be stored no later t han after the fourth exceedance of the percentage of misfire specified i n section (e)(3.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD II system shall illuminate the

MIL and store a confirmed fault code within ten sec onds if the percentage of misfire specified in section (e)(3.2. 2) is again exceeded four times during: (a) the driving cycle immediatel y following the storage of the pending fault code, regardless of th e conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the e ngine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending fault code may be erased at the e nd of the next driving cycle in which similar conditions to the engine con ditions that occurred when the pending fault code was stored have been en countered without an exceedance of the specified percentage o f misfire. The pending code may also be erased if similar conditio ns are not encountered during the next 80 driving cycles immed iately following

initial detection of the malfunction.
(3.4.3) Storage of freeze frame conditions. (A) A manufacturer shall store and erase freeze fra me conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a mal function other than misfire or fuel system malfunction (see section (e)(6)) whe n a fault code is stored as specified in section (e)(3.4) above, the stored freeze frame information shall be replaced with freeze frame information reg arding the misfire

malfunction.
(3.4.4) Storage of misfire conditions for similar conditio ns determination. Upon detection of misfire under sections (e)(3.4.1) or ( 3.4.2), manufacturers34 shall store the following engine conditions: engine speed, load, and warm-up status of the first misfire event that resu lted in the storage of the pending fault code.
(3.4.5) Extinguishing the MIL. The MIL may be extinguishe d after three sequential driving cycles in which similar conditio ns have been encountered without an exceedance of the specified percentage of

misfire.

(4) EVAPORATIVE SYSTEM MONITORING
(4.1) Requirement: The OBD II system shall verify purge flow from the evaporative system and shall monitor the complete evaporative s ystem, excluding the tubing and connections between the purge valve and the intake manifold, for vapor leaks to the atmosphere. Individual componen ts of the evaporative system (e.g. valves, sensors, etc.) shall be monito red in accordance with the comprehensive components requirements in section (e )(15) (e.g., for circuit continuity, out of range values, rationality, prope r functional response, etc.). Vehicles not required to be equipped with evaporati ve emission systems shall be exempt from monitoring of the evaporative system

. (4.2) Malfunction Criteria:
(4.2.1) For purposes of section (e)(4), an orifice shall b e defined as an O’Keefe Controls Co. precision metal “Type B” orifice with NPT connections with a diameter of the specified dimension (e.g., part num ber B-20-SS for a stainless steel 0.020 inch diameter orifice).
(4.2.2) The OBD II system shall detect an evaporative syst em malfunction when any of the following conditions exist: (A) No purge flow from the evaporative system to th e engine can be detected by the OBD II system; (B) The complete evaporative system contains a leak or leaks that cumulatively are greater than or equal to a leak ca used by a 0.040 inch diameter orifice; or (C) The complete evaporative system contains a leak or leaks that cumulatively are greater than or equal to a leak ca used by a 0.020 inch

diameter orifice.
(4.2.3) On vehicles with fuel tank capacity greater than 2 5.0 gallons, a manufacturer may request the Executive Officer to r evise the orifice size in sections (e)(4.2.2)(B) and/or (C) if the most re liable monitoring method available cannot reliably detect a system leak of t he magnitudes specified. The Executive Officer shall approve the request up on determining that the manufacturer has provided data and/or engineeri ng analysis that demonstrate the need for the request.
(4.2.4) Upon request by the manufacturer and upon determin ing that the manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall re vise the orifice size in sections (e)(4.2.2)(B) and/or (C) upward to exclude detection of leaks that cannot cause evaporative or running loss emissions to exceed 1.5 times the applicable standards.
(4.2.5) A manufacturer may request Executive Officer appro val to revise the orifice size in section (e)(4.2.2)(B) to a 0.090 in ch diameter orifice. The35 Executive Officer shall approve the request upon th e manufacturer submitting data and/or engineering analysis and the Executive Officer finding that: (A) the monitoring strategy for detecting orifices specified in section (e)(4.2.2)(C) meets the monitoring conditions requi rements of section (e)(4.3.2); and (B) the monitoring strategy for detecting 0.090 inc h diameter orifices yields an in-use monitor performance ratio (as defined in sec tion (d)(4)) that meets

or exceeds 0.620.
(4.2.6) For the 2004 and 2005 model years only, manufactur ers that use separate monitors to identify leaks (as specified i n (e)(4.2.2.)(B) or (C)) in different portions of the complete evaporative syst em (e.g., separate monitors for the fuel tank to canister portion and for the canister to purge valve portion of the system) may request Executive Officer approval to revise the malfunction criteria in sections (e)(4.2 .2)(B) and (C) to identify a malfunction when the separately monitored portion o f the evaporative system (e.g., the fuel tank to canister portion) ha s a leak (or leaks) that is greater than or equal to the specified size in lieu of when the complete evaporative system has a leak (or leaks) that is gr eater than or equal to the specified size. The Executive Officer shall ap prove the request upon determining that the manufacturer utilized the same monitoring strategy (e.g., monitoring portions of the complete system w ith separate monitors) on vehicles prior to the 2004 model year and that t he monitoring strategy provides further isolation of the malfunction for r epair technicians by utilizing separate fault codes for each monitored p ortion of the evaporative
system.
(4.2.7) For vehicles that utilize more than one purge flow path (e.g., a turbocharged engine with a low pressure purge line and a high pressure purge line), the OBD II system shall verify the criteria of (e)(4.2.2)(A) (i.e., purge flow to the engine) for both purge flow paths. If a manufacturer demonstrates that blockage, leakage, or disconnecti on of one of the purge flow paths cannot cause a measurable emission increase during any reasonable in-use driving conditions, monitorin g of that flow path is not required.
(4.3) Monitoring Conditions:
(4.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in sections (e)(4.2.2)(A) and (B) (i.e., purge flow and 0.040 inch leak detection) in accordance with sections (d)(3.1 ) and (d)(3.2) (i.e., minimum ratio requirements).
(4.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(4.2.2)(C) (i.e., 0.020 in ch leak detection) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and report ing as required in section (d)(3.2.2), all monitors used to detect mal functions identified in section (e)(4.2.2)(C) shall be tracked separately b ut reported as a single set of values as specified in section (d)(5.2.2).36

(4.3.3) Manufacturers may disable or abort an evaporative system monitor when the fuel tank level is over 85 percent of nominal t ank capacity or during a refueling event.
(4.3.4) Manufacturers may request Executive Officer approv al to execute the evaporative system monitor only on driving cycles d etermined by the

manufacturer to be cold starts if the condition is needed to ensure reliable monitoring. The Executive Officer may not approve criteria that exclude engine starts from being considered as cold starts solely on the basis that ambient temperature exceeds (i.e., indicates a high er temperature than) engine coolant temperature at engine start. The Ex ecutive Officer shall approve the request upon determining that data and/ or an engineering evaluation submitted by the manufacturer demonstrat e that a reliable check can only be made on driving cycles when the c old start criteria are

satisfied.
(4.3.5) Manufacturers may temporarily disable the evaporat ive purge system to perform an evaporative system leak check.
(4.4) MIL Illumination and Fault Code Storage:
(4.4.1) Except as provided below for fuel cap leaks and al ternate statistical MIL illumination protocols, general requirements for MI L illumination and fault code storage are set forth in section (d)(2).
(4.4.2) If the OBD II system is capable of discerning that a system leak is being caused by a missing or improperly secured fuel cap: (A) The manufacturer is not required to illuminate the MIL or store a fault code if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The alter native indicator shall be

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

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

undertaken.
(4.4.3) Notwithstanding section (d)(2.2.6), manufacturers may request Executive Officer approval to use alternative statistical MIL illumination and fault code storage protocols that require up to twelve dr iving cycles on average for monitoring strategies designed to detect malfun ctions specified by section (e)(4.2.2)(C). Executive Officer approval shall be granted in accordance with the bases identified in section (d) (2.2.6) and upon

determination that the manufacturer has submitted d ata and/or an engineering analysis demonstrating that the most re liable monitoring method available cannot reliably detect a malfuncti on of the specified size without the additional driving cycles and that the monitoring system will still meet the monitoring conditions requirements s pecified in sections (d)(3.1) and (3.2).37

(5) SECONDARY AIR SYSTEM MONITORING
(5.1) Requirement: The OBD II system on vehicles equipp ed with any form of secondary air delivery system shall monitor the pro per functioning of the secondary air delivery system including all air swi tching valve(s). The individual electronic components (e.g., actuators, valves, sensors, etc.) in the secondary air system shall be monitored in accordan ce with the comprehensive component requirements in section (e) (15).
(5.2) Malfunction Criteria:
(5.2.1) For purposes of section (e)(5), “air flow” is defi ned as the air flow delivered by the secondary air system to the exhaust system. For vehicles using secondary air systems with multiple air flow paths/ distribution points, the air flow to each bank (i.e., a group of cylinders t hat share a common exhaust manifold, catalyst, and control sensor) sha ll be monitored in

accordance with the malfunction criteria in section s (e)(5.2.3) and (5.2.4) unless complete blocking of air delivery to one ban k does not cause a

measurable increase in emissions.
(5.2.2) For all Low Emission Vehicle I applications: (A) Except as provided in sections (e)(5.2.2)(B) an d (e)(5.2.4), the OBD II system shall detect a secondary air system malfunct ion prior to a decrease from the manufacturer's specified air flow that would cause a vehicle's emissions to exceed 1.5 times any of the applicable FTP

standards. (B) Manufacturers may request Executive Officer app roval to detect a

malfunction when no detectable amount of air flow i s delivered in lieu of the malfunction criteria in section (e)(5.2.2)(A). The Executive Office shall grant approval upon determining that deterioration of the secondary air system is unlikely based on data and/or engineering evaluation submitted by the manufacturer demonstrating that the material s used for the secondary air system (e.g., air hoses, tubing, valv es, connectors, etc.) are inherently resistant to disconnection, corrosion, o r other deterioration.
(5.2.3) For all Low Emission Vehicle II applications and a ll 2009 and subsequent model year vehicles: (A) For 2004 and 2005 model year vehicles, manufact urers shall use the malfunction criteria specified for Low Emission Veh icle I applications in section (e)(5.2.2). (B) For 2006 and subsequent model year vehicles, ex cept as provided in sections (e)(5.2.3)(C) and (e)(5.2.4), the OBD II s ystem shall detect a secondary air system malfunction prior to a decreas e from the manufacturer's specified air flow during normal ope ration that would cause a vehicle's emissions to exceed 1.5 times any of the applicable FTP standards. For purposes of sections (e)(5.2) a nd (5.3), “normal operation” shall be defined as the condition when t he secondary air system is activated during catalyst and/or engine w arm-up following engine start and may not include the condition when the secondary air system is intrusively turned on solely for the purp ose of monitoring. (C) For 2006 and 2007 model year vehicles only, a m anufacturer may request Executive Officer approval to detect a malf unction when no38 detectable amount of air flow is delivered during n ormal operation in lieu of the malfunction criteria in section (e)(5.2.3)(B ) (e.g., 1.5 times the standard) during normal operation. Executive Offic er approval shall be granted upon determining that the manufacturer has submitted data and/or engineering analysis that demonstrate that t he monitoring system is capable of detecting malfunctions prior to a dec rease from the manufacturer's specified air flow that would cause a vehicle's emissions to exceed 1.5 times any of the applicable FTP standard s during an intrusive operation of the secondary air system later in the same driving cycle.
(5.2.4) For vehicles in which no deterioration or failure of the secondary air system would result in a vehicle’s emissions exceed ing 1.5 times any of the applicable standards, the OBD II system shall d etect a malfunction

when no detectable amount of air flow is delivered. For vehicles subject to the malfunction criteria in section (e)(5.2.3)(B ), this monitoring for no detectable amount of air flow shall occur during no rmal operation of the secondary air system.
(5.3) Monitoring Conditions:
(5.3.1) For all Low Emission Vehicle I applications: Manuf acturers shall define the monitoring conditions in accordance with section (d )(3.1).
(5.3.2) For all Low Emission Vehicle II applications and a ll 2009 and subsequent model year vehicles: (A) For 2004 and 2005 model year vehicles, manufact urers shall define the monitoring conditions in accordance with section (d )(3.1). (B) For 2006 and subsequent model year vehicles, ma nufacturers shall define the monitoring conditions in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For p urposes of tracking and reporting as required in section (d)(3.2.2), all mo nitors used to detect malfunctions identified in section (e)(5.2) during normal operation of the secondary air system shall be tracked separately bu t reported as a single set of values as specified in section (d)(5.2.2).
(5.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(6) FUEL SYSTEM MONITORING
(6.1) Requirement:
(6.1.1) The OBD II system shall monitor the fuel delivery system to determine its ability to provide compliance with emission standar ds.
(6.2) Malfunction Criteria:
(6.2.1) The OBD II system shall detect a malfunction of th e fuel delivery system

when: (A) The fuel delivery system is unable to maintain a vehicle's emissions at or below 1.5 times any of the applicable FTP standards ; or (B) If equipped, the feedback control based on a se condary oxygen or exhaust gas sensor is unable to maintain a vehicle’ s emissions (except as a result of a malfunction specified in section (e)( 6.2.1)(C)) at or below 1.5 times any of the applicable FTP standards; or (C) Except as required in section (e)(6.2.6), for 2 5 percent of all 2011 model year vehicles, 50 percent of all 2012 model year ve hicles, 75 percent of all39 2013 model year vehicles, and 100 percent of all 20 14 model year vehicles, an air-fuel ratio cylinder imbalance (e.g ., the air-fuel ratio in one or more cylinders is different than the other cylin ders due to a cylinder specific malfunction such as an intake manifold lea k at a particular cylinder, fuel injector problem, an individual cyli nder EGR runner flow delivery problem, an individual variable cam lift m alfunction such that an individual cylinder is operating on the wrong cam l ift profile, or other similar problems) occurs in one or more cylinders s uch that the fuel delivery system is unable to maintain a vehicle’s e missions at or below: 4.0 times the applicable FTP standards for PC/LDT S ULEV II vehicles and 3.0 times the applicable FTP standards for all othe r vehicles for the 2011 through 2013 model years; and 1.5 times the applica ble FTP standards for all 2014 and subsequent model year vehicles. I n lieu of using 1.5 times the applicable FTP standards for all 2014 mod el year applications, for the 2014 model year only, a manufacturer may co ntinue to use 4.0 times the applicable FTP standards for PC/LDT SULEV II vehicles and 3.0 times the applicable FTP standards for other applic ations previously certified in the 2011, 2012, or 2013 model year to 4.0 times or 3.0 times the applicable FTP standards and carried over to th e 2014 model year.
(6.2.2) Except as provided for in section (e)(6.2.3) below , if the vehicle is equipped with adaptive feedback control, the OBD II system shall detect a malfunction when the adaptive feedback control has used up all of the adjustment allowed by the manufacturer.
(6.2.3) If the vehicle is equipped with feedback control t hat is based on a secondary oxygen (or equivalent) sensor, the OBD II system is not required to detect a malfunction of the fuel system solely when the feedback control based on a secondary oxygen sensor has used up all of the adjustment allowed by the manufacturer. Howeve r, if a failure or

deterioration results in vehicle emissions that exc eed the malfunction criteria in section (e)(6.2.1), the OBD II system i s required to detect a

malfunction.
(6.2.4) The OBD II system shall detect a malfunction whene ver the fuel control system fails to enter closed-loop operation (if emp loyed) within a manufacturer specified time interval.
(6.2.5) Manufacturers may adjust the criteria and/or limit (s) to compensate for changes in altitude, for temporary introduction of large amounts of purge vapor, or for other similar identifiable operating conditions when they

occur. (6.2.6) Notwithstanding the phase-in specified in section (e)(6.2.1)(C), if a vehicle is equipped with separate EGR flow delivery passage ways (internal or external) that deliver EGR flow to individual cylin ders (e.g., an EGR system with individual delivery pipes to each cylin der), the OBD II system shall monitor the fuel delivery system for malfunct ions specified in section (e)(6.2.1)(C) on all 2011 and subsequent model year vehicles so equipped.
(6.3) Monitoring Conditions:
(6.3.1) Except as provided in section (e)(6.3.2), the fuel system shall be monitored continuously for the presence of a malfun ction.40

(6.3.2) Manufacturers shall define monitoring conditions f or malfunctions identified in section (e)(6.2.1)(C) (i.e., air-fuel ratio cylinder imbalance malfunctions) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(6.4) MIL Illumination and Fault Code Storage: For malf unctions described under section (6.2.1)(C) (i.e., air-fuel ratio cylinder i mbalance malfunctions), general requirements for MIL illumination and fault code st orage are set forth in section (d)(2). For all other fuel system malfunct ions, the MIL illumination and fault code storage requirements are set forth i n sections (e)(6.4.1) through (6.4.6) below.
(6.4.1) A pending fault code shall be stored immediately u pon the fuel system exceeding the malfunction criteria established purs uant to section (e)(6.2).
(6.4.2) Except as provided below, if a pending fault code is stored, the OBD II system shall immediately illuminate the MIL and sto re a confirmed fault code if a malfunction is again detected during eith er of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions en countered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the p ending fault code was

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

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

also be erased if similar conditions are not encoun tered during the 80 driving cycles immediately after the initial detect ion of a malfunction for which the pending code was set.
(6.4.4) Storage of freeze frame conditions. (A) The OBD II system shall store and erase freeze frame conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a mal function other than misfire (see section (e)(3)) or fuel system malfunction whe n a fault code is stored as specified in section (e)(6.4) above, the stored freeze frame information shall be replaced with freeze frame information reg arding the fuel system

malfunction.
(6.4.5) Storage of fuel system conditions for determining similar conditions of operation. (A) Upon detection of a fuel system malfunction und er section (e)(6.2), the OBD II system shall store the engine speed, load, a nd warm-up status of the first fuel system malfunction that resulted in the storage of the pending

fault code. (B) For fuel system faults detected using feedback control that is based on a secondary oxygen (or equivalent) sensor, the manufa cturer may request Executive Officer approval to use an alternate defi nition of similar conditions in lieu of the definition specified in s ection (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the a lternate definition41 provides for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, a nd/or warm-up status.
(6.4.6) Extinguishing the MIL. The MIL may be extinguishe d after three sequential driving cycles in which similar conditio ns have been encountered without a malfunction of the fuel syste m.

(7) EXHAUST GAS SENSOR MONITORING
(7.1) Requirement:
(7.1.1) The OBD II system shall monitor the output voltage , response rate, and any other parameter which can affect emissions of a ll primary (fuel control) oxygen sensors (conventional switching sen sors and wide range or universal sensors) for malfunction.
(7.1.2) The OBD II system shall also monitor all secondary oxygen sensors (those used for fuel trim control or as a monitorin g device) for proper output voltage, activity, and/or response rate.
(7.1.3) For vehicles equipped with heated oxygen sensors, the OBD II system shall monitor the heater for proper performance.
(7.1.4) For other types of sensors (e.g., hydrocarbon sens ors, NOx sensors), the manufacturer shall submit a monitoring plan to the Executive Officer for approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted dat a and an engineering evaluation that demonstrate that the monitoring pla n is as reliable and effective as the monitoring plan required for conve ntional sensors under section (e)(7).
(7.2) Malfunction Criteria:
(7.2.1) Primary Sensors: (A) The OBD II system shall detect a malfunction pr ior to any failure or deterioration of the oxygen sensor voltage, respons e rate, amplitude, or other characteristic(s) (including drift or bias co rrected for by secondary sensors) that would cause a vehicle's emissions to exceed 1.5 times any of the applicable FTP standards. For response rate (see section (c)), the OBD II system shall detect asymmetric malfunctions (i.e., malfunctions that primarily affect only the lean-to-rich respons e rate or only the rich-to-lean response rate) and symmetric malfuncti ons (i.e., malfunctions

that affect both the lean-to-rich and rich-to-lean response rates). As defined in section (c), response rate includes dela ys in the sensor to initially react to a change in exhaust gas composit ion as well as delays during the transition from a rich-to-lean (or lean- to-rich) sensor output. For 25 percent of 20 10 2011 , 50 percent of 201 1 2012 , and 100 percent of

201 2 2013 and subsequent model year vehicles, the manufacture r shall submit data and/or engineering analysis to demonstr ate that the calibration method used ensures proper detection of all symmetric and asymmetric response rate malfunctions as part of th e certification application. (B) The OBD II system shall detect malfunctions of the oxygen sensor caused by either a lack of circuit continuity or out-of-ra nge values. (C) The OBD II system shall detect a malfunction of the oxygen sensor when

a sensor failure or deterioration causes the fuel s ystem to stop using that42 sensor as a feedback input (e.g., causes default or open loop operation) or causes the fuel system to fail to enter closed-l oop operation within a manufacturer-specified time interval. (D) The OBD II system shall detect a malfunction of the oxygen sensor when the sensor output voltage, amplitude, activity, or other characteristics are no longer sufficient for use as an OBD II system mo nitoring device (e.g., for catalyst monitoring).
(7.2.2) Secondary Sensors: (A) The OBD II system shall detect a malfunction pr ior to any failure or deterioration of the oxygen sensor voltage, respons e rate, amplitude, or other characteristic(s) that would cause a vehicle' s emissions to exceed 1.5 times any of the applicable FTP standards. (B) The OBD II system shall detect malfunctions of the oxygen sensor caused by a lack of circuit continuity. (C) Sufficient sensor performance for other monitor s. (i) The OBD II system shall detect a malfunction of the oxygen sensor when the sensor output voltage, amplitude, activity , or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst monitoring). For this requirement, “sufficient” is defined as the capability of the wo rst performing acceptable sensor to detect the best performing una cceptable other monitored system or component (e.g., catalyst). (ii) For systems where it is not technically feasib le to satisfy the criteria of section (e)(7.2.2)(C)(i) completely, the OBD II sys tem shall, at a minimum, detect a slow rich-to-lean response malfun ction during a fuel shut-off event (e.g., deceleration fuel cut event). The rich-to-lean response check shall monitor both the sensor respon se time from a rich condition (e.g., 0.7 Volts) prior to the start of fuel shut-off to a lean condition (e.g., 0.1 Volts) expected during fuel sh ut-off conditions and

the sensor transition time in the intermediate sens or range (e.g., from 0.55 Volts to 0.3 Volts). Monitoring of the rich-t o-lean response shall be phased in on at least 25 percent of the 2009, 50 percent of the 2010, and 100 percent of the 2011 model year vehicl es. For purposes of this phase-in, vehicles meeting the criteria of section (e)(7.2.2)(C)(i) shall be counted as vehicles meeting the rich-to-le an response rate monitoring requirement of section (e)(7.2.2)(C)(ii)

. (iii) Additionally, for systems where it is not tec hnically feasible to satisfy the criteria in section (e)(7.2.2)(C)(i), prior to certification of 2009 model year vehicles, the manufacturer must submit a comprehensive plan to the Executive Officer demonstrating the man ufacturer’s efforts to minimize any gap remaining between the worst per forming acceptable sensor and a sufficient sensor. The pla n should include quantification of the gap and supporting documentat ion for efforts to close the gap including sensor monitoring improveme nts, other system component monitor improvements (e.g., changes to ma ke the catalyst monitor less sensitive to oxygen sensor response), and sensor specification changes, if any. The Executive Offic er shall approve the plan upon determining the submitted information sup ports the43 necessity of the gap and the plan demonstrates that the manufacturer is taking reasonable efforts to minimize or elimina te the gap in a timely

manner. (D) The OBD II system shall detect malfunctions of the oxygen sensor caused by out-of-range values.
(7.2.3) Sensor Heaters: (A) The OBD II system shall detect a malfunction of the heater performance when the current or voltage drop in the heater circ uit is no longer within the manufacturer's specified limits for normal oper ation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance m alfunctions may be used upon the Executive Officer determining that th e manufacturer has submitted data and/or an engineering evaluation tha t demonstrate the monitoring reliability and timeliness to be equival ent to the stated criteria in section (e)(7.2.3)(A). (B) The OBD II system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the comma nded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volt s (ground), etc.).
(7.3) Monitoring Conditions:
(7.3.1) Primary Sensors (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (e)(7.2.1)(A) and (D) (e.g., proper response rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and report ing as required in section (d)(3.2.2), all monitors used to detect mal functions identified in sections (e)(7.2.1)(A) and (D) shall be tracked sep arately but reported as a single set of values as specified in section (d)( 5.2.2). (B) Except as provided in section (e)(7.3.1)(C), mo nitoring for malfunctions identified in sections (e)(7.2.1)(B) and (C) (i.e., circuit continuity, out-ofrange, and open-loop malfunctions) shall be: (i) Conducted in accordance with title 13, CCR sect ion 1968.1 for Low Emission Vehicle I applications and 2004 and 2005 m odel year Low Emission Vehicle II applications; (ii) Conducted continuously for all 2006 through 20 08 model year Low Emission Vehicle II applications and all 2009 and s ubsequent model year vehicles. (C) A manufacturer may request Executive Officer ap proval to disable continuous oxygen sensor monitoring when an oxygen sensor malfunction cannot be distinguished from other effects (e.g., d isable out-of-range low monitoring during fuel cut conditions). The Execut ive Officer shall approve the disablement upon determining that the m anufacturer has

submitted test data and/or documentation that demon strate a properly functioning sensor cannot be distinguished from a m alfunctioning sensor and that the disablement interval is limited only t o that necessary for avoiding false detection.
(7.3.2) Secondary Sensors (A) Manufacturers shall define monitoring condition s for malfunctions44 identified in sections (e)(7.2.2)(A) and (C) (e.g., proper sensor activity) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For all 2010 and subsequent model y ear vehicles meeting the monitoring requirements of section (e)(7.2.2)(C )(i) or (ii), for purposes of tracking and reporting as required in section (d )(3.2.2), all monitors

used to detect malfunctions identified in sections (e)(7.2.2)(A) and (C) shall be tracked separately but reported as a singl e set of values as specified in section (d)(5.2.2). (B) Except as provided in section (e)(7.3.2)(C), mo nitoring for malfunctions identified in sections (e)(7.2.2)(B) and (D) (i.e., open circuit, out-of-range malfunctions) shall be: (i) Conducted in accordance with title 13, CCR sect ion 1968.1 for Low Emission Vehicle I applications and 2004 and 2005 m odel year Low Emission Vehicle II applications; (ii) Conducted continuously for all 2006 through 20 08 model year Low Emission Vehicle II applications and all 2009 and s ubsequent model year vehicles. (C) A manufacturer may request Executive Officer ap proval to disable continuous oxygen sensor monitoring when an oxygen sensor malfunction cannot be distinguished from other effects (e.g., d isable out-of-range low monitoring during fuel cut conditions). The Execut ive Officer shall approve the disablement upon determining that the m anufacturer has

submitted test data and/or documentation that demon strate a properly functioning sensor cannot be distinguished from a m alfunctioning sensor and that the disablement interval is limited only t o that necessary for avoiding false detection.
(7.3.3) Sensor Heaters (A) Manufacturers shall define monitoring condition s for malfunctions identified in section (e) (7.2.3)(A) (e.g., sensor heater performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). (B) Monitoring for malfunctions identified in secti on (e)(7.2.3)(B) (e.g., circuit malfunctions) shall be: (i) Conducted in accordance with title 13, CCR sect ion 1968.1 for 2004 and 2005 model year vehicles; (ii) Conducted continuously for all 2006 and subseq uent model year

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

(8) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING
(8.1) Requirement: The OBD II system shall monitor the E GR system on vehicles so-equipped for low and high flow rate malfunctions . The individual electronic components (e.g., actuators, valves, sensors, etc.) that are used in the EGR system shall be monitored in accordance with the co mprehensive component requirements in section (e)(15).
(8.2) Malfunction Criteria:45

(8.2.1) The OBD II system shall detect a malfunction of th e EGR system prior to an increase or decrease from the manufacturer's spe cified EGR flow rate

that would cause a vehicle's emissions to exceed 1. 5 times any of the applicable FTP standards.
(8.2.2) For vehicles in which no failure or deterioration of the EGR system could result in a vehicle’s emissions exceeding 1.5 times any of the applicable standards, the OBD II system shall detect a malfunc tion when the system

has no detectable amount of EGR flow.
(8.3) Monitoring Conditions:
(8.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (e)(8.2) (e.g., flow rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.2), all monitors used to detect malfunctions identified in section (e)(8. 2) shall be tracked separately but reported as a single set of values a s specified in section (d)(5.2.2).
(8.3.2) Manufacturers may request Executive Officer approv al to temporarily disable the EGR system check under specific conditi ons (e.g., when freezing may affect performance of the system). Th e Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation whi ch demonstrate that a

reliable check cannot be made when these conditions exist.
(8.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(9) POSITIVE CRANKCASE VENTILATION (PCV) SYSTEM MONITOR ING
(9.1) Requirement:
(9.1.1) On all 2004 and subsequent model year vehicles, ma nufacturers shall monitor the PCV system on vehicles so-equipped for system integrity. A manufacturer may use an alternate phase-in schedule in lieu of meeting the requirements of section (e)(9) on all 2004 mode l year vehicles if the alternate phase-in schedule provides for equivalent compliance volume (as defined in section (c)) to the phase-in schedul e specified in title 13, CCR section 1968.1(b)(10.1). Vehicles not required to be equipped with PCV systems shall be exempt from monitoring of the PCV system.
(9.2) Malfunction Criteria:
(9.2.1) For the purposes of section (e)(9), “PCV system” i s defined as any form of crankcase ventilation system, regardless of whether it utilizes positive pressure. “PCV valve” is defined as any form of va lve or orifice used to restrict or control crankcase vapor flow. Further, any additional external PCV system tubing or hoses used to equalize crankca se pressure or to provide a ventilation path between various areas of the engine (e.g., crankcase and valve cover) are considered part of t he PCV system “between the crankcase and the PCV valve” and subje ct to the malfunction criteria in section (e)(9.2.2) below.46

(9.2.2) Except as provided below, the OBD II system shall detect a malfunction of the PCV system when a disconnection of the system o ccurs between either the crankcase and the PCV valve, or between the PCV valve and

the intake manifold.
(9.2.3) If the PCV system is designed such that the PCV va lve is fastened directly to the crankcase in a manner which makes it signifi cantly more difficult to

remove the valve from the crankcase rather than dis connect the line between the valve and the intake manifold (taking a ging effects into consideration), the Executive Officer shall exempt the manufacturer from

detection of disconnection between the crankcase an d the PCV valve.
(9.2.4) Subject to Executive Officer approval, system desi gns that utilize tubing

between the valve and the crankcase shall also be e xempted from the portion of the monitoring requirement for detection of disconnection

between the crankcase and the PCV valve. The manuf acturer shall file a request and submit data and/or engineering evaluati on in support of the request. The Executive Officer shall approve the r equest upon determining that the connections between the valve and the crankcase are: (i) resistant to deterioration or accidental d isconnection, (ii) significantly more difficult to disconnect than the line between the valve and the intake manifold, and (iii) not subject to d isconnection per manufacturer’s repair procedures for non-PCV system repair work.
(9.2.5) Manufacturers are not required to detect disconnec tions between the PCV

valve and the intake manifold if said disconnection (1) causes the vehicle to stall immediately during idle operation; or (2) is unlikely to occur due to a PCV system design that is integral to the inducti on system (e.g., machined passages rather than tubing or hoses).
(9.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(9.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(9.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2). The stored fault code need not specifically identify the PCV s ystem (e.g., a fault code for idle speed control or fuel system monitoring can be stored) if the

manufacturer demonstrates that additional monitorin g hardware would be necessary to make this identification, and provided the manufacturer’s diagnostic and repair procedures for the detected m alfunction include directions to check the integrity of the PCV system

.

(10) ENGINE COOLING SYSTEM MONITORING
(10.1) Requirement:
(10.1.1) The OBD II system shall monitor the thermostat on vehicles so-equipped for proper operation.
(10.1.2) The OBD II system shall monitor the engine coolant temperature (ECT) sensor for circuit continuity, out-of-range values, and rationality faults.
(10.2) Malfunction Criteria:
(10.2.1) Thermostat47 (A) The OBD II system shall detect a thermostat mal function if, within an Executive Officer approved time interval after star ting the engine, either of the following two conditions occur: (i) The coolant temperature does not reach the high est temperature required by the OBD II system to enable other diagn ostics; (ii) The coolant temperature does not reach a warme d-up temperature within 20 degrees Fahrenheit of the manufacturer’s nominal thermostat regulating temperature. Subject to Executive Offic er approval, a manufacturer may utilize lower temperatures for thi s criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, spark timing, and/or other coolant t emperature-based modifications to the engine control strategies woul d not cause an emission increase of 50 or more percent of any of t he applicable standards (e.g., 50 degree Fahrenheit emission test , etc.). (B) Executive Officer approval of the time interval after engine start shall be granted upon determining that the data and/or engin eering evaluation submitted by the manufacturer supports the specifie d times. (C) With Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions ( see section (e)(10.3)) that are a function of temperature at engine start on vehicles that do not reach the temperatures specified in the malfunction criteria when the thermostat is functioning properly. Executive Offi cer approval shall be granted upon determining that the manufacturer has submitted data that demonstrate that a properly operating system does n ot reach the specified temperatures, that the monitor is capable of meeting the specified malfunction criteria at engine start temp eratures greater than

50 ° F, and that the overall effectiveness of the monito r is comparable to a monitor meeting these thermostat monitoring require ments at lower
temperatures. (D) With Executive Officer approval, manufacturers may omit this monitor. Executive Officer approval shall be granted upon de termining that the manufacturer has demonstrated that a malfunctioning thermostat cannot cause a measurable increase in emissions during any reasonable driving condition nor cause any disablement of other monito rs. (10.2.2) ECT Sensor (A) Circuit Continuity. The OBD II system shall de tect a malfunction when a lack of circuit continuity or out-of-range value oc curs. (B) Time to Reach Closed-Loop Enable Temperature. (i) The OBD II system shall detect a malfunction if the ECT sensor does not achieve the stabilized minimum temperature whic h is needed for the fuel control system to begin closed-loop operat ion (closed-loop enable temperature) within an Executive Officer app roved time interval after starting the engine. (ii) The time interval shall be a function of start ing ECT and/or a function of intake air temperature and, except as provided b elow in section (e)(10.2.2)(B)(iii), may not exceed: a. two minutes for engine start temperatures at or above 50 degrees Fahrenheit and five minutes for engine start temper atures at or48 above 20 degrees Fahrenheit and below 50 degrees Fa hrenheit for Low Emission Vehicle I applications and 2004 and 20 05 model year Low Emission Vehicle II applications; b. two minutes for engine start temperatures up to 15 degrees Fahrenheit below the closed-loop enable temperature and five minutes for engine start temperatures between 15 an d 35 degrees Fahrenheit below the closed-loop enable temperature for all 2006 through 2008 model year Low Emission Vehicle II app lications and all 2009 and subsequent model year vehicles. (iii) Executive Officer approval of the time interv al shall be granted upon determining that the data and/or engineering evalua tion submitted by the manufacturer supports the specified times. The Executive Officer shall allow longer time intervals upon determining that the manufacturer has submitted data and/or an engineeri ng evaluation that demonstrate that the vehicle requires a longer time to warm up

under normal conditions. (iv) The Executive Officer shall exempt manufacture rs from the requirement of section (e)(10.2.2)(B) if the manufa cturer does not utilize ECT to enable closed loop fuel control. (C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available informatio n, the OBD II system shall detect a malfunction if the ECT sensor inappr opriately indicates a temperature below the highest minimum enable temper ature required by the OBD II system to enable other diagnostics (e.g. , an OBD II system that requires ECT to be greater than 140 degrees Fa hrenheit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 de grees Fahrenheit). Manufacturers are exempted from this requirement fo r temperature regions in which the monitors required under sectio ns (e)(10.2.1) or (e)(10.2.2)(B) will detect ECT sensor malfunctions as defined in section (e)(10.2.2)(C). (D) Stuck in Range Above the Lowest Maximum Enable Temperature. (i) To the extent feasible when using all available information, the OBD II system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum en able temperature required by the OBD II system to enable other diagnostics (e.g., an OBD II system that requires ECT to be les s than 90 degrees Fahrenheit at engine start to enable a diagnostic m ust detect malfunctions that cause the ECT sensor to inappropr iately indicate a temperature above 90 degrees Fahrenheit). (ii) Manufacturers are exempted from this requireme nt for temperature regions in which the monitors required under sectio ns (e)(10.2.1), (e)(10.2.2)(B), or (e)(10.2.2)(C) (i.e., ECT senso r or thermostat malfunctions) will detect ECT sensor malfunctions a s defined in section (e)(10.2.2)(D) or in which the MIL will be illuminated under the requirements of section (d)(2.2.3) for default mode operation (e.g., overtemperature protection strategies).49 (iii) For Low Emission Vehicle I applications and 2 004 and 2005 model year Low Emission Vehicle II applications only, man ufacturers are also exempted from the requirements of section (e)(10.2. 2)(D) for vehicles that have a temperature gauge (not a warning light) on the instrument panel and utilize the same ECT sensor for input to the OBD II system and the temperature gauge. (iv) For 2006 through 2008 model year Low Emission Vehicle II applications and all 2009 and subsequent model year vehicles, manufacturers are also exempted from the requiremen ts of section (e)(10.2.2)(D) for temperature regions where the te mperature gauge indicates a temperature in the red zone (engine ove rheating zone) for vehicles that have a temperature gauge (not a warni ng light) on the instrument panel and utilize the same ECT sensor fo r input to the OBD II system and the temperature gauge.
(10.3) Monitoring Conditions:
(10.3.1) Thermostat (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (e)(10.2.1)(A) in accordance with section (d)(3.1) except as provided for in section (e)(10.3.1)(D). Additionally, except as provided for in sections (e)(10.3.1)(B) and (C), mo nitoring for malfunctions identified in section (e)(10.2.1)(A) shall be condu cted once per driving cycle on every driving cycle in which the ECT senso r indicates, at engine start, a temperature lower than the temperature est ablished as the malfunction criteria in section (e)(10.2.1)(A). (B) Manufacturers may disable thermostat monitoring at ambient temperatures below 20 degrees Fahrenheit. (C) Manufacturers may request Executive Officer app roval to suspend or disable thermostat monitoring if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 percent of the warm-up time, hot restart co nditions, etc.). In general, the Executive Officer shall not approve di sablement of the monitor on engine starts where the ECT at engine st art is more than 35 degrees Fahrenheit lower than the thermostat malfun ction threshold temperature determined under section (e)(10.2.1)(A) . The Executive Officer shall approve the request upon determining that the manufacturer has provided data and/or engineering analysis that demonstrate the need for the request. (D) With respect to defining enable conditions that are encountered during the FTP or Unified cycle as required in (d)(3.1.1) for malfunctions identified in section (e)(10.2.1)(A), the FTP cycle or Unified cycle shall refer to on-road driving following the FTP or Unifi ed cycle in lieu of testing on a chassis dynamometer.
(10.3.2) ECT Sensor (A) Except as provided below in section (e)(10.3.2) (E), monitoring for malfunctions identified in section (e)(10.2.2)(A) ( i.e., circuit continuity and out-of-range) shall be conducted continuously. (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (e)(10.2.2)(B) in accordance with section (d)(3.1).50 Additionally, except as provided for in section (e) (10.3.2)(D), monitoring for malfunctions identified in section (e)(10.2.2)( B) shall be conducted once per driving cycle on every driving cycle in wh ich the ECT sensor indicates a temperature lower than the closed loop enable temperature at engine start (i.e., all engine start temperatures g reater than the ECT sensor out of range low temperature and less than t he closed loop enable temperature). (C) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (e)(10.2.2)(C) and (D) in ac cordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). (D) Manufacturers may suspend or delay the time to reach closed loop enable temperature diagnostic if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 to 75 percent of the warm-up time). (E) A manufacturer may request Executive Officer ap proval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effects. The Ex ecutive Officer shall approve the disablement upon determining that the m anufacturer has submitted test data and/or engineering evaluation t hat demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning

