1 Appendix A

PROPOSED REGULATION ORDER

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

Note: The proposed amendments are shown in underline to indicate additions and

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

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

(a) Purpose

. The purpose of this regulation is to reduce motor vehicle and motor vehicle engine emissions by establishing emission st andards and other requirements for onboard diagnostic systems (OBD systems) that are installed on 2010 and subsequent model-year engines certified for sale in heavy- duty applications in California. The OBD systems, through the use of an onboard comput er(s), shall monitor emission systems in-use for the actual life of the engine and shall be capable of detecting malfunctions of the monitored emission systems, illuminating a ma lfunction indicator light (MIL) to notify the vehicle operator of detected malfuncti ons, and storing fault codes identifying the detected malfunctions. The use and operat ion of OBD systems will ensure reductions in in-use motor vehicle and motor vehicle engine emissions through improvements of emission system durability and performance.

(b) Applicability

. Except as specified in section (d)(7) and el sewhere 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 cert ified by the Executive Officer as meeting all applicable requirements of this regulation (title 13, CCR section 1971.1). 1

(c) Definitions

. “Actual life” refers to the entire per iod that an engine is operated on public roads in California up to the time an engine is retired from use. “Alternate-fueled engine” refers to an engine using a fuel different from or in addition to gasoline fuel or diesel fuel (e .g., compressed natural gas (CNG), liquefied petroleum gas). For the purposes of this regulation, alternate-fueled engines include dedicated alternate-fueled engines (i.e., engi nes designed to operate exclusively on the alternate fuel) and engines that can use more than one type of fuel but cannot be reasonably operated in-use exclusively on gaso line or diesel fuel (e.g., engines with diesel pilot injection and CNG main injecti on where engine operation is limited to idle if CNG fuel is not available or engines which use gasoline-only operation during cold

1 Unless otherwise noted, all section references refer to section 1971.1 of title 13, CCR.2 start and CNG-only operation for the restof the driving cycle and engine operation defaults to a limp-home restricted speed and load if CNG fuel is not available). For engines that can use more than one type of fuel but can be operated in-use exclusively on gasoline or diesel fuel, t he engines are considered alternate-fueled engines only for the portion of operati on the engine uses a fuel other than exclusively gasoline or diesel (e.g., a gasoline and CNG engine that can operate exclusively on gasoline is considered an al ternate-fueled engine only while operating on CNG and is not subject to the provisions or relief of this regulation for alternatefueled engines while operating exclusivel y on gasoline). For alternate-fueled engines, the manufacturer shall meet t he requirements of section (d)(7.5). “Alternate phase-in”, as allowed in sect ion (g)(5.8), is a phase-in schedule that achieves equivalent compliance volume by the end of the last year of a scheduled phase-in provided in this regulation. The compliance volume is the number calculated by multiplying the percent of engines (based on the manufacturer’s projected sales volume of all engines unle ss specifically stated otherwise in section (e), (f), or (g)) meeting the new require ments per year by the number of years implemented prior to and including the lastyear of the scheduled phase-in and then summing these yearly results to determine a cumulative total (e.g., a three year, 20/50/100 percent scheduled phase-in would be calculated as (20*3 years) + (50*2 years) + (100*1 year) = 260; a two-year20/50 percent scheduled phase-in would be calculated as (20*2 years) + (50*1 year) = 90). Manufacturers are allowed to include engines introduced before the first year of the scheduled phase-in (e.g., in the previous example, 10 percent introduc ed one year before the scheduled phase-in begins would be calculated as (10*4 years) and added to the cumulative total). However, manufacturers are only allowed to include engines introduced up to one model year before the first year of t he scheduled phase-in. The Executive Officer shall consider acceptable any alternate phase- in that results in an equal or larger cumulative total by the end of the lastyear of the scheduled phase-in and ensures that all engines subject to the phase-in will comply with the respective requirements no later than two model years following the last year of the scheduled phase-in. For alternate phase-in schedules resulting in all engines complying one model year following the last year of the scheduled phase-in, the compliance volume shall be calculated as described directlyabove. For example, a 20/50/100 percent scheduled phase-in during t he 2016-2018 model years would have a cumulative total of 260. If the manufacturer’s planned alternate phase-in schedule is 40/50/80/100 percent during t he 2016-2019 model years, the final compliance volume calculation would be (40*3 years) + (50*2 years) + (80*1 year) = 300, which is greater than 260 and therefore would be acceptable as an alternate phase-in schedule. For alternate phase-in schedules resulting in all engines complying two model years following the last year of the scheduled phase-in, the compliance volume calculation shall be calculated as described directly above and shall also include a negative calculation for engines not co mplying until one or two model years following the last year of the scheduled phase-in. The negative calculation shall be calculated by multiplying the perc ent of engines not meeting the new requirements in the final year of the phase-in by negative one and the percent of engines not meeting the new requirements in the one year after the final year of the phase-in by negative two. For exampl e, if 10 percent of a manufacturer’s3 engines did not comply by the final y ear of the scheduled phase-in and 5 percent did not comply by the end of the first year after the 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 negat ive calculation. For example, a 20/50/100 percent scheduled phase-in dur ing the 2016-2018 model years would have a cumulative total of 260. If a manufacturer’s planned alternate phase-in schedule is 40/70/80/90/100 percent during the 2013-2020 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, which is greater than 260 and therefore would be acceptable as an alternate phase-in schedule. “Applicable standards” refers to the specific exhaust emission standards or family emission limits (FEL), includi ng the Federal Test Procedure (FTP) and Supplemental Emission Test (SET) standards , to which the engine is certified. “Auxiliary Emission Control Device ( AECD)” refers to any approved AECD (as defined by 40 Code of Federal Regul ations (CFR) 86.082-2 and 86.094-2). “Emission Increasing Auxiliary Emission C ontrol Device (EI-AECD)” refers to any approved AECD that: reduces the effe ctiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use; and the need for the AECD is justified in terms of protecting the vehicle against damage or accident. An AECD that is certified as an NTE deficiency shall notbe considered an EI-AECD. An AECD that does not sense, measure, or calcul ate any parameter or command or trigger any action, algorithm, or alternate strat egy 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 vehicle above 8000 feet in elevation; (2) ambient temperature; (3 ) when the engine is warming up and is not reactivated once the engine has warmed up in the same driving cycle; (4) failure detection (storage of a fault code) by the OBD system; (5) execution of an OBD monitor; or (6) execution of an infrequent regeneration event.

“Base fuel schedule” refers to the f uel calibration schedule programmed into the Powertrain Control Module or progr ammable read-only memory (PROM) when manufactured or when updated by some o ff-board source, prior to any learned

on-board correction. “Auxiliary Emission Control Device ( AECD)” refers to any approved AECD (as defined by 40 Code of Federal Regul ations (CFR) 86.082-2 and 86.094-2). “Emission Increasing Auxiliary Emission C ontrol Device (EI-AECD)” refers to any approved AECD that: reduces the effe ctiveness of the emission control system under conditions which may reasonably be expected to be encountered in normal vehicle operation and use; and the need for the AECD is justified in terms of protecting the vehicle against damage or accident. An AECD that is certified as an NTE deficiency shall notbe considered an EI-AECD. An AECD that does not sense, measure, or calcul ate any parameter or command or trigger any action, algorithm, or alternate strat egy 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 vehicle above 8000 feet in elevation; (2) ambient temperature; (3 ) when the engine is warming up and is not reactivated once the engine has warmed up in the same driving cycle; (4) failure4 detection (storage of a fault code) by t he OBD system; (5) execution of an OBD monitor; or (6) execution of an infrequent regeneration event.