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

(11) COLD START EMISSION REDUCTION STRATEGY MONITORING
(11.1) Requirement:
(11.1.1) For all 2006 through 2008 model year Low Emission Vehicle II applications and all 2009 and subsequent model year applications, if a vehicle incorporates a specific engine control stra tegy to reduce cold start emissions, the OBD II system shall monitor the comm anded elements for proper function (e.g., increased engine idle speed, commanded ignition timing retard, etc.), other than secondary air, whi le the control strategy is active to ensure proper operation of the control st rategy. Secondary air systems shall be monitored under the provisions of section (e)(5).
(11.1.2) In lieu of meeting the requirements of section (e) (11) on all 2006 through 2008 model year Low Emission Vehicle II application s, a manufacturer may phase in the requirements on a portion of its L ow Emission Vehicle II applications as long as that portion of Low Emissio n Vehicle II applications comprises at least 30 percent of all 2 006 model year vehicles, 60 percent of all 2007 model year vehicle s, and 100 percent of all 2008 and subsequent model year vehicles.
(11.2) Malfunction Criteria:
(11.2.1) For vehicles not included in the phase-in specifie d in section (e)(11.2.2): (A) The OBD II system shall detect a malfunction pr ior to any failure or deterioration of the individual components associat ed with the cold start emission reduction control strategy that would caus e a vehicle’s emissions to exceed 1.5 times the applicable FTP standards. Manufacturers shall:51 (i) Establish the malfunction criteria based on dat a from one or more representative vehicle(s). (ii) Provide an engineering evaluation for establis hing the malfunction criteria for the remainder of the manufacturer’s pr oduct line. The Executive Officer shall waive the evaluation requir ement each year if, in the judgment of the Executive Officer, technolog ical changes do not affect the previously determined malfunction criter ia. (B) For components where no failure or deterioratio n of the component used for the cold start emission reduction strategy coul d result in a vehicle’s emissions exceeding 1.5 times the applicable standa rds, the individual component shall be monitored for proper functional response in

accordance with the malfunction criteria in section (e)(15.2) while the control strategy is active.
(11.2.2) For 25 percent of 2010, 50 percent of 2011, and 10 0 percent of 2012 and subsequent model year vehicles, the OBD II syst em shall, to the extent feasible, detect a malfunction if either of the following occurs: (A) Any single commanded element does not properly respond to the commanded action while the cold start strategy is a ctive. For elements involving spark timing (e.g., retarded spark timing ), the monitor may verify final commanded spark timing in lieu of verifying a ctual delivered spark timing. For purposes of this section, “properly re spond” is defined as when the element responds: (i) by a robustly detectable amount; and (ii) in the direction of the desired command; and (iii) above and beyond what the element would achie ve on start-up without the cold start strategy active (e.g., if the cold s tart strategy commands a higher idle engine speed, a fault must be detecte d if there is no detectable amount of engine speed increase above wh at the system would achieve without the cold start strategy activ e); (B) Any failure or deterioration of the cold start emission reduction control strategy that would cause a vehicle’s emissions to be equal to or above 1.5 times the applicable FTP standards. For this r equirement, the OBD II system shall either monitor elements of the system as a whole (e.g., measuring air flow and modeling overall heat into t he exhaust) or the individual elements (e.g., increased engine speed, commanded final spark timing) for failures that cause vehicle emissions t o exceed 1.5 times the applicable FTP standards.
(11.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(11.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(11.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(12) AIR CONDITIONING (A/C) SYSTEM COMPONENT MONITORING
(12.1) Requirement: If a vehicle incorporates an engine c ontrol strategy that alters off-idle fuel and/or spark control when the A/C sys tem is on, the OBD II system shall monitor all electronic air conditionin g system components for malfunctions that cause the system to fail to invok e the alternate control while52 the A/C system is on or cause the system to invoke the alternate control while the A/C system is off. Additionally, the OBD II sy stem shall monitor for malfunction all electronic air conditioning system components that are used as part of the diagnostic strategy for any other mo nitored system or component. The requirements of section (e)(12) sha ll be phased in as follows: 30 percent of all 2006 model year vehicles , 60 percent of all 2007 model year vehicles, and 100 percent of all 2008 an d subsequent model year

vehicles.
(12.2) Malfunction Criteria:
(12.2.1) The OBD II system shall detect a malfunction prior to any failure or deterioration of an electronic component of the air conditioning system

that would cause a vehicle's emissions to exceed 1. 5 times any of the appropriate applicable emission standards or would, through software, effectively disable any other monitored system or c omponent covered by this regulation. For malfunctions that result in t he alternate control being erroneously invoked while the A/C system is off, th e appropriate emission

standards shall be the FTP standards. For malfunct ions that result in the alternate control failing to be invoked while the A /C system is on, the appropriate emission standards shall be the SC03 em ission standards.
(12.2.2) If no single electronic component failure or deter ioration causes emissions to exceed 1.5 times any of the appropriat e applicable emission standards as defined above in section (e)(12.2.1) n or is used as part of the diagnostic strategy for any other monitored sys tem or component, manufacturers are not required to monitor any air c onditioning system component for purposes of section (e)(12).
(12.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(12.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(12.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(13) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM M ONITORING
(13.1) Requirement: On all 2006 through 2008 model year L ow Emission Vehicle II applications and all 2009 and subsequent model year vehicles, the OBD II system shall monitor the VVT system on vehicles so- equipped for target error and slow response malfunctions. The individual ele ctronic components (e.g., actuators, valves, sensors, etc.) that are used in the VVT system shall be monitored in accordance with the comprehensive comp onents requirements in section (e)(15). VVT systems on Low Emission Ve hicle I applications and 2004 and 2005 model year Low Emission Vehicle II ap plications shall be monitored in accordance with the comprehensive comp onents requirements in section (e)(15).
(13.2) Malfunction Criteria:
(13.2.1) Target Error. The OBD II system shall detect a ma lfunction prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a cran k angle and/or lift

tolerance that would cause a vehicle's emissions to exceed 1.5 times any of the applicable FTP standards.53

(13.2.2) Slow Response. The OBD II system shall detect a m alfunction prior to any failure or deterioration in the capability of t he VVT system to achieve the commanded valve timing and/or control within a time that would cause a vehicle's emissions to exceed 1.5 times any of th e applicable FTP

standards.
(13.2.3) For vehicles in which no failure or deterioration of the VVT system could result in a vehicle’s emissions exceeding 1.5 times any of the applicable standards, the VVT system shall be monitored for pr oper functional response in accordance with the malfunction criteri a in section (e)(15.2).
(13.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section ( e)(13.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). Additionally, manufacturers sh all track and report VVT system monitor performance under section (d)(3.2.2) . For purposes of tracking and reporting as required in section (d)(3 .2.2), all monitors used to detect malfunctions identified in section (e)(13.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(13.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(14) DIRECT OZONE REDUCTION (DOR) SYSTEM MONITORING
(14.1) Requirement:
(14.1.1) The OBD II system shall monitor the DOR system on vehicles so-equipped for malfunctions that reduce the ozone reduction performance of the system.
(14.1.2) For 2003, 2004, and 2005 model year vehicles subje ct to the malfunction criteria of section (e)(14.2.1) below, manufacturer s may request to be exempted from DOR system monitoring. The Executive Officer shall approve the exemption upon the manufacturer: (A) Agreeing that the DOR system receive only 50 pe rcent of the NMOG credit assigned to the DOR system as calculated und er Air Resources Board (ARB) Manufacturers Advisory Correspondence ( MAC) No. 99-06, December 20, 1999, which is hereby incorporated by reference herein. (B) Identifying the DOR system component(s) as an e mission control device

on both the underhood emission control label and a separate label as specified below. The DOR system shall be included in the list of emission

control devices on the underhood emission control l abel and be identified as a “DOR system” or other equivalent term from SAE J1930 "Electrical/Electronic Systems Diagnostic Terms, De finitions, Abbreviations, and Acronyms – Equivalent to ISO/TR 15031-2:April 30, 2002 (SAE 1930)", incorporated by reference. A sep arate label shall be located on or near the DOR system component(s) in a location that is visible to repair technicians prior to the removal of any parts necessary to replace the DOR system component(s) and shall ident ify the components as a “DOR system” or other equivalent SAE J1930 ter m. (14.2) Malfunction Criteria:54

(14.2.1) For vehicles in which the NMOG credit assigned to the DOR system, as calculated in accordance with ARB MAC No. 99-06, is less than or equal to 50 percent of the applicable FTP NMOG standard, the OBD II system shall detect a malfunction when the DOR system has no detectable

amount of ozone reduction.
(14.2.2) For vehicles in which the NMOG credit assigned to the DOR system, as calculated in accordance with ARB MAC No. 99-06, is greater than 50 percent of the applicable FTP NMOG standard, the OB D II system shall detect a malfunction when the ozone reduction perfo rmance of the DOR system deteriorates to a point where the difference between the NMOG credit assigned to the properly operating DOR syste m and the NMOG credit calculated for a DOR system performing at th e level of the malfunctioning system exceeds 50 percent of the app licable FTP NMOG

standard.
(14.2.3) For vehicles equipped with a DOR system, the manuf acturer may modify any of the applicable NMOG malfunction criteria in sections (e)(1)-(3), (e)(5)-(8), (e)(11)-(e)(13), and (e)(16) by adding the NMOG credit received by the DOR system to the required NMOG malfunction criteria (e.g., a

malfunction criteria of 1.5 x NMOG standard would b e modified to (1.5 x NMOG standard) + DOR system NMOG credit).
(14.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(14.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(14.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(15) COMPREHENSIVE COMPONENT MONITORING
(15.1) Requirement:
(15.1.1) Except as provided in sections (e)(15.1.3), (e)(15 .1.4), and (e)(16), the OBD II system shall monitor for malfunction any ele ctronic powertrain component/system not otherwise described in section s (e)(1) through (e)(14) that either provides input to (directly or indirectly) or receives commands from the on-board computer(s), and: (1) ca n affect emissions during any reasonable in-use driving condition, or (2) is used as part of the diagnostic strategy for any other monitored sys tem or component. (A) Input Components: Input components required to be monitored may include the vehicle speed sensor, crank angle senso r, knock sensor, throttle position sensor, cam position sensor, fuel composition sensor (e.g. flexible fuel vehicles), and transmission electroni c components such as sensors, modules, and solenoids which provide signa ls to the powertrain control system. (B) Output Components/Systems: Output components/sy stems required to be monitored may include the idle speed control system , automatic transmission solenoids or controls, variable length intake manifold runner systems, supercharger or turbocharger electronic co mponents, heated fuel preparation systems, and a warm-up catalyst by pass valve.
(15.1.2) For purposes of criteria (1) in section (e)(15.1.1 ) above, the manufacturer shall determine whether a powertrain input or outpu t component/system55 can affect emissions. If the Executive Officer rea sonably believes that a manufacturer has incorrectly determined that a comp onent/system cannot affect emissions, the Executive Officer shall requi re the manufacturer to provide emission data showing that the component/sy stem, when malfunctioning and installed in a suitable test veh icle, does not have an emission effect. The Executive Officer may request emission data for any reasonable driving condition.
(15.1.3) Manufacturers shall monitor for malfunction electr onic powertrain input or output components/systems associated with an electr onic transfer case, electronic power steering system, or other componen ts that are driven by the engine and not related to the control of fuelin g, air handling, or emissions only if the component or system is used a s part of the diagnostic strategy for any other monitored system or component.
(15.1.4) Except as specified for hybrids in section (e)(15. 1.5), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnost ic strategy for any other monitored system or component.
(15.1.5) For hybrids, manufacturers shall submit a plan to the Executive Officer for approval of the hybrid components determined by the manufacturer to be subject to monitoring in section (e)(15.1.1). I n general, the Executive Officer shall approve the plan if it includes monit oring of all components/systems used as part of the diagnostic s trategy for any other monitored system or component, monitoring of all en ergy input devices to the electrical propulsion system, monitoring of bat tery and charging system performance, monitoring of electric motor pe rformance, and monitoring of regenerative braking performance.
(15.2) Malfunction Criteria:
(15.2.1) Input Components: (A) The OBD II system shall detect malfunctions of input components caused by a lack of circuit continuity, out of range value s, and, where feasible, rationality faults. To the extent feasible, the ra tionality fault diagnostics shall verify that a sensor output is neither inappr opriately high nor inappropriately low (e.g., “two-sided” diagnostics)

. (B) To the extent feasible on all 2005 and subseque nt model year vehicles, rationality faults shall be separately detected and store different fault codes than the respective lack of circuit continuit y and out of range diagnostics. Additionally, input component lack of circuit continuity and out of range faults shall be separately detected an d store different fault codes for each distinct malfunction (e.g., out-of-r ange low, out-of-range high, open circuit, etc.). Manufacturers are not r equired to store separate fault codes for lack of circuit continuity faults t hat cannot be distinguished from other out-of-range circuit faults. (C) For vehicles that require precise alignment bet ween the camshaft and the crankshaft, the OBD II system shall monitor the cra nkshaft position sensor(s) and camshaft position sensor(s) to verify proper alignment56 between the camshaft and crankshaft in addition to monitoring the sensors for circuit continuity and rationality malf unctions. Proper alignment monitoring between a camshaft and a crank shaft shall only be required in cases where both are equipped with posi tion sensors. For 2006 through 2008 model year Low Emission Vehicle I I applications and all 2009 and subsequent model year vehicles equippe d with VVT systems and a timing belt or chain, the OBD II system shall detect a malfunction if the alignment between the camshaft and crankshaft i s off by one or more cam/crank sprocket cogs (e.g., the timing belt/chai n has slipped by one or more teeth/cogs). If a manufacturer demonstrates t hat a single tooth/cog misalignment cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunction when the minimum number of teeth/cogs m isalignment

needed to cause a measurable emission increase has occurred. For the 2006 through 2009 model years only, a manufacturer may also request Executive Officer approval to use a larger threshol d than one tooth/cog. The Executive Officer shall approve the request upo n determining that the

manufacturer has demonstrated that hardware modific ations are necessary to meet the one tooth/cog threshold and t hat further software modifications are not able to reduce the larger thr eshold.
(15.2.2) Output Components/Systems: (A) The OBD II system shall detect a malfunction of an output component/system when proper functional response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD II system shall detect mal functions of output components/systems caused by a lack of circuit cont inuity or circuit fault (e.g., short to ground or high voltage). For outpu t component lack of circuit continuity faults and circuit faults, manuf acturers are not required to

store different fault codes for each distinct malfu nction (e.g., open circuit, shorted low, etc.). Manufacturers are not required to activate an output component/system when it would not normally be acti ve for the purposes of performing functional monitoring of output compo nents/systems as required in section (e)(15). (B) The idle speed control system shall be monitore d for proper functional response to computer commands. For strategies base d on deviation from target idle speed, a malfunction shall be detected when either of the following conditions occur: (i) The idle speed control system cannot achieve th e target idle speed within 200 revolutions per minute (rpm) above the t arget speed or 100 rpm below the target speed. The Executive Officer shall allow larger engine speed tolerances upon determining that a man ufacturer has submitted data and/or an engineering evaluation whi ch demonstrate

that the tolerances can be exceeded without a malfu nction being
present. (ii) The idle speed control system cannot achieve t he target idle speed within the smallest engine speed tolerance range re quired by the OBD II system to enable any other monitor.
(15.3) Monitoring Conditions:57

(15.3.1) Input Components: (A) Except as provided in section (e)(15.3.1)(C), i nput components shall be monitored continuously for proper range of values a nd circuit continuity. (B) For rationality monitoring (where applicable): (i) For 2004 model year vehicles, manufacturers sha ll define the monitoring conditions for detecting malfunctions in accordance with section (d)(3.1). (ii) For 2005 and subsequent model year vehicles, m anufacturers shall define the monitoring conditions for detecting malf unctions in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements), with the exception that rationality monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in secti on (d)(3.1.2). (C) A manufacturer may request Executive Officer ap proval to disable continuous input component proper range of values o r circuit continuity monitoring when a malfunction cannot be distinguish ed from other effects. The Executive Officer shall approve the disablemen t upon determining

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

detection.
(15.3.2) Output Components/Systems: (A) Except as provided in section (e)(15.3.2)(D), m onitoring for circuit continuity and circuit faults shall be conducted co ntinuously. (B) Except as provided in section (e)(15.3.2)(C), f or functional monitoring, manufacturers shall define the monitoring condition s for detecting malfunctions in accordance with sections (d)(3.1) a nd (d)(3.2) (i.e., minimum ratio requirements). (C) For the idle speed control system on all 2005 a nd subsequent model year vehicles, manufacturers shall define the monitoring conditions for functional monitoring in accordance with sections ( d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the except ion that functional monitoring shall occur every time the monitoring co nditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2). (D) A manufacturer may request Executive Officer ap proval to disable continuous output component circuit continuity or c ircuit fault monitoring when a malfunction cannot be distinguished from oth er effects. The Executive Officer shall approve the disablement upo n determining that the

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

detection.
(15.4) MIL Illumination and Fault Code Storage:
(15.4.1) Except as provided in section (e)(15.4.2) below, g eneral requirements for MIL illumination and fault code storage are set for th in section (d)(2).58

(15.4.2) Exceptions to general requirements for MIL illumin ation. MIL illumination is not required in conjunction with storing a confi rmed fault code for any comprehensive component if: (A) the component or system, when malfunctioning, c ould not cause vehicle emissions to increase by: (i) 25 percent or more for PC/LDT SULEV II vehicles , or (ii) 15 percent or more for all other vehicles, and (B) the component or system is not used as part of the diagnostic strategy for any other monitored system or component.
(15.4.3) For purposes of determining the emission increase in section (e)(15.4.2)(A), the manufacturer shall request Exec utive Officer approval of the test cycle/vehicle operating conditions for which the emission increase will be determined. Executive Officer app roval shall be granted upon determining that the manufacturer has submitte d data and/or engineering evaluation that demonstrate that the te sting conditions represent in-use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purp oses of determining whether the specified percentages in section (e)(15 .4.2)(A) are exceeded, if the approved testing conditions are comprised of an emission test cycle with an emission standard, the measured increase sh all be compared to a percentage of the emission standard (e.g., if the i ncrease is equal to or more than 15 percent of the emission standard for t hat test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an emission standard, the measured increase shall be calculated as a percenta ge of the baseline test (e.g., if the increase from a back-to-back tes t sequence between normal and malfunctioning condition is equal to or more than 15 percent

of the baseline test results from the normal condit ion).

(16) OTHER EMISSION CONTROL OR SOURCE SYSTEM MONITORING
(16.1) Requirement: For other emission control or source systems that are: (1) not identified or addressed in sections (e)(1) through (e)(15) (e.g., hydrocarbon traps, homogeneous charge compression ignition (HCC I) controls, NOx storage devices, fuel-fired passenger compartment h eaters, etc.), or (2) identified or addressed in section (e)(15) but not corrected or compensated for by the adaptive fuel control system (e.g., swir l control valves), manufacturers shall submit a plan for Executive Off icer approval of the monitoring strategy, malfunction criteria, and moni toring conditions prior to introduction on a production vehicle intended for s ale in California. Executive Officer approval shall be based on the ef fectiveness of the monitoring strategy, the malfunction criteria utili zed, the monitoring conditions required by the diagnostic, and, if applicable, the determination that the requirements of section (e)(16.3) below are satisfi ed.
(16.2) For purposes of section (e)(16), emission source s ystems are components or devices that emit pollutants subject to vehicle eva porative and exhaust emission standards (e.g., NMOG, CO, NOx, PM, etc.) and include nonelectronic components and non-powertrain components (e.g., fuel-fired passenger compartment heaters, on-board reformers, etc.).59

(16.3) Except as provided below in this paragraph, for 20 05 and subsequent model year vehicles that utilize emission control systems that alter intake air flow or cylinder charge characteristics by actuating valve( s), flap(s), etc. in the intake air delivery system (e.g., swirl control valve syst ems), the manufacturers, in addition to meeting the requirements of section (e) (16.1) above, may elect to have the OBD II system monitor the shaft to which a ll valves in one intake bank are physically attached in lieu of monitoring the intake air flow, cylinder charge, or individual valve(s)/flap(s) for proper f unctional response. For nonmetal shafts or segmented shafts, the monitor shall verify all shaft segments for proper functional response (e.g., by verifying the segment or portion of the shaft furthest from the actuator properly functions ). For systems that have more than one shaft to operate valves in multiple i ntake banks, manufacturers are not required to add more than one set of detection hardware (e.g., sensor, switch, etc.) per intake ba nk to meet this requirement. Vehicles utilizing these emission control systems designed and certified for 2004 or earlier model year vehicles and carried ove r to the 2005 through 2009 model year shall not be required to meet the p rovisions of section (e)(16.3) until the engine or intake air delivery s ystem is redesigned.

(17) EXCEPTIONS TO MONITORING REQUIREMENTS
(17.1) Except as provided in sections (e)(17.1.1) through (17.1.3) below, upon request of a manufacturer or upon the best engineer ing judgment of the ARB, the Executive Officer may revise the emission thres hold for a malfunction on any diagnostic required in section (e) if the most reliable monitoring method developed requires a higher threshold to prevent si gnificant errors of commission in detecting a malfunction.
(17.1.1) For PC/LDT SULEV II vehicles, the Executive Office r shall approve a malfunction criteria of 2.5 times the applicable FT P standards in lieu of 1.5 wherever required in section (e).
(17.1.2) For 2004 model year PC/LDT SULEV II vehicles only, the Executive Officer shall approve monitors with thresholds that exceed 2.5 times the applicable FTP standard if the manufacturer demonst rates that a higher threshold is needed given the state of development of the vehicle and that the malfunction criteria and monitoring approach an d technology (e.g., fuel system limits, percent misfire, monitored cata lyst volume, etc.) are at least as stringent as comparable ULEV (not ULEV II) vehicles.
(17.1.3) For vehicles certified to Federal Bin 3 or Bin 4 e mission standards,

manufacturers shall utilize the ULEV II vehicle NMO G and CO malfunction criteria (e.g., 1.5 times the Bin 3 or Bin 4 NMOG a nd CO standards) and

the PC/LDT SULEV II vehicle NOx malfunction criteri a (e.g., 2.5 times the Bin 3 or Bin 4 NOx standards).
(17.1.4) For medium-duty vehicles certified to an engine dy namometer tailpipe emission standard, the manufacturer shall request E xecutive Officer approval of a malfunction criterion that is equival ent to that proposed for each monitor in section (e). The Executive Officer shall approve the request upon finding that the manufacturer has used good engineering judgment in determining the equivalent malfunction criterion and that the60 criterion will provide for similar timeliness in de tection of malfunctioning
components.
(17.2) Whenever the requirements in section (e) of this r egulation require a manufacturer to meet a specific phase-in schedule ( e.g., (e)(11) cold start emission reduction strategy monitoring requires 30 percent in 2006 model year, 60 percent in 2007 model year, and 100 percen t in 2008 model year):
(17.2.1) The phase-in percentages shall be based on the man ufacturer’s projected sales volume for all vehicles subject to the requirements of title 13, CCR section 1968.2 unless specifically stated o therwise in section (e).
(17.2.2) Manufacturers may use an alternate phase-in schedu le in lieu of the required phase-in schedule if the alternate phase-i n schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase in of in-use monit or performance ratio monitoring conditions in section (d)(3.2).
(17.2.3) Small volume manufacturers may use an alternate ph ase-in schedule in accordance with section (e)(17.2.2) in lieu of the required phase-in schedule or may meet the requirement on all vehicle s by the final year of the phase-in in lieu of meeting the specific phase- in requirements for each model year (e.g., in the example in section (e)(17. 2), small volume manufacturers are required to meet 100 percent in t he 2008 model year for cold start emission reduction strategy monitori ng, but not 30 percent in the 2006 model year or 60 percent in the 2007 model year).
(17.3) Manufacturers may request Executive Officer approv al to disable an OBD II system monitor at ambient temperatures below twenty degrees Fahrenheit (20 ° F) (low ambient temperature conditions may be deter mined based on intake air or engine coolant temperature) or at ele vations above 8000 feet above sea level. The Executive Officer shall appro ve the request upon determining that the manufacturer has provided data and/or an engineering evaluation that demonstrate that monitoring during the conditions would be unreliable. A manufacturer may further request, an d the Executive Officer shall approve, that an OBD II system monitor be dis abled at other ambient temperatures upon determining that the manufacturer has demonstrated with data and/or an engineering evaluation that misdiagn osis would occur at the ambient temperatures because of its effect on the c omponent itself (e.g., component freezing).
(17.4) Manufacturers may request Executive Officer approv al to disable monitoring systems that can be affected by low fuel level or r unning out of fuel (e.g., misfire detection) when the fuel level is 15 percen t or less of the nominal capacity of the fuel tank. The Executive Officer s hall approve the request upon determining that the manufacturer has submitte d data and/or an engineering evaluation that demonstrate that monito ring at the fuel levels

would be unreliable.
(17.5) Manufacturers may disable monitoring systems that can be affected by vehicle battery or system voltage levels.
(17.5.1) For monitoring systems affected by low vehicle bat tery or system voltages, manufacturers may disable monitoring syst ems when the battery or system voltage is below 11.0 Volts. Manufacture rs may request61 Executive Officer approval to utilize a voltage thr eshold higher than 11.0 Volts to disable system monitoring. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat monitoring at the voltages would be unreliable and that either operat ion of a vehicle below the disablement criteria for extended periods of ti me is unlikely or the OBD II system monitors the battery or system voltag e and will detect a malfunction at the voltage used to disable other mo nitors.
(17.5.2) For monitoring systems affected by high vehicle ba ttery or system voltages, manufacturers may request Executive Offic er approval to disable monitoring systems when the battery or syst em voltage exceeds a manufacturer-defined voltage. The Executive Office r shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat monitoring above the manufacturer-defined voltage would be unreliabl e and that either the electrical charging system/alternator warning light is illuminated (or voltage gauge is in the “red zone”) or that the OBD II syst em monitors the battery or system voltage and will detect a malfunction at the voltage used to

disable other monitors.
(17.6) A manufacturer may disable affected monitoring sys tems in vehicles designed to accommodate the installation of Power T ake-Off (PTO) units (as defined in section (c)), provided disablement occur s only while the PTO unit is active, and the OBD II readiness status is clear ed by the on-board computer (i.e., all monitors set to indicate “not c omplete”) while the PTO unit is activated (see section (g)(4.1)). If the disabl ement occurs, the readiness status may be restored to its state prior to PTO ac tivation when the

disablement ends.
(17.7) A manufacturer may request Executive Officer appro val to disable affected monitoring systems in vehicles equipped with tire p ressure monitoring systems that cause a vehicle to enter a default mod e of operation (e.g., reduced top speed) when a tire pressure problem is detected. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation tha t demonstrate that the default mode can affect monitoring system performan ce, that the tire pressure monitoring system will likely result in ac tion by the consumer to correct the problem, and that the disablement will not prevent or hinder effective testing in an Inspection and Maintenance program. (17.8) Whenever the requirements in section (e) of this r egulation require monitoring “to the extent feasible”, the manufacturer shall su bmit its proposed monitor(s) for Executive Officer approval. The Executive Offi cer shall approve the proposal upon determining that the proposed monitor (s) meets the criteria of “to the extent feasible” by considering the best av ailable monitoring technology to the extent that it is known or should have been known to the manufacturer and given the limitations of the manuf acturer’s existing hardware, the extent and degree to which the monito ring requirements are met in full, the limitations of monitoring necessar y to prevent significant errors of commission and omission, and the extent to which the manufacturer has considered and pursued alternative monitoring conce pts to meet the62 requirements in full. The manufacturer’s considera tion and pursuit of alternative monitoring concepts shall include evalu ation of other modifications to the proposed monitor(s), the monitored component s themselves, and other monitors that use the monitored components (e.g., a ltering other monitors to lessen the sensitivity and reliance on the componen t or characteristic of the component subject to the proposed monitor(s)).
(17.9) For 2004 model year vehicles certified to run on a lternate fuels, manufacturers may request the Executive Officer to waive specific monitoring requirements in section (e) for which monitoring ma y not be reliable with respect to the use of alternate fuels. The Executi ve Officer shall grant the request upon determining that the manufacturer has demonstrated that the

use of the alternate fuel could cause false illumin ation of the MIL even when using the best available monitoring technologies.
(17.10) For 2004 model year vehicles only, wherever the re quirements of section (e) reflect a substantive change from the requirements of title 13, CCR section 1968.1(b) for 2003 model year vehicles, the manufac turer may request Executive Officer approval to continue to use the r equirements of section 1968.1 in lieu of the requirements of section (e). The Executive Officer shall approve the request upon determining that the manuf acturer has submitted data and/or engineering evaluation that demonstrate that software or hardware changes would be required to comply with t he requirements of section (e) and that the system complies with the r equirements of section 1968.1(b).

(f) MONITORING REQUIREMENTS FOR DIESEL/COMPRESSION-IGNI TION

ENGINES.
(1) NON-METHANE HYDROCARBON (NMHC) CONVERTING CATALYST

MONITORING
(1.1) Requirement: The OBD II system shall monitor the N MHC converting catalyst(s) for proper NMHC conversion capability. For vehicles equipped with catalyzed PM filters that convert NMHC emissio ns, the catalyst function

of the PM filter shall be monitored in accordance w ith the PM filter requirements in section (f)(9).
(1.2) Malfunction Criteria:
(1.2.1) For purposes of section (f)(1), each catalyst in a series configuration that

converts NMHC shall be monitored either individuall y or in combination

with others.
(1.2.2) Conversion Efficiency: (A) The OBD II system shall detect an NMHC catalyst malfunction when the catalyst conversion capability decreases to the poi nt that NMHC

emissions exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 5.0 times the applicable FTP NMHC standards for 2004 through 2009 model year vehicles; b. 3.0 times the applicable FTP NMHC standards for 2010 through 2012 model year vehicles; and63 c. 1.75 times the applicable FTP NMHC standards for 2013 and subsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. 2.5 times the applicable NMHC standards for 2007 through 2012 model year vehicles; and b. 2.0 times the applicable NMHC standards or the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause emi ssions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) for 2013 and subsequent model year vehicles. (B) Except as provided below in section (f)(1.2.2)( C), if no failure or deterioration of the catalyst NMHC conversion capability could result in

NMHC or NOx emissions exceeding the applicable malfunction crit eria of section (f)(1.2.2)(A), the OBD II system shall dete ct a malfunction when the catalyst has no detectable amount of NMHC or NOx conversion capability. (C) For 2004 through 2009 model year vehicles, a ma nufacturer may request to be exempted from the requirements for NMHC catal yst conversion efficiency monitoring. The Executive Officer shall approve the request upon determining that the manufacturer has demonstr ated, through data and/or engineering evaluation, that the average FTP test NMHC conversion efficiency of the system is less than 30 percent (i.e., the

cumulative NMHC emissions measured at the outlet of the catalyst are more than 70 percent of the cumulative engine-out N MHC emissions measured at the inlet of the catalyst(s)).
(1.2.3) Other Aftertreatment Assistance Functions. Additi onally, for 2010 and subsequent model year vehicles, the catalyst(s) sha ll be monitored for

other aftertreatment assistance functions: (A) For catalysts used to generate an exotherm to a ssist PM filter regeneration, the OBD II system shall detect a malf unction when the catalyst is unable to generate a sufficient exother m to achieve regeneration of the PM filter. (B) For 2010 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpi pe emission standard and 2013 and subsequent model year medium- duty vehicles (including MDPVs) certified to an engine dynamomete r tailpipe emission standard, F f or catalysts used to generate a feedgas constituenc y to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD II system shall detect a malfuncti on when the catalyst is unable to generate the necessary feedgas constituen ts for proper SCR system operation. (C) For catalysts located downstream of a PM filter and used to convert NMHC emissions during PM filter regeneration, the O BD II system shall detect a malfunction when the catalyst has no detec table amount of NMHC conversion capability. (D) For catalysts located downstream of an SCR syst em (e.g., and used to prevent ammonia slip ) , the OBD II system shall detect a malfunction when the catalyst has no detectable amount of NMHC, CO, NOx, or PM64 conversion capability. Monitoring of the catalyst shall not be required if there is no measurable emission impact on the crite ria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable drivin g condition where the catalyst is most likely to affect criteria poll utants (e.g., during conditions most likely to result in ammonia generat ion or excessive reductant delivery).
(1.2.4) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfun ction criteria in sections (f)(1.2.2) and (1.2.3) for individually monitored c atalysts, the manufacturer shall use a catalyst(s) deteriorated to the malfunc tion criteria using methods established by the manufacturer to represen t real world catalyst deterioration under normal and malfunctioning engin e operating conditions. If the catalyst system contains cataly sts in parallel (e.g., a two bank exhaust system where each bank has its own cat alyst), the

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

deteriorated. (B) For purposes of determining the catalyst malfun ction criteria in sections (f)(1.2.2) and (1.2.3) for catalysts monitored in c ombination with others, the manufacturer shall submit a catalyst system agi ng and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and loca tion of each component, the monitoring strategy for each compone nt and/or combination of components, and the method for deter mining the malfunction criteria of sections (f)(1.2.2) and (1. 2.3) including the deterioration/aging process. If the catalyst syste m contains catalysts in parallel (e.g., a two bank exhaust system where eac h bank has its own catalyst), the malfunction criteria shall be determ ined with the “parallel” catalysts equally deteriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component deterioration under normal and mal functioning engine operating conditions, the effectiveness of the meth od used to determine the malfunction criteria of section (f)(1.2), the a bility of the component monitor(s) to pinpoint the likely area of malfuncti on and ensure the correct components are repaired/replaced in-use, and the ab ility of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in sections (f)(1.2.2) and (1.2.3).
(1.3) Monitoring Conditions:
(1.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in sections (f)(1.2.2) and (1.2.3) in ac cordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). For purposes of tracking and reporting as required in section (d)(3 .2.2), all monitors used to detect malfunctions identified in sections (f)(1 .2.2) and (1.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).65

(1.4) MIL Illumination and Fault Code Storage:
(1.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(1.4.2) The monitoring method for the catalyst(s) shall be capable of detecting all instances, except diagnostic self-clearing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram approaches are not accept able).

(2) OXIDES OF NITROGREN (NOx) CONVERTING CATALYST MONIT ORING
(2.1) Requirement: The OBD II system shall monitor the N Ox converting catalyst(s) for proper conversion capability. For vehicles equ ipped with selective catalytic reduction (SCR) systems or other catalyst systems that utilize an active/intrusive reductant injection (e.g., active lean NOx catalysts utilizing diesel fuel injection), the OBD II system shall mon itor the SCR or active/intrusive reductant injection system for pro per performance. The individual electronic components (e.g., actuators, valves, sensors, heaters, pumps) in the SCR or active/intrusive reductant inj ection system shall be monitored in accordance with the comprehensive comp onent requirements in section (f)(15).
(2.2) Malfunction Criteria:
(2.2.1) For purposes of section (f)(2), each catalyst in a series configuration that converts NOx shall be monitored either individually or in combination with

others.
(2.2.2) Conversion Efficiency: (A) The OBD II system shall detect a NOx catalyst m alfunction when the catalyst conversion capability decreases to the poi nt that NOx or NMHC

emissions exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 3.0 times the applicable FTP standards for 2004 through 2009 model year vehicles; b. 2.5 times the applicable FTP standards for 2010 through 2012 model year vehicles; and c. 1.75 times the applicable FTP standards for 2013 and subsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. the applicable NOx standard by more than 0.5 g/b hp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 3.5 times the applicable NMHC standard for 2007 through 2009 model year vehicles; b. the applicable NOx standard by more than 0. 3 4 g/bhp-hr (e.g.,

cause NOx emissions to exceed 0. 5 6 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an appli cable cycle emission test or 2.5 times the applicable NMHC stan dard for 2010 through 2012 model year vehicles; and66 c. the applicable NOx standard by more than 0.2 g/b hp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013 and subsequent model year vehicles. (B) Except as provided below in section (f)(2.2.2)( C), if no failure or deterioration of the catalyst NOx or NMHC conversio n capability could result in NOx or NMHC emissions exceeding the appli cable malfunction criteria of section (f)(2.2.2), the OBD II system s hall detect a malfunction when the catalyst has no detectable amount of NOx o r NMHC conversion capability. (C) For 2004 through 2009 model year vehicles, a ma nufacturer may request to be exempted from the requirements for NOx cataly st conversion efficiency monitoring. The Executive Officer shall approve the request upon determining that the manufacturer has demonstr ated, through data and/or engineering evaluation, that the average FTP test NOx conversion efficiency of the system is less than 30 percent (i .e., the cumulative NOx emissions measured at the outlet of the catalyst ar e more than 70 percent of the cumulative engine-out NOx emissions measured at the inlet of the catalyst(s)).
(2.2.3) Selective Catalytic Reduction (SCR) or Other Activ e/Intrusive Reductant Injection System Performance: (A) Reductant Delivery Performance: (i) For 2007 and subsequent model year vehicles, t he OBD II system shall detect a system malfunction prior to any fail ure or deterioration of the system to properly regulate reductant delivery (e.g., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause a vehicle’s NOx or NMHC emissions to exceed the applicable emission levels specified in sections (f)(2.2.2)(A). (ii) If no failure or deterioration of the reductan t delivery system could

result in a vehicle’s NOx or NMHC emissions exceedi ng the applicable malfunction criteria specified in section (f)(2.2.3 )(A)(i), the OBD II system shall detect a malfunction when the system h as reached its control limits such that it is no longer able to de liver the desired quantity of reductant. (B) If the catalyst system uses a reductant other t han the fuel used for the engine or uses a reservoir/tank for the reductant t hat is separate from the fuel tank used for the engine, the OBD II system sh all detect a malfunction when there is no longer sufficient redu ctant available to properly operate the reductant system (e.g., the re ductant tank is empty). (C) If the catalyst system uses a reservoir/tank fo r the reductant that is separate from the fuel tank used for the vehicle, t he OBD II system shall detect a malfunction when an improper reductant is used in the reductant reservoir/tank (e.g., the reductant tank is filled with something other than the reductant).67 (D) Feedback control: Except as provided for in sec tion (f)(2.2.3)(E), if the vehicle is equipped with feedback or feed-forward control of the reductant injection, the OBD II system shall detect a malfunc tion: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and

cannot achieve the feedback target. (E) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (f)(2.2.3)(D)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on a veh icle with all emission controls working properly, routinely operates durin g these conditions with all of the adjustment allowed by the manufacturer u sed up. (F) In lieu of detecting the malfunctions specified in sections (f)(2.2.3)(D)(i) and (ii) with a reductant injection system-specific monitor, the OBD II system may monitor the individual parameters or com ponents that are used as inputs for reductant injection feedback con trol provided that the

monitors detect all malfunctions that meet the crit eria in sections (f)(2.2.3)(D)(i) and (ii).
(2.2.4) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfun ction criteria in section (f)(2.2.2) for individually monitored catalysts, th e manufacturer shall use a catalyst deteriorated to the malfunction criteria u sing methods established by the manufacturer to represent real world catalys t deterioration under normal and malfunctioning engine operating conditio ns. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunct ion criteria shall be determined with the “parallel” catalysts equally de teriorated. (B) For purposes of determining the catalyst malfun ction criteria in section (f)(2.2.2) for catalysts monitored in combination w ith others, the manufacturer shall submit a catalyst system aging a nd monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and location of each component, the monitoring strategy for each component and/or c ombination of components, and the method for determining the malf unction criteria of section (f)(2.2.2) including the deterioration/agin g process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunct ion criteria shall be determined with the “parallel” catalysts equally de teriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component d eterioration under normal and malfunctioning engine operating conditio ns, the effectiveness

of the method used to determine the malfunction cri teria of section68 (f)(2.2.2), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components ar e repaired/replaced in-use, and the ability of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in section (f)(2.2.2).
(2.3) Monitoring Conditions:
(2.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions

identified in section s (f)(2.2.2) and (f)(2.2.3)(C) (i.e., catalyst efficiency

, improper reductant ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of track ing and reporting as required in section (d)(3.2.2), all monitors used t o detect malfunctions identified in section (f)(2.2.2) shall be tracked s eparately but reported as a single set of values as specified in section (d)(5. 2.2).
(2.3.2) Except as provided for in section (f)(2.3.3), T t he OBD II system shall monitor continuously for malfunctions identified in section (f)(2.2.3) (A), (B), and (D) (e.g., SCR performance , insufficient reductant, feedback

control ).
(2.3.3) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

necessary. (2.4) MIL Illumination and Fault Code Storage:
(2.4.1) Except as provided below for reductant faults, gen eral requirements for MIL illumination and fault code storage are set for th in section (d)(2).
(2.4.2) If the OBD II system is capable of discerning that a system fault is being caused by a empty reductant tank: (A) The manufacturer may request Executive Officer approval to delay illumination of the MIL if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The Executive Officer shall approve the request upon de termining the

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

be undertaken. (B) If the vehicle is not equipped with an alternat ive indicator and the MIL illuminates, the MIL may be immediately extinguishe d and the corresponding fault codes erased once the OBD II sy stem has verified that the reductant tank has been properly refilled and the MIL has not been illuminated for any other type of malfunction.69 (C) The Executive Officer may approve other strateg ies that provide equivalent assurance that a vehicle operator will b e promptly notified and

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

(3) MISFIRE MONITORING
(3.1) Requirement:
(3.1.1) The OBD II system shall monitor the engine for mis fire causing excess emissions. The OBD II system shall be capable of de tecting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, the OBD II syst em shall also identify the specific misfiring cylinder.
(3.1.2) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring. When identifying multiple cylinder misfire, the OBD II system is not required to also identify each of the misfiring cylinders individually through separa te fault codes.
(3.2) Malfunction Criteria:
(3.2.1) The OBD II system shall detect a misfire malfuncti on when one or more cylinders are continuously misfiring.
(3.2.2) Additionally, for 2010 and subsequent model year v ehicles equipped with sensors that can detect combustion or combustion qu ality (e.g., for use in homogeneous charge compression ignition (HCCI) cont rol systems): (A) The OBD II system shall detect a misfire malfun ction that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard, 1.5 times a ny of the applicable FTP standards. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard, 2.0 times a ny of the applicable NMHC, CO, and NOx standards or 0.03 g/bh p-hr PM as measured from an applicable cycle emission test. (B) Manufacturers shall determine the percentage of misfire evaluated in 1000 revolution increments that would cause NMHC, C O, NOx, or PM emissions from an emission durability demonstration vehicle to exceed the levels specified in section (f)(3.2.2)(A) if th e percentage of misfire were present from the beginning of the test. To es tablish this percentage of misfire, the manufacturer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across ran domly selected cylinders throughout each 1000-revolution increment . If this percentage of misfire is determined to be lower than one perce nt, the manufacturer may set the malfunction criteria at one percent. (C) Subject to Executive Officer approval, a manufa cturer may employ other

revolution increments. The Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire.70

(3.2.3) A malfunction shall be detected if the percentage of misfire established in section (f)(3.2.2)(B) is exceeded regardless of the pattern of misfire events (e.g., random, equally spaced, continuous).
(3.2.4) For multiple cylinder misfire situations that resu lt in a misfire rate greater than or equal to 50 percent, the OBD II system shal l only be required to

detect a misfire malfunction for situations that ar e caused by a single component failure.
(3.3) Monitoring Conditions:
(3.3.1) The OBD II system shall monitor for misfire during engine idle conditions at least once per driving cycle in which the monito ring conditions for

misfire are met. A manufacturer shall submit monit oring conditions to the Executive Officer for approval. The Executive Offi cer shall approve manufacturer-defined monitoring conditions that are determined (based on manufacturer-submitted data and/or other enginee ring documentation) to: (i) be technically necessary to ensure robust d etection of malfunctions (e.g., avoid false passes and false detection of ma lfunctions), (ii) require no more than 1000 cumulative engine revolutions, an d (iii) do not require any single continuous idle operation of more than 1 5 seconds to make a determination that a malfunction is present (e.g., a decision can be made with data gathered during several idle operations o f 15 seconds or less); or satisfy the requirements of (d)(3.1) with altern ative engine operating

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

timeliness in detection of malfunctions.
(3.3.3) Additionally, for 2010 and subsequent model year v ehicles subject to (f)(3.2.2): (A) The OBD II system shall continuously monitor fo r misfire under all positive torque engine speeds and load conditions. (B) If a monitoring system cannot detect all misfir e patterns under all required engine speed and load conditions as required in sec tion (f)(3.3.3)(A), the manufacturer may request Executive Officer approval to accept the monitoring system. In evaluating the manufacturer’ s request, the Executive Officer shall consider the following fact ors: the magnitude of the region(s) in which misfire detection is limited, th e degree to which misfire detection is limited in the region(s) (i.e., the pr obability of detection of misfire events), the frequency with which said regi on(s) are expected to be encountered in-use, the type of misfire patterns fo r which misfire detection is troublesome, and demonstration that the monitori ng technology employed is not inherently incapable of detecting m isfire under required conditions (i.e., compliance can be achieved on oth er engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, s ingle cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.71

(3.4) MIL Illumination and Fault Code Storage:
(3.4.1) General requirements for MIL illumination and fau lt code storage are set forth in section (d)(2).
(3.4.2) Additionally, for 2010 and subsequent model year v ehicles subject to (f)(3.2.2): (A) Upon detection of the percentage of misfire spe cified in section (f)(3.2.2)(B), the following criteria shall apply f or MIL illumination and fault code storage: (i) A pending fault code shall be stored no later t han after the fourth exceedance of the percentage of misfire specified i n section (f)(3.2.2)(B) during a single driving cycle. (ii) If a pending fault code is stored, the OBD II system shall illuminate the

MIL and store a confirmed fault code within 10 seco nds if the percentage of misfire specified in section (f)(3.2. 2)(B) is again exceeded four times during: (a) the driving cycle i mmediately following the storage of the pending fault code, regardless o f the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the e ngine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending fault code may be erased at the e nd of the next driving cycle in which similar conditions to the engine con ditions that occurred when the pending fault code was stored have been en countered without an exceedance of the specified percentage o f misfire. The pending code may also be erased if similar conditio ns are not encountered during the next 80 driving cycles immed iately following

initial detection of the malfunction. (B) Storage of freeze frame conditions. (i) The OBD II system shall store and erase freeze frame conditions either in conjunction with storing and erasing a pending f ault code or in conjunction with storing a confirmed fault code and erasing a

confirmed fault code. (ii) If freeze frame conditions are stored for a ma lfunction other than a

misfire malfunction when a fault code is stored as specified in section (f)(3.4.2), the stored freeze frame information sha ll be replaced with freeze frame information regarding the misfire malf unction. (C) Storage of misfire conditions for similar condi tions determination. Upon detection of misfire under section (f)(3.4.2), the OBD II system shall store the following engine conditions: engine speed, load , and warm-up status

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

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

misfire.

(4) FUEL SYSTEM MONITORING
(4.1) Requirement:72 The OBD II system shall monitor the fuel delivery s ystem to determine its ability to comply with emission standards. The ind ividual electronic components (e.g., actuators, valves, sensors, pumps ) that are used in the fuel system and not specifically addressed in this section shall be monitored in accordance with the comprehensive component requ irements in section (f)(15).
(4.2) Malfunction Criteria:
(4.2.1) Fuel system pressure control: (A) The OBD II system shall detect a malfunction of the fuel system pressure control system (e.g., fuel, hydraulic fluid) prior to any failure or deterioration that would cause a vehicle’s NMHC, CO , NOx, or PM

emissions to exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 3.0 times the applicable FTP standards for 2004 through 2009 model year vehicles; b. 2.0 times the applicable FTP standards for 2010 through 2012 model year vehicles; and c. 1.5 times the applicable FTP NMHC, CO, or NOx st andards or 2.0 times the applicable FTP PM standard for 2013 and s ubsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. 1.5 times any of the applicable NMHC, CO, and NO x standards or 0.03 g/bhp-hr PM as measured from an applicable cyc le emission test for 2007 and subsequent model year vehicles ce rtified to an engine dynamometer tailpipe NOx emission standard o f greater than 0.50 g/bhp-hr NOx; b. 2.5 times any of the applicable NMHC or CO stand ards, the applicable NOx standard by more than 0.3 g/bhp-hr ( e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehi cles certified to an engine dynamometer tailpipe NOx emission stan dard of less than or equal to 0.50 g/bhp-hr NOx; and c. 2.0 times any of the applicable NMHC or CO stand ards, the applicable NOx standard by more than 0.2 g/bhp-hr ( e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year ve hicles certified to an engine dynamometer tailpipe NOx emi ssion standard of less than or equal to 0.50 g/bhp-hr NOx; (B) For vehicles in which no failure or deteriorati on of the fuel system pressure control could result in a vehicle’s emissi ons exceeding the applicable malfunction criteria specified in sectio n (f)(4.2.1)(A), the OBD II73 system shall detect a malfunction when the system h as reached its control limits such that the commanded fuel system pressure cannot be delivered.
(4.2.2) Injection quantity. Additionally, for all 2010 an d subsequent model year vehicles, the fuel system shall be monitored for in jection quantity: (A) The OBD II system shall detect a malfunction of the fuel injection system when the system is unable to deliver the commanded quantity of fuel necessary to maintain a vehicle’s NMHC, CO, NOx and PM emissions at

or below: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 3.0 times the applicable FTP standards for 2010 through 2012 model year vehicles; and b. 1.5 times the applicable FTP NMHC, CO, or NOx st andards or 2.0 times the applicable FTP PM standard for 2013 and s ubsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard, the applica ble emission levels specified in sections (f)(4.2.1)(A)(ii). (B) For vehicles in which no failure or deteriorati on of the fuel injection quantity could result in a vehicle’s emissions exce eding the applicable malfunction criteria specified in section (f)(4.2.2 )(A), the OBD II system shall detect a malfunction when the system has reac hed its control limits such that the commanded fuel quantity cannot be del ivered.
(4.2.3) Injection Timing. Additionally, for all 2010 and subsequent model year vehicles, the fuel system shall be monitored for in jection timing: (A) The OBD II system shall detect a malfunction of the fuel injection system when the system is unable to deliver fuel at the pr oper crank angle/timing (e.g., injection timing too advanced or too retarde d) necessary to maintain a vehicle’s NMHC, CO, NOx, and PM emissions at or b elow the applicable emission levels specified in sections (f)(4.2.2)(A)

. (B) For vehicles in which no failure or deteriorati on of the fuel injection timing could result in a vehicle’s emissions exceeding the applicable malfunction criteria specified in section (f)(4.2.3)(A), the OB D II system shall detect a malfunction when the system has reached its control limits such that the commanded fuel injection timing cannot be achieved.
(4.2.4) Feedback control: (A) Except as provided for in section (f)(4.2.4)(B) , if the vehicle is equipped

with feedback or feed-forward control of the fuel system (e.g., feedback control of pressure or pilot injection quantity), t he OBD II system shall

detect a malfunction: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If feedback control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and cannot

achieve the feedback target. (B) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section74 (f)(4.2.4)(A)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on a veh icle with all emission controls working properly, routinely operates durin g these conditions with all of the adjustment allowed by the manufacturer u sed up. (C) In lieu of detecting the malfunctions specified in sections (f)(4.2.4)(A)(i) and (ii) with a fuel system-specific monitor, the O BD II system may monitor the individual parameters or components tha t are used as inputs for fuel system feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f) (4.2.4)(A)(i) and (ii).
(4.2.5) For purposes of determining the fuel system malfun ction criteria in sections (e)(4.2.1) through (4.2.3) for medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the manufacturer shall do the following: (A) For 2004 through 2012 model year vehicles, the malfunction criteria shall be established by using a fault that affects either a single injector or all injectors equally. (B) For 2013 and subsequent model year vehicles, fo r section (e)(4.2.1), the malfunction criteria shall be established by using a fault that affects all injectors equally. Additionally, for systems that have single component failures which could affect a single injector (e.g. , systems that build injection pressure within the injector that could h ave a single component pressure fault caused by the injector itself), the malfunction criteria shall also be established by using a fault that affects a single injector. (C) For 2013 and subsequent model year vehicles, fo r sections (e)(4.2.2) through (4.2.3), the malfunction criteria shall be established by both (1) a fault that affects all the injectors equally and (2 ) a fault that affects only one injector.
(4.3) Monitoring Conditions:
(4.3.1) Except as provided in sections (e)(4.3.2) and (e)(4 .3.4), T t he OBD II system shall monitor continuously for malfunctions identified in sections (f)(4.2.1) and (f)(4.2.4) (i.e., fuel pressure cont rol and feedback operation).
(4.3.2) For fuel systems that achieve injection fuel press ure within the injector or increase pressure within the injector (e.g. in the injector of an amplified common rail system), manufacturers may request Exec utive Officer approval to define the monitoring conditions for ma lfunctions identified in sections (e)(4.2.1) in accordance with sections (d) (3.1) and (d)(3.2) (i.e., minimum ratio requirements). The Executive Officer shall approve the monitoring conditions upon the manufacturer submitt ing data and/or analysis identifying all possible failure modes and the effect each has (e.g., failure modes and effects analysis) on fuel pressure across the entire range of engine operating conditions, and up on the Executive Officer determining based on the data and/or analys is that the monitoring

conditions allow for robust detection of all causes of fuel pressure

malfunctions.75

(4.3.2) (4.3.3) Manufacturers shall define the monitoring condition s for malfunctions identified in sections (f)(4.2.2) and (f)(4.2.3) (i.e., injection quantity and timing) in accordance with sections (d )(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For all 2013 and subsequent model year vehicles, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunction s identified in sections (f)(4.2.2) and (f)(4.2.3) shall be tracked separate ly but reported as a single set of values as specified in section (d)(5.2.2).
(4.3.4) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

necessary. (4.4) MIL Illumination and Fault Code Storage:
(4.4.1) General requirements for MIL illumination and faul t code storage are set forth in section (d)(2).
(4.4.2) Additionally, for malfunctions identified in secti on (f)(4.2.1) (i.e., fuel pressure control) on all 2010 and subsequent model year vehicles: (A) A pending fault code shall be stored immediatel y upon the fuel system exceeding the malfunction criteria established purs uant to section (f)(4.2.1). (B) Except as provided below, if a pending fault co de is stored, the OBD II system shall immediately illuminate the MIL and sto re a confirmed fault code if a malfunction is again detected during eith er of the following two events: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions en countered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to those that occurred when the p ending fault code was

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

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

also be erased if similar conditions are not encoun tered during the 80 driving cycles immediately after the initial detect ion of a malfunction for which the pending code was set. (D) Storage of freeze frame conditions. (i) A manufacturer shall store and erase freeze fra me conditions either in conjunction with storing and erasing a pending faul t code or in conjunction with storing and erasing a confirmed fa ult code. (ii) If freeze frame conditions are stored for a ma lfunction other than misfire (see section (f)(3)) or fuel system malfunc tion when a fault code is stored as specified in section (f)(4.4.2) a bove, the stored freeze frame information shall be replaced with fre eze frame information regarding the fuel system malfunction.76 (E) Storage of fuel system conditions for determini ng similar conditions of operation. (i) Upon detection of a fuel system malfunction under s ection (f)(4.4.2), the OBD II system shall store the engine speed, loa d, and warm-up status of the first fuel system malfunction that re sulted in the storage of the pending fault code. (ii) The manufacturer may request Executive Officer approval to use an

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

(5) EXHAUST GAS SENSOR MONITORING
(5.1) Requirement:
(5.1.1) The OBD II system shall monitor all exhaust gas se nsors (e.g., oxygen, air-fuel ratio, NOx) used for emission control syst em feedback (e.g., EGR control/feedback, SCR control/feedback, NOx adsorbe r control/feedback) or as a monitoring device for proper output signal, activity, response rate, and any other parameter that can affect emissions.
(5.1.2) For vehicles equipped with heated exhaust gas sens ors, the OBD II system shall monitor the heater for proper performa nce. (5.2) Malfunction Criteria:
(5.2.1) Air-Fuel Ratio Sensors: (A) For sensors located upstream of the exhaust aft ertreatment: (i) Sensor performance faults: The OBD II system sh all detect a malfunction prior to any failure or deterioration o f the sensor voltage, resistance, impedance, current, response rate, ampl itude, offset, or other characteristic(s) that would cause a vehicle’ s NMHC, CO, NOx,

or PM emissions to exceed: a. For passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard: 1. 2.5 times the applicable FTP standards for 2004 through 2009 model year vehicles; 2. 2.0 times the applicable FTP standards for 2010 through 2012 model year vehicles; and 3. 1.5 times the applicable FTP NMHC, CO, or NOx st andards or 2.0 times the applicable FTP PM standard for 2013 a nd subsequent model year vehicles. b. For medium-duty vehicles (including MDPVs) certi fied to an engine dynamometer tailpipe emission standard: 1. 1.5 times the applicable NMHC, CO, and NOx stand ards or 0.03 g/bhp-hr PM as measured from an applicable cycle em ission test for 2007 and subsequent model year vehicles ce rtified to an77 engine dynamometer tailpipe NOx emission standard o f greater than 0.50 g/bhp-hr NOx; 2. 2.5 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehi cles certified to an engine dynamometer tailpipe NOx emi ssion standard of less than or equal to 0.50 g/bhp-hr NOx ; and 3. 2.0 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year ve hicles certified to an engine dynamometer tailpipe NOx emi ssion standard of less than or equal to 0.50 g/bhp-hr NOx

. (ii) Circuit faults: The OBD II system shall detect malfunctions of the sensor caused by either a lack of circuit continuit y or out-of-range

values. (iii) Feedback faults: The OBD II system shall dete ct a malfunction of the

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

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

detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring). (B) For sensors located downstream of the exhaust a ftertreatment: (i) Sensor performance faults: The OBD II system sh all detect a malfunction prior to any failure or deterioration o f the sensor voltage, resistance, impedance, current, response rate, ampl itude, offset, or other characteristic(s) that would cause a vehicle’ s NMHC, CO, NOx,

or PM emissions to exceed: a. For passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard: 1. 3.5 times the applicable FTP NMHC, CO, or NOx st andards or 5.0 times the applicable FTP PM standard for 2004 t hrough 2009 model year vehicles; 2. 2.5 times the applicable FTP NMHC, CO, or NOx st andards or 4.0 times the applicable FTP PM standard for 2010 t hrough 2012 model year vehicles; 3. 1.5 times the applicable FTP NMHC or CO standard s, 1.75 times the applicable FTP NOx standard, or 2.0 times the a pplicable78 FTP PM standard for 2013 and subsequent model year

vehicles. b. For medium-duty vehicles (including MDPVs) certi fied to an engine dynamometer tailpipe emission standard: 1. 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.5 g/bhp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehi cles certified to an engine dynamometer tailpipe NOx emi ssion standard of greater than 0.50 g/bhp-hr NOx; 2. 2.5 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2012 model year vehi cles certified to an engine dynamometer tailpipe NOx emi ssion standard of less than or equal to 0.50 g/bhp-hr NOx ; and 3. 2.0 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year ve hicles certified to an engine dynamometer tailpipe NOx emi ssion standard of less than or equal to 0.50 g/bhp-hr NOx

. (ii) Circuit faults: The OBD II system shall detect malfunctions of the sensor caused by either a lack of circuit continuit y or out-of-range

values. (iii) Feedback faults: The OBD II system shall dete ct a malfunction of the

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

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

detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring).
(5.2.2) NOx and PM sensors: (A) Sensor performance faults: The OBD II system sh all detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) that would cause a vehicle’s emis sions to exceed:79 (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: 1. 3.5 times the applicable FTP NMHC, CO, or NOx st andards or 5.0 times the applicable FTP PM standard for 2004 t hrough 2009 model year vehicles; 2. 2.5 times the applicable FTP NMHC, CO, or NOx st andards, or 4.0 times the applicable FTP PM standard for 2010 t hrough 2012 model year vehicles; 3. 1.5 times the applicable FTP NMHC or CO standard s, 1.75 times the applicable FTP NOx standard, or 2.0 times the a pplicable FTP PM standard for 2013 and subsequent model year

vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. 2.5 times the applicable NMHC standards, the app licable NOx standard by more than 0.5 g/bhp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.05 g/bhp-hr PM as measured from an applicable cycle emission te st for 2007 through 2009 model year vehicles; b. 2.5 times the applicable NMHC standards, the app licable NOx standard by more than 0. 3 4 g/bhp-hr (e.g., cause NOx emissions to

exceed 0. 5 6 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.05 g/bhp-hr PM as measured from an applicable cycle emission te st for 2010 through 2012 model year vehicles; and c. 2.0 times the applicable NMHC standards, the app licable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.03 g/bhp-hr PM as measured from an applicable cycle emission te st for 2013 and subsequent model year vehicles. (B) Circuit faults: The OBD II system shall detect malfunctions of the sensor caused by either a lack of circuit continuity or ou t-of-range values. (C) Feedback faults: The OBD II system shall detect a malfunction of the

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

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

detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity , offset, or other characteristics are no longer sufficient for use as an OBD II system monitoring device (e.g., for catalyst, EGR, PM filt er, SCR, or NOx adsorber monitoring).
(5.2.3) Other exhaust gas sensors: (A) For other exhaust gas sensors, the manufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive80 Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for air-fuel ratio sensors

, and NOx sensors , and PM sensors under sections (f)(5.2.1) and (f)(5.2.2).
(5.2.4) Sensor Heaters: (A) The OBD II system shall detect a malfunction of the heater performance when the current or voltage drop in the heater circ uit is no longer within the manufacturer's specified limits for normal oper ation (i.e., within the criteria required to be met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance m alfunctions may be used upon the Executive Officer determining that th e manufacturer has submitted data and/or an engineering evaluation tha t demonstrate the monitoring reliability and timeliness to be equival ent to the stated criteria in section (f)(5.2.4)(A). (B) The OBD II system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the comma nded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volt s (ground)).
(5.3) Monitoring Conditions:
(5.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B) (i), and (5.2.2)(A) (e.g., sensor performance faults) in accordance with secti ons (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For a ll 2010 and subsequent model year vehicles, for purposes of tracking and r eporting as required in section (d)(3.2.2), all monitors used to detect mal functions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2. 2)(A) shall be tracked separately but reported as a single set of values a s specified in section (d)(5.2.2). (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (f)(5.2.1)(A)(iv), (5.2.1)(B )(iv), and (5.2.2)(D) (e.g., monitoring capability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements) with the excepti on that monitoring shall occur every time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in se ction (d)(3.1.2). (C) Except as provided in section (f)(5.3.1)(D), mo nitoring for malfunctions identified in sections (f)(5.2.1)(A)(ii), (5.2.1)(A )(iii), (5.2.1)(B)(ii), (5.2.1)(B)(iii), (5.2.2)(B), and (5.2.2)(C) (i.e., circuit continuity, out-ofrange, and open-loop malfunctions) shall be conduct ed continuously. (D) A manufacturer may request Executive Officer ap proval to disable continuous exhaust gas sensor monitoring when an ex haust gas sensor malfunction cannot be distinguished from other effe cts (e.g., disable outof-range low monitoring during fuel cut conditions) . The Executive Officer shall approve the disablement upon determining that the manufacturer

has submitted test data and/or documentation that d emonstrate a properly functioning sensor cannot be distinguished from a m alfunctioning sensor81 and that the disablement interval is limited only t o that necessary for avoiding false detection.
(5.3.2) Sensor Heaters (A) Manufacturers shall define monitoring condition s for malfunctions identified in section (f)(5.2.4)(A) (i.e., sensor h eater performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). (B) Monitoring for malfunctions identified in secti on (f)(5.2.4)(B) (i.e., circuit malfunctions) shall be conducted continuously.
(5.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(6) EXHAUST GAS RECIRCULATION (EGR) SYSTEM MONITORING
(6.1) Requirement:
(6.1.1) The OBD II system shall monitor the EGR system on v ehicles so-equipped for low flow rate, high flow rate, and slow response malfunctions. For vehicles equipped with EGR coole rs (e.g., heat exchangers), the OBD II system shall monitor the co oler system for insufficient cooling malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system shall be monitored in accordance with the comprehensive comp onent requirements in section (f)(15).
(6.1.2) For vehicles with other charge control strategies that affect EGR flow (e.g., systems that modify EGR flow to achieve a desired f resh air flow rate instead of a desired EGR flow rate), the manufactur er shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for EGR systems under section (f)(6).
(6.2) Malfunction Criteria:
(6.2.1) Low Flow: (A) The OBD II system shall detect a malfunction of the EGR system at or prior to a decrease from the manufacturer's specifi ed EGR flow rate that would cause a vehicle’s NMHC, CO, NOx, or PM emissi ons to exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 3.0 times the applicable FTP standards for 2004 through 2009 model year vehicles; b. 2.5 times the applicable FTP standards for 2010 through 2012 model year vehicles; and c. 1.5 times the applicable FTP NMHC, CO, or NOx st andards or 2.0 times the applicable FTP PM standard for 2013 and s ubsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard:82 a. 1.5 times the applicable FTP standards for 2004 through 2006 model year vehicles; b. 1.5 times the applicable NMHC, CO, and NOx stand ards or 0.03 g/bhp-hr PM as measured from an applicable cycle em ission test for 2007 and subsequent model year vehicles certifi ed to an engine dynamometer tailpipe NOx emission standard of great er than 0.50 g/bhp-hr NOx; c. 2.5 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cyc le emission test for 2007 through 2012 model year vehicles cert ified to an engine dynamometer tailpipe NOx emission standard o f less than or equal to 0.50 g/bhp-hr NOx; and d. 2.0 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cyc le emission test for 2013 and subsequent model year vehicles ce rtified to an engine dynamometer tailpipe NOx emission standard o f less than or equal to 0.50 g/bhp-hr NOx. (B) For vehicles in which no failure or deteriorati on of the EGR system that

causes a decrease in flow could result in a vehicle ’s emissions exceeding the malfunction criteria specified in section (f)(6 .2.1)(A), the OBD II system shall detect a malfunction when either the EGR system has

reached its control limits such that it cannot incr ease EGR flow to achieve

the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has no detectable amount of EGR flow when EGR flow is expected

. (6.2.2) High Flow: (A) The OBD II system shall detect a malfunction of the EGR system, including a leaking EGR valve (i.e., exhaust gas fl owing through the valve when the valve is commanded closed), at or prior to an increase from the manufacturer's specified EGR flow rate that would c ause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed the applic able emission levels specified in sections (f)(6.2.1)(A): (B) For vehicles in which no failure or deteriorati on of the EGR system that

causes an increase in flow could result in a vehicl e’s emissions exceeding the malfunction criteria specified in section (f)(6 .2.2)(A), the OBD II system shall detect a malfunction when either the EGR system has

reached its control limits such that it cannot redu ce EGR flow to achieve

the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when little or no EGR flow is expected

. (6.2.3) Slow Response. Additionally, for 2010 and subsequ ent model year vehicles, the EGR system shall be monitored for slo w response:83 (A) The OBD II system shall detect a malfunction of the EGR system at or prior to any failure or deterioration in the capability of the EGR system response (e.g., capability to achieve the commanded specified flow rate within a manufacturer-specified time ) that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed the applicable e mission levels specified in sections (f)(6.2.1)(A). (B) The OBD II system shall monitor the capability of the EGR system response under both increasing and decreasing EGR f low rates to respond

to both a commanded increase in flow and a commanded decrea se in

flow

. For vehicles in which no failure or deterioration of the EGR system response could result in an engine’s emissions exce eding the levels specified in section (f)(6.2.1)(A), the OBD II syst em shall detect a malfunction of the EGR system when no detectable re sponse to a change in commanded or expected flow rate occurs
(6.2.4) Feedback control: (A) Except as provided for in section (f)(6.2.4)(B) , if the vehicle is equipped

with feedback or feed-forward control of the EGR system (e.g., feedback control of flow, valve position, pressure different ial across the valve via intake throttle or exhaust backpressure), the OBD I I system shall detect a

malfunction: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and

cannot achieve the feedback target. (B) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (f)(6.2.4)(A)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on a veh icle with all emission controls working properly, routinely operates durin g these conditions with all of the adjustment allowed by the manufacturer u sed up. (C) In lieu of detecting the malfunctions specified in sections (f)(6.2.4)(A)(i) and (ii) with an EGR system-specific monitor, the O BD II system may monitor the individual parameters or components tha t are used as inputs for EGR system feedback control provided that the m onitors detect all malfunctions that meet the criteria in sections (f) (6.2.4)(A)(i) and (ii).
(6.2.5) EGR Cooler Performance: (A) The OBD II system shall detect a malfunction of the EGR cooler system

cooler at or prior to a reduction from the manufacturer's specified cooling performance that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in sections (f)(6.2.1)(A): (B) For vehicles in which no failure or deteriorati on of the EGR cooler system

cooler could result in a vehicle’s emissions exceeding the malfunction84 criteria specified in section (f)(6.2.5)(A), the OB D II system shall detect a malfunction when the system has no detectable amoun t of EGR cooling. (C) For purposes of determining the EGR cooler perf ormance malfunction criteria in section (f)(6.2.5)(A) for EGR cooler sy stems that consist of more than one cooler (e.g., a pre-cooler and a main cool er, two or more coolers in series), the manufacturer shall submit an EGR co oler system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and combinat ion of components, and the method for determining the malfunction crit eria of section (e)(3.2.5)(A) including the deterioration/aging pro cess. Executive Officer approval of the plan shall be based on the represen tativeness of the aging to real world EGR cooler system component deteriora tion under normal and malfunctioning engine operating conditions and the effectiveness of

the method used to determine the malfunction criter ia of section (e)(3.2.5)(A).
(6.2.6) EGR Catalyst Performance: For catalysts located in the EGR system on 2013 and subsequent model year vehicles and used to convert constituents to reduce emissions or protect or exte nd the durability of other emission-related components (e.g., to reduce fouling of an EGR cooler or valve), the OBD II system shall detect a malfunction when the catalyst has no detectable amount of constituent (e .g., hydrocarbons, soluble organic fractions) oxidation. For 2004 thr ough 2012 model year vehicles, the catalyst shall be monitored in accord ance with the other emission control or source system monitoring requir ements under section (f)(16).
(6.3) Monitoring Conditions:
(6.3.1) For malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) (i.e., EGR low and high flow) manufacturers shall , manufacturers shall define monitoring conditions : (A) For 2004 through 2009 model year vehicles, Define monitoring conditions in accordance with sections (d)(3.1) and (d)(3.2) ( i.e., minimum ratio requirements) for 2004 through 2009 model year vehicles . For purposes of tracking and reporting as required in section (d )(3.2.2), all monitors

used to detect malfunctions identified in sections (f)(6.2.1) and (f)(6.2.2) shall be tracked separately but reported as a singl e set of values as specified in section (d)(5.2.2); (B) Except as provided in section (e)(6.3.5), ensure th at monitoring is

C c onducted continuously for all 2010 and subsequent m odel year

vehicles.
(6.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(6.2.3) (i.e., slow respon se) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2). For purposes of tr acking and reporting as required in section (d)(3.2.2), all monitors used t o detect malfunctions85 identified in section (f)(6.2.3) shall be tracked s eparately but reported as a single set of values as specified in section (d)(5. 2.2).
(6.3.3) The OBD II system shall monitor continuously for m alfunctions identified in section (f)(6.2.4) (i.e., EGR feedback control).
(6.3.4) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(6.2.5) and (f)(6.2.6) (i.e., cooler performance and EGR catalyst performance ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For p urposes of tracking and reporting as required in section (d)(3.2.2), all mo nitors used to detect malfunctions identified in section (f)(6.2.5) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(6.3.5) Manufacturers may request Executive Officer approv al to temporarily

disable the EGR system check continuous monitoring under specific

conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false in dications of

malfunctions (e.g., disable EGR low flow monitoring when no or very lit tle flow is commanded, disable EGR high and low flow mo nitoring when freezing may affect performance of the system). Th e Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation whi ch demonstrate that a properly operating EGR system cannot be distinguish ed from a malfunctioning EGR system and that the disablement interval is limited only to that which is technically necessary reliable check cannot be made

when these conditions exist

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

(7) BOOST PRESSURE CONTROL SYSTEM MONITORING
(7.1) Requirement:
(7.1.1) For 2010 and subsequent model year vehicles, the OB D II system shall monitor the boost pressure control system (e.g., tu rbocharger) on vehicles so-equipped for under and over boost malfunctions and slow response

malfunctions

. For vehicles equipped with variable geometry

turboch argers (VGT), the OBD II system shall monitor the VGT system for slow response malfunctions. For vehicles equipped with charge air cooler systems, the OBD II system shall monitor the charge air cooler system for cooling system performance malfunctions. For 2004 and subsequent model year vehicles, the individual electronic comp onents (e.g., actuators, valves, sensors) that are used in the boost pressur e control system shall be monitored in accordance with the comprehensive c omponent requirements in section (f)(15).
(7.1.2) For vehicles with other charge control strategies that affect boost pressure (e.g., systems that modify boost pressure to achiev e a desired air-fuel ratio instead of a desired boost pressure), the man ufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation th at demonstrate that86 the monitoring plan is as reliable and effective as the monitoring plan required for boost pressure control systems under s ection (f)(7).
(7.2) Malfunction Criteria:
(7.2.1) Underboost: (A) The OBD II system shall detect a malfunction of the boost pressure control system at or prior to a decrease from the m anufacturer's

commanded or expected boost pressure that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 2.0 times the applicable FTP standards for 2010 through 2012 model year vehicles; and b. 1.5 times the applicable FTP NMHC, CO, or NOx st andards or 2.0 times the applicable FTP PM standard for 2013 and s ubsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. 2.5 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cyc le emission test for 2010 through 2012 model year vehicles; and b. 2.0 times the applicable NMHC or CO standards, t he applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission st andard is 0.2 g/bhp-hr) as measured from an applicable cycle emis sion test, or 0.03 g/bhp-hr PM as measured from an applicable cyc le emission test for 2013 and subsequent model year vehicles. (B) For vehicles in which no failure or deteriorati on of the boost pressure control system that causes a decrease in boost coul d result in a vehicle’s emissions exceeding the malfunction criteria specif ied in section (f)(7.2.1)(A), the OBD II system shall detect a mal function when either the

boost system has reached its control limits such that it cannot increase boost to achieve the commanded boost pressure or, for non-feedback controlled boost systems, the boost system has no d etectable amount of boost when boost is expected

. (7.2.2) Overboost: (A) The OBD II system shall detect a malfunction of the boost pressure control system at or prior to an increase from the manufacturer's

commanded or expected boost pressure that would cause a vehicle's NMHC, CO, NOx, or PM emissions to exceed the applic able emission levels specified in sections (f)(7.2.1)(A). (B) For vehicles in which no failure or deteriorati on of the boost pressure control system that causes an increase in boost cou ld result in a vehicle’s emissions exceeding the malfunction criteria specif ied in section (f)(7.2.2)(A), the OBD II system shall detect a mal function when either the

boost system has reached its control limits such that it cannot decrease87 boost to achieve the commanded boost pressure or, for non-feedback controlled boost systems, the boost system has maxi mum detectable boost when little or no boost is expected

. (7.2.3) VGT s S low response: (A) For 2010 through 2012 model year vehicles equipped with variable geometry turbochargers (VGT), T t he OBD II system shall detect a malfunction at or prior to any failure or deteriora tion in the capability of the VGT system to achieve the commanded turbocharger ge ometry within a manufacturer-specified time that would cause a vehi cle's NMHC, CO, NOx, or PM emissions to exceed the applicable emiss ion levels specified

in section s (f)(7.2.1)(A). For vehicles in which no failure or deterioration of the VGT system response could result in a vehicle’s emissions exceeding these levels, the OBD II system shall detect a malf unction of the VGT system when proper functional response of the syste m to computer

commands does not occur. (B) For 2013 and subsequent model year vehicles, the OB D II system shall detect a malfunction prior to any failure or deteri oration in the boost pressure control system response (e.g., capability to achieve the commanded or expected boost pressure within a manuf acturer-specified time) that would cause vehicle's NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in section (f)(7.2.1)(A).

For vehicles in which no failure or deterioration o f the boost system response could result in an engine’s emissions exce eding these levels, the OBD II system shall detect a malfunction of the boost system when no detectable response to a commanded or expected chan ge in boost

pressure occurs. For vehicles in which no failure or deterioration of the VGT system response could result in a vehicl e’s emissions exceeding the malfunction criteria specified in section (f)(7.2.3)(A) , the OBD II system

shall detect a malfunction of the VGT system when proper functional response of the system to computer commands does no t occur

. (7.2.4) Charge Air Undercooling: (A) The OBD II system shall detect a malfunction of the charge air cooling system at or prior to a decrease from the manufactu rer's specified cooling rate that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed the applicable emission levels specified in sections (f)(7.2.1)(A). (B) For vehicles in which no failure or deteriorati on of the charge air cooling system that causes a decrease in cooling performanc e could result in a vehicle’s emissions exceeding the malfunction crite ria specified in section (f)(7.2.4)(A), the OBD II system shall detect a mal function when the system has no detectable amount of charge air cooli ng. (C) For purposes of determining the charge air cool ing performance malfunction criteria in section (f)(7.2.4)(A) for c harge air cooling systems that consist of more than one cooler (e.g., a pre-c ooler and a main cooler, two or more coolers in series), the manufacturer sh all submit a charge air cooling system aging and monitoring plan to the Exe cutive Officer for review and approval. The plan shall include the de scription and location of each component, the monitoring strategy for each component and combination of components, and the method for deter mining the88 malfunction criteria of section (f)(7.2.4)(A) inclu ding the deterioration/aging process. Executive Officer approval of the plan sh all be based on the representativeness of the aging to real world charg e air cooling system component deterioration under normal and malfunctio ning engine operating conditions and the effectiveness of the m ethod used to determine the malfunction criteria of section (f)(7 .2.4)(A).
(7.2.5) Feedback control: (A) Except as provided for in section (f)(7.2.5)(B) , if the vehicle is equipped

with feedback or feed-forward control of the boost pressure system (e.g., control of VGT position, turbine speed, manifold pr essure) the OBD II system shall detect a malfunction: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and

cannot achieve the feedback target. (B) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (f)(7.2.5)(A)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on a veh icle with all emission controls working properly, routinely operates durin g these conditions with all of the adjustment allowed by the manufacturer u sed up. (C) In lieu of detecting the malfunctions specified in sections (f)(7.2.5)(A)(i) and (ii) with a boost pressure system-specific moni tor, the OBD II system may monitor the individual parameters or components that are used as inputs for boost pressure system feedback control p rovided that the

monitors detect all malfunctions that meet the crit eria in sections (f)(7.2.5)(A)(i) and (ii).
(7.3) Monitoring Conditions:
(7.3.1) Except as provided in section (e)(7.3.4), T t he OBD II system shall monitor continuously for malfunctions identified in section s (f)(7.2.1), (7.2.2), and (7.2.5) (i.e., over and under boost, feedback contr ol).
(7.3.2) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(7.2.3) (i.e., VGT slow response) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2). For all 2010 and s ubsequent model year vehicles, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunction s identified in section (f)(7.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(7.3.3) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(7.2.4) (i.e., charge air cooler performance) in89 accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and reporti ng as required in section (d)(3.2.2), all monitors used to detect mal functions identified in section (f)(7.2.4) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(7.3.4) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

(8) NOx ADSORBER MONITORING
(8.1) Requirement: The OBD II system shall monitor the N Ox adsorber (s) on vehicles so-equipped for proper performance. For v ehicles equipped with active/intrusive injection (e.g., in-exhaust fuel a nd/or air injection) to achieve desorption of the NOx adsorber (s) , the OBD II system shall monitor the active/intrusive injection system for proper perfor mance. The individual electronic components (e.g., injectors, valves, sen sors) that are used in the active/intrusive injection system shall be monitore d in accordance with the comprehensive component requirements in section (f) (15).
(8.2) Malfunction Criteria:
(8.2.1) NOx adsorber capability: (A) The OBD II system shall detect a NOx adsorber s ystem malfunction when

the NOx adsorber system capability decreases to the point that would

cause a vehicle's NOx or NMHC emissions to exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 3.0 times the applicable FTP standards for 2004 through 2009 model year vehicles; b. 2.5 times the applicable FTP standards for 2010 through 2012 model year vehicles; and c. 1.75 times the applicable FTP standards for 2013 and subsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. the applicable NOx standard by more than 0.5 g/b hp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 3.5 times the applicable NMHC standard for 2007 through 2009 model year vehicles;90 b. the applicable NOx standard by more than 0.3 g/b hp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.5 times the applicable NMHC standard for 2010 through 2012 model year vehicles; and c. the applicable NOx standard by more than 0.2 g/b hp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emissio n standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013 and subsequent model year vehicles. (B) If no failure or deterioration of the NOx adsor ber system capability could

result in a vehicle’s NOx or NMHC emissions exceeding the applicable malfunction criteria specified in section (f)(8.2.1 )(A), the OBD II system shall detect a malfunction when the system has no d etectable amount of NOx adsorber capability.
(8.2.2) For systems that utilize active/intrusive injectio n (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve desorption of the NOx adsorber, the OBD II system shall detect a malfunction if any failure or deterioration of the injection system’s ability to properly regulate injection causes the system to be unable to achieve desorption of the NOx

adsorber.
(8.2.3) Feedback control: (A) Except as provided for in section (f)(8.2.3)(B) , if the vehicle is equipped

with feedback or feed-forward control of the NOx adsorber or active/intrusive injection system (e.g., feedback c ontrol of injection quantity, time), the OBD II system shall detect a m alfunction: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and

cannot achieve the feedback target. (B) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (f)(8.2.3)(A)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on a veh icle with all emission controls working properly, routinely operates durin g these conditions with all of the adjustment allowed by the manufacturer u sed up. (C) In lieu of detecting the malfunctions specified in sections (f)(8.2.3)(A)(i) and (ii) with a NOx adsorber-specific monitor, the OBD II system may monitor the individual parameters or components tha t are used as inputs for NOx adsorber or active/intrusive injection syst em feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f)(8.2.3)(A)(i) and (ii).91