“Calculated load value” refers to the percent of engine capacity being used and is defined in Society of Automotive Engi neers (SAE) J1979 "E/E Diagnostic Test Modes," May 2007February 2012 (SAE J1979), in corporated by reference (section (h)(1.4)). For diesel applications, the calc ulated load value is determined by the ratio of current engine output torque to maximu m engine output torque at current engine speed as defined by parameter definit ion 5.2.1.7 of SAE J1939-71 “Vehicle Application Layer (Through February 2008May 2010),” January 2009March 2011. “Confirmed fault code,” for purposes ofengines using International Standards Organization (ISO) 15765-4, is defined as the diagnostic trouble code stored when an OBD system has confirmed that a malf unction exists (e.g., typically on the second driving cycle that the malfunction is detected) 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, ci rcuit faults, and out-of-range values, means monitoring is always enabled, unless alternate enable conditions have been approved by the Executive Officer in accordance with 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 componentis sampled less frequently for control purposes, the signal of the component may instead be evaluated each time sampling occurs. “Deactivate” means to turn-off, shutdown, desensitize, or otherwise make inoperable through software programming or ot her means during the actual life of the engine. “Diagnostic or emission critical” electroni c control unit refers to the engine and any other on-board electronic powertrain c ontrol unit containing software that: (1) determines the commanded value(s) for any of the following: (a) Fuel injection quantity (b) Fuel injection timing and/or valve timing (c) NOx catalyst reductant (e.g ., urea) injection quantity; or (2) is used to control or determine the measured value of an exhaust gas sensor subject to monitoring in section (e)(9 ) or (f)(8) (e.g., NOx or PM sensor module); or (3) has primary control over any of t he monitors required by sections (e)(1) through (f)(9), (g)(1) through (g)(2), and (g)(4); or (24) excluding anti-lock brak e system (ABS) control un its or stability/traction control units, has primary control overthe diagnostics for more than two four of the input components or more than two output components required to be monitored by section (g)(3). For purposes of criteria (3) and (4) above, “primary control” over a monitor means the control unit does any of the following: (a) determines if enable conditions are satisfied; (b) calculates the value or stat istic that represents the component/system’s level of performance; or (c) makes pass or fail decisions. Further, fFor purposes of criteriaon (42) above, all glow plugs in an engine shall be considered “one” output component in lieu of each glow plug being considered a separate component. “Diesel engine” refers to an engine using a compression ignition thermodynamic cycle.5 “Driving cycle” is defined as a trip that meets any of the four conditions below: (a1) Begins with engine start and ends with engine shutoff; (b2) Begins with engine start and ends a fter four hours of continuous engine-on operation; (c3) Begins at the end of the prev ious four hours of continuous engine-on operation and ends after four hours of continuous engine-on operation; or (d4) Begins at the end of the previ ous 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 (a1) and ( d4). 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 idle), the manufacturer may request Executive Officer approval to use an alternate definition 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 t hat has been neither commanded by the vehicle operator nor by the engine control st rategy but caused by an event such as an engine stall may be considered a new dr iving cycle or a continuation of the existing driving cycle. For engines that are not likely to be routinely operated for long continuous periods of time, a manufacturer may also request Executive Officer approval to use an alternate definition for driving cycle (e.g., solely based on engine start and engine shutoff without regard to fourhours of continuous engine-on time). Executive Officer approval of the al ternate definition shall be based on

manufacturer-submitted data and/or informa tion demonstrating the typical usage, operating habits, and/or driving patterns of these vehicles. “Emission standard,” as it applies to OBD compliance, relates to the emission characteristics of a motor vehicle and engine and means: (1) a numerical limit on the amount of a gi ven pollutant that a motor vehicle or motor vehicle engine may emit into the atmosphere; or (2) a requirement that a motor vehicl e or motor vehicle engine be equipped with a certain type of pollution-control device or some other design feature related

to the control of emissions. “Engine family” means a grouping of vehicles or engines in a manufacturer’s product line determined in acco rdance with 40 CFR 86.098-24. “Engine rating” means a unique combinat ion of displacement, rated power, calibration (fuel, emission, and engine control), AECDs, and other engine and emission control components within an engine family. “OBD parent rating” means the specif ic engine rating selected according to section (d)(7.1.1) or (d )(7.2.2)(B) for compliance with section 1971.1. “OBD child rating” means an engine rati ng (other than the OBD parent rating) within the engine family containing the OB D parent rating selected according to section (d)(7.1.1) or an engine rating withi n the OBD group(s) defined according to section (d)(7.2.1) and subj ect to section (d)(7.2.3). “Evaporative emission standards” are a subs et of emission standards that refer to the specific motor vehicle fuel evaporative emission standards and test procedures incorporated by reference in title 13, CCR section 1976 to which the6 engine is certified. “Exhaust emission standards” or “tailpi pe emission standards” are a subset of emission standards that collectively refer to the specific FTP standards and SET standards to which an engine is certified. “Engine misfire” means lack of combus tion in the cylinder due to absence of spark, poor fuel metering, poor compression, or any other cause. This does not

include lack of combustion events in non-acti ve cylinders due to default fuel shut-off or cylinder deactivation strategies. “Engine start” is defined as the pointwhen the engine reaches a speed 150 rpm below the normal, warmed-up idle speed (a s determined in the drive position for vehicles equipped with an automatic transmission). For hybrid vehicles or for engines employing alternate engine start har dware or strategies (e.g., integrated starter and generators), the manufacturer ma y request Executive Officer approval to use an alternate definition for engine start (e .g., ignition key “on”). Executive Officer approval of the alternate definition s hall be based on equivalence to an engine start

for a conventional vehicle. “Family Emission Limit (FEL)” refers tothe exhaust emission levels to which an engine family is certified under the averaging, banking, and trading program incorporated by reference in title 13, CCR section 1956.8. “Fault memory” means information pertaining to malfunctions stored in the onboard computer, including fault codes, stored engine conditions, and MIL status. “Federal Test Procedure (FTP) test” refers to an exhaust emission test conducted according to the test procedures incorporated by reference in title 13, CCR section 1956.8(b) and (d) that is us ed to determine 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 sc hedule in 40 CFR appendix 1 of part 86, section (f)(1), entitled, “EPA Engine Dynamometer Schedule for Heavy-Duty Otto-Cycle Engines,” or section (f)(2), entitled, “EPA En gine Dynamometer Schedule for Heavy-Duty Diesel Engines.”