(8.2.4) For purposes of determining the NOx adsorber syste m malfunction criteria in section (f)(8.2.1) for NOx adsorber systems that consist of more than one NOx adsorber (e.g., two or more adsorbers in se ries), the manufacturer shall submit a system aging and monito ring plan to the Executive Officer for review and approval. The pla n shall include the description and location of each component, the mon itoring strategy for each component and/or combination of components, an d the method for determining the malfunction criteria of section (f) (8.2.1) including the deterioration/aging process. Executive Officer app roval of the plan shall be based on the representativeness of the aging to real world NOx adsorber system component deterioration under norma l and malfunctioning engine operating conditions, the eff ectiveness of the

method used to determine the malfunction criteria o f section (f)(8.2.1), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are r epaired/replaced inuse, and the ability of the component monitor(s) to accurately verify that each NOx adsorber system component is functioning a s designed and as required in section (f)(8.2.1).
(8.3) Monitoring Conditions:
(8.3.1) Manufacturers shall define the monitoring conditio ns for malfunctions identified in section (f)(8.2.1) (i.e., adsorber ca pability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in s ection (d)(3.2.2), all

monitors used to detect malfunctions identified in sections (f)(8.2.1) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(8.3.2) Except as provided in section (e)(8.3.3), T t he OBD II system shall monitor continuously for malfunctions identified in section s (f)(8.2.2) and (8.2.3) (e.g., injection function, feedback control).
(8.3.3) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

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

(9) PARTICULATE MATTER (PM) FILTER MONITORING
(9.1) Requirement: The OBD II system shall monitor the P M filter on vehicles soequipped for proper performance. For vehicles equi pped with active regeneration systems that utilize an active/intrusi ve injection (e.g., in-exhaust fuel injection, in-exhaust fuel/air burner), the OB D II system shall monitor the active/intrusive injection system for proper perfor mance. The individual electronic components (e.g., injectors, valves, sen sors) that are used in the92 active/intrusive injection system shall be monitore d in accordance with the comprehensive component requirements in section (f) (15).
(9.2) Malfunction Criteria:
(9.2.1) Filtering Performance: (A) The OBD II system shall detect a malfunction pr ior to a decrease in the filtering capability of the PM filter that would ca use a vehicle's PM

emissions to exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 5.0 times the applicable FTP standard for 2004 t hrough 2009 model year vehicles; b. 4.0 times the applicable FTP standard for 2010 t hrough 2012 model year vehicles; and c. 1.75 times the applicable FTP standard for 2013 and subsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. 0.09 g/bhp-hr PM as measured from an applicable cycle emission test for 2004 through 2009 model year vehicles;

b. 0.0 5 7 g/bhp-hr PM as measured from an applicable cycle e mission test for 2010 through 2012 model year vehicles; and c. 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles. (B) If no failure or deterioration of the PM filter ing performance could result in a vehicle’s PM emissions exceeding the applicable m alfunction criteria specified in section (f)(9.2.1)(A), the OBD II syst em shall detect a

malfunction when no detectable amount of PM filteri ng occurs. (9.2.2) Frequent Regeneration: (A) For 2010 and subsequent model year vehicles, th e OBD II system shall detect a malfunction when PM filter regeneration oc curs more frequently than (i.e., occurs more often than) the manufacture r’s specified regeneration frequency such that it would cause a v ehicle's emissions to

exceed: (i) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: a. 3.0 times the applicable FTP NMHC, CO, or NOx st andards for 2010 through 2012 model year vehicles; and b. 1.5 times the applicable FTP NMHC, CO, or NOx st andards for 2013 and subsequent model year vehicles. (ii) For medium-duty vehicles (including MDPVs) cer tified to an engine dynamometer tailpipe emission standard: a. 2.5 times the applicable NMHC standards or the a pplicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test for 2010 through 2012 model year vehicles; and b. 2.0 times the applicable NMHC standards or the a pplicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to93 exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles. (B) If no failure or deterioration causes an increa se in the PM filter regeneration frequency that could result in a vehic le’s NMHC, CO, or NOx emissions exceeding the applicable malfunction crit eria specified in section (f)(9.2.2)(A), the OBD II system shall dete ct a malfunction when the PM filter regeneration frequency exceeds the ma nufacturer’s specified design limits for allowable regeneration frequency.
(9.2.3) Incomplete regeneration: For 2010 and subsequent m odel year vehicles, the OBD II system shall detect a regeneration malfu nction when the PM filter does not properly regenerate under manufactu rer-defined conditions where regeneration is designed to occur.
(9.2.4) NMHC conversion: For 2010 and subsequent model yea r vehicles passenger cars, light-duty trucks, and MDPVs certif ied to a chassis dynamometer tailpipe emission standard and 2013 and subsequent model year medium-duty vehicles (including MDPVs) certifi ed to an engine dynamometer tailpipe emission standard with catalyzed PM filters that convert NMHC emissions, the OBD II system shall mon itor the catalyst

function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to the point that N MHC emissions exceed the applicable emission levels specified in section (f)(9.2.2)(A). If no failure or deterioration of the NMHC conversion cap ability could result in a vehicle’s NMHC emissions exceeding these emission l evels, the OBD II system shall detect a malfunction when the system h as no detectable amount of NMHC conversion capability.
(9.2.5) Missing substrate: The OBD II system shall detect a malfunction if either the PM filter substrate is completely destroyed, re moved, or missing, or if the PM filter assembly is replaced with a muffler o r straight pipe.
(9.2.6) Active/Intrusive Injection: For systems that utili ze active/intrusive injection (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel injection) to achieve regeneration of the PM filter, the OBD I I system shall detect a malfunction if any failure or deterioration of the injection system’s ability to properly regulate injection causes the system to be unable to achieve regeneration of the PM filter.
(9.2.7) Feedback Control: (A) Except as provided for in section (f)(9.2.7)(B) , if the vehicle is equipped

with feedback or feed-forward control of the PM filter regeneration (e.g., feedback control of oxidation catalyst inlet temper ature, PM filter inlet or outlet temperature, in-cylinder or in-exhaust fuel injection), the OBD II system shall detect a malfunction: (i) If the system fails to begin feedback control within a manufacturer specified time interval; (ii) If a failure or deterioration causes open loop or default operation; or (iii) If feedback the control system has used up all of the adjustment allowed by the manufacturer or reached its maximum authority and

cannot achieve the feedback target.94 (B) A manufacturer may request Executive Officer ap proval to temporarily disable monitoring for the malfunction criteria spe cified in section (f)(9.2.7)(A)(iii) during conditions that a manufac turer cannot robustly distinguish between a malfunctioning system and a p roperly operating system. The Executive Officer shall approve the di sablement upon the manufacturer submitting data and/or analysis demons trating that the control system, when operating as designed on a veh icle with all emission controls working properly, routinely operates durin g these conditions with all of the adjustment allowed by the manufacturer u sed up. (C) In lieu of detecting the malfunctions specified in sections (f)(9.2.7)(A)(i) and (ii) with a PM filter-specific monitor, the OBD II system may monitor the individual parameters or components that are us ed as inputs for PM filter regeneration feedback control provided that the monitors detect all malfunctions that meet the criteria in sections (f) (9.2.7)(A)(i) and (ii).
(9.3) Monitoring Conditions:
(9.3.1) Manufacturers shall define the monitoring condition s for malfunctions identified in sections (f)(9.2.1) through (9.2. 7 6 ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once pe r driving cycle as required in section (d)(3.1.2). For all 2010 and s ubsequent model year vehicles, for purposes of tracking and reporting as required in section (d)(3.2.2), all monitors used to detect malfunction s identified in section (f)(9.2.1) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(9.3.2) Except as provided in section (f)(9.3.3), the OBD II system shall monitor continuously for malfunctions identified in section (f)(9.2.7) (i.e., PM filter feedback control).
(9.3.3) Manufacturers may request Executive Officer approv al to temporarily disable continuous monitoring under conditions tech nically necessary to

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

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

necessary. (9.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(10) CRANKCASE VENTILATION (CV) SYSTEM MONITORING
(10.1) Requirement: Manufacturers shall monitor the CV sy stem on vehicles so-equipped for system integrity. Vehicles not sub ject to crankcase emission control requirements shall be exempt from monitorin g of the CV system.
(10.2) Malfunction Criteria:
(10.2.1) For the purposes of section (f)(10), “CV system” i s defined as any form of crankcase ventilation system, regardless of whether it utilizes positive pressure or whether it vents to the atmosphere, the intake, or the exhaust.95 “CV valve” is defined as any form of valve, orific e, or filter/separator used to restrict, control, or alter the composition (e.g ., remove oil vapor or particulate matter) of the crankcase vapor flow. F urther, any additional external CV system tubing or hoses used to equalize crankcase pressure or to provide a ventilation path between various ar eas of the engine (e.g., crankcase and valve cover) are considered part of t he CV system “between the crankcase and the CV valve” and subjec t to the malfunction criteria in section (f)(10.2.2) below.
(10.2.2) Except as provided below, the OBD II system shall detect a malfunction of the CV system when a disconnection of the system occurs between either the crankcase and the CV valve, or between t he CV valve and the intake ducting.
(10.2.3) If disconnection in the system results in a rapid loss of oil or other overt indication of a CV system malfunction such that the vehicle operator is certain to respond and have the vehicle repaired, t he Executive Officer shall exempt the manufacturer from detection of tha t disconnection.
(10.2.4) Detection of a disconnection is not required if th e disconnection cannot be made without first disconnecting a monitored por tion of the system (e.g., the CV system is designed such that the CV v alve is fastened directly to the crankcase in a manner which makes i t significantly more

difficult to remove the valve from the crankcase be fore disconnecting the line between the valve and the intake ducting (taki ng aging effects into consideration) and the line between the valve and t he intake ducting is monitored for disconnection).
(10.2.5) Subject to Executive Officer approval, system desi gns that utilize tubing

between the valve and the crankcase shall also be e xempted from the monitoring requirement for detection of disconnecti on between the

crankcase and the CV valve. The manufacturer shall file a request and submit data and/or engineering evaluation in suppor t of the request. The Executive Officer shall approve the request upon de termining that the

connections between the valve and the crankcase are : (i) resistant to deterioration or accidental disconnection, (ii) sig nificantly more difficult to

disconnect than the line between the valve and the intake ducting, and (iii) not subject to disconnection per manufacturer’s mai ntenance, service, and/or repair procedures for non-CV system repair w ork.
(10.2.6) Manufacturers are not required to detect disconnec tions that are unlikely to occur due to a CV system design that is integral to the induction system (e.g., internal machined passages rather than tubin g or hoses).
(10.2.7) For medium-duty vehicles with engines certified on an engine dynamometer having an open CV system (i.e., a syste m that releases crankcase emissions to the atmosphere without routi ng them to the intake ducting or to the exhaust upstream of the aftertrea tment), the manufacturer shall submit a plan for Executive Offi cer approval of the monitoring strategy, malfunction criteria, and moni toring conditions prior to OBD certification. Executive Officer approval shal l be based on the effectiveness of the monitoring strategy to (i) mon itor the performance of the CV system to the extent feasible with respect t o the malfunction criteria in section (f)(10.2.1) through (f)(10.2.4 ) and the monitoring96 conditions required by the diagnostic, and (ii) mon itor the ability of the CV system to control crankcase vapor emitted to the at mosphere relative to the manufacturer’s design and performance specifica tions for a properly functioning system (e.g., if the system is equipped with a filter and/or
separator to reduce crankcase emissions to the atmosphere, th e OBD II system shall monitor the integrity of the filter and/or function of the
separator ).
(10.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(10.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(10.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2). The stored fault code need not specifically identify the CV sy stem (e.g., a fault code for EGR or intake air mass flow rationality monitoring can be stored) if the

manufacturer demonstrates that additional monitorin g hardware would be necessary to make this identification and provided that the manufacturer’s diagnostic and repair procedures for the detected m alfunction include directions to check the integrity of the CV system.

(11) ENGINE COOLING SYSTEM MONITORING
(11.1) Requirement:
(11.1.1) The OBD II system shall monitor the thermostat on vehicles so-equipped for proper operation.
(11.1.2) The OBD II system shall monitor the engine coolant temperature (ECT) sensor for circuit continuity, out-of-range values, and rationality faults.
(11.2) Malfunction Criteria:
(11.2.1) Thermostat (A) The OBD II system shall detect a thermostat mal function (e.g., leaking or early-to-open thermostat) if, within an Executive O fficer approved time interval after starting the engine, either of the f ollowing two conditions

occur: (i) The coolant temperature does not reach the high est temperature required by the OBD II system to enable other diagn ostics; (ii) The coolant temperature does not reach a warme d-up temperature within 20 degrees Fahrenheit of the manufacturer’s nominal thermostat regulating temperature. Subject to Executive Offic er approval, a manufacturer may utilize lower temperatures for thi s criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, injection timing, and/or other coola nt temperature-based modifications to the engine control strategies woul d not cause an emission increase of 50 or more percent of any of t he applicable

standards. (B) For 2013 and subsequent model year vehicles, th e OBD II system shall detect a thermostat fault if, after the coolant tem perature has reached the temperatures indicated in sections (f)(11.2.1)(A)(i ) and (ii), the coolant temperature drops below the temperature indicated i n section (f)(11.2.1)(A)(i).97 (B) (C) Executive Officer approval of the time interval aft er engine start under section (f)(11.2.1)(A) above shall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times. (C) (D) For monitoring of malfunctions under section (f )(11.2.1)(A), W w ith Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see section (f)(11.3)) that are a function of temperature at engine start on vehicles that do not reach the temperatures specified in the malfunction criteria when the thermostat is functioning properly. Executive Officer approval s hall be granted upon determining that the manufacturer has submitted dat a that demonstrate that a properly operating system does not reach the specified temperatures, that the monitor is capable of meetin g the specified malfunction criteria at engine start temperatures g reater than 50 degrees Fahrenheit, and that the overall effectiveness of t he monitor is comparable to a monitor meeting these thermostat mo nitoring requirements at lower temperatures. (D) (E) With Executive Officer approval, manufacturers may omit this monitor. Executive Officer approval shall be granted upon d etermining that the manufacturer has demonstrated that a malfunctioning thermostat cannot cause a measurable increase in emissions during any reasonable driving condition nor cause any disablement of other monito rs. (11.2.2) ECT Sensor (A) Circuit Continuity. The OBD II system shall de tect a malfunction when a lack of circuit continuity or out-of-range value oc curs. (B) Time to Reach Closed-Loop Enable Temperature. (i) The OBD II system shall detect a malfunction if the ECT sensor does not achieve the stabilized minimum temperature whic h is needed to begin closed-loop or feedback operation of emission -related engine controls (e.g., feedback control of fuel pressure, EGR flow, boost pressure) within an Executive Officer approved time interval after starting the engine. The time interval shall be a f unction of starting ECT and/or a function of intake or ambient temperat ure. (ii) Executive Officer approval of the time interva l shall be granted upon determining that the data and/or engineering evalua tion submitted by the manufacturer supports the specified times. (iii) The Executive Officer shall exempt manufactur ers from the requirement of section (f)(11.2.2)(B) if the manufa cturer does not utilize ECT to enable closed loop or feedback opera tion of emissionrelated engine controls. (C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available informatio n, the OBD II system shall detect a malfunction if the ECT sensor inappr opriately indicates a temperature below the highest minimum enable temper ature required by the OBD II system to enable other diagnostics (e.g. , an OBD II system that requires ECT to be greater than 140 degrees Fa hrenheit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 de grees Fahrenheit).98 Manufacturers are exempted from this requirement fo r temperature regions in which the monitors required under sectio ns (f)(11.2.1) or (f)(11.2.2)(B) will detect ECT sensor malfunctions as defined in section (f)(11.2.2)(C). (D) Stuck in Range Above the Lowest Maximum Enable Temperature. (i) To the extent feasible when using all available information, the OBD II system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum en able temperature required by the OBD II system to enable other diagnostics (e.g., an OBD II system that requires ECT to be les s than 90 degrees Fahrenheit at engine start to enable a diagnostic m ust detect malfunctions that cause the ECT sensor to inappropr iately indicate a temperature above 90 degrees Fahrenheit). (ii) Manufacturers are exempted from this requireme nt for temperature regions in which the monitors required under sectio ns (f)(11.2.1), (f)(11.2.2)(B), or (f)(11.2.2)(C) (i.e., ECT senso r or thermostat malfunctions) will detect ECT sensor malfunctions a s defined in section (f)(11.2.2)(D) or in which the MIL will be illuminated under the requirements of section (d)(2.2.3) for default mode operation (e.g., overtemperature protection strategies). (iii) For 2006 and subsequent model year applicatio ns, manufacturers are also exempted from the requirements of section (f)( 11.2.2)(D) for temperature regions where the temperature gauge ind icates a temperature in the red zone (engine overheating zon e) or an overtemperature warning light is illuminated for ve hicles that have a temperature gauge or warning light on the instrumen t panel and utilize the same ECT sensor for input to the OBD II system and the temperature gauge/warning light.
(11.3) Monitoring Conditions:
(11.3.1) Thermostat (A) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (f)(11.2.1)(A) in accordance with section (d)(3.1) except as provided for in section (f)(11.3.1)( D E ). Additionally, except as provided for in sections (f)(11.3.1)(B) and (C), mo nitoring for malfunctions identified in section (f)(11.2.1)(A) shall be condu cted once per driving cycle on every driving cycle in which the ECT senso r indicates, at engine start, a temperature lower than the temperature est ablished as the malfunction criteria in section (f)(11.2.1)(A). (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (f)(11.2.1)(B) in accordance with section (d)(3.1) with the exception that monitoring shall occur every tim e the monitoring conditions are met during the driving cycle in lieu of once per driving cycle. (B) (C) Manufacturers may disable thermostat monitoring at ambient temperatures below 20 degrees Fahrenheit. (C) (D) Manufacturers may request Executive Officer approva l to suspend or disable thermostat monitoring if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 percent of the warm-up time, hot restart co nditions, etc.). In99 general, the Executive Officer shall not approve di sablement of the monitor on engine starts where the ECT at engine st art is more than 35 degrees Fahrenheit lower than the thermostat malfun ction threshold temperature determined under section (f)(11.2.1)(A) . The Executive Officer shall approve the request upon determining that the manufacturer has provided data and/or engineering analysis that demonstrate the need for the request. (D) (E) With respect to defining enable conditions that are encountered during the FTP or Unified cycle as required in (d)(3.1.1) for malfunctions identified in section (f)(11.2.1)(A), the FTP cycle shall refer to on-road driving following the FTP cycle in lieu of testing on a chassis or engine dynamometer.
(11.3.2) ECT Sensor (A) Except as provided below in section (f)(11.3.2) (E), monitoring for malfunctions identified in section (f)(11.2.2)(A) ( i.e., circuit continuity and out-of-range) shall be conducted continuously. (B) Manufacturers shall define the monitoring condi tions for malfunctions identified in section (f)(11.2.2)(B) in accordance with section (d)(3.1). Additionally, except as provided for in section (f) (11.3.2)(D), monitoring for malfunctions identified in section (f)(11.2.2)(B) s hall be conducted once per driving cycle on every driving cycle in which t he ECT sensor indicates a temperature lower than the closed-loop enable tem perature at engine start (i.e., all engine start temperatures greater than the ECT sensor outof-range low temperature and less than the closed-l oop enable temperature). (C) Manufacturers shall define the monitoring condi tions for malfunctions identified in sections (f)(11.2.2)(C) and (D) in ac cordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents). (D) Manufacturers may suspend or delay the time to reach closed-loop enable temperature diagnostic if the vehicle is sub jected to conditions which could lead to false diagnosis (e.g., vehicle operation at idle for more than 50 to 75 percent of the warm-up time). (E) A manufacturer may request Executive Officer ap proval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effects. The Ex ecutive Officer shall approve the disablement upon determining that the m anufacturer has submitted test data and/or engineering evaluation t hat demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning

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

(12) COLD START EMISSION REDUCTION STRATEGY MONITORING
(12.1) Requirement:
(12.1.1) For all 2010 and subsequent model year vehicles, i f a vehicle incorporates a specific engine control strategy to reduce cold start emissions, the OBD II system shall monitor the system to verify the100 strategy achieves the desired effect (e.g., to achi eve accelerated catalyst light-off temperature) and monitor the commanded elements /components for proper function (e.g., injection timing, increa sed engine idle speed, increased engine load via intake or exhaust throttl e activation) while the control strategy is active to ensure proper operati on of the control
strategy.
(12.2) Malfunction Criteria: The OBD II system shall, to the extent feasible, detect a malfunction if either of the following occurs:
(12.2.1) Any single commanded element /component does not properly respond

to the commanded action while the cold start strate gy is active. For purposes of this section, “properly respond” is def ined as when the element responds: (A) by a robustly detectable amount by the monitor; and (B) in the direction of the desired command; and (C) above and beyond what the element /component would achieve on startup without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault must b e detected if there is no detectable amount of engine speed increase above what the system would achieve without the cold start strategy activ e);
(12.2.2) Any failure or deterioration of the cold start emi ssion reduction control strategy that would cause a vehicle’s NMHC, CO, NOx , or PM emissions

to exceed: (A) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: (i) 2.5 times the applicable FTP standards for 201 0 through 2012 model year vehicles; and (ii) 1.5 times the applicable FTP NMHC, CO, or NOx standards or 2.0 times the applicable FTP PM standard for 2013 and s ubsequent model year vehicles. (B) For medium-duty vehicles (including MDPVs) cert ified to an engine dynamometer tailpipe emission standard: (i) 2.0 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles.
(12.2.3) For section (f)(12.2.2)

, : (A) For 2010 through 2012 model year vehicles, the OBD II system shall

either monitor the combined effect of the elements of the system as a whole or the individual elements (e.g., increased e ngine speed, increased engine load from restricting an exhaust throttle) f or failures that cause emissions to exceed the applicable emission levels specified in section (f)(12.2.2). (B) For 2013 and subsequent model year vehicles, to the extent feasible (without adding hardware for this purpose), the OBD II system shall monitor the ability of the system to achieve the de sired effect (e.g., strategies used to accelerate catalyst light-off by increasing catalyst inlet101 temperature shall verify the catalyst inlet tempera ture actually achieves the desired temperatures within an Executive Office r approved time interval after starting the engine) for failures th at cause emissions to exceed the applicable emission levels specified in section (f)(12.2.2). For strategies where it is not feasible to be monitored as a system, the OBD II system shall monitor the individual elements/compon ents (e.g., increased engine speed, increased engine load from restrictin g an exhaust throttle) for failures that cause emissions to exceed the app licable emission levels specified in section (f)(12.2.2).
(12.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(12.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirem ents).
(12.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(13) VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM M ONITORING
(13.1) Requirement: On all 2006 and subsequent model year applications, the OBD II system shall monitor the VVT system on vehic les so-equipped for target error and slow response malfunctions. The i ndividual electronic components (e.g., actuators, valves, sensors, etc.) that are used in the VVT system shall be monitored in accordance with the co mprehensive components requirements in section (f)(15).
(13.2) Malfunction Criteria:
(13.2.1) Target Error: The OBD II system shall detect a mal function prior to any failure or deterioration in the capability of the V VT system to achieve the commanded valve timing and/or control within a cran k angle or lift tolerance that would cause a vehicle's NMHC, CO, NO x, or PM emissions

to exceed: (A) For passenger cars, light-duty trucks, and MDPV s certified to a chassis dynamometer tailpipe emission standard: (i) 3.0 times the applicable FTP standards for 2006 through 2009 model year vehicles; (ii) 2.5 times the applicable FTP standards for 201 0 through 2012 model year vehicles; and (iii) 1.5 times the applicable FTP NMHC, CO, or NOx standards or 2.0 times the applicable FTP PM standard for 2013 and s ubsequent model year vehicles. (B) For medium-duty vehicles (including MDPVs) cert ified to an engine dynamometer tailpipe emission standard: (i) 1.5 times the applicable NMHC, CO, and NOx stan dards or 0.03 g/bhphr PM as measured from an applicable cycle emission test for 2006 and subsequent model year vehicles certified to an engine dynamometer tailpipe NOx emission standard of great er than 0.50 g/bhp-hr NOx; (ii) 2.5 times the applicable NMHC or CO standards, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM102 as measured from an applicable cycle emission test for 2006 through 2012 model year vehicles certified to an engine dyn amometer tailpipe NOx emission standard of less than or equal to 0.50 g/bhp-hr NOx;

and (iii) 2.0 times the applicable NMHC or CO standards , the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 and subsequent model year vehicles certified to an engi ne dynamometer tailpipe NOx emission standard of less than or equa l to 0.50 g/bhp-hr

NOx.
(13.2.2) Slow Response: The OBD II system shall detect a ma lfunction prior to any failure or deterioration in the capability of t he VVT system to achieve the commanded valve timing and/or control within a time that would cause a vehicle's emissions to exceed the applicable emis sion levels specified in sections (f)(13.2.1).
(13.2.3) For vehicles in which no failure or deterioration of the VVT system could result in a vehicle’s emissions exceeding the level s specified in sections (f)(13.2.1), the VVT system shall be monitored for proper functional response in accordance with the malfunction criteri a in section (f)(15.2).
(13.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section ( f)(13.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every time th e monitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2). Additionally, manufacturers sh all track and report VVT system monitor performance under section (d)(3.2.2) . For purposes of tracking and reporting as required in section (d)(3 .2.2), all monitors used to detect malfunctions identified in section (f)(13.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(13.4) MIL Illumination and Fault Code Storage: General r equirements for MIL illumination and fault code storage are set forth i n section (d)(2).

(14) [RESERVED]

(15) COMPREHENSIVE COMPONENT MONITORING
(15.1) Requirement:
(15.1.1) Except as provided in sections (f)(15.1.3), (f)(15 .1.4), and (f)(16), the OBD II system shall monitor for malfunction any ele ctronic powertrain component/system not otherwise described in section s (f)(1) through (f)(14) that either provides input to (directly or indirectly) or receives commands from the on-board computer(s), and: (1) ca n affect emissions during any reasonable in-use driving condition, or (2) is used as part of the diagnostic strategy for any other monitored sys tem or component. (A) Input Components: Input components required to be monitored may include the vehicle speed sensor, crank angle senso r, pedal position sensor, mass air flow sensor, cam position sensor, fuel pressure sensor,103 intake air temperature sensor, exhaust temperature sensor, and transmission electronic components such as sensors, modules, and solenoids which provide signals to the powertrain c ontrol system. (B) Output Components/Systems: Output components/sy stems required to be monitored may include the idle governor, fuel injec tors, automatic transmission solenoids or controls, turbocharger el ectronic components, the wait-to-start lamp, and cold start aids (e.g., glow plugs, intake air heaters).
(15.1.2) For purposes of criteria (1) in section (f)(15.1.1 ) above, the manufacturer shall determine whether a powertrain input or outpu t component/system

can affect emissions. If the Executive Officer rea sonably believes that a manufacturer has incorrectly determined that a comp onent/system cannot affect emissions, the Executive Officer shall requi re the manufacturer to provide emission data showing that the component/sy stem, when malfunctioning and installed in a suitable test veh icle, does not have an emission effect. The Executive Officer may request emission data for any reasonable driving condition.
(15.1.3) Manufacturers shall monitor for malfunction electr onic powertrain input or output components/systems associated with an electr onic transfer case, electronic power steering system, two speed axle, o r other components that are driven by the engine and not related to th e control of fueling, air handling, or emissions only if the component or sys tem is used as part of the diagnostic strategy for any other monitored sys tem or component.
(15.1.4) Except as specified for hybrids in section (f)(15. 1.5), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the component or system is used as part of the diagnost ic strategy for any other monitored system or component.
(15.1.5) For hybrids, manufacturers shall submit a plan to the Executive Officer for approval of the hybrid components determined by the manufacturer to be subject to monitoring in section (f)(15.1.1). I n general, the Executive Officer shall approve the plan if it includes monit oring of all components/systems used as part of the diagnostic s trategy for any other monitored system or component, monitoring of all en ergy input devices to the electrical propulsion system, monitoring of bat tery and charging system performance, monitoring of electric motor pe rformance, and monitoring of regenerative braking performance.
(15.2) Malfunction Criteria:
(15.2.1) Input Components: (A) The OBD II system shall detect malfunctions of input components caused by a lack of circuit continuity, out-of-range value s, and, where feasible, rationality faults. To the extent feasible, the ra tionality fault diagnostics shall verify that a sensor output is neither inappr opriately high nor inappropriately low (e.g., “two-sided” diagnostics)

. (B) To the extent feasible, rationality faults shal l be separately detected and store different fault codes than the respective lac k of circuit continuity and104 out of range diagnostics. Additionally, input comp onent lack of circuit continuity and out of range faults shall be separat ely detected and store

different fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit, etc.). Manufactur ers are not required to store separate fault codes for lack of circuit cont inuity faults that cannot be distinguished from other out-of-range circuit fault s. (C) For input components that are directly or indir ectly used for any emission control strategies that are not covered under secti ons (f)(1) through (f)(13) (e.g., exhaust temperature sensors used for a contr ol strategy that regulates SCR catalyst inlet temperature within a t arget window), the OBD II system shall detect rationality malfunctions that prevent the component from correctly sensing any condition nece ssary for the strategy to operate in its intended manner. These malfunctions include faults that inappropriately prevent or delay the ac tivation of the emission control strategy, cause the system to erroneously e xit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is sti ll unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate t hat reliable detection of the malfunction is technically infeasible or wou ld require additional

hardware.
(15.2.2) Output Components/Systems: (A) The OBD II system shall detect a malfunction of an output component/system when proper functional response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD II system shall detect mal functions of output components/systems caused by a lack of circuit cont inuity or circuit fault (e.g., short to ground or high voltage). For outpu t component lack of circuit continuity faults and circuit faults, manuf acturers are not required to

store different fault codes for each distinct malfu nction (e.g., open circuit, shorted low, etc.). Manufacturers are not required to activate an output component/system when it would not normally be acti ve for the purposes of performing functional monitoring of output compo nents/systems as required in section (f)(15). (B) The idle fuel control system shall be monitored for proper functional response to computer commands. A malfunction shall be detected when

either any of the following conditions occur: (i) The idle fuel control system cannot achieve or maintain the target idle speed or fuel injection quantity within +/- 30 percent of the manufacturer-specified fuel quantity and target or desired engine speed tolerances

. (ii) The idle fuel control system cannot achieve the target idle speed or fuel injection quantity within the smallest engine speed or fueling quantity tolerance range required by the OBD II system to en able any

other monitor. (iii) For 2013 and subsequent model year vehicles, the idle control system cannot achieve the fuel injection quantity within t he smallest fueling105 quantity tolerance range required by the OBD II sys tem to enable any

other monitor. (iv) For 2013 and subsequent model year vehicles, t he idle control system cannot achieve the target idle speed with a fuel in jection quantity within +/-50 percent of the fuel quantity necessary to ach ieve the target idle speed for a properly functioning vehicle and the gi ven operating

conditions. (C) Glow plugs/intake air heaters shall be monitore d for proper functional response to computer commands. The glow plug/intak e air heater circuit(s) shall be monitored for proper current an d voltage drop. The Executive Officer shall approve other monitoring st rategies based on manufacturer’s data and/or engineering analysis dem onstrating equally reliable and timely detection of malfunctions. If a manufacturer demonstrates that a single glow plug failure cannot cause a measurable increase in emissions during any reasonable driving condition, the

manufacturer shall detect a malfunction for the min imum number of glow plugs needed to cause an emission increase. Furthe r, to the extent feasible on existing engine designs (without adding additional hardware for this purpose) and on all new design engines, th e stored fault code shall identify the specific malfunctioning glow plu g(s). For 2010 and subsequent model year vehicles, manufacturers shall detect a malfunction when a single glow plug/intake air heater no longer operates within the manufacturer’s specified limits for normal operatio n (e.g., within specifications established by the manufacturer with the part supplier for acceptable part performance at high mileage). (D) The wait-to-start lamp circuit shall be monitor ed for malfunctions that cause the lamp to fail to illuminate when commanded on (e.g., burned out bulb). (E) For output components/systems that are directly or indirectly used for any emission control strategies that are not covered un der sections (f)(1) through (f)(13) (e.g., an intake throttle used for a control strategy that adjusts intake throttle position to regulate SCR ca talyst inlet temperature within a target window), the OBD II system shall de tect functional malfunctions that prevent the component/system from achieving the desired functional response necessary for the strat egy to operate in its

intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission con trol strategy, cause the system to erroneously exit the emission control str ategy, or where the control strategy has used up all of the adjustments or authority allowed by

the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific m alfunctions upon determining that the manufacturer has submitted dat a and/or an engineering evaluation that demonstrate that reliab le detection of the malfunction is technically infeasible or would requ ire additional hardware. (E) (F) For 2013 and subsequent model year vehicles that ut ilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or so ftware during production or repair procedures (e.g., individually coded injectors for flow106 characteristics that are programmed into an electro nic control unit to compensate for injector to injector tolerances, fue l pumps that use in-line resistors to correct for differences in fuel pump v olume output), the components shall be monitored to ensure the proper compensation is being used. The system shall detect a fault if the compensation being used by the control system does not match the compe nsation designated for the installed component (e.g., the flow charact eristic coding designated on a specific injector does not match the compensat ion being used by the fuel control system for that injector). If a manuf acturer demonstrates that a single component (e.g., injector) using the wrong compensation cannot cause a measurable increase in emissions during any reasonable driving condition, the manufacturer shall detect a malfunct ion for the minimum number of components using the wrong compensation n eeded to cause an emission increase. Further, the stored fault co de shall identify the specific component that does not match the compensa tion.
(15.3) Monitoring Conditions:
(15.3.1) Input Components: (A) Except as provided in section (f)(15.3.1)(C), i nput components shall be monitored continuously for proper range of values a nd circuit continuity. (B) For rationality monitoring (where applicable), manufacturers shall define the monitoring conditions for detecting malfunction s in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that rationality monitoring shall occur e very time the monitoring conditions are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).: (C) A manufacturer may request Executive Officer ap proval to disable continuous input component proper range of values o r circuit continuity monitoring when a malfunction cannot be distinguish ed from other effects. The Executive Officer shall approve the disablemen t upon determining

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

detection.
(15.3.2) Output Components/Systems: (A) Except as provided in section (f)(15.3.2)(D), m onitoring for circuit continuity and circuit faults shall be conducted co ntinuously. (B) Except as provided in section (f)(15.3.2)(C), f or functional monitoring, manufacturers shall define the monitoring condition s for detecting malfunctions in accordance with sections (d)(3.1) a nd (d)(3.2) (i.e., minimum ratio requirements). (C) For the idle fuel control system, manufacturers shall define the monitoring conditions for functional monitoring in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), wi th the exception that functional monitoring shall occur every time the mo nitoring conditions are met during the driving cycle in lieu of once per dr iving cycle as required in section (d)(3.1.2).107 (D) A manufacturer may request Executive Officer ap proval to disable continuous output component circuit continuity or c ircuit fault monitoring when a malfunction cannot be distinguished from oth er effects. The Executive Officer shall approve the disablement upo n determining that the

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

detection.
(15.4) MIL Illumination and Fault Code Storage:
(15.4.1) Except as provided in section s (f)(15.4.2) and (f)(15.4.4) below, general requirements for MIL illumination and fault code st orage are set forth in section (d)(2).
(15.4.2) Exceptions to general requirements for MIL illumin ation. MIL illumination is not required in conjunction with storing a confi rmed fault code for any comprehensive component if: (A) the component or system, when malfunctioning, c ould not cause vehicle emissions to increase by: (i) 25 percent or more for PC/LDT SULEV II vehicles , or (ii) 15 percent or more for all other vehicles, and (B) the component or system is not used as part of the diagnostic strategy for any other monitored system or component.
(15.4.3) For purposes of determining the emission increase in section (f)(15.4.2)(A), the manufacturer shall request Exec utive Officer approval of the test cycle/vehicle operating conditions for whi ch the emission increase will be determined. Executive Officer approval sha ll be granted upon determining that the manufacturer has submitted dat a and/or engineering evaluation that demonstrate that the testing condit ions represent in-use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determin ing whether the specified percentages in section (f)(15.4.2)(A) are exceeded, if the approved testing conditions are comprised of an emi ssion test cycle with an emission standard, the measured increase shall b e compared to a percentage of the emission standard (e.g., if the i ncrease is equal to or more than 15 percent of the emission standard for t hat test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an emission standard, the measured increase shall be calculated as a percenta ge of the baseline test (e.g., if the increase from a back-to-back tes t sequence between normal and malfunctioning condition is equal to or more than 15 percent

of the baseline test results from the normal condit ion).
(15.4.4) For malfunctions required to be detected by sectio n (f)(15.2.2)(B)(iii) (idle control fuel injection quantity faults), the stored fault code is not required to specifically identify the idle control system (e .g., a fault code for cylinder fuel injection quantity imbalance or combustion qua lity monitoring can be stored).

(16) OTHER EMISSION CONTROL OR SOURCE SYSTEM MONITORING108

(16.1) Requirement: For other emission control or source systems that are not identified or addressed in sections (f)(1) through (f)(15) (e.g., homogeneous charge compression ignition (HCCI) controls, hydroc arbon traps, fuel-fired passenger compartment heaters), manufacturers shall submit a plan for Executive Officer approval of the monitoring strate gy, malfunction criteria, and monitoring conditions prior to introduction on a production vehicle

intended for sale in California. Executive Officer approval shall be based on the effectiveness of the monitoring strategy, the m alfunction criteria utilized, and the monitoring conditions required by the diagn ostic and, if applicable, the determination that the requirements of section (f)(16.3) and (f)(16.4)

below are satisfied

. (16.2) For purposes of section (f)(16), emission source s ystems are components or devices that emit pollutants subject to vehicle eva porative and exhaust emission standards (e.g., NMOG, CO, NOx, PM) and in clude non-electronic components and non-powertrain components (e.g., fue l-fired passenger compartment heaters, on-board reformers).
(16.3) Except as provided below in this paragraph, for 20 05 and subsequent model year vehicles that utilize emission control systems that alter intake air flow or cylinder charge characteristics by actuating valve( s), flap(s), etc. in the intake air delivery system (e.g., swirl control valve syst ems), the manufacturers, in addition to meeting the requirements of section (f) (16.1) above, may elect to have the OBD II system monitor the shaft to which a ll valves in one intake bank are physically attached in lieu of monitoring the intake air flow, cylinder charge, or individual valve(s)/flap(s) for proper f unctional response. For nonmetal shafts or segmented shafts, the monitor shall verify all shaft segments for proper functional response (e.g., by verifying the segment or portion of the shaft furthest from the actuator properly functions ). For systems that have more than one shaft to operate valves in multiple i ntake banks, manufacturers are not required to add more than one set of detection hardware (e.g., sensor, switch, etc.) per intake ba nk to meet this requirement. Vehicles utilizing these emission control systems designed and certified for 2004 or earlier model year vehicles and carried ove r to the 2005 through 2009 model year shall not be required to meet the p rovisions of section (f)(16.3) until the engine or intake air delivery s ystem is redesigned.
(16.4) For emission control strategies that are not cover ed under sections (f)(1) through (f)(13) (e.g., a control strategy that regu lates SCR catalyst inlet temperatures within a target window), Executive Off icer approval shall be based on the effectiveness of the plan in detecting malfunctions that prevent the strategy from operating in its intended manner. These malfunctions include faults that inappropriately prevent or dela y the activation of the emission control strategy, faults that cause the sy stem to erroneously exit the emission control strategy, and faults where the con trol strategy has used up all of the adjustments or authority allowed by the manufacturer and is still

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

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

additional hardware.109

(17) EXCEPTIONS TO MONITORING REQUIREMENTS
(17.1) Except as provided in sections (f)(17.1.1) through (17.1.4) below, upon request of a manufacturer or upon the best engineer ing judgment of the ARB, the Executive Officer may revise the emission thres hold for a malfunction on any diagnostic required in section (f) for medium-d uty vehicles if the most reliable monitoring method developed requires a hig her threshold to prevent significant errors of commission in detecting a mal function. Additionally, for 2007 through 2009 model year light-duty vehicles an d 2007 through 2012 model year medium-duty vehicles, the Executive Offi cer may revise the PM filter malfunction criteria of section (f)(9.2.1) t o exclude detection of specific failure modes (e.g., combined failure of partially melted and partially cracked substrates) if the most reliable monitoring method developed requires the exclusion of specific failure modes to prevent sign ificant errors of commission in detecting a malfunction.
(17.1.1) For PC/LDT SULEV II vehicles, the Executive Office r shall approve a malfunction criterion of 2.5 times the applicable F TP standards in lieu of 1.5 or 1.75 wherever required in section (f).
(17.1.2) For vehicles certified to Federal Bin 3 or Bin 4 e mission standards,

manufacturers shall utilize the ULEV II vehicle NMO G and CO malfunction criteria (e.g., 1.5 times the Bin 3 or Bin 4 NMOG a nd CO standards) and

the PC/LDT SULEV II vehicle NOx malfunction criteri a (e.g., 2.5 times the Bin 3 or Bin 4 NOx standards).
(17.1.3) For medium-duty diesel vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard, the Executi ve Officer shall approve a malfunction criteria of “the applicable P M standard plus 0.02 g/bhp-hr PM (e.g., unable to maintain PM emissions at or below 0.03 g/bhp-hr if the emission standard is 0.01 g/bhp-hr) as measured from an applicable cycle emission test” in lieu of “0.03 g/ bhp-hr PM as measured from an applicable cycle emission test” wherever re quired in section (f). The Executive Officer shall also approve a malfunct ion criteria of “the applicable PM standard plus 0.04 g/bhp-hr PM (e.g., unable to maintain PM emissions at or below 0.05 g/bhp-hr if the emiss ion standard is 0.01 g/bhp-hr) as measured from an applicable cycle emis sion test” in lieu of “0.05 g/bhp-hr PM as measured from an applicable cy cle emission test” wherever required in section (f).
(17.1.4) For 2007 through 2009 medium-duty diesel vehicles (including MDPVs) certified to an engine dynamometer FTP tailpipe PM emission standard of greater than or equal 0.08 g/bhp-hr, the Executive Officer shall approve a malfunction of criteria of 1.5 times the applicable PM standard in lieu of the applicable PM malfunction criteria required for any monitor in section (f).
(17.1.5) For medium-duty diesel vehicles (except MDPVs) cer tified to a chassis dynamometer tailpipe emission standard, the monitor ing requirements and malfunction criteria in section (f) applicable to medium-duty diesel vehicles certified to an engine dynamometer tailpip e emission standard shall apply. However, the manufacturer shall reque st Executive Officer approval of manufacturer-proposed medium-duty chass is dynamometer-110 based malfunction criteria in lieu of the engine dy namometer-based malfunction criteria required for each monitor in s ection (f). The Executive Officer shall approve the request upon finding that : (A) the manufacturer has used good engineering judg ment in determining the malfunction criteria, (B) the malfunction criteria will provide for simil ar timeliness in detection of malfunctioning components with respect to detection of malfunctions on medium-duty diesel vehicles certified to an engine dynamometer tailpipe emission standard, (C) the malfunction criteria are set as stringently as technologically feasible with respect to indicating a malfunction at the low est possible tailpipe emission levels (but not lower than 1.5 times the c hassis dynamometer tailpipe emission standard the vehicle is certified to), considering the best available monitoring technology to the extent that it is known or should have been known to the manufacturer, (D) the malfunction criteria will prevent detection of a malfunction when the monitored component is within the performance speci fications for components aged to the end of the full useful life, and (E) the manufacturer has provided emission data sho wing the emission levels

at which the malfunctions are detected.
(17.2) Whenever the requirements in section (f) of this r egulation require a manufacturer to meet a specific phase-in schedule:
(17.2.1) The phase-in percentages shall be based on the man ufacturer’s projected sales volume for all vehicles subject to the requirements of title 13, CCR section 1968.2 unless specifically stated o therwise in section (f).
(17.2.2) Manufacturers may use an alternate phase-in schedu le in lieu of the required phase-in schedule if the alternate phase-i n schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase in of in-use monit or performance ratio monitoring conditions in section (d)(3.2).
(17.2.3) Small volume manufacturers may use an alternate ph ase-in schedule in accordance with section (f)(17.2.2) in lieu of the required phase-in schedule or may meet the requirement on all vehicle s by the final year of the phase-in in lieu of meeting the specific phase- in requirements for each model year.
(17.3) Manufacturers may request Executive Officer approv al to disable an OBD II system monitor at ambient temperatures below twenty degrees Fahrenheit (20 ° F) (low ambient temperature conditions may be deter mined based on intake air or engine coolant temperature) or at ele vations above 8000 feet above sea level. The Executive Officer shall appro ve the request upon determining that the manufacturer has provided data and/or an engineering evaluation that demonstrate that monitoring during the conditions would be unreliable. A manufacturer may further request, an d the Executive Officer shall approve, that an OBD II system monitor be dis abled at other ambient temperatures upon determining that the manufacturer has demonstrated with data and/or an engineering evaluation that misdiagn osis would occur at the111 ambient temperatures because of its effect on the c omponent itself (e.g., component freezing).
(17.4) Manufacturers may request Executive Officer approv al to disable monitoring systems that can be affected by low fuel level or r unning out of fuel (e.g., misfire detection) when the fuel level is 15 percen t or less of the nominal capacity of the fuel tank. The Executive Officer s hall approve the request upon determining that the manufacturer has submitte d data and/or an engineering evaluation that demonstrate that monito ring at the fuel levels

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

disable other monitors.
(17.6) A manufacturer may disable affected monitoring sys tems in vehicles designed to accommodate the installation of Power T ake-Off (PTO) units (as defined in section (c)), provided disablement occur s only while the PTO unit is active, and the OBD II readiness status is clear ed by the on-board computer (i.e., all monitors set to indicate “not c omplete”) while the PTO unit is activated (see section (g)(4.1) below). If the disablement occurs, the readiness status may be restored to its state prior to PTO activation when the

disablement ends.
(17.7) Whenever the requirements in section (f) of this r egulation require monitoring “to the extent feasible”, the manufacturer shall su bmit its proposed monitor(s) for Executive Officer approval. The Executive Offi cer shall approve the proposal upon determining that the proposed monitor (s) meets the criteria of “to the extent feasible” by considering the best av ailable monitoring technology to the extent that it is known or should have been known to the manufacturer and given the limitations of the manuf acturer’s existing112 hardware, the extent and degree to which the monito ring requirements are met in full, the limitations of the monitoring nece ssary to prevent significant errors of commission and omission, and the extent t o which the manufacturer has considered and pursued alternative monitoring c oncepts to meet the requirements in full. The manufacturer’s considera tion and pursuit of alternative monitoring concepts shall include evalu ation of other modifications to the proposed monitor(s), the monitored component s themselves, and other monitors that use the monitored components (e.g., a ltering other monitors to lessen the sensitivity and reliance on the componen t or characteristic of the component subject to the proposed monitor(s)).

(g) STANDARDIZATION REQUIREMENTS.
(1) Reference Documents : The following Society of Automotive Engineers (SAE) and International Organization for Standardization (ISO) documents ar e incorporated by reference into this regulation:
(1.1) SAE J1930 "Electrical/Electronic Systems Diagnosti c Terms, Definitions, Abbreviations, and Acronyms – Equivalent to ISO/TR 15031-2 :April 30,

2002 ", April 2002 October 2008 (SAE J1930).
(1.2) SAE J1962 "Diagnostic Connector – Equivalent to IS O/DIS 15031- 3:December 14, 2001", April 2002 (SAE J1962).
(1.3) SAE J1978 "OBD II Scan Tool – Equivalent to ISO/DI S 15031-4:December 14, 2001", April 2002 (SAE J1978).
(1.4) SAE J1979 "E/E Diagnostic Test Modes", May 2007 (S AE J1979).
(1.5) SAE J1850 "Class B Data Communications Network Int erface", May 2001 (SAE 1850).
(1.6) SAE J2012 "Diagnostic Trouble Code Definitions – E quivalent to ISO/DIS

15031-6 :April 30, 2002 ", April 2002 December 2007 (SAE J2012).
(1.7) ISO 9141-2:1994 "Road Vehicles-Diagnostic Systems- CARB Requirements for Interchange of Digital Information", February 1 994 (ISO 9141-2).
(1.8) ISO 14230-4:2000 "Road Vehicles-Diagnostic Systems -KWP 2000 Requirements for Emission-related Systems", June 20 00 (ISO 14230-4).
(1.9) ISO 15765-4:2005 "Road vehicles-Diagnostics on Co ntroller Area Network (CAN) - Part 4: Requirements for emissions-related systems", January 2005 (ISO 15765-4).
(1.10) SAE J1939 consisting of:
(1.10.1) January 2005

- J1939 “Recommended Practice for a Serial Control and

Communications Vehicle Network” and the associated subparts included

in SAE HS

- 1939, “Truck and Bus Control and Communications Net work Standards Manual”, 200 5 Edition (SAE J1939) March 2009

. ; (1.10.2) J1939/1 “Recommended Practice for Control and Comm unications Network for On-Highway Equipment”, September 01, 20 00;
(1.10.3) J1939/11 “Physical Layer, 250K bits/s, Twisted Shi elded Pair”, September 18, 2006;
(1.10.4) J1939/13 “Off-Board Diagnostic Connector”, March 1 1, 2004;
(1.10.5) J1939/15 “Reduced Physical Layer, 250K bits/sec, U N-Shielded Twisted Pair (UTP)”, August 21, 2008;113

(1.10.6) J1939/21 “Data Link Layer”, December 22, 2006;
(1.10.7) J1939/31 “Network Layer”, April 02, 2004;
(1.10.8) J1939/71 “Vehicle Application Layer (Through Febru ary 2008)”, January
20, 2009;
(1.10.1) (1.10.9) SAE J1939

- / 73 “Application Layer - Diagnostics”, September 08,

2006

. ; (1.10.10) J1939/81 “Network Management”, May 08, 2003; and
(1.10.11) J1939/84 “OBD Communications Compliance Test Cases For Heavy Duty Components and Vehicles”, December 2008.
(1.11) SAE J1699-3 – “OBD II Compliance Test Cases”, May 2006 (SAE J1699-3).
(1.12) SAE J2534-1 – “Recommended Practice for Pass-Thru Vehicle Programming”, December 2004 (SAE J2534-1).

(2) Diagnostic Connector : A standard data link connector conforming to SAE J1 962 specifications (except as specified in section (g)(2.3)) shall be incorpor ated in each vehicle.
(2.1) The connector shall be located in the driver’s sid e foot-well region of the vehicle interior in the area bound by the driver’s side of the vehicle and the driver's side edge of the center console (or the ve hicle centerline if the vehicle does not have a center console) and at a location n o higher than the bottom of the steering wheel when in the lowest adjustable position. The connector may not be located on or in the center console (i.e ., neither on the horizontal faces near the floor-mounted gear selector, parking brake lever, or cupholders nor on the vertical faces near the car ster eo, climate system, or navigation system controls). The location of the c onnector shall be capable of being easily identified by a “crouched” technici an entering the vehicle from

the driver’s side.
(2.2) If the connector is covered, the cover must be rem ovable by hand without the use of any tools and be labeled to aid technicians in identifying the location of the connector. Access to the diagnostic connector may not require opening or the removal of any storage accessory (e.g., asht ray, coinbox, etc.). The

label shall be submitted to the Executive Officer f or review and approval, at or

before the time the manufacturer submits its certif ication application. The Executive Officer shall approve the label upon dete rmining that it clearly

identifies that the connector is located behind the cover and is consistent with language and/or symbols commonly used in the automo tive industry.
(2.3) Any pins in the connector that provide electrical power shall be properly fused to protect the integrity and usefulness of the conn ector for diagnostic purposes and may not exceed 20.0 Volts DC regardles s of the nominal vehicle system or battery voltage (e.g., 12V, 24V, 42V, etc.).

(3) Communications to a Scan Tool : Manufacturers shall use one of the following standa rdized protocols for communication of all required emission related mess ages from on-board to offboard network communications to a scan tool meeting SAE J1978 specifications:
(3.1) SAE J1850. All required emission related messages using this protocol shall use the Cyclic Redundancy Check and the three byte header, may not use114 inter-byte separation or checksums, and may not req uire a minimum delay of 100 ms between SAE J1978 scan tool requests. This protocol may not be used on any 2008 or subsequent model year vehicle.
(3.2) ISO 9141-2. This protocol may not be used on any 2008 or subsequent model year vehicle.
(3.3) ISO 14230-4. This protocol may not be used on any 2008 or subsequent model year vehicle.
(3.4) ISO 15765-4. This protocol shall be allowed on an y 2003 and subsequent model year vehicle and required on all 2008 and sub sequent model year vehicles. All required emission-related messages u sing this protocol shall use a 500 kbps baud rate.

(4) Required Emission Related Functions : The following standardized functions shall be imple mented in accordance with the specifications in SAE J1979 to allow for access to the required information by a scan tool meeting SAE J1978 specifications:
(4.1) Readiness Status: In accordance with SAE J1979 spe cifications, the OBD II system shall indicate “complete” or “not complete” since the fault memory

was last cleared for each of the installed monitore d components and systems identified in sections (e)(1) through (e)(8), (e)(1 5), (f)(1) through (f)(4), (f)(6), (f)(8), and (f)(15). All 2010 and subsequent model year diesel vehicles shall additionally indicate the appropriate readiness sta tus for monitors identified in sections (f)(5), (f)(7), and (f)(9). All 2010 subs equent model year vehicles equipped with VVT system monitoring and subject to the test results requirements specified in section (g)(4.5.4)(C) sha ll additionally indicate the appropriate readiness status for VVT system monitor s identified in sections (e)(13) and (f)(13). All components or systems tha t are monitored continuously shall always indicate “complete”. Tho se components or systems that are not subject to continuous monitori ng shall immediately indicate “complete” upon the respective diagnostic( s) being fully executed and determining that the component or system is not malfunctioning. A component or system shall also indicate “complete” if after the requisite number of decisions necessary for determining MIL s tatus have been fully executed, the monitor indicates a malfunction for t he component or system. The status for each of the monitored components or systems shall indicate “not complete” whenever fault memory has been clear ed or erased by a means other than that allowed in section (d)(2). N ormal vehicle shut down (i.e., key off, engine off) may not cause the statu s to indicate “not complete”.
(4.1.1) Subject to Executive Officer approval, if monitori ng is disabled for a multiple number of driving cycles due to the contin ued presence of extreme operating conditions (e.g., cold ambient te mperatures, high altitudes, etc), readiness status for the subject m onitoring system may be set to indicate “complete” without monitoring havin g been completed. Executive Officer approval shall be based on the co nditions for monitoring system disablement and the number of driving cycles specified without completion of monitoring before readiness is indica ted as “complete”.
(4.1.2) For the evaporative system monitor:115 (A) Except as provided below in section (g)(4.1.2)( B), the readiness status shall be set in accordance with section (g)(4.1) wh en both the functional check of the purge valve and the leak detection mon itor of the orifice size specified in either section (e)(4.2.2)(B) or (C) (e .g., 0.040 inch or 0.020 inch) indicate that they are complete. (B) For vehicles that utilize a 0.090 inch (in lieu of 0.040 inch) leak detection monitor in accordance with section (e)(4.2.5), the readiness status shall be set in accordance with section (g)(4.1) when bot h the functional check of the purge valve and the leak detection monitor o f the orifice size specified in section (e)(4.2.2)(C) (e.g., 0.020 inc h) indicate that they are complete.
(4.1.3) If the manufacturer elects to additionally indicat e readiness status through the MIL in the key on, engine off position as provi ded for in section (d)(2.1.3), the readiness status shall be indicated in the following manner: If the readiness status for all monitored component s or systems is “complete”, the MIL shall remain continuously illum inated in the key on, engine off position for at least 15-20 seconds. If the readiness status for one or more of the monitored components or systems is “not complete”, after 15-20 seconds of operation in the key on, eng ine off position with the MIL illuminated continuously, the MIL shall blink o nce per second for 5-10 seconds. The data stream value for MIL status (sec tion (g)(4.2)) shall indicate “commanded off” during this sequence unles s the MIL has also

been “commanded on” for a detected fault.
(4.2) Data Stream: The following signals shall be made a vailable on demand through the standardized data link connector in acc ordance with SAE J1979 specifications. The actual signal value shall alwa ys be used instead of a default or limp home value.
(4.2.1) For all vehicles: calculated load value, number of stored confirmed fault codes, engine coolant temperature, engine speed, ab solute throttle position (if equipped with a throttle), vehicle spe ed, OBD requirements to which the engine is certified (e.g., California OBD II, EPA OBD, European OBD, non-OBD) and MIL status (i.e., commanded-on or commanded-off).
(4.2.2) For all vehicles so equipped: fuel control system status (e.g., open loop, closed loop, etc.), fuel trim, fuel pressure, ignit ion timing advance, intake air temperature, manifold absolute pressure, air fl ow rate from mass air flow sensor, secondary air status (upstream, downst ream, or atmosphere), oxygen sensor output, air/fuel ratio s ensor output.
(4.2.3) For all 2005 and subsequent model year vehicles us ing the ISO 15765-4 protocol for the standardized functions required in section (g), the following signals shall also be made available: abs olute load, fuel level (if used to enable or disable any other diagnostics), r elative throttle position (if equipped with a throttle), barometric pressure (directly measured or estimated), engine control module system voltage, c ommanded equivalence ratio, catalyst temperature (if directl y measured or estimated for purposes of enabling the catalyst monitor(s)), monitor status (i.e., disabled for the rest of this driving cycle, comple te this driving cycle, or not complete this driving cycle) since last engine shut -off for each monitor used for readiness status, time elapsed since engin e start, distance116 traveled while MIL activated, distance traveled sin ce fault memory last cleared, and number of warm-up cycles since fault m emory last cleared.
(4.2.4) For all 2005 and subsequent model year vehicles so equipped and using the ISO 15765-4 protocol for the standardized funct ions required in section (g): ambient air temperature, evaporative s ystem vapor pressure, commanded purge valve duty cycle/position, commande d EGR valve duty cycle/position, EGR error between actual and comman ded, PTO status (active or not active), redundant absolute throttle position (for electronic throttle or other systems that utilize two or more sensors), absolute pedal position, redundant absolute pedal position, and co mmanded throttle motor position.
(4.2.5) Additionally, for all 2010 and subsequent model ye ar vehicles with a diesel engine: (A) Calculated load (engine torque as a percentage of maximum torque available at the current engine speed), driver’s de mand engine torque (as a percentage of maximum engine torque), actual engi ne torque (as a percentage of maximum engine torque), engine oil temperature (if used for emission control or any OBD diagnostics), time elapsed since engine start; and (B) Fuel level (if used to enable or disable any ot her diagnostics), barometric pressure (directly measured or estimated), engine c ontrol module system voltage; and (C) Monitor status (i.e., disabled for the rest of this driving cycle, complete this driving cycle, or not complete this driving cy cle) since last engine shutoff for each monitor used for readiness status, dis tance traveled (or engine run time for engines not utilizing vehicle s peed information) while MIL activated, distance traveled (or engine run tim e for engines not utilizing vehicle speed information) since fault me mory last cleared, and number of warm-up cycles since fault memory last cl eared; and (D) For all engines so equipped: absolute throttle position, relative throttle position, fuel injection timing, intake manifold te mperature, intercooler temperature, ambient air temperature, commanded EGR valve duty cycle/position, actual EGR valve duty cycle/positio n, EGR error between actual and commanded, PTO status (active or not act ive), absolute pedal position, redundant absolute pedal position, comman ded throttle motor position, fuel rate, boost pressure, commanded/targ et boost pressure, turbo inlet air temperature, fuel rail pressure, co mmanded fuel rail pressure, PM filter inlet pressure, PM filter inlet temperature, PM filter outlet pressure, PM filter outlet temperature, PM f ilter delta pressure, exhaust pressure sensor output, exhaust gas tempera ture sensor output, injection control pressure, commanded injection con trol pressure, turbocharger/turbine speed, variable geometry turbo position, commanded variable geometry turbo position, turbocharger comp ressor inlet temperature, turbocharger compressor inlet pressure , turbocharger turbine inlet temperature, turbocharger turbine out let temperature, wastegate valve position, glow plug lamp status, PM sensor output, and NOx sensor output;117 (E) Additionally, for all 2010 and subsequent model year medium-duty vehicles with a diesel engine certified on an engin e dynamometer: NOx NTE control area status (i.e., inside control area, outside control area, inside manufacturer-specific NOx NTE carve-out area , or NTE deficiency for NOx active area) and PM NTE control area status (i.e., inside control area, outside control area, inside manufacturer-spe cific PM NTE carve-out area, or NTE deficiency for PM active area)

. ; (F) For all 2013 and subsequent model year vehicles , normalized trigger for PM filter regeneration, PM filter regeneration stat us; and (G) For all 2013 and subsequent model year vehicles , average distance (or engine run time for engines not utilizing vehicle s peed information) between PM filter regenerations.
(4.2.6) Additionally, for all 2013 and subsequent model ye ar vehicles so equipped: (A) EGR temperature, variable geometry turbo contro l status (e.g., open loop, closed loop), reductant level (e.g., urea tank fill level), alcohol fuel percentage, type of fuel currently being used, NOx adsorber regeneration status, NOx adsorber deSOx status, hybrid battery p ack remaining charge; and (B) PM sensor output and distance traveled while lo w/empty SCR reductant driver warning/inducement active.
(4.3) Freeze Frame.
(4.3.1) “Freeze frame” information required to be stored p ursuant to sections (d)(2.2.7), (e)(3.4.3), (e)(6.4.4), (f)(3.4.2)(B), and (f)(4.4.2)(D) shall be made available on demand through the standardized d ata link connector in accordance with SAE J1979 specifications.
(4.3.2) “Freeze frame” conditions must include the fault c ode which caused the data to be stored and all of the signals required i n section (g)(4.2.1) except number of stored confirmed fault codes, OBD requirements to which the engine is certified, MIL status, and abso lute throttle position in accordance with (g)(4.3.3). Freeze frame condition s shall also include all of the signals required on the vehicle in sections (g)(4.2.2) through (g)(4.2.5)(D) , (g)(4.2.5)(F), and (g)(4.2.6)(A) that are used for diagnostic or control purposes in the specific diagnostic or emis sion-critical powertrain control unit that stored the fault code except: oxy gen sensor output, air/fuel ratio sensor output, catalyst temperature, evaporative system vapor pressure, glow plug lamp status, PM sensor ou tput, NOx sensor output, monitor status since last engine shut off, distance traveled while MIL activated, distance traveled since fault memory last cleared, and number of warm-up cycles since fault memory last cl eared.
(4.3.3) In lieu of including the absolute throttle positio n data specified in (g)(4.2.1) in the freeze frame data, diagnostic or emission-cr itical powertrain control units that do not use the absolute throttle positio n data may include the relative throttle position data specified in (g)(4. 2.3) or pedal position data specified in (g)(4.2.4).
(4.3.4) Only one frame of data is required to be recorded. Manufacturers may choose to store additional frames provided that at least the required frame can be read by a scan tool meeting SAE J1978 specif ications.118

(4.4) Fault Codes
(4.4.1) For all monitored components and systems, stored p ending, confirmed, and permanent fault codes shall be made available t hrough the diagnostic connector in accordance with SAE J1979 specificatio ns. Standardized fault codes conforming to SAE J2012 shall be employ ed.
(4.4.2) The stored fault code shall, to the fullest extent possible, pinpoint the likely

cause of the malfunction. To the extent feasible o n all 2005 and subsequent model year vehicles, manufacturers shall use separate fault codes for every diagnostic where the diagnostic and repair procedure or likely cause of the failure is different. In gener al, rationality and functional diagnostics shall use different fault codes than th e respective circuit continuity diagnostics. Additionally, input compon ent circuit continuity diagnostics shall use different fault codes for dis tinct malfunctions (e.g., out-of-range low, out-of-range high, open circuit, etc.).
(4.4.3) Manufacturers shall use appropriate SAE-defined fa ult codes of SAE J2012 (e.g., P0xxx, P2xxx) whenever possible. With Executive Officer approval, manufacturers may use manufacturer-define d fault codes in accordance with SAE J2012 specifications (e.g., P1x xx). Factors to be considered by the Executive Officer for approval sh all include the lack of available SAE-defined fault codes, uniqueness of th e diagnostic or monitored component, expected future usage of the d iagnostic or component, and estimated usefulness in providing ad ditional diagnostic and repair information to service technicians. Man ufacturer-defined fault codes shall be used consistently (i.e., the same fa ult code may not be used to represent two different failure modes) acro ss a manufacturer’s entire product line.
(4.4.4) A fault code (pending and/or confirmed, as require d in sections (d) (e), and (f)) shall be stored and available to an SAE J1 978 scan tool within 10 seconds after a diagnostic has determined that a ma lfunction has occurred. A permanent fault code shall be stored a nd available to an SAE J1978 scan tool no later than the end of an ignitio n cycle (including electronic control unit shutdown) in which the corr esponding confirmed fault code causing the MIL to be illuminated has be en stored.
(4.4.5) Pending fault codes: (A) On all 2005 and subsequent model year vehicles, pending fault codes for all components and systems (including continuously and non-continuously monitored components) shall be made available throu gh the diagnostic connector in accordance with SAE J1979 specificatio ns (e.g., Mode/Service $07). (B) On all 2005 and subsequent model year vehicles, a pending fault code(s) shall be stored and available through the diagnosti c connector for all currently malfunctioning monitored component(s) or system(s), regardless

of the MIL illumination status or confirmed fault c ode status (e.g., even after a pending fault has matured to a confirmed fa ult code and the MIL is illuminated, a pending fault code shall be stored a nd available if the most recent monitoring event indicates the component is malfunctioning). (C) Manufacturers using alternate statistical proto cols for MIL illumination as allowed in section (d)(2.2.6) shall submit to the E xecutive Officer a119 protocol for setting pending fault codes. The Exec utive Officer shall approve the proposed protocol upon determining that , overall, it is equivalent to the requirements in sections (g)(4.4. 5)(A) and (B) and that it effectively provides service technicians with a qui ck and accurate indication of a pending failure.
(4.4.6) Permanent fault codes: (A) Permanent fault codes for all components and sy stems shall be made available through the diagnostic connector in a sta ndardized format that distinguishes permanent fault codes from both pendi ng fault codes and

confirmed fault codes. (B) A confirmed fault code shall be stored as a per manent fault code no later than the end of the ignition cycle and subsequently at all times that the confirmed fault code is commanding the MIL on (e.g. , for currently failing systems but not during the 40 warm-up cycle self-he aling process described in section (d)(2.4)). (C) Permanent fault codes shall be stored in NVRAM and may not be erasable by any scan tool command (generic or enhan ced) or by disconnecting power to the on-board computer. (D) Permanent fault codes may not be erased when th e control module containing the permanent fault codes is reprogramme d unless the readiness status (refer to section (g)(4.1)) for al l monitored components and systems is set to “not complete” in conjunction with the reprogramming event. (E) The OBD system shall have the ability to store a minimum of four current confirmed fault codes as permanent fault codes in N VRAM. If the number of confirmed fault codes currently commanding the M IL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall store the earliest detected confirmed fault codes as permanent fault codes. If additional confirmed fau lt codes are stored when the maximum number of permanent fault codes is already stored in NVRAM, the OBD system may not replace any existing permanent fault

code with the additional confirmed fault codes.
(4.5) Test Results
(4.5.1) For all monitored components and systems for gasol ine engine vehicles identified in sections (e)(1) through (e)(8) except misfire detection, fuel system monitoring, and oxygen sensor circuit and ou t-of-range monitoring, and for all monitored components and systems for di esel engine vehicles identified in sections (f)(1) through (f)(9) except those required to be monitored continuously, results of the most recent monitoring of the components and systems and the test limits establis hed for monitoring the respective components and systems shall be stored a nd available through the data link in accordance with SAE J1979 specific ations.
(4.5.2) The test results shall be reported such that prop erly functioning components and systems (e.g., “passing” systems) do not store test

values outside of the established test limits.
(4.5.3) The test results shall be stored until updated by a more recent valid test result or the fault memory of the OBD II system com puter is cleared. Upon fault memory being cleared, test results repor ted for monitors that120 have not yet completed since the last time the faul t memory was cleared shall report values that do not indicate a failure (i.e., a test value which is outside of the test limits).
(4.5.4) Additionally, for vehicles using ISO 15765-4 (see section (g)(3.4)) as the communication protocol: (A) The test results and limits shall be made avail able in the standardized format specified in SAE J1979 for the ISO 15765-4 p rotocol. Test results using vehicle manufacturer-defined monitor identifi cations (i.e., SAE J1979 OBDMIDs in the range of $E1-$FF) may not be u sed. (B) Test limits shall include both minimum and maxi mum acceptable values and shall be reported for all test results required in section (g)(4.5.1). The

test limits shall be defined so that a test result equal to either test limit is a “passing” value, not a “failing” value. (C) For 2005 and subsequent model year vehicles, mi sfire monitoring test results shall be calculated and reported in the sta ndardized format specified in SAE J1979. For 25 percent of 2009, 50 percent of 2010, and 100 percent of 2011 and subsequent model year vehic les equipped with VVT systems, VVT monitoring test results and limits shall be stored and available in the standardized format specified in S AE J1979. (D) Monitors that have not yet completed since the last time the fault memory was cleared shall report values of zero for the tes t result and test limits. (E) All test results and test limits shall always b e reported and the test results shall be stored until updated by a more recent vali d test result or the fault memory of the OBD II system computer is cleared. F or monitors with multiple pass/fail criteria (e.g., a purge flow dia gnostic that can pass upon seeing a rich shift, lean shift, or engine speed ch ange), on 25 percent of 2009, 50 percent of 2010, and 100 percent of 2011 a nd subsequent model year vehicles, only the test results used in the most recent decis ion shall be reported with valid results and limits whi le test results not used in the most recent decision shall report values of zer o for the test results and limits (e.g., a purge flow monitoring event that p assed based on seeing a rich shift shall report the results and the limits of the rich shift test and shall report values of zero for the results and lim its of the lean shift and engine speed change tests). (F) The OBD II system shall store and report unique test results for each separate diagnostic (e.g., an OBD II system with in dividual evaporative system diagnostics for 0.040 inch and 0.020 inch le aks shall separately report 0.040 inch and 0.020 inch test results).
(4.6) Software Calibration Identification
(4.6.1) On all vehicles, a software calibration identifica tion number (CAL ID) for the diagnostic or emission critical powertrain cont rol unit(s) shall be made available through the standardized data link connec tor in accordance with the SAE J1979 specifications. Except as provided f or in section (g)(4.6.3), for 2009 and subsequent model year vehi cles, the OBD II system shall use a single software calibration iden tification number (CAL ID) for each diagnostic or emission critical powert rain control unit(s) that replies to a generic scan tool with a unique module address.121

(4.6.2) A unique CAL ID shall be used for every emission-r elated calibration and/or software set having at least one bit of diff erent data from any other

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

manual and automatic transmissions but will illumin ate the MIL if the variant selected does not match the type of transmi ssion on the vehicle) are not required to use unique CAL IDs.
(4.6.3) For 2009 and subsequent model year vehicles, manuf acturers may request Executive Officer approval to respond with more than one CAL ID per diagnostic or emission critical powertrain cont rol unit. Executive Officer approval of the request shall be based on t he method used by the manufacturer to ensure each control unit will respo nd to a SAE J1978 scan tool with the CAL IDs in order of highest to l owest priority with regards to areas of the software most critical to e mission and OBD II system performance.
(4.7) Software Calibration Verification Number
(4.7.1) All 2005 2 and subsequent model year vehicles shall use an al gorithm to calculate a calibration verification number (CVN) t hat verifies the on-board computer software integrity in diagnostic or emissi on critical electronically reprogrammable powertrain control units. The CVN s hall be made available through the standardized data link connec tor in accordance with the SAE J1979 specifications. The CVN shall be cap able of being used to

determine if the emission-related software and/or c alibration data are valid and applicable for that vehicle and CAL ID. For 50 percent of 2010 and 100 percent of 2011 and subsequent model year vehic les, one CVN shall

be made available for each CAL ID made available an d each CVN shall be output to a generic scan tool in the same order as the CAL IDs are output to the scan tool to allow the scan tool to m atch each CVN to the corresponding CAL ID.
(4.7.2) Manufacturers shall request Executive Officer appr oval of the algorithm used to calculate the CVN. Executive Officer appro val of the algorithm shall be based on the complexity of the algorithm a nd the difficulty in achieving the same CVN with modified calibration va lues.
(4.7.3) The CVN shall be calculated at least once per driv ing cycle and stored until the CVN is subsequently updated. Except for immediately after a reprogramming event or a non-volatile memory clear or for the first 30 seconds of engine operation after a volatile memory clear or battery disconnect, the stored value shall be made availabl e through the data link connector to a generic scan tool in accordance with SAE J1979 specifications. The stored CVN value may not be er ased when fault

2 The requirements of section (g)(4.7) shall superc ede the requirements set forth in title 13, CCR sec tion 1968.1(l)(4.0).122 memory is erased by a generic scan tool in accordan ce with SAE J1979 specifications or during normal vehicle shut down ( i.e., key off, engine off).
(4.7.4) For purposes of Inspection and Maintenance (I/M) t esting, manufacturers

shall make the CVN and CAL ID combination informati on available for all 2008 and subsequent model year vehicles in a standa rdized electronic

format that allows for off-board verification that the CVN is valid and appropriate for a specific vehicle and CAL ID. The standardized

electronic format is detailed in Attachment E: CAL ID and CVN Data of ARB Mail-Out #MSC 06-23, December 21, 2006, incorpo rated by

reference. Manufacturers shall submit the CVN and CAL ID information to the Executive Officer not more than 25 days afte r the close of a calendar quarter.
(4.8) Vehicle Identification Number:
(4.8.1) All 2005 and subsequent model year vehicles shall have the vehicle identification number (VIN) available in a standard ized format through the

standardized data link connector in accordance with SAE J1979 specifications. Only one electronic control unit p er vehicle shall report the

VIN to an SAE J1978 scan tool.
(4.8.2) For 2012 and subsequent model year vehicles, if th e VIN is reprogrammable, all emission-related diagnostic inf ormation (i.e., all information required to be erased in accordance wit h SAE J1979 specifications when a Mode/Service $04 clear/reset emission-related diagnostic information command is received) shall b e erased in conjunction with the reprogramming of the VIN.
(4.9) ECU Name: The name of each electronic control unit that responds to an SAE J1978 scan tool with a unique address or identi fier shall be

communicated in a standardized format in accordance with SAE J1979 (i.e., ECUNAME in Service/Mode $09, InfoType $0A). Except as specified for vehicles with more than one engine control unit, co mmunication of the ECU name in a standardized format is required on 50 per cent of 2010, 75 percent of 2011, and 100 percent of 2012 and subsequent mod el year vehicles. For vehicles with more than one engine control unit (e. g., a 12 cylinder engine with two engine control units, each of which contro ls six cylinders), communication of the ECU name is required on all 20 10 and subsequent model year vehicles.

(5) In-use Performance Ratio Tracking Requirements : (5.1) For each monitor required in section (e) to separa tely report an in-use performance ratio, manufacturers shall implement so ftware algorithms to report a numerator and denominator in the standardi zed format specified below and in accordance with the SAE J1979 specific ations.
(5.2) Numerical Value Specifications:
(5.2.1) For the numerator, denominator, general denominato r, and ignition cycle

counter: (A) Each number shall have a minimum value of zero and a maximum value of 65,535 with a resolution of one. (B) Each number shall be reset to zero only when a non-volatile memory reset occurs (e.g., reprogramming event, etc.) or, if the numbers are123 stored in keep-alive memory (KAM), when KAM is lost due to an interruption in electrical power to the control mod ule (e.g., battery disconnect, etc.). Numbers may not be reset to zer o under any other circumstances including when a scan tool command to clear fault codes

or reset KAM is received. (C) If either the numerator or denominator for a sp ecific component reaches the maximum value of 65,535 ±2, both numbers shall be divided by two before either is incremented again to avoid overflo w problems. (D) If the ignition cycle counter reaches the maxim um value of 65,535 ±2, the ignition cycle counter shall rollover and increment to zero on the next ignition cycle to avoid overflow problems. (E) If the general denominator reaches the maximum value of 65,535 ±2, the general denominator shall rollover and increment to zero on the next driving cycle that meets the general denominator de finition to avoid overflow problems. (F) If a vehicle is not equipped with a component ( e.g., oxygen sensor bank 2, secondary air system), the corresponding numerat or and denominator for that specific component shall always be reporte d as zero.
(5.2.2) For the ratio: (A) The ratio shall have a minimum value of zero an d a maximum value of

7.99527 with a resolution of 0.000122. (B) A ratio for a specific component shall be consi dered to be zero whenever the corresponding numerator is equal to zero and th e corresponding

denominator is not zero. (C) A ratio for a specific component shall be consi dered to be the maximum value of 7.99527 if the corresponding denominator i s zero or if the actual value of the numerator divided by the denominator e xceeds the maximum

value of 7.99527.

(6) Engine Run Time Tracking Requirements : (6.1) For all 2010 and subsequent model year medium-duty vehicles equipped with diesel engines, manufacturers shall implement softw are algorithms to individually track and report in a standardized for mat the engine run time while being operated in the following conditions:
(6.1.1) Total engine run time;
(6.1.2) Total idle run time (with “idle” defined as accele rator pedal released by driver, vehicle speed less than or equal to one mile per ho ur, engine speed greater than or equal to 50 to 150 rpm below the normal warmedup idle speed (as determined in the drive position for vehicles equipped with an automatic transmission), and PTO not active) , and either vehicle speed less than or equal to one mile per hour or en gine speed less than or equal to 200 rpm above normal warmed-up idle ; (6.1.3) Total run time with PTO active.
(6.1.4) Total run time with EI-AECD #1active;
(6.1.5) Total run time with EI-AECD #2 active; and so on u p to
(6.1.6) Total run time with EI-AECD #n active.
(6.2) For all 2010 and subsequent model year light-duty vehicles equipped with diesel engines, manufacturers shall implement softw are algorithms to124 individually track and report in a standardized for mat the engine run time while being operated in the following conditions:
(6.2.1) Total engine run time;
(6.2.2) Total run time with EI-AECD #1active;
(6.2.3) Total run time with EI-AECD #2 active; and so on u p to
(6.2.4) Total run time with EI-AECD #n active.
(6.3) Numerical Value Specifications:
(6.3.1) For each counter specified in section (g)(6): (A) Each number shall conform to the standardized f ormat specified in SAE

J1979. (B) Each number shall be reset to zero only when a non-volatile memory reset occurs (e.g., reprogramming event). Numbers may not be reset to zero under any other circumstances including when a scan tool (generic or enhanced) command to clear fault codes or reset KAM is received. (C) If any of the individual counters reach the max imum value, all counters shall be divided by two before any are incremented again to avoid overflow problems.
(6.4) Separation Specifications of EI-AECDs
(6.4.1) For purposes of section (g)(6.4), the following te rms shall be defined as

follows: (A) “Purpose” is defined as the objective of the EI -AECD when it is activated (e.g., EGR valve protection); (B) “Action” is defined as a specific component/ele ment act that is commanded when the EI-AECD is activated (e.g., EGR system is derated); (C) “Parameter” is defined as a component/element ( e.g., ECT, oil temperature) used to determine when to activate the EI-AECD; and (D) “Condition” is defined as the specific characte ristic/state exhibited by the parameter (e.g., ECT above 100 degrees Celsius) tha t triggers activation

of the EI-AECD.
(6.4.1) Each EI

- AECD shall be tracked i ndividually and increment the counters at all times the conditions necessary to activate the EI

- AECD are present.
(6.4.2) Each unique combination of action, parameter, and condition within a purpose shall be tracked as a separate EI-AECD and increment the timer(s) at all times the condition necessary to ac tivate the EI-AECD is
present. (6.4.2) (A) For EI-AECDs that implement an action of variable degree based on the varying characteristics of a parameter (e.g. , derate EGR more aggressively as engine oil temperature continues to increase), the EIAECD shall be tracked by incrementing two separate timers within a single EI-AECD (e.g., EI-AECD #1 timer 1 and EI-AEC D #1 timer 2) as

follows have variable actions or degrees of action (e.g., derate EGR more aggressively as engine oil t emperature continues to increase), the EI

AECD shall be tracked as two separate EI

- AE CDs and in crement two

counters. : (A) (i) The first of the two counters timers shall be incremented whenever the EI-AECD is commanding some amount of reduced em ission control effectiveness up to but not including 75 pe rcent of the125 maximum reduced emission control effectiveness that the EI-AECD is capable of commanding during in-use vehicle or engi ne operation. For example, an overheat protection strategy that progr essively derates EGR and eventually shuts off EGR as oil temperature increases would

accumulate time for the first counter timer from the time derating of EGR begins up to the time that EGR is derated 75 pe rcent. As a second example, an overheat protection strategy tha t advances fuel injection timing progressively up to a maximum adva nce of 15 degrees crank angle as the engine coolant temperature incre ases would

accumulate time for the first counter timer from the time advance is applied up to the time that advance reaches 11.25 d egrees (75 percent of the maximum 15 degrees). (B) (ii) The second of the two counters timers shall be incremented whenever the EI-AECD is commanding 75 percent or mo re of the

maximum reduced emission control effectiveness that the EI-AECD is capable of commanding during in-use vehicle or engi ne operation. For example, the second counter timer for the first example EI-AECD identified in section (g)(6.4.2

. )(A) (i) would accumulate time from the time that EGR is derated 75 percent up to and inclu ding when EGR is completely shut off. For the second example EI-AECD identified in section (g)(6.4.2)(A) (i) , the second counter timer would accumulate time from the time fuel injection timing advance is at 11.25 degrees up to and including the maximum advance of 15 degrees.
(6.4.3) A manufacturer may request Executive Officer appro val to combine multiple unique actions, parameters, and/or conditi ons to be tracked within a single EI-AECD. The manufacturer shall submit a plan for combining, tracking, and incrementing the EI-AECD to the Execu tive Officer for approval. Executive Officer approval of the plan s hall be based on the effectiveness and the equivalence of the incrementi ng plan to determine the amount of EI-AECD activity per condition relati ve to the measure of EI-AECD activity under section (g)(6.4.2).
(6.4.4) For EI-AECDs that are activated solely due to elev ation, the timer shall be incremented only for the portion of EI-AECD activat ion when the elevation is below 8000 feet (e.g., the timer for an EI-AECD that is activated when

the elevation is above 5000 feet shall be increment ed only when the EIAECD is active and the elevation is below 8000 feet ).
(6.4.5) For EI-AECDs that are initially activated due to e ngine warm-up and are subsequently reactivated after the engine has warme d up, the timer shall be incremented only when the EI-AECD is active afte r the initial engine warm-up (e.g., an EI-AECD that turns off an emissio n control at low engine coolant temperature would not increment the timer during initial warm-up but would increment the timer if coolant te mperature subsequently dropped below the low temperature and reactivated the EIAECD later in the drive cycle).
(6.4.3) (6.4.6) If more than one EI-AECD is currently active, the counters timers for both EI-AECDs shall accumulate time, regardless if there is overlap or redundancy in the commanded action (e.g., two diffe rent EI-AECDs independently but simultaneously commanding EGR off shall both126 accumulate time in their respective counters timers ).