“FTP standard” refers to the certific ation exhaust emission standards and test procedures applicable to the FTP cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to wh ich the engine is certified. “Fuel trim” refers to feedback adjustments to the base fuel schedule. Short-term fuel trim refers to dynamic or instantaneousadjustments. Long-term fuel trim refers to much more gradual adjustments to t he fuel calibration schedule than short-term trim adjustments. “Fueled engine operation” is the state w here any fuel is introduced into the engine for the purposes of combustion. “Functional check” for an output componentor system means verification of proper response of the component and system to a computer command. “Gasoline engine” refers to an Otto-cycle engine or an alternate-fueled engine. “Heavy-duty engine” means an engine thatis used to propel a heavy-duty

vehicle. “Heavy-duty vehicle” means any motor vehicle having a manufacturer’s gross vehicle weight rating (GVW R) greater than 14,000 pounds. “Hybrid vehicle” refers to a vehicle that has both of the following on-vehicle sources of stored energy and can drawpropulsion energy from the source7 mentioned in 2): 1) a consumable fuel and 2) an energy storage device such as a battery, capacitor, pressure reservoir, or flywheel. “Ignition Cycle” means a driving cycle that begins with engine start, meets the engine start definition for at least two seconds plus or minus one second, and ends with engine shutoff. For hybrid vehicles, “ignition cycle” means a driving cycle that begins when the propulsion system active definition is met for at least two seconds plus or minus one second, and ends when the propulsion system active definition is no longer met. “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 on-board control unit. KAM is not erased upon shutting off the engine but may be erased if power to the on-board control unit is inte rrupted (e.g., vehicle battery disconnected, fuse to control unit removed). In some 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 position) but with the engine not running. “Malfunction” means any deterioration or failure of a component or system that causes the performance to be outside of t he applicable limits in sections (e) through (g). “Manufacturer” for the purpose of this regulation means the holder of the Executive Order for the engine family. “MIL-on fault code,” for purposes of engines using SAE J1939, refers to the diagnostic trouble code stored when an OB D system has confirmed that a malfunction exists (e.g., typically on the se cond driving cycle that the malfunction is detected) and has commanded the MIL on in accordance with the requirements of sections (d)(2), (e), (g), and (h)(4.4). “Non-volatile random access memory (N VRAM),” for the purposes of this regulation, is defined as a type of memory that retains 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 th rough the use of an electrically erasable and programmable read-only memory (EEPROM) chip. “Not-To-Exceed (NTE) control area” refe rs 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 gi ven pollutant under the NTE requirement. “Manufacturer-specific NOx NTE carve-out area” refers to regions within the

NTE control area for NOx where the m anufacturer 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 m anufacturer has limited NTE testing as allowed by 40 CFR 86.1370-2007(b)(7). “NTE deficiency” refers to regions or conditions within the NTE control area

for NOx or PM where the manufacturer has received a deficiency as allowed by 40 CFR 86.007-11(a)(4)(iv). “OBD group” refers to a combination of engines, engine families, or engine ratings that use the same OBD strategies and similar calibrations. A manufacturer is required to submit a grouping plan for Executive Officer review and approval8 detailing the OBD groups and the engine families and engine ratings within each group for a model year. “Pending fault code” is defined as t he 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 t he requirements of sections (d)(2), (e) through (g), and (h)(4.4).

“Permanent fault code” is defined as a c onfirmed or MIL-on fault code that is currently commanding the MIL on and is stored in NVRAM 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 num ber of firing events for the specified

interval. “Power Take-Off (PTO) unit” refers toan engine driven output provision for the purposes of powering auxiliary equipment (e .g., a dump-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 stor ed when an OBD system has confirmed that a malfunction no longer exists (e.g., a fter the third consecutive driving cycle in which the corresponding monitor runs and the malfunction is not detected), extinguishes the MIL, and erases the co rresponding MIL-on fault code in accordance with the requirements of sections (d)(2), (e), (g), and (h)(4.4). “Propulsion system active” is the stat e where the powertrain (e.g., engine, electric machine) is enabled by the driver (e.g., after ignition on for conventional vehicles, after power button pushed for some hybrid vehicles) such that the vehicle is ready to be used (e.g., vehicle is ready to be driven, ready to be shifted from “park” to “drive”). For purposes of this definition, “the state w here the powertrain is

enabled” does not include activations that ar e not driver-initiated (e.g., conditions where portions of the vehicle system wake up to perform OBD monitoring). “Rationality fault diagnostic” for an inputcomponent 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 bythe manufacturer as either the recommended maximum engine speed as normally displayed on instrument panel tachometers or the engine speed at which fuel shutoff 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 ofexhaust 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/leaner than stoichiometric to

leaner/richer than stoichiometric to the ti me 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 toa different 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 different NOx or PM exhaust gas level

until it indicates the different NOx or PM exhaust gas level. “Secondary air” refers to air introduced into the exhaust system by means of a pump or aspirator valve or other means thatis intended to aid in the oxidation of HC and CO contained in the exhaust gas stream.9 “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 definit ions 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), with the exception that California sales of less than 1200 heavy-duty engines will be used in lieu of 4500 heavy-duty engines. “Start of production” is the time when the manufacturer has produced two percent of the projected volume for the engine or vehi cle, whichever is specified in sections (k) and (l). “Supplemental Emission Test (SET) cycle” re fers to the driving schedule defined as the “supplemental steady state emission test” in 40 CFR 86.1360-2007.

“SET standard” refers to the certific ation exhaust emission standards and test procedures applicable to the SET cycle inco rporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is certified “Warm-up cycle” means a driving cycle with sufficient vehicle operation such that the coolant temperature has risen by atleast 40 degrees Fahrenheit from engine start and reaches a minimum temperature of at least 160 degrees Fahrenheit (140 degrees Fahrenheit for applications with diesel engines). Alternatively, manufacturers may define warm-up cycle as a driving cycle with vehicle operation in which the following criteria are met: for v ehicles using the ISO 15765-4 protocol, the manufacturers may use the criteria specified in sections (d)(2.3.1 )(C)(ii)b.3.i., ii., and iii. herein, and for vehicles using the SAE J1939 protocol, the manufacturer may use the criteria specified in sections (d )(2.3.2)(D)(ii)b.3.i., ii., and iii. herein. “Weighted sales number” means a manufactu rer’s projected sales number for engines to be used in California heavy-duty vehicles 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 numbers for diesel engines for heavy-duty vehicles from 19,500 to 33,000 pounds shall be multiplied by 1.68. Sales numbers for diesel engines for heavy-duty vehicles greater than 33,000 pounds and urban buses shall be multiplied by 3.95. Sales numbers for all gasoline engines for heavy-duty vehicles shall be multiplied by 1.0.

(d) General Requirements. Section (d) sets forth the general requi rements 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 OBD system is required to detect all malfunctions specified in sections (e) thr ough (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 sections (e) through (g), the OBD system shall detect the malfunction, st ore a pending, confirmed, MIL-on, or previously MIL-on fault code in the onboard computer’s memory, and illuminate the MIL as required.10 (1.2) The OBD system shall be equipped with a standardized data link connector to provide access to the stored fault codes as specified in section (h).
(1.3) The OBD system shall be designed to operate, without any required scheduled maintenance, for the actual life ofthe engine 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 t he actual life of the engine. This

section is not intended to alter ex isting law and enforcement practice regarding a manufacturer’s liability for an engine beyond its useful life, except where an engine has been programmed orotherwise designed 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 solder ed) computer enclosures). Subject to Executive Officer approval, manufacturers may exempt from this requirement those product lines that ar e unlikely to require protection. Criteria to be evaluated in making an ex emption include current availability of performance chips, performance capability of the engine, and sales volume.
(2) MIL and Fault Code Requirements.
(2.1) MIL Specifications.
(2.1.1) The MIL shall be located on the driv er's side instrument panel and be of sufficient illumination and location to be readily visible under all lighting conditions and shall be amber in color when illuminated. The MIL, when illuminated, shall display the Inter national Standards 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 ke y on, engine off position before engine cranking to indicate that the MIL is functional. The MIL shall continuously illuminate during this functional check for a minimum of 15-20 seconds. During this functional check of the MI L, the data stream value for MIL status shall indicate commanded off (see section (h)(4.2)) unless the MIL