(7) Exceptions to Standardization Requirements

. (7.1) For medium-duty vehicles equipped with a diesel en gine certified on an engine dynamometer, a manufacturer may request Exec utive Officer approval to use both: (1) an alternate diagnostic c onnector, and emissionrelated message structure and format in lieu of the standardization requirements in sections (g)(2) and (4) that refer to SAE J1962, SAE J1978, and SAE J1979, and (2) an alternate communication p rotocol in lieu of the identified protocols in section (g)(3). The Execut ive Officer shall approve the request if the alternate diagnostic connector, comm unication protocol, and emission-related message format and structure reque sted by the manufacturer meet the standardization requirements in title 13, CCR section 1971.1 applicable for 2013 and subsequent model yea r heavy-duty diesel engines and the information required to be made ava ilable in section (g)( 4.1) through (g)(6) (e.g., readiness status, data stream parameters, permanent fault codes, engine run time tracking data) is avai lable in a standardized format through the alternate emission-related messa ge format.
(7.2) For 2004 model year vehicles only, wherever the re quirements of sections (g)(2) and (g)(4) reflect a substantive change from the requirements of title 13, CCR sections 1968.1(e), (f), (k), or (l) for th e 2003 model year vehicles, the manufacturer may request Executive Officer appr oval to continue to use the requirements of section 1968.1 in lieu of the r equirements of sections (g)(2) and (g)(4). The Executive Officer shall app rove the request upon determining that the manufacturer has submitted dat a and/or engineering

evaluation that demonstrate that software or hardwa re changes would be required to comply with the requirements of section s (g)(2) and (g)(4) and that the system complies with the requirements of sectio ns 1968.1(e), (f), (k), and (l).

(h) MONITORING SYSTEM DEMONSTRATION REQUIREMENTS FOR

CERTIFICATION.
(1) General

. (1.1) Certification requires that manufacturers submit e mission test data from one or more durability demonstration test vehicles (tes t vehicles). For applications certified on engine dynamometers, engi nes may be used instead

of vehicles.
(1.2) The Executive Officer may approve other demonstrat ion protocols if the manufacturer can provide comparable assurance that the malfunction criteria are chosen based on meeting emission requirements a nd that the timeliness

of malfunction detection is within the constraints of the applicable monitoring requirements.
(1.3) For flexible fuel vehicles capable of operating on more than one fuel or fuel combinations, the manufacturer shall submit a plan for providing emission test data to the Executive Officer for approval. T he Executive Officer shall approve the plan if it is determined to be represen tative of expected in-use fuel or fuel combinations and provides accurate and timely evaluation of the monitored systems.127

(2) Selection of Test Vehicles : (2.1) Prior to submitting any applications for certifica tion for a model year, a manufacturer shall notify the Executive Officer of the test groups planned for that model year. The Executive Officer will then s elect the test group(s) that

the manufacturer shall use as demonstration test ve hicles to provide

emission test data. The selection of test vehicles for production vehicle evaluation, as specified in section (j), may take p lace during this selection

process. (2.2) A manufacturer certifying one to five test groups in a model year shall provide

emission test data from a test vehicle from one tes t group. A manufacturer certifying six to fifteen test groups in a model ye ar shall provide emission test data from test vehicles from two test groups. A ma nufacturer certifying sixteen or more test groups in a model year shall p rovide emission test data from test vehicles from three test groups. The Exe cutive Officer may waive the requirement for submittal of data from one or m ore of the test groups if data have been previously submitted for all of the test groups.
(2.3) For the test vehicle(s), a manufacturer shall use a certification emission durability test vehicle(s), a representative high m ileage vehicle(s), or a vehicle(s) aged to the end of the full useful life using an ARB-approved alternative durability procedure (ADP).
(3) Required Testing for Gasoline/Spark-ignited vehicle s : Except as provided below, the manufacturer shall pe rform single-fault testing based on the applicable FTP test with the following components/systems set at their malfunction criteria limits as determined by the manufacturer for meeting the requirements of section (e):
(3.1) Exhaust Gas Sensors:
(3.1.1) The manufacturer shall perform a test with all pri mary oxygen sensors (conventional switching sensors and wide range or u niversal sensors) used for fuel control simultaneously possessing a r esponse rate

deteriorated to the malfunction criteria limit. Ma nufacturers shall also perform a test for any other oxygen sensor paramete r that can cause

vehicle emissions to exceed the malfunction thresho ld (e.g., 1.5 times the applicable standards due to a shift in air/fuel rat io at which oxygen sensor switches, decreased amplitude, etc.). When perform ing additional test(s), all primary and secondary (if applicable) oxygen se nsors used for fuel control shall be operating at the malfunction crite ria limit for the applicable parameter only. All other primary and secondary ox ygen sensor parameters shall be with normal characteristics.
(3.1.2) For vehicles utilizing sensors other than oxygen s ensors for primary fuel control (e.g., hydrocarbon sensors, etc.), the manu facturer shall submit, for Executive Officer approval, a demonstration tes t plan for performing testing of all of the sensor parameters that can ca use vehicle emissions to exceed the malfunction threshold (e.g., 1.5 times t he applicable standards). The Executive Officer shall approve th e plan if it is determined that it will provide data that will assu re proper performance of the diagnostics of the sensors, consistent with the intent of section (h).
(3.2) EGR System: The manufacturer shall perform a test at the low flow limit.128

(3.3) VVT System: For 2006 through 2008 model year Low E mission II applications and all 2009 and subsequent model year vehicles, th e manufacturer shall perform a test at each target error limit and slow response limit calibrated to the malfunction criteria (e.g., 1.5 times the FTP s tandard) in sections (e)(13.2.1) and (13.2.2). In conducting the VVT sy stem demonstration tests, the manufacturer may use computer modifications to cause the VVT system to operate at the malfunction limit if the manufact urer can demonstrate that the computer modifications produce test results equ ivalent to an induced

hardware malfunction.
(3.4) Fuel System:
(3.4.1) For vehicles with adaptive feedback based on the p rimary fuel control sensor(s), the manufacturer shall perform a test wi th the adaptive feedback based on the primary fuel control sensor(s ) at the rich limit(s) and a test at the lean limit(s) established by the manufacturer in section (e)(6.2.1) to detect a malfunction before emissions exceed the malfunction threshold (e.g., 1.5 times the applicab le standards).
(3.4.2) For vehicles with feedback based on a secondary fu el control sensor(s) and subject to the malfunction criteria in section (e)(6.2.1), the manufacturer shall perform a test with the feedback based on the secondary fuel control sensor(s) at the rich limit( s) and a test at the lean limit(s) established by the manufacturer in section (e)(6.2.1) to detect a

malfunction before emissions exceed the malfunction threshold (e.g., 1.5 times the applicable standards).
(3.4.3) For other fuel metering or control systems, the ma nufacturer shall perform a test at the criteria limit(s).
(3.4.4) For purposes of fuel system testing, the fault(s) induced may result in a uniform distribution of fuel and air among the cyli nders. Non-uniform

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

malfunction limit if the manufacturer can demonstra te that the computer modifications produce test results equivalent to an induced hardware

malfunction.
(3.5) Misfire: The manufacturer shall perform a test at the malfunction criteria limit specified in section (e)(3.2.2). The testing is no t required for diesel applications.
(3.6) Secondary Air System: The manufacturer shall perfo rm a test at the low flow limit. Manufacturers performing only a functional check in accordance with the provisions of section (e)(5.2.2)(B) or (e)(5.2. 4) shall perform a test at the

functional check flow malfunction criteria.
(3.7) Catalyst System: The manufacturer shall perform a test using a catalyst system deteriorated to the malfunction criteria usi ng methods established by the manufacturer in accordance with sections (e)(1. 2.6) and (1.2.7).
(3.8) Heated Catalyst Systems: The manufacturer shall pe rform a test at the malfunction criteria limit established by the manuf acturer in section (e)(2.2).
(3.9) Other systems: The manufacturer shall conduct demo nstration tests for all other emission control components designed and cali brated to an emission threshold malfunction criteria (e.g., 1.5 times any of the applicable emission129 standards) (e.g., hydrocarbon traps, adsorbers, etc .) under the provisions of section (e)(16).
(3.10) The manufacturer may electronically simulate deter iorated components if the

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

malfunction but may not make any vehicle control unit modificat ions (unless otherwise excepted above or exempted pursuant to this section ) when performing demonstration tests. All equipment nece ssary to duplicate the

demonstration test must be made available to the AR B upon request. A manufacturer may request Executive Officer approval to electronically simulate a deteriorated component with engine contr ol unit modifications. The Executive Officer shall approve the request up on determining the manufacturer has submitted data and/or engineering analysis demonstrating that is technically infeasible, very difficult, and /or resource intensive to implant the fault with modifications external to the engine control unit.
(4) Required Testing for Diesel/Compression-ignition ve hicles : Except as provided below, the manufacturer shall pe rform single-fault testing based on the applicable test with the following com ponents/systems set at their malfunction criteria limits as determined by the ma nufacturer for meeting the requirements of section (f).
(4.1) NMHC Catalyst: The manufacturer shall perform a se parate test for each monitored NMHC catalyst(s) that is used for a different purpose (e.g., oxidation catalyst upstream of a PM filter, NMHC catalyst used downst ream of an SCR catalyst ). The catalyst(s) being evaluated shall be deteri orated to the applicable malfunction criteria established by the manufacturer in section (f)(1.2.2) using methods established by the manufac turer in accordance with section (f)(1.2.4). For each monitored NMHC cataly st(s), the manufacturer shall also demonstrate that the OBD II system will detect a catalyst malfunction with the catalyst at its maximum level of deterioration (i.e., the substrate(s) completely removed from the catalyst c ontainer or “empty” can). Emission data are not required for the empty can d emonstration.
(4.2) NOx Catalyst: The manufacturer shall perform a sep arate test for each monitored NOx catalyst(s) that is used for a different purpose (e.g., passive lean NOx catalyst, SCR catalyst). The catalyst(s) being evaluated sha ll be deteriorated to the applicable malfunction criteria established by the manufacturer in sections (f)(2.2.2)(A) and (f)(2.2. 3)(A) using methods established by the manufacturer in accordance with section (f)(2.2.4). For each monitored NOx catalyst(s), the manufacturer sh all also demonstrate that the OBD II system will detect a catalyst malfunctio n with the catalyst at its maximum level of deterioration (i.e., the substrate (s) completely removed from the catalyst container or “empty” can). Emiss ion data are not required for the empty can demonstration.
(4.3) Misfire Monitoring: For 2010 and subsequent model year vehicles subject to section (f)(3.2.2), the manufacturer shall perform a test at the malfunction criteria limit specified in section (f)(3.2.2). A misfire monitor demonstration test is not required for vehicles not subject to se ction (f)(3.2.2).
(4.4) Fuel System: The manufacturer shall perform a sepa rate test for each applicable malfunction limit established by the man ufacturer for the fuel130 system parameters (e.g., fuel pressure, injection t iming, injection quantity) specified in sections (f)(4.2.1) through (f)(4.2.3) . When performing a test for a specific parameter, the fuel system shall be oper ating at the malfunction criteria limit for the applicable parameter only. All other parameters shall be with normal characteristics. In conducting the fue l system demonstration tests, the manufacturer may use computer modificati ons to cause the fuel system to operate at the malfunction limit if the m anufacturer can demonstrate to the Executive Officer that the compu ter modifications produce test results equivalent to an induced hardware malf unction.
(4.5) Exhaust Gas Sensor: The manufacturer shall perform a test for each exhaust gas sensor parameter calibrated to the malfunction criteria in sections (f)(5.2.1)(A)(i), (f)(5.2.1)(B)(i), and (f)(5.2.2)( A). When performing a test, all exhaust gas sensors used for the same purpose (e.g. , for the same feedback control loop, for the same control feature on paral lel exhaust banks) shall be operating at the malfunction criteria limit for the applicable parameter only. All other exhaust gas sensor parameters shall be wi th normal characteristics.
(4.6) EGR System: The manufacturer shall perform a test at each flow, slow response, and cooling limit calibrated to the malfu nction criteria in sections (f)(6.2.1) through (f)(6.2.3) and (f)(6.2.5). In conducting the EGR cooler performance demonstration test, the EGR cooler(s) b eing evaluated shall be deteriorated to the applicable malfunction criteria using methods established by the manufacturer in accordance with section (f)( 6.2.5)(C). In conducting the EGR system slow response demonstration tests, t he manufacturer may use computer modifications to cause the EGR system to operate at the

malfunction limit if the manufacturer can demonstra te to the Executive Officer that the computer modifications produce test result s equivalent to an induced

hardware malfunction or that there is no reasonably feasible method to

induce a hardware malfunction

. (4.7) Boost Pressure Control System: The manufacturer sh all perform a test at each boost, response, and cooling limit calibrated to the malfunction criteria in sections (f)(7.2.1) through (f)(7.2.4). In conducting the charge air undercooling demonstration test, the charge air coo ler(s) being evaluated shall be deteriorated to the applicable malfunction criteria established by the manufacturer in section (f)(7.2.4)(A) using methods established by the manufacturer in accordance with section (f)(7.2.4)( C).
(4.8) NOx Adsorber: The manufacturer shall perform a tes t using a NOx adsorber(s) deteriorated to the malfunction criteri a in section (f)(8.2.1). The

manufacturer shall also demonstrate that the OBD II system will detect a NOx

adsorber malfunction with the NOx adsorber at its m aximum level of deterioration (i.e., the substrate(s) completely re moved from the container or “empty” can). Emission data are not required for t he empty can

demonstration.
(4.9) PM Filter: The manufacturer shall perform a test u sing a PM filter(s) deteriorated to each applicable malfunction criteri a in sections (f)(9.2.1), (f)(9.2.2), and (f)(9.2.4). The manufacturer shall also demonstrate that the OBD II system will detect a PM filter malfunction w ith the filter at its maximum level of deterioration (i.e., the filter(s) complet ely removed from the filter container or “empty” can). Emission data are not r equired for the empty can131 demonstration.
(4.10) Cold Start Emission Reduction Strategy: The manufa cturer shall perform a test at the malfunction criteria for the system or for each component monitored according to section (f)(12.2.2).
(4.10) (4.11) VVT System: The manufacturer shall perform a test a t each target error limit and slow response limit calibrated to t he malfunction criteria in sections (f)(13.2.1) and (f)(13.2.2). In conductin g the VVT system demonstration tests, the manufacturer may use compu ter modifications to cause the VVT system to operate at the malfunction limit if the manufacturer

can demonstrate to the Executive Officer that the c omputer modifications produce test results equivalent to an induced hardw are malfunction.
(4.11) (4.12) For each of the testing requirements of section (h) (4), if the manufacturer has established that only a functional check is required because no failure or deterioration of the specific tested system could result in an engine’s emissions exceeding the emission mal function criteria, the manufacturer is not required to perform a demonstra tion test; however the manufacturer is required to provide the data and/or engineering analysis used to determine that only a functional test of the sys tem(s) is required.
(4.13) For each of the testing requirements of (h)(4), wh en performing a test, all components or systems used in parallel for the same purpose (e.g., separate

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

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

malfunction criteria limit.
(4.14) The manufacturer may electronically simulate deter iorated components if the

manufacturer can demonstrate to the Executive Offic er that the computer modifications produce test results equivalent to an induced hardware malfunction but may not make any engine control uni t modifications (unless otherwise provided above or exempted pursuant to th is section) when performing demonstration tests. All equipment nece ssary to duplicate the demonstration test must be made available to ARB up on request. A manufacturer may request Executive Officer approval to electronically simulate a deteriorated component with engine contr ol unit modifications. The Executive Officer shall approve the request upo n determining the manufacturer has submitted data and/or engineering analysis demonstrating that it is technically infeasible, very difficult, and/or resource intensive to implant the fault with modifications external to th e engine control unit.
(5) Testing Protocol : (5.1) Preconditioning: The manufacturer shall use an app licable cycle (FTP, SET, or Unified Cycle) for preconditioning test vehicles prior to conducting each of the above emission tests. Upon determining that a manufacturer has provided data and/or an engineering evaluation that demonstrate that additional preconditioning is necessary to stabiliz e the emission control system, the Executive Officer shall allow the manuf acturer to perform a single additional preconditioning cycle, identical to the initial preconditioning cycle,132 or a Federal Highway Fuel Economy Driving Cycle, fo llowing a ten minute (20 minutes for medium duty engines certified on an eng ine dynamometer) hot soak after the initial preconditioning cycle. The manufacturer may not require the test vehicle to be cold soaked prior to conduct ing preconditioning cycles in order for the monitoring system testing to be su ccessful.
(5.2) Test Sequence:
(5.2.1) The manufacturer shall set the system or component on the test vehicle

for which detection is to be tested at the criteria limit(s) prior to conducting the applicable preconditioning cycle(s). If a seco nd preconditioning cycle is permitted in accordance with section (h)(5.1) ab ove, the manufacturer may adjust the system or component to be tested bef ore conducting the second preconditioning cycle. The manufacturer may not replace, modify, or adjust the system or component after the last pr econditioning cycle has taken place.
(5.2.2) After preconditioning, the test vehicle shall be o perated over the applicable cycle to allow for the initial detection of the tested system or component malfunction. This test cycle may be omit ted from the testing protocol if it is unnecessary. If required by the designated monitoring strategy, a cold soak may be performed prior to con ducting this driving cycle.
(5.2.3) The test vehicle shall then be operated over the a pplicable exhaust emission test. If monitoring is designed to run du ring the Unified Cycle, a second Unified Cycle may be conducted prior to the exhaust emission

test.
(5.3) A manufacturer required to test more than one test vehicle (section (h)(2.2)) may utilize internal calibration sign-off test proc edures (e.g., forced cool downs, less frequently calibrated emission analyzer s, etc.) instead of official exhaust emission test procedures to obtain the emis sion test data required in section (h) for all but one of the required test ve hicles. The manufacturer may elect this option if the data from the alternat ive test procedure are representative of official exhaust emission test re sults. Manufacturers using this option are still responsible for meeting the m alfunction criteria specified in sections (e) and (f) when emission tests are perfor med in accordance with official exhaust emission test procedures.
(5.4) For medium-duty vehicles certified to an engine dy namometer exhaust emission standard, a manufacturer may request Execu tive Officer approval to utilize an alternate testing protocol for demonstra tion of MIL illumination if the engine dynamometer emission test cycle does not all ow all of a monitor’s

enable conditions to be satisfied. A manufacturer may request the use of an alternate engine dynamometer test cycle or the use of chassis testing to demonstrate proper MIL illumination. In evaluating the manufacturer's request, the Executive Officer shall consider the t echnical necessity for using an alternate test cycle and the degree to which the alternate test cycle demonstrates that in-use operation with the malfunc tioning component will properly result in MIL illumination.
(6) Evaluation Protocol : (6.1) For all tests conducted under section (h), the MIL shall be illuminated upon detection of the tested system or component malfunc tion before the end of133 the first engine start portion of the exhaust emiss ion test (or before the hot start portion of the last Unified Cycle, if applica ble) in accordance with requirements of sections (e) and (f).
(6.2) For all tests conducted under section (h), manufac turers may use NonMethane Hydrocarbon (NMHC) emission results in lieu of Non-Methane Organic Gas (NMOG) emission results for comparison to the applicable standards or malfunction criteria (e.g., 1.5 times the FTP standards). If NMHC emission results are used in lieu of NMOG, the emission result shall be multiplied by 1.04 to generate an equivalent NMO G result before comparison to the applicable standards.
(6.3) If the MIL illuminates prior to emissions exceedin g the applicable malfunction criteria specified in sections (e) and (f), no furt her demonstration is required. With respect to the misfire monitor demonstration t est, if a manufacturer has

elected to use the minimum misfire malfunction crit eria of one percent as allowed in sections (e)(3.2.2)(A) and (f)(3.2.2)(B) , no further demonstration is required if the MIL illuminates with misfire implan ted at the malfunction

criteria limit.
(6.4) If the MIL does not illuminate when the systems or components are set at their limit(s), the criteria limit or the OBD II sy stem is not acceptable.
(6.4.1) Except for testing of the catalyst (i.e., componen ts monitored under (e)(1), (f)(2) or (f)(8)) or PM filter system, if the MIL f irst illuminates after emissions exceed the applicable malfunction criteri a specified in sections (e) and (f), the test vehicle shall be retested wit h the tested system or component adjusted so that the MIL will illuminate before emissions exceed the applicable malfunction criteria specifie d in sections (e) and (f). If the component cannot be adjusted to meet this c riterion because a default fuel or emission control strategy is used w hen a malfunction is detected (e.g., open loop fuel control used after a n O2 sensor malfunction is determined, etc.), the test vehicle shall be ret ested with the component adjusted to the worst acceptable limit (i.e., the a pplicable monitor indicates the component is performing at or slightl y better than the malfunction criteria). For the OBD II system to be approved, the MIL must not illuminate during this test and the vehicle emi ssions must be below the applicable malfunction criteria specified in sectio ns (e) and (f).
(6.4.2) In testing the catalyst (i.e., components monitore d under (e)(1), (f)(2) or (f)(8)) or PM filter system, if the MIL first illum inates after emissions exceed the applicable emission threshold(s) specifi ed in sections (e) and (f), the tested vehicle shall be retested with a le ss deteriorated catalyst or PM filter system (i.e., more of the applicable engi ne out pollutants are converted or trapped). For the OBD II system to be approved, testing shall be continued until either of the following co nditions are satisfied: (A) The MIL is illuminated and emissions do not exc eed the thresholds specified in sections (e) and (f); or (B) The manufacturer demonstrates that the MIL illu minates within acceptable upper and lower limits of the threshold specified in sections (e) and (f) for MIL illumination. The manufacturer sha ll demonstrate acceptable limits by continuing testing until the t est results show: (i) The MIL is illuminated and emissions exceed the thresholds specified134 in sections (e) and (f) by 25 percent or less of th e applicable standard (e.g., emissions are less than 2.0 times the applic able standard for a malfunction criterion of 1.75 times the standard); and (ii) The MIL is not illuminated and emissions are b elow the thresholds specified in sections (e) and (f) by no more than 2 5 percent of the standard (e.g., emissions are between 1.5 and 1.75 times the applicable standard for a malfunction criterion of 1.75 times the standard).
(6.5) If an OBD II system is determined unacceptable by the above criteria, the manufacturer may recalibrate and retest the system on the same test vehicle. In such a case, the manufacturer must confirm, by retesting, that all systems and components that were tested prior to recalibrat ion and are affected by the recalibration function properly under the OBD I I system as recalibrated.
(6.6) Where applicable for diesel vehicles, the emission test results shall be adjusted as required under section (d)(6.2).
(7) Confirmatory Testing : (7.1) The ARB may perform confirmatory testing to verify the emission test data submitted by the manufacturer under the requirement s of section (h) comply with the requirements of section (h) and the malfun ction criteria identified in sections (e) and (f). This confirmatory testing is limited to the vehicle configuration represented by the demonstration vehi cle(s). For purposes of section (h)(7), vehicle configuration shall have th e same meaning as the term

used in 40 CFR 86.082-2.
(7.2) The ARB or its designee may install appropriately deteriorated or malfunctioning components in an otherwise properly functioning test vehicle of a test group represented by the demonstration te st vehicle(s) (or simulate a deteriorated or malfunctioning component) in orde r to test any of the components or systems required to be tested in sect ion (h). Upon request by the Executive Officer, the manufacturer shall make available a vehicle and all test equipment (e.g., malfunction simulators, deter iorated components, etc.) necessary to duplicate the manufacturer’s testing. The Executive Officer shall make the request within six months of reviewi ng and approving the demonstration test vehicle data submitted by the ma nufacturer for the specific test group.
(7.3) Vehicles with OBD II systems represented by the de monstration vehicle(s) may be recalled for corrective action if a represen tative sample of vehicles uniformly fails to meet the requirements of section (h).

(i) CERTIFICATION DOCUMENTATION.
(1) When submitting an application for certification o f a test group, the manufacturer shall submit the following documentation. If any o f the items listed below are standardized for all of a manufacturer’s test group s, the manufacturer may, for each model year, submit one set of documents coveri ng the standardized items for all of its test groups.
(1.1) For the required documentation not standardized ac ross all test groups, the manufacturer may propose to the Executive Officer t hat documentation covering a specified combination of test groups be used. These combinations shall be known as “OBD II groups”. Ex ecutive Officer approval135 shall be granted for those groupings that include t est groups using the same OBD II strategies and similar calibrations. If app roved by the Executive Officer, the manufacturer may submit one set of doc umentation from one or more representative test group(s) that are a part o f the OBD II group. The

Executive Officer shall determine whether a selecte d test group(s) is representative of the OBD II group as a whole. To be approved as representative, the test group(s) must possess the most stringent emission standards and OBD II monitoring requirements and co ver all of the emission control devices within the OBD II group.
(1.2) With Executive Officer approval, one or more of th e documentation requirements of section (i) may be waived or modifi ed if the information required would be redundant or unnecessarily burden some to generate.
(1.3) To the extent possible, the certification document ation shall use SAE J1930 terms, abbreviations, and acronyms.
(2) The following information shall be submitted as “P art 1” of the certification application. Except as provided below for demonstr ation data, the Executive Officer will not issue an Executive Order certifyin g the covered vehicles without the information having been provided. The informat ion must include:
(2.1) A description of the functional operation of the O BD II system including a complete written description for each monitoring st rategy that outlines every step in the decision making process of the monitor. Algorithms, diagrams, samples of data, and/or other graphical representat ions of the monitoring strategy shall be included where necessary to adequ ately describe the

information.
(2.2) A table, in the standardized format detailed in At tachment A of ARB Mail-Out #95-20, May 22, 1995, incorporated by reference.
(2.2.1) The table must include the following information f or each monitored component or system (either computer-sensed or -con trolled) of the emission control system: (A) corresponding fault code (B) monitoring method or procedure for malfunction detection (C) primary malfunction detection parameter and its type of output signal (D) fault criteria limits used to evaluate output s ignal of primary parameter (E) other monitored secondary parameters and condit ions (in engineering units) necessary for malfunction detection (F) monitoring time length and frequency of checks (G) criteria for storing fault code (H) criteria for illuminating malfunction indicator light (I) criteria used for determining out of range valu es and input component rationality checks
(2.2.2) Wherever possible, the table shall use the followi ng engineering units: (A) Degrees Celsius ( ° C) for all temperature criteria (B) KiloPascals (KPa) for all pressure criteria rel ated to manifold or atmospheric pressure (C) Grams (g) for all intake air mass criteria (D) Pascals (Pa) for all pressure criteria related to evaporative system vapor

pressure136 (E) Miles per hour (mph) for all vehicle speed crit eria (F) Relative percent (%) for all relative throttle position criteria (as defined in SAE J1979) (G) Voltage (V) for all absolute throttle position criteria (as defined in SAE J1979) (H) Per crankshaft revolution (/rev) for all change s per ignition event based criteria (e.g., g/rev instead of g/stroke or g/firi ng) (I) Per second (/sec) for all changes per time base d criteria (e.g., g/sec) (J) Percent of nominal tank volume (%) for all fuel tank level criteria
(2.3) A logic flowchart describing the step by step eval uation of the enable criteria

and malfunction criteria for each monitored emissio n-related component or
system.
(2.4) Emission test data, a description of the testing s equence (e.g., the number and types of preconditioning cycles), approximate t ime (in seconds) of MIL illumination during the test, fault code(s) and fre eze frame information stored at the time of detection, corresponding SAE J1979 t est results (e.g. Mode/Service $06) stored during the test, and a des cription of the modified or deteriorated components used for fault simulation w ith respect to the demonstration tests specified in section (h). The Executive Officer may approve conditional certification of a test group p rior to the submittal of this data for ARB review and approval. Factors to be co nsidered by the Executive Officer in approving the late submission of informa tion identified in section (i)(2.4) shall include the reason for the delay in the data collection, the length of time until data will be available, and the demon strated previous success of the manufacturer in submitting the data prior to ce rtification.
(2.5) For gasoline vehicles, data supporting the misfire monitor, including:
(2.5.1) The established percentage of misfire that can be tolerated without damaging the catalyst over the full range of engine speed and load

conditions.
(2.5.2) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over the full engine spee d and load operating range for the following misfire patterns: random cy linders misfiring at the malfunction criteria established in section (e)(3.2 .2), one cylinder continuously misfiring, and paired cylinders contin uously misfiring.
(2.5.3) Data identifying all disablement of misfire monito ring that occurs during the FTP and US06 cycles. For every disablement tha t occurs during the cycles, the data should identify: when the disablem ent occurred relative to the driver’s trace, the number of engine revolution s that each disablement was present for, and which disable condition docume nted in the certification application caused the disablement. T he data shall be

submitted in the standardized format detailed in At tachment A: Misfire

Disablement and Detection Chart of ARB Mail-Out #06 -23, December 21, 2006, incorporated by reference.
(2.5.4) Manufacturers are not required to use the durabili ty demonstration vehicle to collect the misfire data for sections (i)(2.5.1) though (2.5.3).
(2.6) Data supporting the limit for the time between eng ine starting and attaining the designated heating temperature for after-start heated catalyst systems.137

(2.7) For diesel vehicle monitors in section (f) that ar e required to indicate a

malfunction before emissions exceed an emission thr eshold based on any applicable standard (e.g., 1.5 times any of the app licable standards), the test cycle and standard determined by the manufacturer t o be the most stringent for each applicable monitor in accordance with sect ion (d)(6.1) and the adjustment factors determined by the manufacturer f or each applicable monitor in accordance with section (d)(6.2).
(2.8) A listing of all electronic powertrain input and o utput signals (including those not monitored by the OBD II system) that identifies which signals are monitored by the OBD II system.
(2.9) A written description of all parameters and condit ions necessary to begin closed loop operation.
(2.10) A summary table identifying every test group and e ach of the OBD II phase-in requirements that apply to each test group.
(2.11) A written identification of the communication prot ocol utilized by each test group for communication with an SAE J1978 scan tool

. (2.12) A pictorial representation or written description of the diagnostic connector location including any covers or labels.
(2.13) A written description of the method used by the ma nufacturer to meet the requirements of sections (e)(9) and (f)(10) for PCV and CV system monitoring including diagrams or pictures of valve and/or hose connections.
(2.14) A cover letter identifying all concerns and defici encies applicable to the equivalent previous model year test group and the c hanges and/or resolution of each concern or deficiency for the current model year test group.
(2.15) For diesel engine vehicles, a written description of each AECD utilized by the manufacturer including the identification of each E I-AECD relative to the data required to be tracked and reported in the standard ized format specified in section (g)(6) (e.g., EI-AECD #1 is “engine overhea t protection as determined by coolant temperature greater than...”), the sensor signals and/or calculated values used to invoke each AECD, the engineering da ta and/or analysis demonstrating the need for such an AECD, the action s taken when each AECD is activated, the expected in-use frequency of operation of each AECD, and the expected emission impact from each AE CD activation.
(2.16) A checklist of all the malfunction criteria in sec tions (e) or (f) and the corresponding diagnostic noted by fault code for ea ch malfunction criterion.

The formats of the checklists are detailed in Attac hments F and G of ARB Mail-Out #MSC 06-23, December 21, 2006, incorporate d by reference.
(2.17) Any other information determined by the Executive Officer to be necessary to demonstrate compliance with the requirements of thi s regulation.
(3) “Part 2”. The following information shall be subm itted by January 1 st of the applicable model year:
(3.1) A listing and block diagram of the input parameter s used to calculate or determine calculated load values and the input para meters used to calculate

or determine fuel trim values.
(3.2) A scale drawing of the MIL and the fuel cap indica tor light, if present, which specifies location in the instrument panel, wording , color, and intensity.138

(4) “Part 3”. The following information shall be subm itted upon request of the

Executive Officer:
(4.1) Data supporting the criteria used to detect a malf unction when catalyst deterioration causes emissions to exceed the applic able malfunction criteria specified in sections (e) and (f).
(4.2) Data supporting the criteria used to detect evapor ative system leaks.
(4.3) Any other information determined by the Executive Officer to be necessary to demonstrate compliance with the requirements of thi s regulation.

(j) PRODUCTION VEHICLE EVALUATION. TESTING.
(1) Verification of Standardized Requirements

. (1.1) Requirement: For 2005 and subsequent model year ve hicles, manufacturers shall perform testing to verify that all vehicles m eet the requirements of section (g)(3) and (g)(4) relevant to proper commun ication of required emission-related messages to an SAE J1978 scan tool

. (1.2) Selection of Test Vehicles: Manufacturers shall pe rform this testing every model year on one production vehicle from every uni que calibration within two months of the start of normal production for that c alibration. Manufacturers may request Executive Officer approval to group mul tiple calibrations together and test one representative calibration per group. The Executive Officer shall approve the request upon finding that the software designed to comply with the standardization requirements of section (g) in the representative calibration vehicle is identical (e.g., communicati on protocol message timing, number of supported data stream parameters, etc.) t o all others in the group and that any differences in the calibrations are no t relevant with respect to meeting the criteria in section (j)(1.4).
(1.3) Test Equipment: For the testing required in sectio n (j)(1), manufacturers shall utilize an off-board device to conduct the testing. Prior to conducting testing, manufacturers are required to request and receive E xecutive Officer approval

of the off-board device that the manufacturer will use to perform the testing. The Executive Officer shall approve the request upo n determining that the manufacturer has submitted data, specifications, an d/or engineering analysis

that demonstrate that the off-board device meets th e minimum requirements to conduct testing according to SAE J1699-3 using t he software developed

and maintained for the SAE J1699-3 committee and av ailable through www.sourceforge.net and SAE J2534 compliant hardware configured specifically for SAE J1699-3 testing.
(1.4) Required Testing (i.e., “static” testing portion o f SAE J1699-3):
(1.4.1) The testing shall verify that the vehicle can prop erly establish

communications between all emission-related on-boar d computers and any SAE J1978 scan tool designed to adhere strictly to the communication protocols allowed in section (g)(3);
(1.4.2) The testing shall further verify that the vehicle can properly communicate to any SAE J1978 scan tool: (A) The current readiness status from all on-board computers required to support readiness status in accordance with SAE J19 79 and section (g)(4.1) while the engine is running;139 (B) The MIL command status while the MIL is command ed off and while the

MIL is commanded on in accordance with SAE J1979 an d section (g)(4.2) while the engine is running, and in accordance with SAE J1979 and sections (d)(2.1.2) during the MIL functional check and, if applicable, (g)(4.1.3) during the MIL readiness status check wh ile the engine is off; (C) All data stream parameters required in section (g)(4.2) in accordance with SAE J1979 including the identification of each data stream parameter as supported in SAE J1979 (e.g., Mode/Service $01, PID $00); (D) The CAL ID, CVN, and VIN (if applicable) in acc ordance with SAE J1979 and sections (g)(4.6) through (4.8); (E) An emission-related fault code (permanent, conf irmed, and pending) in accordance with SAE J1979 (including correctly indi cating the number of stored fault codes (e.g., Mode/Service $01, PID $01 , Data A)) and section (g)(4.4);
(1.4.3) The testing shall also verify that the vehicle ca n properly respond to any SAE J1978 scan tool request to clear emission-relat ed fault codes and

reset readiness status.
(1.5) Reporting of Results:
(1.5.1) The manufacturer shall notify the Executive Office r within one month of identifying any vehicle that does not meet the requ irements of section (j)(1.4). The manufacturer shall submit a written report of the problem(s) identified and propose corrective action (if any) t o remedy the problem(s) to the Executive Officer for approval. Factors to be considered by the Executive Officer in approving the proposed correct ive action shall include the severity of the problem(s), the ability of the vehicle to be tested in an I/M program, the ability of service technicians to access the required diagnostic information, the impact on equipment and tool manufacturers, and the amount of time prior to implementation of t he proposed corrective

action.
(1.5.2) Within three months of any passing testing conduct ed pursuant to section (j)(1), a manufacturer shall submit a report of the results to the Executive

Officer for review.
(1.5.3) In accordance with section (k)(6), manufacturers m ay request Executive Officer approval for a retroactive deficiency to be granted for items identified during this testing.

(2) Verification of Monitoring Requirements

. (2.1) For 2004 and subsequent model year vehicles, withi n the first six months after normal production begins, manufacturers shall conduct a complete evaluation of the OBD II system of one or more prod uction vehicles (test vehicles) and submit the results of the evaluation to the Executive Officer.
(2.2) Selection of test vehicles:
(2.2.1) Prior to submitting any applications for certifica tion for a model year, a manufacturer shall notify the Executive Officer of the test groups planned for that model year. The Executive Officer will th en select the test group(s), in accordance with sections (j)(2.2.2) an d (j)(2.2.3) below, that the manufacturer shall use as test vehicles to prov ide evaluation test140 results. This selection process may take place dur ing durability demonstration test vehicle selection specified in s ection (h).
(2.2.2) A manufacturer shall evaluate one production vehic le per test group selected for monitoring system demonstration in sec tion (h).
(2.2.3) In addition to the vehicles selected in section (j )(2.2.2) above, a

manufacturer shall evaluate vehicles chosen from te st groups that are not selected for monitoring system demonstration testin g under section (h).

The number of additional vehicles to be tested shal l be equal to the number of vehicles selected for monitoring system d emonstration in section (h).
(2.2.4) The Executive Officer may waive the requirements f or submittal of evaluation results from one or more of the test gro ups if data has been previously submitted for all of the test groups.
(2.3) Evaluation requirements:
(2.3.1) The evaluation shall demonstrate the ability of th e OBD II system on the selected production vehicle to detect a malfunction , illuminate the MIL,

and store a confirmed fault code when a malfunction is present and the monitoring conditions have been satisfied for each individual diagnostic required by title 13, CCR section 1968.2.
(2.3.2) The evaluation shall verify that malfunctions dete cted by non-MIL illuminating diagnostics of components used to enab le any other OBD II system diagnostic (e.g., fuel level sensor) will no t inhibit the ability of other OBD II system diagnostics to properly detect malfun ctions.
(2.3.3) On vehicles so equipped, the evaluation shall veri fy that the software used to track the numerator and denominator for purposes of determining inuse monitoring frequency correctly increments as re quired in section (d)(4)(i.e., the “dynamic” testing portion of SAE J 1699-3).
(2.3.4) Malfunctions may be mechanically implanted or elec tronically simulated but internal on-board computer hardware or software changes may not be used to simulate malfunctions. Emission testing to confirm that the malfunction is detected before the appropriate emis sion standards are exceeded is not required.
(2.3.5) Manufacturers shall submit a proposed test plan fo r Executive Officer approval prior to evaluation testing being performe d. The test plan shall identify the method used to induce a malfunction in each diagnostic. If the Executive Officer determines that the requirements of section (j)(2) are satisfied, the proposed test plan shall be approved

. (2.3.6) Subject to Executive Officer approval, manufacture rs may omit demonstration of specific diagnostics. The Executi ve Officer shall approve a manufacturer's request if the demonstrati on cannot be reasonably performed without causing physical damag e to the vehicle (e.g., on-board computer internal circuit faults).
(2.3.7) For evaluation of test vehicles selected in accord ance with section (j)(2.2.2), manufacturers are not required to demon strate diagnostics that were previously demonstrated prior to certification as required in section (h).141

(2.4) Manufacturers shall submit a report of the results of all testing conducted pursuant to section (j)(2) to the Executive Officer for review. This report shall identify the method used to induce a malfunction in each diagnostic, the MIL illumination status, and the confirmed fault code(s ) stored.
(2.5) In accordance with section (k)(6), manufacturers m ay request Executive Officer approval for a retroactive deficiency to be granted for items identified during this testing.