has also been commanded on for a detected malfunction. This functional check of the MIL is not required dur ing vehicle operation in the key on, engine off position subsequent to the initial engine cranking of an ignition cycle (e.g., due to an engine stall or other non-commanded engine shutoff).
(2.1.3) At the manufacturer's option, the MI L may be used to indicate readiness status in a standardized format (see section (h)(4.1.36)) in the key on, engine off position.
(2.1.4) A manufacturer may request Executive Officer approval to also use the MIL to indicate which, if any, fault codes are currently stored (e.g., to “blink” the stored codes). The Executive Officer shall approve the request upon determining that the manufactu rer has demonstrated that the method used to indicate the fault codes will not be unintentionally activated during a California inspecti on test or during 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.11 (2.2.1) For vehicles using the ISO 15765-4 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 identified malfunction is again

detected before the end of the next driving cycle in which monitoring occurs, the OBD system shall illumi nate the MIL continuously, keep the pending fault code stored, and store a confirmed fault code within 10

seconds. If a malfunction is not detected before the end of the next driving cycle in which monitoring 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 sect ion (d)(2.2.1)(A) shall be erased at the end of the driving cycle. (C) A manufacturer may request Executive Officer approval to employ

alternate statistical MIL illuminati on and fault code storage protocols to those specified in these requirements. The Executive Officer shall grant approval upon determining that the manuf acturer has provided data and/or engineering evaluation that demonstrate t hat the alternative protocols can evaluate system performance and detect ma lfunctions in a manner that is equally effective and timely. Strategies requiring on average more than six driving cycles for MIL illumination may not be accepted. (D) Storage and erasure of freeze frame conditions. (i) The OBD system shall store and er ase “freeze frame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is

detected. (ii) The storage and erasure ofFor 2010 through 2015 model year engines, the OBD system shall store and erase freeze frame conditions shall be done in conjuncti on with the storage and erasure of either pending or confirmed fault codes as required elsewhere in section (d)(2.2). (iii) For 2016 and subsequent model year engines, except as provided for in section (d)(2.2.1)(D)(iv), the OB D system shall store freeze frame conditions in conjunction with the st orage of a pending fault code. a. If the pending fault code is erased in the next driving cycle in which monitoring occurs and a malfunction is not detected (as described in section (d)(2.2.1)(B)), the OBD system may erase the corresponding freeze frame conditions. b. If the pending fault code matures to a confirmed fault code (as described in section (d)(2.2.1)(B)), the OBD system shall either retain the currently stored freeze frame conditions or replace the

stored freeze frame conditions with freeze frame conditions regarding the confirmed fault code. The OBD system shall erase the freeze frame information in conj unction with the erasure of the confirmed fault code (as described under section (d)(2.3.1)(B)). (iv) For alternate strategies thatdo not store pending fault codes (i.e., monitors using alternate statistica l strategies described in section (d)(2.2.1)(C) such as monitors thatstore a confirmed fault code and illuminate the MIL upon the first detec tion of a malfunction), the OBD12 system shall store and erase freeze frame conditions in conjunction with the storage and erasure of the confirmed fault code. (E) The OBD system shall illuminate the MIL and store a confirmed fault code within 10 seconds to inform the vehicle operator whenever the engine enters a default or “limp home” m ode of operation that can affect emissions or the performance of the OBD system or in the event of a malfunction of an on-board computer(s ) itself that can affect the performance of the OBD system. If t he default or “limp home” mode of operation is recoverable (i.e., the di agnostic or control strategy that caused the default or “limp home” m ode 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 system may, in lieu of illuminating the MIL within 10 seconds on the first driving cycle where the default or “limp home” m ode of operation is entered, delay illumination of the MIL until the condition causing t he default or “limp home” mode of operation is again detected before t he end of the next driving cycle. (F) Before the end of an ignition cycle, the OBD system shall store confirmed fault codes that are currently causi ng the MIL to be 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 prot ocol 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 identified malfunction is again

detected before the end of the next driving cycle in which monitoring occurs, the OBD system shall illuminat e the MIL continuously, erase the pending fault code, and store a MIL-on fault 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., there is no indication of the malfunction at any time during the driving cycle), the corresponding pending fault code set according to section (d)(2.2.2)(A) shall be erased at the end of the driving cycle. (C) A manufacturer may request Executive Officer approval to employ

alternate statistical MIL illuminati on and fault code storage protocols to those specified in these requirements. The Executive Officer shall grant approval upon determining that the manufac turer has provided data and/or engineering evaluation that demonstrate t hat the alternative protocols can evaluate system performance and detect ma lfunctions in a manner that is equally effective and timely. Strategies requiring on average more than six driving cycles for MIL illumination may not be accepted. (D) Storage and erasure of freeze frame conditions. (i) The OBD system shall store and er ase “freeze frame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is

detected. (ii) The OBD system shall store freez e frame conditions in conjunction with the storage of a pending fault code. (iii) If the pending fault code is erased in the next driving cycle in which monitoring occurs and a malfunction is not detected (as described13 under section (d)(2.2.2)(B)), the OBD system may erase the corresponding freeze frame conditions. (iv) If the pending fault code matures to a MIL-on fault code (as described under section (d)(2.2.2)(B)), the OBD system shall either retain the currently stored freeze frame conditi ons or replace the stored freeze

frame conditions with freeze fram e conditions regarding the MIL-on fault code. The OBD system shall erase the freeze frame information in conjunction with the erasure of t he previously MIL-on fault code (as described under section (d)(2.3.2)(C)). (v) For alternate strategies that do not store pending fault codes (i.e., monitors using alternate statistica l strategies described in section (d)(2.2.1)(C) such as monitors that store a MIL-on fault code and illuminate the MIL upon the first detec tion of a malfunction), the OBD system shall store and erase freeze frame conditions in conjunction with the storage and erasure ofthe MIL-on fault code. (E) The OBD system shall illuminate t he MIL and store a MIL-on fault code within 10 seconds to inform the vehicle operator whenever the engine enters a default or “limp home” m ode of operation that can affect emissions or the performance of the OBD system or in the event of a malfunction of an on-board computer(s ) itself that can affect the performance of the OBD system. If t he default or “limp home” mode of operation is recoverable (i.e., the di agnostic or control strategy that caused the default or “limp home” m ode 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 system may, in lieu of illuminating the MIL within 10 seconds on the first driving cycle where the default or “limp home” m ode of operation is entered, delay illumination of the MIL until the condition causing t he default or “limp home” mode of operation is again detected before t he end of the next driving cycle. (F) Before the end of an ignition cycle, the OBD system shall store MIL-on fault codes that are currently causi ng the MIL to be 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 the standardized functions required in section (h): (A) Extinguishing the MIL. Except as otherwise provided in sections (e)(1.4.2)(F), (e)(2.4 .2)(D), (e)(6.4.2), (f)(1.4.6), (f)(2.4.5 ), and (f)(7.4.2) (for diesel fuel system, diesel misf ire, diesel empty reductant tank, gasoline fuel system, gasoline misfir e, and gasoline evaporative system malfunctions), once the MIL has been illuminated, it may shall be extinguished after at least three subsequent sequential driving cycles during which the monitoring system re sponsible for illuminating the MIL functions and the previously detect ed malfunction is no longer present provided no other malfunction has been detected that would independently illuminate the MIL accordi ng to the requirements outlined

above. (B) Erasing a confirmed fault code. For 2010 through 2015 model year engines, Tthe OBD system may erase a confirmed fault code if the14 identified malfunction has not been agai n detected in at least 40 engine warm-up cycles and the MIL is pres ently not illuminated for that malfunction. For 2016 and subsequent model year engines, the OBD system shall erase a confirmed fault c ode if the identified malfunction has not been again detected in 40 warm-up cycl es and the MIL is presently not

illuminated for that malfunction. (C) Erasing a permanent fault code. (i) If the OBD system is commanding the MIL on, the OBD system shall erase a permanent fault code only if the OBD system itself determines

that the malfunction that caused t he permanent fault code to be stored is no longer present and is not comm anding the MIL on, pursuant to the requirements of section (d)(2.3.1)(A ) (which for the purposes of this section shall apply to all monitors). Erasure of the permanent fault code shall occur in conjunction with extinguishing the MIL or no later

than the start of the first driv e cycle that begins with the MIL

commanded off. (ii) If all fault information in t he on-board computerother than the permanent fault code 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: a. Except as provided for in section (d)(2.3.1)(C)(ii)c., if the monitor of the malfunction that caused the pe rmanent fault code to be stored is subject to the minimum ratio requirements of section (d)(3.2) (e.g., catalyst monitor, compr ehensive component input component rationality monitors), the OBD syst em shall erase the permanent fault code at the end of a driving cycle if the monitor has run and made one or more determinations during a driving cycle that the malfunction of the component or t he system is not present and has not made any determinations within the same driving cycle that the malfunction is present.

b. If the monitor of the malfuncti on that caused the permanent fault code to be stored is not subject to the minimum ratio requirements of section (d)(3.2) (e.g., gasoline misfire monitor, gasoline fuel system monitor, comprehensive component circuit continuity monitors), the OBD system shall er ase the permanent fault code at the end of a driving cycle if:

1. The monitor has run and made one or more determinations during a driving cycle that the ma lfunction of the component or the system is not present and has not made any determinations within the same driving cycle t hat the malfunction is present; 2. The monitor has not made any determinations that the malfunction is present subsequent to the most recent driving cycle in which the criteria of se ction (d)(2.3.1)(C)(ii)b.1. are met;

and 3. The following criteria are satisfied on any single driving cycle (which may be a different driving cycle than that in which the criteria of section (d)( 2.3. 1)(C)(ii)b.1. are satisfied):15 i. Except as provided in sect ion (d)(2.3.1)(C)(ii)b.3.v. below, Ccumulative time since engine st art is greater than or equal to 600 seconds; ii. Cumulative gasoline engine operation at or above 25 miles per hour or diesel engine operation at or above 1150 rpm, either of which occurs for greater than or equal to 300 seconds; iii. Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission)) for greater than or equal to 30 seconds; and iv. The monitor has not made any determinations that the malfunction is present. v. For hybrid vehicles, manufacturers shall use “cumulative propulsion system active time” in lieu of “cumulative time since engine start” for the criterion in section (d)(2.3.1)(C)(ii)b.3.i. 4. Monitors required to use “similar conditions” as defined in section (c) to store and erase pending and confirmed fault codes may not require that the similar condi tions be met prior to erasure of the permanent fault code. c. For monitors subject to secti on (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 li eu of the criteria under section (d)(2.3.1)(C)(ii)a. d. For 2010 through 2012 model year engines, manufacturers may request Executive Officer approval to use alternate criteria to erase the permanent fault code. The Executive Officer shall approve

alternate criteria that will not likel y require driving conditions that are longer and more difficult to meet than those required 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 provided 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 reduct ant tanks, once the MIL has been illuminated, it may shall be extinguished after at least three subsequent sequential driving cycles during which the monitoring system responsible for illuminating the MIL functions and t he previously detected malfunction is no longer present provided no othermalfunction has been detected that would independently illuminate the MIL according to the requirements

outlined above. (B) Erasing a MIL-on fault code. T he OBD system may erase a MIL-on fault code in conjunction with extinguishing the MIL as described under section16 (d)(2.3.2)(A). In addition to the eras ure of the MIL-on fault code, the OBD system shall store a previously MIL- on fault code for that failure. (C) Erasing a previously MIL-on fault code. For 2010 through 2015 model year engines, Tthe OBD system may erase a previously MIL-on fault code

if the identified malfunction has notbeen again detected in at least 40 engine warm-up cycles and the MIL is pr esently not illuminated for that malfunction. For 2016 and subsequent model year engines, the OBD system shall erase a previously MI L-on fault code if the identified malfunction has not been again detected in 40 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 under the following conditions: (i) If the OBD system is commanding the MIL on, the OBD system shall erase a permanent fault code only if the OBD system itself determines

that the malfunction that caused t he permanent fault code to be stored is no longer present and is not co mmanding the MIL on, pursuant to the requirements of section (d)(2.3.2)(A ) (which for the purposes of this section shall apply to all monitors). Erasure of the permanent fault code shall occur in conjunction with extinguishing the MIL or no later

than the start of the first driv e cycle that begins with the MIL

commanded off. (ii) 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: a. Except as provided for in secti on (d)(2.3.2)(D)(ii)c., if the monitor of

the malfunction that caused the permanent fault code to be stored is subject to the minimum ratio requirements of section (d)(3.2) (e.g., catalyst monitor, comprehensive component input component rationality monitors), the OBD syst em shall erase the permanent fault code at the end of a driving cycle if the monitor has run and made one or more determinations during a driving cycle that the malfunction of the component or t he system is not present and has not made any determinations within the same driving cycle that the malfunction is present.

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

1. The monitor has run and made one or more determinations during a driving cycle that the ma lfunction of the component or the system is not present and has not made any determinations 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 recent driving cycle in which the criteria of se ction (d)(2.3.2)(D)(ii)b.1. are met;

and17 3. The following criteria are satisfied on any single driving cycle (which may be a different driving cycle than that in which the criteria of section (d)(2.3.2 )(D)(ii)b.1. are satisfied): i. Except as provided in sect ion (d)(2.3.2)(D)(ii)b.3.v. below, Ccumulative time since engine start is greater than or equal to 600 seconds; ii. Cumulative gasoline engine operation at or above 25 miles per hour or diesel engine operation at or above 1150 rpm, either of which occurs for greater than or equal to 300 seconds; iii. Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission)) for greater than or equal to 30 seconds; and iv. The monitor has not made any determinations that the malfunction is present. v. For hybrid vehicles, manufacturers shall use “cumulative propulsion system active time” in lieu of “cumulative time since engine start” for the criterion in section (d)(2.3.2)(D)(ii)b.3.i. 4. Monitors required to use “similar conditions” as defined in section (c) to store and erase pending and confirmed/MIL-on fault codes may not require that the similar conditions be met prior to erasure of the permanent fault code. c. For monitors subject to secti on (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 li eu of the criteria under section (d)(2.3.2)(D)(ii)a. d. For 2010 through 2012 model year engines, manufacturers may request Executive Officer approval to use alternate criteria to erase the permanent fault code. The Executive Officer shall approve