(3) Verification and Reporting of In-use Monitoring Per formance

. (3.1) Manufacturers are required to collect and report i n-use monitoring performance data representative of every test group certified by the manufacturer and equipped with in-use monitoring pe rformance tracking software in accordance with section (d)(4) to the A RB within twelve months from either the time vehicles in the test group wer e first introduced into commerce or the start of normal production for such vehicles, whichever is later. The manufacturer may propose to the Executi ve Officer that multiple test groups be combined to collect representative d ata. Executive Officer approval shall be granted upon determining that the proposed groupings include test groups using the same OBD II strategie s and similar calibrations and that are expected to have similar in-use monito ring performance. If approved by the Executive Officer, the manufacturer may submit one set of data for each of the approved groupings.
(3.2) For each test group or combination of test groups, the data must include all of the in-use performance tracking data reported throu gh SAE J1979 (i.e., all numerators, denominators, and the ignition cycle co unter), the date the data was collected, the odometer reading, the vehicle VI N, and the ECM software

calibration identification number and be in the sta ndardized format detailed in

Attachment D: Rate Based Data of ARB Mail-Out #06-2 3, December 21, 2006, incorporated by reference.
(3.3) Manufacturers shall submit a plan to the Executive Officer for review and approval of the sampling method, number of vehicles to be sampled, time line to collect the data, and reporting format. The Exe cutive Officer shall approve the plan upon determining that it provides for effe ctive collection of data from a representative sample of vehicles that, at a mini mum, is fifteen vehicles, will likely result in the collection and submittal of da ta within the required twelve month time frame, will generate data that are repre sentative of California drivers and temperatures, and does not, by design, exclude or include specific vehicles in an attempt to collect data onl y from vehicles with the highest in-use performance ratios.
(3.4) Upon request of the manufacturer, the Executive Of ficer may reduce the minimum sample size of fifteen vehicles set forth i n section (j)(3.3) for test groups with low sales volume. In granting approval of a sampling plan with a reduced minimum sample size, the Executive Officer shall consider, among other things, information submitted by the manufact urer to justify the smaller sample size, sales volume of the test group(s), and the sampling mechanism utilized by the manufacturer to procure vehicles. In lieu of defining a fixed minimum sample size for low sales volume test group s, sampling plans approved for collection of data on higher sales vol ume test groups under142 section (j)(3.3) shall also be approved by the Exec utive Officer for low sales test groups if they use the identical sampling mech anism to procure vehicles from the low sales volume test groups.

(k) DEFICIENCIES.
(1) For 2004 and subsequent model year vehicles, the E xecutive Officer, upon receipt of an application from the manufacturer, ma y certify vehicles even though said vehicles may not comply with one or more of th e requirements of title 13, CCR section 1968.2. In granting the certification, the Executive Officer shall consider the following factors: the extent to which the requirements of section

1968.2 are satisfied overall based on a review of t he vehicle applications in question, the relative performance of the resultant OBD II system compared to systems fully compliant with the requirements of ti tle 13, CCR section 1968.2, and a demonstrated good-faith effort on the part of the manufacturer to: (1) meet the requirements in full by evaluating and consider ing the best available monitoring technology; and (2) come into compliance as expeditiously as possible. The Executive Officer may not grant cert ification to a vehicle in which the reported noncompliance for which a deficiency i s sought would be subject to ordered recall pursuant to section 1968.5 (c)(3)(A)

. (2) Manufacturers of non-complying systems are subject to fines pursuant to section 43016 of the California Health and Safety Code. Ex cept as allowed in section (k)(7) for light-duty diesel vehicles, the specifie d fines apply to the third and subsequently identified deficiencies, with the exce ption that fines shall apply to all monitoring system deficiencies wherein a requir ed monitoring strategy is completely absent from the OBD system.
(3) The fines are in the amount of $50 per deficiency per vehicle for non-compliance with any of the monitoring requirements specified i n sections (e)(1) through (e)(8), (e)(11), (e)(13)(e)(14), (e)(16), (f)(1) th rough (f)(9), (f)(13), and (f)(16) and $25 per deficiency per vehicle for non-compliance w ith any other requirement of section 1968.2. In determining the identified orde r of deficiencies, deficiencies subject to a $50 fine are identified first. Total fines per vehicle under section (k) may not exceed $500 per vehicle and are payable to the State Treasurer for deposit in the Air Pollution Control Fund.
(4) Manufacturers must re-apply for Executive Officer approval of a deficiency each model year. In considering the request to carry-ov er a deficiency, the Executive

Officer shall consider the factors identified in se ction (k)(1) including the manufacturer’s progress towards correcting the defi ciency. The Executive Officer may not allow manufacturers to carry over m onitoring system deficiencies for more than two model years unless it can be demo nstrated that substantial

vehicle hardware modifications and additional lead time beyond two years would be necessary to correct the deficiency, in which ca se the Executive Officer shall allow the deficiency to be carried over for three m odel years.
(5) Except as allowed in section (k)(6), deficiencies may not be retroactively granted

after certification.143

(6) Request for retroactive deficiencies
(6.1) Manufacturers may request that the Executive Offic er grant a deficiency and amend a vehicle’s certification to conform to the g ranting of the deficiencies during the first 6 months after commencement of nor mal production for each aspect of the monitoring system: (a) identified by the manufacturer (during testing required by section (j)(2) or any other tes ting) to be functioning different than the certified system or otherwise no t meeting the requirements of any aspect of section 1968.2; and (b) reported t o the Executive Officer. If the Executive Officer grants the deficiencies and a mended certification, their approval would be retroactive to the start of produ ction.
(6.2) Executive Officer approval of the request for a re troactive deficiency shall be granted provided that the conditions necessary for a pre-certification deficiency determination are satisfied (see section (k)(1)) and the manufacturer could not have reasonably anticipated the identified problem before commencement of production.
(6.3) In granting the amended certification, the Executi ve Officer shall include any approved post-production deficiencies together with all previously approved deficiencies in computing fines in accordance with section (k)(2).
(7) For 2007 through 2009 model year light-duty and 20 07 through 2012 model year medium-duty diesel vehicles, in cases where one or more of the deficiencies is for the aftertreatment monitoring requirements of s ections (f)(1), (2), (8), or (9) and the deficient monitor is properly able to detec t all malfunctions prior to emissions exceeding twice the required monitor thre shold (e.g., before emissions

exceed 10 times the standard for NMHC if the thresh old is 5.0 times the standard for NMHC), the specified fines shall apply to the fourth and subsequently identified deficiencies in lieu of the third and subsequently

identified deficiencies. If none of the deficienci es are for the requirements of sections (f)(1), (2), (8), or (9) or if the deficie nt aftertreatment monitor exceeds twice the required monitor threshold, the specified fines shall apply to the third and subsequently identified deficiencies. In all c ases, the exception that fines shall apply to all monitoring system deficiencies w herein a required monitoring strategy is completely absent from the OBD system s till applies.
(8) Any OBD II system installed on a production vehicl e that fails to conform with the certified OBD II system for that vehicle or otherwi se fails to meet the requirements of section 1968.2 and has not been gra nted a deficiency pursuant to the provisions of section (k)(1) through (k)(7) are considered non-compliant. The vehicles are subject to enforcement pursuant to applicable provisions of the Health and Safety Code and title 13, CCR section 19 68.5.

NOTE: Authority cited: Sections 39600, 39601, 43000 .5, 43013, 43018, 43100, 43101, 43104, 43105, 43105.5, and 43106, Health and Safety Code. Reference: Sections 39002, 39003, 39010, 39018, 39021.5, 39024 , 39024.5, 39027, 39027.3,
39028, 39029, 39031, 39032, 39032.5, 39033, 39035, 39037.05, 39037.5, 39038,
39039, 39040, 39042, 39042.5, 39046, 39047, 39053, 39054, 39058, 39059,
39060,, 39515, 39600, 39601, 43000, 43000.5, 43004, 43006, 43013, 43016,
43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43150, 43151,144

43152, 43153, 43154, 43155, 43156, 43204, 43211, an d 43212, Health and Safety

Code.1 ATTACHMENT C

California Code of Regulations, Title 13, section 1 971.5, Enforcement of Malfunction and Diagnostic System Requirements for 2010 and Subsequent

Model-Year Heavy-Duty Vehicles and Engines (HD OBD)

Set forth below is proposed new California Code of Regulations, Title 13, section 1971.5. The proposed language is shown in plain te xt with major section

headings and definition terms shown in italics.2

§ 1971.5. Enforcement of Malfunction and Diagnostic System Requirements

for 2010 and Subsequent Model-Year Heavy-Duty Engin es.

(a) General.
(1) Applicability

. (A) These procedures shall be used to assure compli ance with the requirements of California Code of Regulations (Cal . Code Regs.), title 13, section 1971.1 for all 2010 and subsequent mode l year heavy-duty engines equipped with OBD systems that have been ce rtified for sale

in California. (B) Engines manufactured prior to the 2010 model ye ar are covered by the general enforcement and penalty provisions of the H ealth and Safety Code, and the specific provisions of Cal. Code Regs ., title 13, section 1971 and section 2111 through section 2149.
(2) Purpose

. The purpose of this section is to establish the enf orcement protocol that shall be used by the Air Resources Board (ARB) to a ssure that engines certified for sale in California are equipped with OBD systems that properly function and meet the purposes and require ments of Cal. Code Regs., title 13, section 1971.1.
(3) Definitions

. The definitions applicable to these rules include t hose set forth in Health and Safety Code section 39010 et seq. and in Cal. C ode Regs., title 13, section 1900(b) and section 1971.1(c), which are in corporated by reference herein. The following definitions are sp ecifically applicable to section 1971.5 and take precedence over any contrar y definitions.

“ Days ”, when computing any period of time, unless otherw ise noted, means normal working days that a manufacturer is op en for business.

“ Engine Class

” means a group or set of engines subject to enforcement testing that have been determined by th e Executive Officer to share common or similar hardware, software, OBD mon itoring strategy, or emission control strategy.

“ Engine Manufacturer

” means the manufacturer granted certification to sell engines in the State of California.

“ Executive Officer

” means the Executive Officer of ARB or his or her authorized representative.

“ Influenced OBD-Related Recall ” means an inspection, repair, adjustment, or modification program initiated and c onducted by a manufacturer as a result of enforcement testing con ducted by the ARB or any other information for the purpose of correcting any nonconforming OBD system for which direct notification of vehicle or engine owners is

necessary.

“ Major Monitor

” means those monitors covered by the requirements set forth in Cal. Code Regs., title 13, section 1971.1( e), (f), and (g)(4).

“ Nonconforming OBD System ” means an OBD system on a production engine that has been determined not to c omply with the3 requirements of Cal. Code Regs., title 13, section 1971.1. For purposes of section 1971.5, an engine class shall be considered nonconforming irrespective of whether engines in the engine class , on average, meet applicable tailpipe or evaporative emission standar ds.

“ OBD Emission Testing ” refers to testing conducted to determine compliance with the malfunction criteria in Cal. Co de Regs., title 13, section 1971.1(e) through (g) that are based on a m ultiple of, or an additive to, a tailpipe emission standard or an abs olute measurement from an applicable emission test cycle (e.g., 1.5 times the applicable federal test procedure (FTP) emission standards, PM standar d plus 0.02 g/bhp-hr, PM level of 0.03 g/bhp-hr as measure from an applic able emission test cycle).

“ OBD Ratio Testing

” refers to testing conducted to determine compliance with the required in-use monitor perform ance ratio in Cal. Code Regs., title 13, section 1971.1(d)(3.2.2).

“ Ordered OBD-Related Recall ” means an inspection, repair, adjustment, or modification program required by ARB to be conducted by the manufacturer to correct any nonconforming OBD s ystem for which direct notification of vehicle or engine owners is necessary.

“ Quarterly Reports

” refer to the following calendar periods: January 1 – March 31; April 1 – June 30; July 1 – September 30; October 1 –

December 31.

“ Test Sample Group ” means a group of production engines in a designated engine class that are equipped with OBD systems and are selected and tested as part of the enforcement test ing program set forth in sections (b) and (c).

“ Voluntary OBD-Related Recall ” means an inspection, repair, adjustment, or modification program voluntarily ini tiated and conducted by a manufacturer to correct any nonconforming OBD sys tem for which direct notification of vehicle or engine owners is necessa ry.

(b) Testing Procedures for ARB-Conducted Testing.
(1) Purpose

. To assure that OBD systems on production engines co mply with the requirements of Cal. Code Regs., title 13, section 1971.1, ARB may periodically evaluate engines from an engine class.
(2) Preliminary Testing and Evaluation

. (A) As part of his or her evaluation of engines to determine compliance with the requirements of Cal. Code Regs., title 13, section 1971.1, the Executive Officer may routinely conduct testing on any production engines that have been certified for sale in Califo rnia. (B) Based upon such testing or any other informatio n, including data from California or other state heavy duty inspection pro grams, warranty information reports, and field information reports, the Executive Officer may conduct enforcement testing pursuant to section s (b)(3) through (5) below.4

(3) Engine Selection for ARB-Conducted Enforcement Test ing

. (A) Determining the Engine Class. (i) Upon deciding to conduct enforcement testing, t he Executive Officer shall determine the engine class to be tested. In determining the scope of the engine class to be tested, the Executi ve Officer shall

consider the similarities and differences in the OB D systems of potentially affected engines. Among other things, the Executive

Officer shall consider whether engines share similar computer hardware and software, calibrations, or OBD monitor ing and emission control strategies. (ii) The default engine class is the engine family or OBD group used by the manufacturer to certify the engines to be teste d. However, upon concluding that a subgroup of engines differs from other engines in the identified engine family or OBD grou p and that a

reasonable basis exists to believe that the differe nces may directly impact the type of testing that will be performed, the Executive Officer may determine that a subgroup of the engine family or OBD group is the appropriate engine class for testing. (iii) Similarly, upon concluding that engines from several engine families or OBD groups (which may include engine fa milies or OBD groups from different model years) share such commo n characteristics that a reasonable basis exists to b elieve that results of enforcement testing may be applicable to an engi ne class larger than a specific engine family or OBD group, the Exe cutive Officer may determine that the appropriate engine class inc ludes more than one engine family or OBD group. (iv) Except for testing to determine if an OBD syst em has been designed to deactivate based on age and/or mileage (Cal. Code Regs., title 13, section 1971.1(d)(1.3)), the Execu tive Officer may not conduct testing of an engine class whose engine s, on average, exceed the defined full useful life of the engine c lass. For purposes of the determination of this average, the Executive Officer shall use the accrual rates appropriate for engines in the en gine class considering the vehicle weight class, usage type, a nd other subcategories as defined and used by EMFAC2007, whi ch is incorporated by reference herein. (B) Size of Test Sample Group. After determining the engine class to be tested, th e Executive Officer shall determine the appropriate number of engines t o include in the test sample group for enforcement testing in accord ance with the following guidelines: (i) For OBD emission testing, the Executive Officer shall follow the provisions of Cal. Code Regs., title 13, section 21 37 regarding test sample size. In accordance with section 2137, the Executive Officer shall test 10 engines that have been procur ed following the protocol of section (b)(3)(C) below and meet the se lection criteria of5 section (b)(3)(D)(i) below to determine the emissio ns characteristics of the engine class being tested. (ii) For OBD ratio testing, the Executive Officer s hall collect data from a test sample group of 30 engines that have been proc ured following the protocol of section (b)(3)(C) below and meet th e selection criteria of section (b)(3)(D)(ii) below to determin e the in-use OBD monitoring performance of the engine class being te sted. (iii) In determining compliance with any other requ irements of Cal. Code Regs., title 13, section 1971.1 (e.g., diagnos tic connector location, communication protocol standards, MIL ill umination protocol, evaporative system diagnostics, etc.), th e Executive Officer shall determine, on a case by case basis, t he number of engines meeting the selection criteria of section ( b)(3)(D)(iii) needed to assure that the results of such testing m ay be reasonably inferred to the engine class. The Execu tive Officer’s determination shall be based upon the nature of the nonconformance and the scope of the engine class. The test sample group could be as few as two test engines. (C) Protocol for Procuring Engines for Test Sample Group. (i) For OBD emission and ratio testing, the Execut ive Officer shall determine the appropriate manner for procuring engi nes. In making his or her determination, the Executive Officer sha ll consider the nature of the nonconformance and the scope of the e ngine class. The method used shall ensure that engines are recru ited from more than one source. Methods used may include obtainin g lists of engine owners from specific sources (e.g., engine m anufacturers, motor vehicle registration records) and soliciting participation from owners, discussing with fleet or rental operations to locate engines in the engine class, or using methods used by the m anufacturer to procure engines for the manufacturer-run heavy duty diesel in-use testing program established pursuant to 70 Federal Register 34594 procure engines consistent with the procurement pro cess followed by the Executive Officer under Cal. Code Regs., tit le 13, section 2137 (e.g., obtaining lists of all vehicles in the motor vehicle class within a specified geographical area, mailing postc ards soliciting participation of vehicles within the specified area , selecting vehicles from those that responded to the solicitation, insp ecting selected vehicles to determine whether appropriate to includ e in sample group, etc.). In selecting engines for OBD emissio n testing, the Executive Officer shall include only engines meetin g the criteria set forth in section (b)(3)(D)(i) below. For OBD ratio testing, the Executive Officer shall include only engines meetin g the criteria set forth in section (b)(3)(D)(ii) below. (ii) For all other testing, the Executive Officer s hall, on a case by case basis, determine the appropriate manner for procuri ng engines. In making his or her determination, the Executive Offi cer shall6 consider the nature of the nonconformance and the s cope of the engine class. The Executive Officer may procure en gine(s) by any means that assures effective collection and testing of engines (e.g., rental car agencies, fleet vehicles, etc.), but sha ll not include any

vehicle for which a reasonable basis exists that a vehicle operator’s driving or maintenance habits would substantially i mpact test results to determine nonconformance. In all cases, however, the selection process must ensure proper selection of e ngines in accord with section (b)(3)(D)(iii) below. (D) Engines to be included in a Test Sample Group. (i) In selecting engines to be included in a test s ample group for enforcement OBD emission testing, the Executive Off icer shall include only engines that: a. Are certified to the requirements of Cal. Code R egs., title 13,

section 1971.1 and California exhaust emission stan dards. b. Are registered for operation in the United State s. c. Have mileage that is less than 75 percent of the certified full useful life mileage and have an age of less than th e certified full useful life age for the subject vehicles. d. Have not been tampered with or equipped with add -on or modified parts that would cause the OBD system not to comply with the requirements of Cal. Code Regs., title 13, section 1971.1 or would have a permanent effect on exhaust emission performance e. Have not been subjected to abuse (e.g., racing, overloading, misfueling), neglect, improper maintenance, or othe r factors that would cause the OBD system not to comply with the requirements of Cal. Code Regs., title 13, section 1971.1 or would have a permanent effect on exhaust emission performance. f. Have no detected or known malfunction(s) unrelat ed to the monitor or system being evaluated that would affect the performance of the OBD system. At its discretion, ARB may elect to repair an engine with a detected or known malfunction and then include the engine in the test sample grou p. g. Have had no major repair to the engine resulting from a

collision. h. Have no problem that might jeopardize the safety of laboratory personnel. (ii) In selecting engines to be included in a test sample group for enforcement OBD ratio testing, the Executive Office r shall include only engines that: a. Are certified to the requirements of Cal. Code R egs., title 13,

section 1971.1. b. Have collected sufficient engine operation data for the monitor to be tested. For monitors required to meet the in -use monitor7 performance ratio and to track and report ratio dat a pursuant to Cal. Code Regs., title 13, section 1971.1(d)(3.2), sufficient engine operation data shall mean the denominator me ets the criteria set forth in sections (b)(3)(D)(ii)1. thro ugh 5. below. For monitors required to meet the in-use monitor perfor mance ratio but not required to track and report ratio data pur suant to Cal. Code Regs., title 13, section 1971.1(d)(3.2), suffi cient engine operation data shall mean that engines that have a denominator that meets the criteria set forth in sections (b)(3 )(D)(ii)1. through 5. below after undergoing testing as set forth in s ection (b)(4)(C)(ii) below. Specifically, the denominator , as defined in Cal. Code Regs., title 13, section 1971.1(d)(4.3), for the monitor to be tested must have a value equal to or greater than: 1. 150 for gasoline evaporative system and secondar y air system monitors, and gasoline monitors utilizing a

denominator incremented in accordance with Cal. Cod e Regs., title 13, section 1971.1(d)(4.3.2)(D), (E), and (F) (e.g., cold start monitors, variable valve timing and/or c ontrol system monitors, etc.), or 2. 300 for gasoline catalyst, oxygen sensor, EGR, a nd all other component monitors. 3. 50 for diesel PM filter and NMHC converting cata lyst monitors, and other diesel monitors using a denomin ator incremented in accordance with Cal. Code Regs., tit le 13, section 1971.1(d)(4.3.2)(G) or (H), or 4. 150 for diesel monitors utilizing a denominator incremented in accordance with Cal. Code Regs., title 13, secti on 1971.1(d)(4.3.2)(D), (E), or (F) (e.g., cold start monitors, comprehensive component output component monitors, etc.), or

5. 300 for all other diesel monitors not covered un der sections (b)(3)(D)(ii)3. and 4. above. c. Have not been tampered with or equipped with add -on or modified parts that would cause the OBD system not to comply with the requirements of Cal. Code Regs., title 13, section

1971.1. d. Have mileage and age that are less than or equal to the certified full useful life mileage and age for the subject en gines. (iii) In selecting engines to be included in a test sample group for enforcement testing of any other requirement of Cal . Code Regs., title 13, section 1971.1 (not covered by sections ( b)(3)(D)(i) or (ii) above), the Executive Officer shall include only en gines that: a. Are certified to the requirements of Cal. Code R egs., title 13,

section 1971.1. b. Have not been tampered with or equipped with add -on or modified parts that would cause the OBD system not to comply8 with the requirements of Cal. Code Regs., title 13, section

1971.1. c. Have no detected or known malfunction(s) unrelat ed to the monitor or system being evaluated that would affect the performance of the OBD system. At its discretion, ARB may elect to repair an engine with a detected or known malfunction and then include the engine in the test sample grou p. d. Have mileage and age that are less than or equal to the certified full useful life mileage and age for the subject en gines. (iv) If the Executive Officer discovers, by either evidence presented by the manufacturer as provided in section (b)(7) or o n his or her own, that an engine fails to meet one or more of the app licable criteria of section (b)(3)(D)(i) through (iii), the Executive O fficer shall remove the engine from the test sample group. The Executi ve Officer may replace any engine removed with an additional engin e selected in accordance with sections (b)(3)(C) and (D) above. Test results relying on data from the removed engine shall be re calculated without using the data from the removed engine.
(4) Enforcement Testing Procedures

. (A) Prior to conducting any testing under section ( b)(4), the Executive Officer may replace components monitored by the OBD system with components that are sufficiently deteriorated or si mulated to cause

malfunctions that exceed the malfunction criteria e stablished pursuant to Cal. Code Regs., title 13, section 1971.1(e) thr ough (g) in a properly operating system. The Executive Officer may not us e components deteriorated or simulated to represent failure mode s that could not have been foreseen to occur by the manufacturer (e. g., the use of leaded gasoline in an unleaded gasoline engine, etc .). Upon request by the Executive Officer, the manufacturer shall ma ke available all test equipment used by the manufacturer in development, calibration, or demonstration testing (e.g., malfunction simulators , deteriorated “threshold” components, etc.) necessary to duplicat e testing done by

the manufacturer to determine the malfunction crite ria used for major monitors subject to OBD emission testing. (B) OBD Emission Testing. After the test sample gro up has been selected and procured, the Executive Officer may perform one or more of the following tests: (i) Emission testing with the test procedures used by the Executive Officer for in-use testing of compliance with exhau st emission standards in accordance with Cal. Code Regs., title 13, section 1956.8(b) and (d). (ii) On-road or engine or chassis dynamometer testi ng with the engine being operated in a manner that reasonably ensures that all of the monitoring conditions disclosed in the manufacturer 's certification application for the tested monitor are encountered. (C) OBD Ratio Testing.9 (i) For OBD ratio testing of monitors required to meet the in-use monitor performance ratio and track and report rati o data pursuant to Cal. Code Regs., title 13, section 1971.1(d)(3.2 ), after the test sample group has been selected and procured, the Ex ecutive Officer shall download the data from monitors requi red to track and report such data. (ii) For OBD ratio testing of monitors required to meet the in-use monitor performance ratio but not required to track and report ratio data pursuant to Cal. Code Regs., title 13, section 1971.1(d)(3.2), after the test sample group has been selected and p rocured, the Executive Officer shall collect data by installing instrumentation or data-logging equipment on the engines/vehicles. Af ter installation of the equipment, the engines/vehicles shall be ret urned to the engine/vehicle owner/operator to continue to operat e the engine/vehicle until the minimum denominator criter ia (see section (b)(3)(D)(ii)b.) are satisfied. The Executive Offi cer shall then

calculate the ratio from the data collected in acco rdance with the requirements of Cal. Code Regs., title 13, section 1971.1(d)(3.2) to allow the Executive Officer to effectively determin e the in-use monitor performance ratio. (D) Testing for compliance with any other requireme nt of Cal. Code Regs., title 13, section 1971.1. After the test sample gro up has been selected and procured, the Executive Officer may perform one or more of the following tests: (i) Emission testing on the applicable FTP or suppl emental emission test (SET) cycle or other applicable emission test cycle used for measuring exhaust or evaporative emissions; (ii) On-road or engine or chassis dynamometer testi ng with the engine being operated in a manner that reasonably ensures that all of the monitoring conditions disclosed in the manufacturer 's certification application for the tested monitor are encountered; or (iii) Any other testing determined to be necessary by the Executive Officer. This may include, but is not limited to, the use of special test equipment to verify compliance with standardiz ation requirements.
(5) Additional Testing

. (A) Based upon testing of the engine class in secti on (b)(4) above and

after review of all evidence available at the concl usion of such testing, the Executive Officer may elect to conduct further testing of a subgroup of engines from the engine class if the Executive O fficer has

determined that: (i) A subgroup of tested engines differs sufficien tly enough from other engines in the tested engine class, and (ii) A reasonable basis exists to believe that the identified differences may indicate that the subgroup may be nonconforming whereas the tested engine class as a whole is not.10 (B) Hereinafter all references to engine class shal l be applicable to the subgroup meeting the conditions of section (b)(5)(A ) above. (C) In any testing of a subgroup of engines under s ection (b)(5), the Executive Officer shall follow the engine selection and testing procedures set forth in sections (b)(3) and (4) abo ve. (6) Finding of Nonconformance after Enforcement Testing

. After conducting enforcement testing pursuant to se ction (b)(4) above, the Executive Officer shall make a finding of nonconfor mance of the OBD system in the identified engine class under the res pective tests for the applicable model year(s) as follows: (A) OBD Emission Testing. (i) For 2010 through 2012 model year engines: a. Engines certified as an OBD parent rating (i.e. , the engine rating subject to the “full OBD” requirement under Cal. Code Regs., title 13, section 1971.1(d)(7.1.1)), shall b e considered nonconforming if the emission test results indicate that 50 percent or more of the engines in the test sample g roup do not properly illuminate the MIL when emissions exceed 2 .0 times the malfunction criteria (e.g., 5.0 times the stand ard if the malfunction criterion is 2.5 times the standard) on the applicable standard (i.e., FTP or SET). b. In determining an engine to be nonconforming, th e Executive

Officer shall use: 1. The test cycle and standard determined and ident ified by the

manufacturer at the time of certification in accord ance with Cal. Code Regs., title 13, section 1971.1(d)(6.1) a s the most stringent for purposes of determining OBD system nonconformance with the applicable standard in sect ion (b)(6)(A)(i)a. and 2.The adjustment factors determined by the manufact urer at the

time of certification in accordance with Cal. Code Regs., title 13, section 1971.1(d)(6.2) for purposes of determin ing OBD system nonconformance in section (b)(6)(A)(i)a. c. Engines certified as an OBD child rating (i.e., the engine ratings subject to the “extrapolated OBD” requirement under Cal. Code Regs., title 13, section 1971.1(d)(7.1.2)), may not be considered nonconforming based on testing emission levels. (ii) For 2013 through 2015 model year engines: a. All engines classified as OBD parent and child r atings subject to Cal. Code Regs., title 13, section 1971.1(d)(7.2.2) shall be considered to be nonconforming if the emission test results indicate that 50 percent or more of the engines in the test sample group do not properly illuminate the MIL whe n emissions exceed 2.0 times the malfunction criteria (e.g., 4.0

times the standard if the malfunction criterion is 2.0 times the standard) on the applicable standard (i.e., FTP or SET).11 b. In determining compliance, the Executive Officer shall use only the test cycle and standard determined and identifi ed by the

manufacturer at the time of certification in accord ance with Cal. Code Regs., title 13, section 1971.1(d)(6.1) as the most stringent for purposes of determining OBD system nonconformance with the applicable standard in sect ion (b)(6)(A)(ii)a. c. All other engines and engine ratings may not be considered nonconforming based on the emission levels of the t ests. (iii) For 2016 through 2018 model year engines: a. PM filter monitors on engines subject to the mal function criteria of Cal. Code Regs., title 13, section 1971.1(e)(8.2 .1)(C) shall be considered to be nonconforming if the emission test results indicate that 50 percent or more of the engines in the test sample group do not properly illuminate the MIL whe n emissions exceed 2.0 times the malfunction criteria (e.g., PM emission level of 0.06 g/bhp-hr if the malfunction criterion is 0.03 g/bhp-hr) on either of the applicable standard s (i.e., FTP or SET). b. Monitors on engines and engine ratings previousl y certified to Cal. Code Regs., title 13, section 1971.1(d)(7.2.3) for extrapolated OBD in the 2013 through 2015 model yea rs shall be considered nonconforming if the emission test re sults indicate that 50 percent or more of the engines in the test sample group do not properly illuminate the MIL whe n emissions exceed 2.0 times the malfunction criteria (e.g., 4.0

times the standard if the malfunction criterion is 2.0 times the standard) on either of the applicable standards (i. e., FTP or SET). c. Monitors on engines not covered under sections ( b)(6)(A)(iii)a. and b. above shall be considered nonconforming if t he emission test results indicate that 50 percent or more of th e engines in the test sample group do not properly illuminate th e MIL when

emissions exceed the malfunction criteria on either of the applicable standards (i.e., FTP or SET). (iv) For 2019 and subsequent model year engines, an y engine shall be considered nonconforming if the results of the test s indicate that 50 percent or more of the engines in the test sample d o not properly

illuminate the MIL when emissions exceed the malfun ction criteria on either of the applicable standards (i.e., FTP or SET). (v) The Executive Officer may not consider an OBD s ystem nonconforming solely due to a failure or deteriorat ion mode of a monitored component or system that could not have b een reasonably foreseen to occur by the manufacturer. (B) OBD Ratio Testing.12 (i) 2013 through 2015 model year engines certified to a ratio of 0.100 in accordance with Cal. Code Regs., title 13, section 1971.1(d)(3.2.2) shall be considered nonconforming if the data colle cted from the engines in the test sample group indicate either th at the average inuse monitor performance ratio for one or more of th e monitors in the test sample group is less than 0.050 or that 66 .0 percent or more of the engines in the test sample group have a n in-use monitor performance ratio of less than 0.050 for th e same monitor. (ii) 2016 and subsequent model year engines certifi ed to a ratio of 0.100 in accordance with Cal. Code Regs., title 13, section 1971.1(d)(3.2.2) shall be considered nonconforming if the data collected from the engines in the test sample group indicate either that the average in-use monitor performance ratio f or one or more of the monitors in the test sample group is less th an 0.088 or that 66.0 percent or more of the engines in the test sam ple group have an in-use monitor performance ratio of less than 0. 100 for the same

monitor. (C) All Other OBD Testing. (i) Engines shall be considered nonconforming if th e results of the testing indicate that at least 30 percent of the en gines in the test sample group do not comply with the same requiremen t of Cal. Code Regs., title 13, section 1971.1. (ii) Engines shall be considered nonconforming if t he results of the testing indicate that at least 30 percent of the en gines in the test sample group do not comply with one or more of the requirements of Cal. Code Regs., title 13, section 1971.1 while the engine is running and while in the key on, engine off positio n such that offboard equipment designed to access the following pa rameters via the standards referenced in Cal. Code Regs., title 13, section 1971.1 for 2013 and subsequent model year engines c annot obtain valid and correct data for the following parameters : a. The current readiness status from all on-board c omputers required to support readiness status in accordance with Society of Automotive Engineers J1979 (SAE J1979) or J1939 (SAE J1939) as incorporated by reference in Cal. Code Re gs., title 13, section 1971.1(h)(1) and section 1971.1(h)(4.1) ; b. The current MIL command status while the MIL is commanded

off and while the MIL is commanded on in accordance with SAE J1979/J1939 and Cal. Code Regs., title 13, section 1971.1(h)(4.2), and in accordance with SAE J1979/J1 939 and Cal. Code Regs., title 13, section 1971.1(d)(2.1.2) during the MIL functional check and, if applicable Cal. Code R egs., title 13, section 1971.1(h)(4.1.3) during the MIL readiness s tatus check; c. The current permanent fault code(s) in accordanc e with SAE J1979/J1939 and Cal. Code Regs., title 13, section 1971.1(h)(4.4);13 d. The data stream parameters for: engine speed and OBD requirements to which the engine is certified as re quired in Cal. Code Regs., title 13, section 1971.1(h)(4.2) and in accordance with SAE J1979/J1939; e. The CAL ID, CVN, ESN, and VIN as required in Cal . Code Regs., title 13, sections 1971.1(h)(4.6), (h)(4.7), and (h)(4.8) and in accordance with SAE J1979/J1939; or f. The proper identification of all data identified in (b)(6)(C)(ii)a. through (b)(6)(C)(ii)e. as supported or unsupported as required in Cal. Code Regs., title 13, section 1971.1(h)(4) and in

accordance with SAE J1979/J1939. (iii) If the finding of nonconformance under sectio n (b)(6)(C)(i) above concerns engines that do not comply with the requir ements of Cal. Code Regs., title 13, section 1971.1(d)(4) or (5) ( e.g., numerators or denominators are not properly being incremented) , it shall be presumed that the nonconformance would result in an OBD ratio enforcement test result that would be subject to an ordered OBDrelated recall in accord with the criterion in sect ion (d)(3)(A)(i). The manufacturer may rebut such a presumption by presen ting evidence in accord with section (b)(7)(C)(iii) belo w that

demonstrates to the satisfaction of the Executive O fficer that the

identified nonconformance would not result in an or dered OBDrelated recall under section (d)(3)(A)(i).
(7) Executive Officer Notification to the Manufacturer Regarding

Determination of Nonconformance

. (A) Upon making the determination of nonconformance in section (b)(6) above, the Executive Officer shall notify the manuf acturer in writing. (B) The Executive Officer shall include in the noti ce: (i) a description of each group or set of engines i n the engine class covered by the determination; (ii) the factual basis for the determination, inclu ding a summary of the test results relied upon for the determination; (iii) a statement that the Executive Officer shall provide to the manufacturer, upon request and consistent with the California Public Records Act, Government Code section 6250 et seq., all

records material to the Executive Officer’s determi nation; (iv) a provision allowing the manufacturer no less than 90 days from the date of issuance of the notice to provide the E xecutive Officer with any information contesting the findings set fo rth in the notice;

and (v) a statement that if a final determination is ma de that the engine class is equipped with a nonconforming OBD system, the manufacturer may be subject to appropriate remedial action, including recall and monetary penalties. (C) Within the time period set by the Executive Off icer in section (b)(7)(B)(iv) and any extensions of time granted un der section14 (b)(7)(H), the manufacturer shall provide the Execu tive Officer, consistent with paragraphs (i) through (iii) below, with any test results, data, or other information derived from engine test ing that may rebut or mitigate the results of ARB testing, including any evidence that an engine class, if determined to be nonconforming, sh ould be exempted from mandatory recall. (See section (d)(3)(B) belo w.). (i) For OBD emission testing and OBD ratio testing: a. The manufacturer may submit evidence to demonstr ate that engines in the test sample group used by the Execut ive Officer were inappropriately selected, procured, or tested in support of a request to have engines excluded from the test sa mple group in accordance with section (b)(3)(D)(iv).

b. If the manufacturer elects to conduct additional testing of engines in the engine class and submit the results of such testing to the Executive Officer, the manufacturer shall: 1. Present evidence that it has followed the procur ement and test procedures set forth in sections (b)(3) and (4 ) above, or 2. If the manufacturer elects to use different proc urement and testing procedures, submit a detailed description o f the procedures used and evidence that such procedures p rovide an equivalent level of assurance that the results a re representative of the engine class. (ii) If the manufacturer objects to the size of the test sample group or the method used to procure engines in the test samp le group used by the Executive Officer pursuant to section (b)(3) (B)(iii) or (b)(3)(C)(ii), the manufacturer shall set forth wha t it considers to be the appropriate size and procurement method, the re asons therefore, and test data from engines that confirm the manufacturer’s position. (iii) If the manufacturer elects to present evidenc e to overcome the presumption of nonconformance in section (b)(6)(C)( iii) above, the manufacturer shall demonstrate that the engines in the engine class comply with in-use monitor performance ratio requirements of Cal. Code Regs., title 13, section 1971.1(d)(3.2) b y presenting: a. Evidence in accord with the procurement and test ing requirements of sections (b)(3) and (4). b. Any other evidence that provides an equivalent l evel of proof that engines operated in California comply with the in-use monitor performance ratio requirements. (D) The Executive Officer may accept any informatio n submitted by a manufacturer pursuant to section (b)(7)(C) above af ter the time

established for submission of such information has passed if the manufacturer could not have reasonably foreseen the need for providing the information within the time period pr ovided. Otherwise, the Executive Officer is not required to accept lat e information. In determining whether to accept late information, the Executive Officer15 will consider the lateness of the submission, the m anufacturer’s reasons for why such information was not timely pre sented, the materiality of the information to the Executive Off icer’s final determination, and what effect any delay may have o n effective

enforcement and the health and welfare of the State

. (E) The requirements of section (b)(7) shall not be construed to abridge the manufacturer’s right to assert any privilege or right provided under

California law. (F) After receipt of any information submitted by t he manufacturer pursuant to section (b)(7)(C) above, the Executive Officer shall consider all information submitted by the manufactu rer and may conduct any additional testing that he or she belie ves is necessary. (G) Final Determination. (i) Within 60 days after completing any additional testing that the Executive Officer deemed necessary under section (b )(7)(F) above, the Executive Officer shall notify the manufacturer of his or her final determination regarding the finding of nonconformit y of the OBD system in the engine class. The determination shal l be made after considering all of the information collected and re ceived, including

all information that has been received from the man ufacturer. (ii) The notice must include a description of each engine family(ies), OBD group(s), or subgroups thereof, that has been d etermined to have a nonconforming OBD system and set forth the f actual bases

for the determination. (H) Extensions. The Executive Officer may for good cause extend the time requirements set forth in section (b)(7). In grant ing additional time to a manufacturer, the Executive Officer shall consider, among other things, any documentation submitted by the manufacturer reg arding the time that it reasonably believes is necessary to conduct its own testing, why such information could not have been more expeditio usly presented, and what effect any delay caused by granting the ex tension may have

on effective enforcement and the health and welfare of the State. The Executive Officer shall grant a manufacturer a reas onable extension of time upon the manufacturer demonstrating that despi te the exercise of reasonable diligence, the manufacturer has been una ble to produce relevant evidence in the time initially provided.