alternate criteria that will not likel y require driving conditions that are longer and more difficult to meet than those required 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 ofoperation, a manufacturer may request Executive Officer approval to be exempt from illuminating the MIL if any of the following conditions listed below occurs. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering eval uation that verify the conditions below either of the following: (A) The default strategy (1) causes an ov ert indication (e.g., illumination of a red engine shut-down warning light) such that the driver is certain to respond and have the problem corrected, and (2) is not caused by or invoked to protect a component requi red to be monitored by the OBD18 system under sections (e) through (g), and (3) is not invoked to protect a component required to be monitored by the OBD system under sections (e) through (g); or (B) The default strategy is an AECD that is properly 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 sect ion 1968.2(d)(2) in lieu of meeting the requirements of (d)(2).
(3) Monitoring Conditions. Section (d)(3) sets forth the general moni toring requirements while sections (e) through (g) sets forth the specific moni toring requirements as well as identifies which of the following general monitori ng requirements in section (d)(3) are applicable for each monitored component orsystem identified in sections (e) through (g).
(3.1) For all engines:
(3.1.1) As specifically provided for in sections (e) through (g), manufacturers shall define monitoring conditions, subject to Executive Officer approval, for detecting malfunctions identified in sections (e) through (g). The Executive Officer shall approve manufacturer-defined monitoring conditions that are determined ( based on manufacturer-submitted data and/or other engineering docum entation) to be: technically necessary to ensure robust detection of malfunctions (e.g., avoid false passes and false indications of malfunctions); designed to ensure monitoring will occur under conditions that may reasonably be expected to be encountered in normal vehicle operation and use; and designed to ensure monitoring will occur during the FTP cycle.
(3.1.2) Monitoring shall occur at least once per driving cycle in which the monitoring conditions are met.
(3.1.3) Manufacturers may request Executive Officer approval to define monitoring conditions that are notencountered during 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 monitoring, the technical necessity for defining monitoring conditions that are not encountered during the FTP cycle, data and/or an engineering evaluation submitted by

the manufacturer which demonstrate that the component/system does not normally function, or monitoring is otherwise not feasible, during the FTP cycle, and, where applicable in sect ion (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 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 secti ons (e) through (g), manufacturers shall define monitoring conditions in accor dance with the criteria in sections (d)(3.2.1) through (3.2.3).
(3.2.1) Manufacturers shall implement softw are algorithms in the OBD system to individually track and report in-use performance of the following monitors19 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 (s ections (e)(4.3.2) and (e)(4.3.3)); (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 s pecifically identified above.
(3.2.2) For all 2013 and subsequent model year engines, manufacturers shall define monitoring conditions that, in addition to meeting the criteria in sections (d)(3.1) and (d)(3.2.1), ensure that the monitor yields an in-use performance ratio (as defined in secti on (d)(4)) that meets or exceeds the minimum acceptable in-use monitor performance ratio for in-use vehicles. For purposes of this regulation, t he minimum acceptable in-use monitor performance ratio is 0.100 for all monitors specifically required in sections (e) through (g) to meet the monitori ng condition requirements of section (d)(3.2).
(3.2.3) Manufacturers may not use the calcul ated ratio (or any element thereof) or any other indication of monitor frequen cy as a monitoring condition for a monitor (e.g., using a low ratio to enable more frequent monitoring through diagnostic executive priority or modifi cation of other monitoring conditions, or using a high ratio to enable less frequent monitoring).
(3.2.4) Upon request of a manufacturer or upon the best engineering judgment of ARB, the Executive Officer may revi se the minimum acceptable in-use monitoring performance ratio specified in section (d)(3.2.2) for a specific monitor if the most reliable monitoring method developed requires a lower

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

shall be calculated in accordance with the following 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 monitoring 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 sect ion (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 cycle. (B) The numerator for a specific monitor shall be incremented within 1020 seconds if and only if the following criter ia are satisfied on a single driving cycle: (i) Every monitoring condition necessary for the monitor of the specific component to detect a malfunction and store a pending fault code has been satisfied, including enable crit eria, presence or absence of related fault codes, sufficient lengt h of monitoring time, and diagnostic executive priority assignments (e.g., diagnostic “A” must execute prior to diagnostic “B”). For the purpos e of incrementing the numerator, satisfying all the monitoring conditi ons necessary for a monitor to determine the component is passing may not, by itself, be sufficient to

meet this criteria. (ii) For monitors that require multiple stages or events in a single driving cycle to detect a malfunction, every monitoring condition necessary for all events to have completed must be satisfied. (iii) For monitors that require intrus ive operation of components to detect a malfunction, a manufacturer shall request Executive Officer approval of the strategy used to determine that, had a malfunction been present,

the monitor would have detected the malfunction. Executive Officer approval of the request shall be based on the equivalence of the strategy to actual intrusive operati on and the ability of the strategy to accurately determine if every monitoring condition necessary for the

intrusive event to occur was satisfied. (iv) For the secondary air system moni tor, the criteria in sections (d)(4.2.2)(B)(i) through (iii) above are satisfied during normal operation of the secondary air system. Monito ring during intrusive operation of the secondary air system later in the same driving cycle solely for the purpose of monitoring may not, by it self, be sufficient to meet this

criteria. (C) For monitors that can generate results in a “gray zone” or “non-detection zone” (i.e., results that indicate neither a passing system nor a malfunctioning system) or in a “non-decision zone” (e.g., monitors that

increment and decrement counters unt il a pass or fail threshold is reached), the manufacturer shall submit a plan for appropriate incrementing of the numerator to the Executive Officer for review and approval. In general, the Executive Officer shall not approve plans that

allow the numerator to be incremented when the monitor indicates a result in the “non-detection zone” or prior to the monitor reaching a decision. In reviewing the plan for approval, the Executive Officer shall consider data and/or engineering evaluation subm itted by the manufacturer demonstrating the expected frequency ofresults 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 result in the “non-detection zone” had an actual malfunction been present. (D) For monitors that run or comp lete during engine-off operation, the

numerator shall be incr emented within 10 seconds after the monitor has completed during engine-off operation orduring the first 10 seconds of engine start on the subsequent driving cycle. (E) Except as specified in secti on (d)(4.2.2)(F) for exponentially weighted21 moving averages, manufacturers utiliz ing alternate statistical MIL illumination protocols as allowed in se ctions (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 numer ator to the Executive Officer for review and approval. Executive Officer approval of the plan shall be conditioned upon the manufacturer pr oviding supporting data and/or engineering evaluation demonstrating t he equivalence of the incrementing in the manufacturer's plan to the incrementing specified in section (d)(4.2.2) for monitors using the standard MIL illumination protocol and the overall equivalence of the manufactu rer's plan in determining that the minimum acceptable in-use performanc e ratio in section (d)(3.2) is

satisfied. (F) Manufacturers using an exponentia lly weighted moving average (EWMA)

as the alternate statistical MI L illumination protocol 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 executed. (ii) After the number of decisions r equired in section (d)(4.2.2)(F)(i) above, the numerator, when incremented, s hall be incremented by an integer of one and may not be incremented more than once per driving cycle. Incrementing of the numerator s hall also be in accordance with sections (d)(4.2.2)(B), (C), and (D).
(4.3) Denominator Specifications
(4.3.1) Definition: The denominator is defi ned as a measure 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 incremented by an integer of one. The denominator may not be incremented more than once per driving cycle. (B) Except as provided for in secti ons (d)(4.3.2)(F), (I), and (J), Tthe

denominator for each monitor shall be incremented within 10 seconds if and only if the following criteria are satisfied on a single driving cycle: (i) Cumulative time since engine start of driving cycle is greater than or equal to 600 seconds while at an el evation of less than 8,000 feet

above sea level and at an ambient te mperature of greater than or equal to 20 degrees Fahrenheit; (ii) Cumulative gasoline engine operati on at or above 25 miles per hour or diesel engine operation at or above 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 level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; and (iii) Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission )) for greater than or equal to22 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 engines, manufacturers may use diesel engine operation at or abov e 15% calculated load in lieu of 1150 rpm for the criterion in section (d)(4.3.2)(B)(ii) above. (C) In addition to the requirements ofsection (d)(4.3.2)(B) above, for the evaporative system monitor denomi nator(s), the comprehensive component input component temperatur e sensor rationality monitors (section (g)(3)) (e.g., intake air tem perature sensor, ambient temperature sensor, fuel temperature sensor), and the engine cooling system input components (section (g)(1)), the denomi nator(s) shall be incremented if and only if: (i) Cumulative time since engine start of driving cycle is greater than or equal to 600 seconds while at an ambi ent 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 wit h engine coolant temperature at engine start greater than or equal to 40 degrees Fahrenheit but less than or equal to 95 degrees Fahrenheit and less than or equal to 12 degrees Fahrenheit higher than ambient temperature at engine start. (D) In addition to the requirements of section (d)(4.3.2)(B) above, the denominator(s) for the following monito rs shall be incremented if and only if the component or strategy is commanded “on” for a cumulative time greater than or equal to 10 seconds: (i) Secondary Air System (section (f)(5)) (ii) Cold Start Emission Reduction Stra tegy (sections (e)(11) or (f)(4)) (iii) Components or systems that oper ate only at engine start-up (e.g., glow plugs, intake air heaters) and are subject to monitoring under “other emission control systems” (section (g)(4)) or comprehensive component output components (section (g)(3)) For purposes of determining this commanded “on” time, the OBD system may not include time during intrusiv e operation of any of the components or strategies later in the same driving cycle solely 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 component 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 incremented if and only if the com ponent is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked ”) for a cumulative time greater than or equal to 10 seconds: (i) Variable valve timing and/or contro l system (sections (e)(10) or (f)(9)) (ii) “Other emission control systems” (section (g)(4)) (iii) Comprehensive component output component (section (g)(3)) (e.g., turbocharger waste-gates, vari able length manifold runners) (iv) PM filter active/intrusive injection (section (e)(8.2.6)) (v) PM sensor heater (section (e)(9.2.4)(A))23 As an alternative, in addition to the requirements of section (d)(4.3.2)(B), the manufacturers may use the criteria specified in title 13, CCR section 1968.2(d)(4.3.2)(F) in lieu of the criter ia specified in section (d)(4.3.2)(E)

above.

For the PM filter active/intrusive in jection monitor, as an alternative for 2010 through 2015 model year engines, the manufacturer may use the criteria in section (d)(4.3.2)(H) in lieu of the criteria specified in section (d)(4.3.2)(E) above. For the PM sensor heater monitor, as an alternative for 2010 through 2015 model year engines, the manufacturer ma y use the criteria specified in section (d)(4.3.2)(B) in lieu of the crit eria specified in section (d)(4.3.2)(E)

above. (F) For monitors of the following com ponents monitors, the manufacturer may request Executive Officer approval to use alternate or additional criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. Executive Officer approval of the proposed criteria shall be based on the equivalence of the propos ed criteria in measuring the 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)(i) “Other emission control systems” (section (g)(4)) (iii)(ii) Comprehensive component inputcomponents that require extended monitoring evaluation (section (g)(3)) (e.g., stuck fuel level sensor rationality) (iv)Comprehensive component input component temperature sensor rationality monitors (section (g)(3)) (e .g., intake air temperature sensor, ambient temperature sensor, fuel temperature sensor) (v)(iii) PM filter frequent r egeneration (section (e)(8.2.2)) (iv) PM sensor monitoring capabilit y monitor (section (e)(9.2.2)(D)) (G) For monitors of the following moni tors of components or other emission controls that experience in frequent regeneration events, the denominator(s) shall be incremented dur ing a driving cycle in which the following two criteria are met: (1) the requirements of section (d)(4.3.2)(B) are met on the current driving cycle, and (2) the number of minutes of cumulative engine run time since the denominator was last incremented is greater than or equal to 800 minutes. The 800-minute engine run time counter shall be reset to zero and begin counting again after the

denominator has been incremented and no la ter than the start of the next ignition cycle: (i) Diesel NMHC converting catalyst (section (e)(5.2.2)) (ii) Diesel NMHC converting catalyst other aftertreatment assistance functions (sections (e)(5.2.3)(B) and (D)) (iii) Particulate matter Catalyzed PM filters NMHC conversion (sections (e)(8.2.1), (e)(8.2 .4), and (8.2.5)) (iv) 2010 through 2015 model year PM filter filtering performance and missing substrate (sections (e)(8.2.1) and (8.2.5)) As an alternative, for 2010 through 2012 model year engines, the manufacturer may request Executive Officer approval to use alternate or24 additional criteria to that set fort h in section (d)(4.3.2)(G) above for incrementing the denominator . Executive Officer approval of the proposed

criteria shall be based on the effectiv eness of the proposed criteria in measuring the frequency of monitor oper ation relative to the amount of vehicle operation. (H) For 2013 and subsequent model year engines, in 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 greater than or equal to 10 seconds: (i) Diesel NMHC converting catalyst other aftertreatment assistance functions (sections (e)(5.2.3)(A) and (C)) (ii) PM filter incomplete regeneration (section (e)(8.2.3)) (iii) PM filter active/intrusive injection (section (e)(8.2.6)) (I) For hybrid vehicles, vehicles thatemploy alternate engine start hardware or strategies (e.g., integrated starter and generators a vehicle with a startstop system that does not meet the def inition of a hybrid vehicle as defined in section (c)), or alternate-fueled vehicles engines (e.g., dedicated, bi-fuel, or dual-fuel applicat ions), the manufacturer may request Executive Officer approval to use alter nate criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. In general, the Executive Officer shall not approve al ternate criteria for vehicles that only employ engine shut off at or near idle/vehicle stop conditions. Executive Officer approval of the alte rnate criteria shall be based on the equivalence of the alternate criteria to determine the amount of vehicle operation relative to the measure ofconventional vehicle operation in accordance with the criteria in section (d)(4.3.2)(B) above. (J) For hybrid vehicles, in lieu of the cr iteria in section (d)(4.3.2)(B) above, the

denominator for each monitor shall be incremented within ten seconds if and only if the following criteria are satisfied on a single driving cycle: (i) Cumulative propulsion system active time is greater than or equal to

600 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; (ii) Cumulative gasoline engine operati on at or above 25 miles per hour or diesel engine operation at or above 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 level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; (iii) Continuous vehicle operation at idle (i.e., accelerator pedal released by driver and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle (as determined in the drive position for vehicles equipped with an automatic transmission )) for greater than or equal to

30 seconds while at an elevation of less than 8,000 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; and (iv) Cumulative fueled engine operati on for greater than or equal to 10

seconds while at an elevation of less than 8,000 feet above sea level25 and at an ambient temperature of gr eater than or equal to 20 degrees

Fahrenheit. As an alternative, for 2010 through 2015 model year hybrid vehicles, the manufacturer may use the criteria specif ied in section (d)(4.3.2)(I) in lieu of the criteria specified in section (d)(4.3.2)(J) 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 condi tions in section (d)(3.2), the OBD system shall disable further increment ing of the corresponding numerator

and denominator for each monitor that is disabled. When the malfunctionis no longer detected (e.g., the pending code is erased through selfclearing or through a scan tool command), incrementing of all corresponding numerators and denominat ors shall resume within 10

seconds.
(4.5.2) Within 10 seconds of the start of a PTO (see section (c)) operation that disables a monitor required to meet the monitoring conditions in section (d)(3.2), the OBD system shall dis able further incrementing of the corresponding numerator and denominator for each monitor that is disabled. When the PTO operat ion ends, incrementing of all corresponding numerators and denominat ors shall resume within 10