(c) Manufacturer Self-Testing.
(1) Purpose

. To assure that OBD systems on production engines ce rtified on an engine dynamometer are able to detect a fault before emiss ions exceed the malfunction criteria established in Cal. Code Regs. , title 13, sections 1971.1(e) through (g), engine manufacturers shall e valuate engines for each model year, starting with the 2010 model year.16

(2) Engine Selection for Manufacturer Self-Testing

. (A) After OBD certification of all engines in the m odel year, a manufacturer shall submit a listing to the Executive Officer of all of the engine families and engine ratings within each family cert ified for that model year. The Executive Officer will then select the e ngine family(ies) and the specific engine rating within the engine family (ies) that the manufacturer shall use as a test engine for the tes t sample group to provide emission test data. (i) For 2013 through 2015 model year engines, the E xecutive Officer may not select engines from OBD child ratings subje ct to “extrapolated OBD” under Cal. Code Regs., title 13, section 1971.1(d)(7.2.3). (B) Number of test engines. (i) For the 2010 model year, a manufacturer shall p rovide emission test data of a test engine from the OBD parent rating. (ii) For the 2013 and subsequent model years, a man ufacturer certifying one to five engine families in a model y ear shall provide emission test data of a test engine from one engine rating. A manufacturer certifying six to ten engine families in a model year shall provide emission test data from test engines from two engine ratings. A manufacturer certifying eleven or more engine families in a model year shall provide emission test data of te st engines from three engine ratings. The Executive Officer may wa ive the requirement for submittal of data of one or more of the test engines if data have been previously submitted for all of t he engine ratings. (C) Engines to be included in test sample group. (i) In selecting engines to be included in a test s ample group for manufacturer self-testing, the manufacturer shall i nclude only engines that: a. Are certified to the requirements of Cal. Code R egs., title 13,

section 1971.1 and California exhaust emission stan dards. b. Are used in vehicles registered for operation in the United

States. c. Have mileage that is between 70 to 80 percent of the certified full useful life mileage and an age of less than th e certified full useful life age for the subject engines. d. Have not been tampered with or equipped with add -on or modified parts that would cause the OBD system not to comply with the requirements of Cal. Code Regs., title 13, section 1971.1 or would have a permanent effect on exhaust emission performance. e. Have not been subjected to abuse (e.g., overload ing, misfueling) neglect, improper maintenance, or other factors that would cause the OBD system not to comply with the requirements of Cal. Code Regs., title 13, section 1971.1 or17 would have a permanent effect on exhaust emission performance. f. Have no detected or known malfunction(s) unrelat ed to the monitor or system being evaluated that would affect the performance of the OBD system. With request to and approval from the Executive Officer, the manufacturer may el ect to repair an engine with a detected or known malfunction and then include the engine in the test sample group. g. Have had no major repair to the engine resulting from a

collision. h. Have no problem that might jeopardize the safety of laboratory personnel. (ii) If the manufacturer discovers, by either evide nce presented by the Executive Officer or on its own, that an engine fai ls to meet one or more of the applicable criteria of section (c)(2)(C )(i), the manufacturer shall notify the Executive Officer of its findings and request approval to remove the engine from the test sample group. If approved by the Executive Officer, the manufactu rer shall replace any engine removed with an additional engine select ed in accordance with section (c)(2)(C)(i). Test results relying on data from the removed engine shall be recalculated witho ut using the data from the removed engine.
(3) Compliance/Enforcement Testing Procedures

. (A) Within three calendar years after the model yea r of the engine (e.g., by the end of calendar year 2013 for a 2010 model year engine), the engine manufacturer shall complete the testing requ ired under section (c)(3). (B) Prior to conducting any testing under section ( c)(3), the engine manufacturer shall replace components monitored by the OBD system with components that are sufficiently deteriorated or simulated to

cause malfunctions that exceed the malfunction crit eria established pursuant to Cal. Code Regs., title 13, sections 197 1.1(e) through (g) in a properly operating system. The engine manufactur er may not use components deteriorated or simulated to represent f ailure modes that could not have been foreseen to occur by the manufa cturer (e.g., the use of leaded gasoline in an unleaded engine, etc.)

. (C) After the test engine(s) has been selected and procured under section (c)(2) above, the engine manufacturer shall perform emission testing for all applicable components/systems according to the certification demonstration testing requirements of Cal. Code Reg s., title 13, sections 1971.1(i)(3) and (i)(4). (D) No modifications or replacement of components t o make the engine compatible with engine dynamometer testing (e.g., r eplacement of an air-to-air charge cooler with a water-to-air charge cooler) shall be done without approval by the Executive Officer. The Exe cutive Officer shall approve such requests upon the manufacturer documen ting the18 technical need for such a modification or replaceme nt and providing engineering data or analysis demonstrating that any such modified part will be configured to simulate the current performa nce of the actual part removed from the engine (e.g., the water-to-ai r cooler must be configured to perform similarly to the air-to-air c ooler in its current state of aging/deterioration, not to the performance spec ifications of the airto-air cooler when new or to the manufacturer’s spe cifications or performance characteristics used on the water-to-ai r cooler when the engine was originally certified). (E) Upon request of the manufacturer, the Executive Officer may extend the deadline set forth in section (c)(3)(A) or redu ce the minimum mileage required in section (c)(2)(C)(i)c. upon fin ding that the manufacturer has demonstrated good cause for the re quested extension or mileage reduction. (F) Upon request of the manufacturer, the Executive Officer may approve other compliance/enforcement testing protocols for (c)(3). The Executive Officer shall approve the request upon th e manufacturer demonstrating that other testing protocol will prov ide comparable assurance that the in-use engines comply with the m alfunction criteria established pursuant to Cal. Code Regs., title 13, sections 1971.1(e) through (g).
(4) Additional Testing

. (A) If the results of the OBD emission tests conduc ted under section (c)(3) indicate that the OBD system properly illuminates t he MIL for all component/system monitors before emissions exceed t he malfunction criteria defined in Cal. Code Regs., title 13, sect ions 1971.1(e) through (g), no further testing is required. (B) If the results of the OBD emission tests conduc ted under section (c)(3) indicate that OBD system does not properly illumina te the MIL for one or more of the component/system monitor(s) before e missions exceed the malfunction criteria defined in Cal. Code Regs. , title 13, sections 1971.1(e) through (g), the engine manufacturer shal l conduct further testing on additional engines. (i) Within six months after the completion of testi ng required in section (c)(3), the engine manufacturer shall emission test an additional

four engines from the same engine rating and engine fami ly as the test engine. (ii) The engine manufacturer shall only be required to test the component/system monitor(s) for which the OBD emiss ion test results in (b)(3) exceeded the malfunction criteria defined in Cal. Code Regs., title 13, sections 1971.1(e) through (g ). (C) For manufacturers subject to section (c)(4)(B) above, no further testing is required if the results of the OBD emission test s conducted under section (c)(4)(B) indicate that OBD system properly illuminates the MIL for the tested component/system monitor(s) before e missions exceed19 the malfunction criteria defined in Cal. Code Regs. , title 13, sections 1971.1(e) through (g) on three or more of the addit ional test engines. (D) For manufacturers subject to section (c)(4)(B) above, if the results of the OBD emission tests conducted under section (c)( 4)(B) indicate that the OBD system does not properly illuminate the MIL for one or more of the tested component/system monitor(s) before em issions exceed the malfunction criteria defined in Cal. Code Regs. , title 13, sections 1971.1(e) through (g) on two or more of the additio nal test engines, the engine manufacturer shall conduct further testing. (i) Within six months after the completion of testi ng required in section (c)(4)(B), the engine manufacturer shall test an ad ditional five engines from the same engine rating and engine fami ly as the previously tested engines. (ii) The engine manufacturer shall test only the co mponent/system monitor(s) for which the OBD emission test results exceeded the malfunction criteria defined in Cal. Code Regs., ti tle 13, sections 1971.1(e) through (g). (E) In any testing of the additional engines under section (c)(4), the engine manufacturer shall follow the engine selection and testing procedures set forth in sections (c)(2) and (c)(3) above.
(5) ARB Authority to Observe Testing . The Executive Officer may elect to have ARB personnel observe the testing under sectio ns (c)(3) and (c)(4)

above. (A) During conducting of the test procedures descri bed in sections (c)(3) and (c)(4) above, an engine manufacturer, upon rece ipt of prior notice, must admit or cause to be admitted during operating hours any ARB personnel that has presented proper credentials to any of the following: (i) Any facility where tests or procedures or activ ities connected with such tests or procedures are performed; (ii) Any facility where a manufacturer procures, in spects, screens, removes from vehicles, works on, configures, or mod ifies engines for testing; and (iii) Any facility where any record or other docume nt relating to any of

the above is located. (B) Upon admission to any facility referred to in s ection (c)(5)(A) above, any ARB personnel must be allowed to: (i) Inspect and monitor any part or aspect of such procedures, activities, and testing facilities, including monit oring engine preconditioning, emissions tests, and break-in, mai ntenance, and engine storage procedures; (ii) Verify correlation or calibration of test equi pment; (iii) Inspect and make copies of any such records, designs, or other documents; and (iv) Inspect and/or photograph any part or aspect o f any such tested engine and any components or equipment used in the testing

thereof.20 (C) Any ARB personnel must be furnished by those in charge of a facility being inspected with such reasonable assistance as may be necessary to discharge any function listed in section (c)(5)( B) above. The engine manufacturer is required to cause those in charge o f a facility operated

for its benefit to furnish such reasonable assistan ce without charge to ARB irrespective of whether or not the engine manuf acturer controls the facility. (D) The duty to admit or cause to be admitted any A RB personnel applies whether or not the engine manufacturer owns or cont rols the facility in question and applies both to the domestic and forei gn engine manufacturers and facilities. If ARB personnel are prohibited from admission, the Executive Officer may reject any dat a produced by the manufacturer and may presume that the tested engine s do not

conform to certification standards. In such circum stances, the Executive Officer may suspend or revoke the engine’ s certification or take other necessary corrective action. (E) For purposes of section (c)(5): (i) “Presentation of credentials” means a display o f a document designating a person as an ARB employee. (ii) Where engine, component, or engine storage are as or facilities are concerned, “operating hours” means all times during which employees are at work in the vicinity of the area o r facility and have

access to it. (iii) Where facilities or areas other than those co vered by paragraph (c)(5)(E)(ii) above are concerned, “operating hours ” means all times during which an assembly line is in operation or du ring which testing, maintenance, break-in procedure, productio n or compilation of records, or any other procedure or activity is b eing conducted related to certification testing, translation of de signs from the test stage to the production stage, or engine manufactur e or assembly. (iv) “Reasonable assistance” includes providing cle rical, copying, interpretation and translation services, making per sonnel available upon request to inform ARB personnel of how the fac ility operates and to answer questions, and performing requested e missions test on any engine that is being, has been, or will be u sed for certification testing. Such tests must be nondestr uctive, but may require appropriate break-in. Upon service of a wr itten request from the Executive Officer for the appearance of an y employee at a facility qualified for reasonable assistance, the e ngine manufacturer shall cause the personal appearance of such qualifi ed employee to appear before and assist ARB personnel.
(6) Manufacturer Reporting of Self-Testing Results to t he Executive Officer

. (A) Within 30 days after completing the testing und er section (c)(3), the manufacturer shall submit a report of the results o f all the testing to the Executive Officer for review. If further testing i s required under section (c)(4), an additional report shall be submitted wit hin 30 days of21 completing the additional testing. The report(s) m ust include the following: (i) A description of each test engine and the engin e family and engine rating to which the test engine belongs to; (ii) A description of the test sequence (e.g., the number and types of preconditioning cycles) used for each testing; (iii) A description of the modified or deteriorated components used for fault simulation with respect to each testing; and (iv) The test results of all testing done under sec tions (c)(3) and (c)(4) for each test engine, consisting of: a. the weighted emission test results for all measu red pollutants for each test; and b. the OBD data specified by Cal. Code Regs., title 13, section 1971.1(i)(4.3.2) collected prior to (or immediately after) each engine shut-down during the testing of sections (c) (3) and (c)(4) including the preconditioning cycles.
(7) Finding of Nonconformance after Manufacturer Self-T esting

. After the engine manufacturer has conducted testing pursuant to sections (c)(3) and (c)(4) and the Executive Officer has rec eived the test results pursuant to section (c)(6) above, the Executive Off icer shall make a finding of nonconformance of the OBD system in the engine class according to the criteria of section (b)(6)(A).
(8) Executive Officer Notification to the Manufacturer Regarding

Determination of Nonconformance

. Upon making the determination of nonconformance in section (c)(7) above, the Executive Officer shall follow the proce dures and requirements of section (b)(7).

(d) Remedial Action.
(1) Voluntary OBD-Related Recalls

. If a manufacturer initiates a voluntary OBD-related recall campaign, the manufacturer shall notify the Executive Officer of the recall at least 45 days before owner notification is to begin. The ma nufacturer shall also submit a voluntary OBD-related recall plan for appr oval, as prescribed under section (e)(1) below. A voluntary recall pla n shall be deemed approved unless disapproved by the Executive Office r within 30 days after receipt of the recall plan.
(2) Influenced OBD-Related Recalls

. (A) Upon being notified by the Executive Officer, p ursuant to section (b)(7)(G), that an engine class is equipped with a nonconforming OBD system, the manufacturer may, within 45 days from t he date of service of such notification, elect to conduct an influence d OBD-related recall of all engines within the engine class for the purp ose of correcting the nonconforming OBD systems. Upon such an election, the

manufacturer shall submit an influenced OBD-related recall plan for approval, as prescribed under section (e)(1) below.22 (B) If a manufacturer does not elect to conduct an influenced OBD-related recall under section (d)(2)(A) above, the Executive Officer may order the manufacturer to undertake appropriate remedial action, up to and including the recall and repair of the nonconformin g OBD systems.
(3) Ordered Remedial Action-Mandatory Recall

. (A) Except as provided in sections (d)(3)(B) below, the Executive Officer shall order the recall and repair of all engines in an engine class that have been determined to be equipped with a nonconfo rming OBD system if enforcement testing conducted pursuant to sections (b) or (c)

above or information received from the manufacturer indicates that: (i) For major monitors required to meet the in-use performance ratio pursuant to Cal. Code Regs., title 13, section 1971 .1(d)(3.2) on 2016 and subsequent model year engines, the average in-use monitor performance ratio for one or more of the ma jor monitors in the test sample group is less than or equal to 33.0 percent of the applicable required minimum ratio established in Ca l. Code Regs., title 13, section 1968.2(d)(3.2.2) (e.g., if the re quired ratio is 0.100, less than or equal to a ratio of 0.033) or 66.0 per cent or more of the vehicles in the test sample group have an in-use mo nitor performance ratio of less than or equal to 33.0 per cent of the applicable required minimum ratio established in Ca l. Code Regs., title 13, section 1968.2(d)(3.2.2) for the same maj or monitor. (ii) For major monitors required to indicate a malf unction before emissions exceed a certain emission threshold, when the engine is tested in a vehicle and operated so as to reasonabl y encounter all monitoring conditions disclosed in the manufacturer ’s certification application, the OBD system is unable to detect and illuminate the MIL for a malfunction of a component/system monitor ed by the major monitor prior to emissions exceeding: a. For 2013 through 2015 model year OBD parent and child ratings subject to the “full OBD” requirement under Cal. Code Regs., title 13, section 1971.1(d)(7.2.2), three ti mes the applicable major monitor malfunction criteria (e.g. , if the malfunction criteria is 2.5 times the applicable st andard, recall would be required when emissions exceed 7.5 times t he applicable standard, or if the malfunction criteria is the PM standard plus 0.02 g/bhp-hr and the PM standard is 0.01 g/bhphr, recall would be required when emissions exceede d 0.09 gbhp-hr). b. For 2016 through 2018 model year engines: 1. For engine ratings previously certified to Cal. Code Regs., title 13, section 1971.1(d)(7.2.3) for “extrapolate d OBD” in the 2013 through 2015 model years, three times the applicable major monitor malfunction criteria (e.g. , if the malfunction criteria is 2.5 times the applicable st andard, recall would be required when emissions exceed 7.5 times23 the applicable standard, or if the malfunction crit eria is the PM standard plus 0.02 g/bhp-hr and the PM standard is 0.01 g/bhp-hr, recall would be required when emissions e xceeded 0.09 g-bhp-hr), and 2. For all other engine ratings, three times the ma lfunction criteria for PM filter monitors subject to Cal. Cod e Regs., title 13, section 1971.1(e)(8.2.1)(C) (e.g., if the malfu nction criteria is the PM standard plus 0.02 g/bhp-hr and the PM standard is 0.01 g/bhp-hr, recall would be required when emissions exceeded 0.09 g-bhp-hr) and two times the malfunction criteria for all other applicable major monitors. c. For 2019 and subsequent model year engines, two times the applicable major monitor malfunction criteria (e.g. , if the malfunction criteria is 2.5 times the applicable st andards, recall would be required when emissions exceed 5.0 times t he applicable standards). (iii) For 2016 and subsequent model year gasoline e ngines, the monitor for misfire causing catalyst damage is unab le to properly

detect and illuminate the MIL for misfire rates tha t are more than 20 percentage points greater than the misfire rates di sclosed by the manufacturer in its certification application as ca using catalyst damage (e.g., if the disclosed misfire rate is 12 p ercent, recall would be required if the misfire rate is greater th an 32 percent without proper detection). (iv) For 2016 and subsequent model year gasoline en gines, when the engine is tested in a vehicle and operated so as to reasonably encounter all monitoring conditions disclosed in th e manufacturer’s certification application, the evaporative system m onitor is unable to

detect and illuminate the MIL for a cumulative leak or leaks in the evaporative system equivalent to that caused by an orifice with a

diameter of at least 1.5 times the diameter of the required orifice in Cal. Code Regs., title 13, section 1971.1(f)(7.2.2) (B). (v) When the engine is tested in a vehicle and oper ated so as to reasonably encounter all monitoring conditions disc losed in the manufacturer’s certification application, the OBD s ystem cannot

detect and illuminate the MIL for a malfunction of a component that effectively disables a major monitor and the major monitor, by being disabled, meets the criteria for recall identified in sections (d)(3)(A)(ii) or (iv) above (e.g. is unable to dete ct and illuminate the

MIL for malfunctions that cause FTP emissions to ex ceed two times the malfunction criteria). (vi) The engine class cannot be tested so as to obt ain valid test results

in accordance with the criteria identified in secti on (b)(6)(C)(ii) due to the nonconforming OBD II system.24 (B) An engine class shall not be subject to mandato ry recall if the Executive Officer determines that, even though a mo nitor meets a criterion set forth in section (d)(3)(A)(i)-(vi) fo r mandatory recall: (i) The OBD system can still detect and illuminate the MIL for all malfunctions monitored by the nonconforming monitor (e.g.,

monitor “A” is non-functional but monitor “B” is ab le to detect all malfunctions of the component(s) monitored by monit or “A”). (ii) The monitor meets the criterion solely due to a failure or deterioration mode of a monitored component or syst em that could not have been reasonably foreseen to occur by the m anufacturer. (iii) The failure or deterioration of the monitored component or system that cannot be properly detected causes the engine to be unoperable (e.g., engine stalls continuously or the transmission will not shift out of first gear, etc.) or causes an ove rt indication such that the operator is certain to respond and have th e problem corrected (e.g., illumination of an over-temperatur e warning light or charging system light that uncorrected will result in an undriveable vehicle, etc.). (C) A motor vehicle class that is not subject to ma ndatory recall pursuant to paragraph (d)(3)(B) may still be subject to reme dial action pursuant to section (d)(4) below.
(4) Other Ordered Remedial Action

. (A) If the Executive Officer has determined based u pon enforcement testing conducted pursuant to sections (b) or (c) a bove or information received from the manufacturer that an engine class is equipped with a nonconforming OBD system and the nonconformance doe s not fall within the provisions of section (d)(3), he or she may require the manufacturer to undertake remedial action up to and including recall of the affected engine class. (B) In making his or her findings regarding remedia l action, the Executive Officer shall consider the capability of the OBD sy stem to properly function. This determination shall be based upon c onsideration of all relevant circumstances including, but not limited t o, those set forth

below. (i) Whether the manufacturer identified and informe d ARB about the nonconformance(s) or whether ARB identified the nonconformance(s) prior to being informed by the ma nufacturer. (ii) The number of nonconformances. (iii) If the identified nonconformance(s) is with a major monitor(s), the nature and extent of the nonconformance(s), includi ng: a. the degree to which the in-use monitor performan ce ratio(s) is below the required ratio(s) specified in Cal. Code Regs., title 13, section 1971.1(d)(3.2.2), and b. the amount of the emission exceedance(s) over th e established malfunction criteria set forth in Cal. Code Regs., title 13,25 sections 1971.1(e) through (g) before a malfunction is detected

and the MIL is illuminated. (iv) If the identified nonconformance(s) is with a non-major monitor, the nature and extent of the nonconformance(s), includi ng: a. the degree to which the in-use monitor performan ce ratio(s) (where applicable) is below the required ratio(s) s pecified in Cal. Code Regs., title 13, section 1971.1(d)(3.2.2), b. the degree to which the monitored component must be malfunctioning or exceed the established malfunctio n criteria set forth in Cal. Code Regs., title 13, sections 1971.1 (e) through (g)

before a malfunction is detected and the MIL is ill uminated, and c. the effect that the nonconformance(s) has on the operation of a major monitor(s). (v) The impact of the nonconformance on vehicle or engine owners (e.g., cost of future repairs, driveability, etc.) and the ability of the service and repair industry to make effective repai rs (e.g., difficulty in accessing fault information, diagnosing the root cause of a failure, etc.). (vi) The degree to which the identified nonconforma nce(s) complicates, interferes with, disrupts, or hampers a service tec hnician’s or inspector’s ability to perform a California heavy-d uty vehicle or engine inspection. (vii) The failure of the data link connector of the engine class to meet the requirements of Cal. Code Regs., title 13, sect ion 1971.1(h)(2). (viii) The failure of the crankcase ventilation sys tem in the engine class to comply with the requirements of Cal. Code Regs., title 13, section 1971.1(g)(2). (ix) The failure of the cooling system monitor in t he engine class to properly verify that the cooling system reaches the highest enable temperature used for any other monitor when the eng ine is operated in a vehicle in the monitoring conditions disclosed in the manufacturer's certification application, or failur e to comply with any requirement in Cal. Code Regs., title 13, section 1 971.1(g)(1). (x) The estimated frequency that a monitor detects a malfunction and illuminates the MIL when no component malfunction i s present (i.e., false MILs). (xi) The estimated frequency that a monitor fails t o detect a malfunction and illuminate the MIL when the monitoring conditio ns, as set forth in the manufacturer’s approved certification applic ation, have been satisfied and a faulty or deteriorated monitored co mponent is present (i.e., false passes). (xii) Whether the manufacturer submitted false, ina ccurate, or incomplete documentation regarding the identified n onconformance at the time of certification pursuant to Cal. Code Regs., title 13, section 1971.1(j) and the extent to which the false , inaccurate, or26 incomplete documentation was material to the granti ng of

certification. (C) In making the determination, the average tailpi pe and evaporative emissions of engines within the affected engine cla ss shall not be

considered.
(5) Assessment of Monetary Penalties

. The Executive Officer may seek penalties pursuant t o the applicable provisions of the Health and Safety Code for violat ions of the requirements of Cal. Code Regs., title 13, section 1971.1 or for production engines otherwise failing to be equipped with OBD systems t hat have been certified by ARB. In determining the penalty amoun ts that ARB may seek,

the Executive Officer shall consider all relevant c ircumstances including

the factors set forth below: (A) Whether the manufacturer self-reported the nonc onformity or ARB discovered the nonconformity independent of the man ufacturer. (B) The nature and degree of the nonconformity and whether the manufacturer should reasonably have discovered the nonconformity and taken corrective action by voluntary OBD-relate d recall or running changes during the production year. (C) The economic benefits, if any, gained by the ma nufacturer from not complying with the provisions of Cal. Code Regs., t itle 13, section

1971.1. (D) The manufacturer’s history of compliance with t he OBD requirements. (E) The preventative efforts taken by the manufactu rer to avoid nonconformance, including any programs followed by the manufacturer to ensure compliance. (F) The manufacturer’s efforts to correct the nonco nformity once it was

identified. (G) The innovative nature and magnitude of effort, including the cost of any other proposed remedial action, necessary to correc t the nonconformity. (H) The deterrent effect of the penalty. (I) Whether the manufacturer has failed to provide complete and accurate information required to be submitted at the time of certification pursuant to Cal. Code Regs., title 13, section 1971 .1(j). (J) The nature and degree that OBD systems on produ ction engines differ from the systems that have been certified by ARB.
(6) Notice to Manufacturer for an Ordered Remedial Acti on

. (A) The Executive Officer shall immediately notify the manufacturer upon the Executive Officer determining the type of remed ial action to be

taken. (B) For remedial actions other than the assessment of monetary penalties,

the notice must: (i) specifically set forth the remedial action that is being ordered,27 (ii) include a description of the engine family(ies ), OBD group(s), or subgroup(s) thereof, that has been determined to ha ve a nonconforming OBD system, (iii) set forth the factual bases for the determina tion, and (iv) designate a date at least 45 days from the dat e of receipt of such notice by which the manufacturer shall submit a pla n, pursuant to section (e)(1) below, outlining the remedial action to be undertaken

consistent with the Executive Officer’s order. Exc ept as provided in section (d)(7)(C) below, all plans shall be submitt ed to the Chief, Mobile Source Operations Division, 9528 Telstar Ave nue, Suite 4, El Monte, California 91731, within the time limit s pecified in the notice. The Executive Officer may grant the manufa cturer an extension of time for good cause. (C) For cases in which ARB elects to seek monetary penalties pursuant to authority granted under the Health and Safety Code, the Executive

Officer shall issue a notice to the manufacturer th at he or she will be filing a complaint in the appropriate administrativ e or civil court forum seeking penalties against the manufacturer for viol ations of Cal. Code Regs., title 13, section 1971.1. The notice must i nclude a description of the engine family(ies), OBD group(s), or subgrou p(s) thereof, that have been determined to have a nonconforming OBD sy stem and set

forth the factual bases for the determination.
(7) Availability of Public Hearing to Contest Remedial Actions Other than Determination to Seek Monetary Penalties

. (A) Within 45 days from the date of receipt of the notice that is required under section (d)(6) above, the manufacturer may re quest a public hearing pursuant to the procedures set forth in Cal . Code Regs., title 17, section 60055.1, et seq., to contest the findin gs of nonconformity, the necessity for, or the scope of any ordered reme dial action. Pursuant to those procedures, the Executive Officer has the initial burden of presenting evidence that those parts of t he Executive Officer’s determination specifically challenged are supported by the facts and applicable law. (Cal. Code Regs., title 17, §60055.32(d)(1).) Each issue of controversy shall be decided based up on the preponderance of the evidence presented at the hear ing. (Cal. Code Regs., title 17, §60055.32(h).) (B) Notwithstanding the provisions of Cal. Code Reg s., title 17, section 60055.17(a)(1), administrative hearings conducted p ursuant to a request filed under section (c)(7)(A) above shall b e referred to the Office of Administrative Hearings, which shall othe rwise follow the procedures established in Cal. Code Regs., title 17 , section 60055.1 et

seq. (C) If a manufacturer requests a public hearing pur suant to section (d)(7)(A) above and if the Executive Officer’s dete rmination of nonconformity is confirmed at the hearing, the manu facturer shall28 submit the required remedial action plan in accorda nce with section (e)(1) below within 30 days after receipt of the Bo ard’s decision.

(e) Requirements for Implementing Remedial Actions.
(1) Remedial Action Plans

. (A) A manufacturer initiating a remedial action (vo luntary, influenced, or ordered), other than payment of monetary penalties, shall develop a remedial action plan that contains the following in formation, unless otherwise specified: (i) A description of each engine family, OBD group, or subgroup thereof covered by the remedial action, including t he number of engines, the engine families, or subgroups within t he identified class(es), the make(s), model(s), and model years o f the covered engines, and such other information as may be requi red to identify the covered engines. (ii) A description of the nonconforming OBD system and, in the case of a recall (whether voluntary, influenced, or ordered ), the specific modifications, alterations, repairs, adjustments, o r other changes to correct the nonconforming OBD system, including dat a and/or engineering evaluation supporting the specific corr ections. (iii) A description of the method that the manufact urer will use to determine the names and addresses of vehicle or eng ine owners

and the manufacturer’s method and schedule for noti fying the service facilities and vehicle or engine owners of the remedial

action. (iv) A copy of all instructions that the manufactur er will use to notify service facilities about the required remedial acti on and the specific corrections, if any, that will be required to be ma de to the nonconforming OBD systems. (v) A description of the procedure to be followed b y vehicle/engine

owners to obtain remedial action for the nonconform ing OBD system. This must include the date on or after whi ch the owner can have required remedial action performed, the time r easonably necessary to perform the labor to remedy the noncon formity, and the designation of facilities at which the nonconfo rmity can be

remedied. (vi) If some or all of the nonconforming OBD system s are to be remedied by persons other than dealers or authorize d warranty agents of the manufacturer, a description of such c lass of service agents and what steps, including a copy of all inst ructions mailed to such service agents, the manufacturer will take to assure that such agents are prepared and equipped to perform the pro posed

remedial action. (vii) A copy of the letter of notification to be se nt to vehicle or engine

owners.29 (viii) A proposed schedule for implementing the rem edial action, including identified increments of progress towards full implementation. (ix) A description of the method that the manufactu rer will use to assure that an adequate supply of parts will be ava ilable to initiate the remedial action campaign on the date set by the manufacturer and that an adequate supply of parts will continue to be available throughout the campaign. (x) A description and test data of the emission imp act, if any, that the proposed remedial action may cause to a representat ive engine from the engine class to be remedied. (xi) A description of the impact, if any, and suppo rting data and/or engineering evaluation that the proposed remedial a ction will have on fuel economy, driveability, performance, and saf ety of the engine class covered by the remedial action. (xii) Any other information, reports, or data which the Executive Officer may reasonably determine to be necessary to evaluat e the remedial action plan. (B) Approval and Implementation of Remedial Action Plans. (i) If the Executive Officer finds that the remedia l action plan is designed effectively to address the required remedi al action and complies with the provisions in section (e)(1)(A) a bove, he or she shall notify the manufacturer in writing within 30 days of receipt of the plan that the plan has been approved. (ii) The Executive Officer shall approve a voluntar y, influenced, or ordered remedial action plan if the plan contains t he information specified in section (e)(1)(A) above and is designe d to notify the vehicle or engine owner and implement the remedial action in an expeditious manner. (iii) In disapproving an ordered remedial action pl an, the Executive Officer shall notify the manufacturer in writing of the disapproval

and the reasons for the determination. The manufac turer shall resubmit a revised remedial action plan that fully addresses the reasons for the Executive Officer’s disapproval wit hin 10 days of receipt of the disapproval notice. (iv) Upon receipt of the approval notice of the ord ered remedial action plan from the Executive Officer, the manufacturer s hall, within 45 days of receipt of the notice, begin to notify vehi cle or engine owners and implement the remedial action campaign. (v) If the Executive Officer disapproves a voluntar y or influenced remedial action plan, the manufacturer shall either accept the proposed modifications to the plan as suggested by the Executive Officer, resubmit a revised remedial action plan th at fully addresses the reasons for the Executive Officer’s disapproval within 30 days or be subject to an Executive Officer order that th e manufacturer30 undertake appropriate remedial action pursuant to s ection (d)(2)(B)

above. (vi) Upon receipt of the voluntary or influenced re medial action approval notice from the Executive Officer, the man ufacturer shall begin to notify vehicle or engine owners and implem ent the remedial action campaign according to the schedule indicated in the remedial action plan.
(2) Eligibility for Remedial Action

. (A) The manufacturer may not condition a vehicle or engine owner’s eligibility for remedial action required under sect ion 1971.5 on the proper maintenance or use of the engine. (B) The manufacturer shall not be obligated to repa ir a component which

has been modified or altered such that the remedial action cannot be performed without additional cost.
(3) Notice to Owners

. (A) The manufacturer shall notify owners of vehicle s or engines in the engine class covered by the remedial order. The no tice must be made by first-class mail or by such other means as appro ved by the Executive Officer. When necessary, the Executive O fficer may require

the use of certified mail for ordered remedial acti ons to assure effective

notification. (B) The manufacturer shall use all reasonable means necessary to locate vehicle or engine owners, including motor vehicle r egistration lists available from the California Department of Motor V ehicles and

commercial sources such as R.L. Polk & Co. (C) The notice must contain the following: (i) For ordered remedial actions, a statement: “The California Air Resources Board has determined that your (vehicle o r engine) (is or may be) equipped with an improperly functioning on-board emission-related diagnostic system that violates es tablished standards and regulations that were adopted to prot ect your health and welfare from the dangers of air pollution.” (ii) For voluntary and influenced remedial actions, a statement: “Your (vehicle or engine) (is or may be) equipped with an improperly functioning on-board emission-related diagnostic sy stem that violates (California or California and Federal) sta ndards and regulations” if applicable as determined by the Exe cutive Officer. (iii) A statement that the nonconformity of any suc h engines will be remedied at the expense of the manufacturer. (iv) A statement that eligibility for remedial acti on may not be denied solely on the basis that the vehicle or engine owne r used parts not manufactured by the original equipment engine manuf acturer, or had repairs performed by outlets other than the eng ine

manufacturer’s franchised dealers. (v) Instructions to the vehicle or engine owners on how to obtain remedial action, including instructions on whom to contact (i.e., a31 description of the facilities where the vehicles or engines should be taken for the remedial action), the first date that a vehicle or engine may be brought in for remedial action, and the time that it will reasonably take to correct the nonconformity. (vi) The statement: “In order to assure your full p rotection under the emission warranty provisions, it is recommended tha t you have your (vehicle or engine) serviced as soon as possib le. Failure to do so could be determined as lack of proper maintenanc e of your (vehicle or engine).” (vii) A telephone number for vehicle or engine owne rs to call to report difficulty in obtaining remedial action. (viii) A card to be used by a vehicle or engine own er in the event the vehicle or engine to be recalled has been sold. Su ch card should be addressed to the manufacturer, have postage paid , and shall provide a space in which the owner may indicate the name and address of the person to whom the vehicle or engine was sold or

transferred. (ix) If the remedial action involves recall, the no tice must also provide: a. A clear description of the components that will be affected by the remedial action and a general statement of the measures to be taken to correct the nonconformity. b. A statement that such nonconformity, if not corr ected, may cause the vehicle or engine to fail an emission ins pection. c. A statement describing the adverse effects, if a ny, of an uncorrected nonconforming OBD system on the perform ance, fuel economy, or durability of the engine.

d. A statement that after remedial action has been taken, the manufacturer will have the service facility issue a certificate showing that the engine has been corrected under th e recall program, and that such a certificate will be requir ed to be provided to the Department of Motor Vehicles as a c ondition for vehicle registration. (D) A notice sent pursuant to this section or any o ther communication sent to vehicle or engine owners or dealers may not cont ain any statement, expressed or implied, that the OBD system is compli ant or that the OBD system will not degrade air quality. (E) The Executive Officer shall inform the manufact urer of any other requirements pertaining to the notification under s ection (e)(3) which

the Executive Officer has determined as reasonable and necessary to assure the effectiveness of the recall campaign.
(4) Label Indicating that Recall Repairs Have Been Perf ormed

. (A) If the required remedial action involves recall of engine family(ies), OBD group(s), or subgroup(s) thereof, the manufactu rer shall require those who perform inspections and/or recall repairs to affix a label to each vehicle that has been inspected and/or repaire d.32 (B) The label must be placed in a location approved by the Executive

Officer and must be fabricated of a material suitab le for such location in which it is installed and which is not readily r emovable. (C) The label must contain the remedial action camp aign number and a code designating the facility at which the remedial action or inspection to determine the need for remedial action was perfo rmed.
(5) Proof of Performance of Remedial Action Certificate

. If the required remedial action involves a recall, the manufacturer shall provide, through its service agents, to owners of v ehicles or engines that have had the remedial action performed a certificat e that confirms that the engine has been recalled and that required inspecti on and/or repairs have been performed. The Executive Officer shall prescr ibe a format for the certificate, which shall be consistent with the for mat required in Cal. Code Regs., title 13, section 2117 and section 2129.
(6) Record Keeping and Reporting Requirements

. (A) The manufacturer shall maintain sufficient reco rds to enable the Executive Officer to conduct an analysis of the ade quacy of the

remedial action. (B) Unless otherwise specified by the Executive Off icer, the manufacturer shall report on the progress of the remedial action campaign by submitting reports for eight consecutive quarters c ommencing with the quarter immediately after the recall campaign begin s. The reports shall be submitted no later than 25 days after the close of each calendar quarter to: Chief, Mobile Source Operation s Division, 9528 Telstar Avenue, Suite 4, El Monte, California 91731 . For each recall campaign, the quarterly report must contain the fol lowing: (i) The engine family and the remedial action campa ign number designated by the manufacturer and a brief descript ion of the nature of the campaign. (ii) The date owner notifications began and date co mpleted. (iii) The number of engines involved in the remedia l action campaign. (iv) The number of engines known or estimated to be equipped with the nonconforming OBD system and an explanation of the means by which this number was determined. (v) The number of engines inspected during the camp aign since its inception. (vi) The number of engines found to be affected by the nonconformity during the campaign since its inception. (vii) The number of engines receiving remedial acti on during the campaign since its inception. (viii) The number of engines determined to be unava ilable for inspection or remedial action, during the campaign since its inception, due to exportation, theft, scrapping, or other reasons (specify).33 (ix) The number of engines, during the campaign sin ce its inception, determined to be ineligible for remedial action und er section (e)(2)(B). (x) An initial list, using the following data eleme nts and designated positions, indicating all vehicles or engines subje ct to recall that the manufacturer has not been invoiced for, or a subseq uent list indicating all engines subject to the recall that t he manufacturer has been invoiced for since the previous report. The l ist must be supplied in a standardized computer format to be sp ecified by the

Executive Officer. The data elements must be writt en in “ASCII” code without a comma separating each element. For example: XTY32A71234E-9456123408-25-91A. The add flag (see below) should reflect the vehicles or engines for which th e manufacturer has not been invoiced and the delete flag should re flect changes since the previous report. The Executive Officer ma y change the frequency or format of this submittal depending on the needs of enforcement. The Executive Officer may not, howeve r, require a frequency or format for this submittal that is diff erent in any way from the frequency or format determined by the Exec utive Officer as required for reporting of data in Cal. Code Regs ., title 13, section 2119(a)(10) and section 2133(a)(10).

Data Elements Positions

• File Code (designated by DMV) 1

• License Plate Number 2-8

• Last three VIN positions 9-11

• Recall ID Number 12-17

• Mfg. ID Number 18-22 (Mfg. Occupational License Number)

• Recall Start Date (mmddyyyy) 23-30

• Add or Delete Flag (A/D) 31

• Complete VIN if personalized license plate 32-48 (File Code “L” or “S”)

(xi) A copy of any service bulletins issued during the reporting period by the manufacturer to franchised dealerships or ot her service agents that relate to the nonconforming OBD system and the remedial action and have not previously been report ed to the

Executive Officer. (xii) A copy of all communications transmitted to v ehicle or engine owners that relate to the nonconforming OBD systems and the required remedial action and have not been previous ly reported to

the Executive Officer. (C) If the manufacturer determines that any of the information submitted to the Executive Officer pursuant to section (e) has c hanged or is34 incorrect, the manufacturer shall submit the revise d information, with an explanation. (D) The manufacturer shall maintain in a form suita ble for inspection, such as computer information, storage devices, or card f iles, and shall make

available to the Executive Officer or his or her au thorized representative upon request, the names and addresse s of vehicle or engine owners: (i) To whom notification was sent; (ii) Whose engines were repaired or inspected under the recall campaign; (iii) Whose engines were determined not to be eligi ble for remedial action because the engines were modified, altered, or unavailable due to exportation, theft, scrapping, or other reas on specified in the answer to sections (e)(6)(B)(viii) and (ix). (E) The information gathered by the manufacturer to compile the reports required by these procedures must be retained for n o less than one year beyond the useful life of the engines and must be made available to authorized personnel of ARB upon request. (F) The filing of any report under the provisions o f these procedures must not affect the manufacturer’s responsibility to fil e reports or applications, obtain approval, or give notice under any other provisions

of law.
(7) Extension of Time

. Upon request of the manufacturer, the Executive Off icer may extend any deadline set forth in section 1971.5(e) upon findin g that the manufacturer has demonstrated good cause for the requested exten sion.

(f) Penalties for Failing to Comply with the Requiremen ts of Section (e).
(1) In addition to the penalties that may be assessed by the Executive Officer pursuant to section (d) because of a manufacturer’s failure to comply with the requirements of Cal. Code Regs., title 13, sect ion 1971.1, a manufacturer may be subject to penalties pursuant t o section 43016, Health and Safety Code for failing to comply with t he requirements of section (e).
(2) If a manufacturer fails to comply with a voluntary or influenced remedial action plan, the Executive Officer may order remedi al action pursuant to section (d) above.

NOTE: Authority cited: Sections 39600, 39601, 43000 .5, 43013, 43016, 43018,
43100, 43101, 43104, 43105, 43105.5, 43106, 43154, 43211, and 43212, Health and Safety Code. Reference: Sections 39002, 39003, 39010, 39018, 39021.5,
39024, 39024.5, 39027, 39027.3, 39028, 39029, 39031 , 39032, 39032.5, 39033,
39035, 39037.05, 39037.5, 39038, 39039, 39040, 3904 2, 39042.5, 39046,
39047, 39053, 39054, 39058, 39059, 39060, 39515, 39 600,- 39601, 43000,
43000.5, 43004, 43006, 43013, 43016, 43018, 43100, 43101, 43102, 43104,35

43105, 43105.5, 43106, 43150, 43151, 43152, 43153, 43154, 43155, 43156, 43204, 43211, and 43212, Health and Safety Code.