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

denominators within 10 seconds if a malfunction of any component used

to determine if the criteria in of sections (d)(4.3.2)(B) through (C) are satisfied (i.e., vehicle speed/calcul ated load, ambient temperature, elevation, idle operation, engine cold start, or time of operation) has been detected (i.e., a pending, confirm ed, or MIL-on fault code has been stored). Incrementing of all numer ators and denominators shall resume within 10 seconds from when the malfunction is no longer present (e.g., pending code erased through self-clearing or by a scan tool command).
(5) Standardized tracking and reporti ng of monitor performance.
(5.1) For monitors required to track and report in-use monitor performance in section (d)(3.2), the performance dat a shall be tracked 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 monitor 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 ca talyst bank 2, exhaust gas sensor bank 1, exhaust gas sensor bank 2, EGR/VVT system, PM filter, boost pressure control system, and NOx adsor ber. The OBD system shall also report a general denominator and an i gnition 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 bank 2, primary oxygen sensor bank 1, primary oxygen sensor bank 2, secondary oxygen sensor,26 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 specified in sections (d)(5.5), (d)(5.6), and (h)(5.1).
(5.2) Numerator
(5.2.1) The OBD system shall report a s eparate numerator for each of the components listed in section (d)(5.1).
(5.2.2) For specific components or systems thathave multiple monitors that are required to be reported under section (e) (e.g., exhaust gas sensor bank 1 may have multiple monitors for sensor response or other sensor characteristics), the OBD system s hall separately track numerators and denominators for each of the specif ic monitors and report only the corresponding numerator and denominator for the specific monitor that has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highes t denominator shall be reported for the specific component.
(5.2.3) The numerator(s) shall be reported in a ccordance with the specifications in section (h)(5.1.2)(A).
(5.3) Denominator
(5.3.1) The OBD system shall report a separ ate 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 numerator and denominator to report as required in se ction (d)(5.2.2), the ratio shall be calculated in accordance with the specif ications 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 counter 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 incr emented, shall 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 following criteria are met: (i) Except as required in sect ion (d)(5.5.2)(B)(ii) below, the engineexceeds an engine speed of 50 to 150 rpm below the normal, warmedup idle speed (as determined in the drive position for vehicles equipped with an automatic transmission) for at least two seconds plus or minus

one second. (ii) For hybrid vehicles, the vehi cle meets the propulsion system active definition (see section (c)) for at least two seconds plus or minus one27 second. (C) The OBD system shall disable furt her incrementing of the ignition cycle

counter within 10 seconds if a ma lfunction of any component used to determine if the criteria in section (d )(5.5.2)(B) are satisf ied (i.e., engine speed or time of operation) has been detected and the corresponding pending fault code has been stored. The ignition cycle counter may not be disabled from incrementing for any ot her condition. Incrementing of the ignition cycle counter shall resume within 10 seconds when themalfunction is no longer present (e.g., pending code 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 accordance with the specifications in section (h)(5.1.2)(A).
(5.6.2) Specifications for incrementing: (A) The general denominator, when incr emented, shall be incremented by an integer of one. The general denominat or may not be incremented more than once per driving cycle. (B) The general denominator shall be in cremented within 10 seconds if and only if the criteria identif ied in section (d)(4.3.2)(B) are satisfied on a single driving cycle. (C) The OBD system shall disable fu rther incrementing of the general

denominator within 10 seconds if a ma lfunction of any component used to determine if the criteria in section (d )(4.3.2)(B) are satisf ied (i.e., vehicle speed/load, ambient temperat ure, elevation, idle operation, or time of operation) has been detected and t he corresponding pending fault code has been stored. The general denomi nator may not be disabled from incrementing for any other condition (e .g., the disablement criteria in sections (d)(4.5.1) and (d)(4.5.2 ) may not disable the general denominator). Incrementing of the general denominator shall resume within 10 seconds when the malfunction is no longer present (e.g., pending code erased through self-clearing or by a scan 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 indi cate a malfunction before emissions exceed an emission threshold based on any applicable standard (e.g., 2.0 times any of the applicable standar ds), the manufacturer shall:
(6.1.1) Use the emission test cycle and standard (i.e., FTP or SET) determined by the manufacturer, through use of data and/or engineering analysis, to be more stringent (i.e., to result in hi gher emissions with the same level of monitored component malfunction) as the “applicable standard”. The

manufacturer shall use data and/or engineering analysis to determine the test cycle and standard that is more stringent.
(6.1.2) Identify in the certification document ation required under section (j), the test cycle and standard determined by the manufacturer to be more stringent for each applicable monitor.28 (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 manufacturer to provide emission data and/or engineering analysis showi ng that the other test cycle and standard are less stringent.
(6.2) On engines equipped with emission cont rols that experience infrequent regeneration events, a manufacturer shall adjust the emission test results that

are used to determine the malfunction crit erion for monitors that are required

to indicate a malfunction before em issions exceed a certain emission threshold (e.g., 2.0 times any of t he applicable standards). Except as provided in section (d)(6.2.3), for each monitor, the manufacturer shall adjust the emission result using the proc edure described in CFR title 40, part 86.004-28(i) with the component for which the malfunction criteria is being

established deteriorated to the malfuncti on threshold. The adjusted emission value shall be used for purposes of dete rmining whether 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 applicable standard).
(6.2.1) For purposes of section (d)(6.2), “regeneration” means an event during which emissions levels change while the emission control performance is being restored by design.
(6.2.2) For purposes of section (d)(6.2), “infrequent” means having an expected frequency of less than once per FTP cycle.
(6.2.3) In lieu of using the procedure descri bed in CFR title 40, part 86.004-28(i), the manufacturer may submit an alter nate plan to calculate the adjustment factors for determining the adjusted emission values to the Executive Officer for review and approval. Exec utive Officer approval of the plan shall be conditioned upon the manufac turer providing data and/or engineering evaluation demonstrating t he procedure is consistent with good engineering judgment in determining appropriate modifications to the tailpipe certification adjustment factors.
(6.3) In lieu of meeting the malfunction cr iteria for gasoline engine monitors in sections (f) and (g), the manufacturer may request Executive Officer approval to utilize OBD systems certified to the requirements of title 13, CCR section 1968.2 on medium-duty engines or vehicles. The Executive Officer shall approve the request upon finding that the manufacturer has used good engineering judgment in determining equiva lent malfunction 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 meet ing the requirements of section 1971.1 on one engine rating (i.e., the OBD parent rating) within one of the manufacturer’s engine families. The OBD parent rating shall be from the manufacturer’s heavy-duty engine familywith the highest weighted sales number for the 2010 model year and shall be the engine rating with the highest weighted sales number within that engine family.29 (7.1.2) Extrapolated OBD. For all other engi ne ratings within 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 t he requirements of section 1971.1 with the exception that the OBD syst em is not required to detect a malfunction prior to exceeding the emi ssion thresholds specified in the malfunction criteria in sections (e) through (g). In lieu of detecting a malfunction prior to exceeding the em ission thresholds, a manufacturer shall submit a plan for Executive Officer review and approval detailing the engineering evaluation the manufactu rer 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 engineering judgment to establish t he malfunction criteria for robust detection of malfunctions, including consideration of differences of base engine, calibration, emission contro l components, and emission control strategies.
(7.1.3) For all engine ratings (i.e., OBD parent and OBD child 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 incorporated documents to this regulation (e.g., SAE J1939 defined format) within 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 with respect to the requirements to make the data available in a standardized format or in accordance with SAE J1979/1939 specifications) (v) (h)(5.1.1) and (h)(5.2.1) with respec t to the requirements to make the

data available in a standardized format or in accordance with SAE J1979/1939 specifications. (B) The OBD system shall meet the require ments of either sections (d)(2.2.1) and (2.3.1) or (d)(2.2.2) and (2.3.2 ) regardless of the communication protocol (e.g., standardized, proprietary) used by the OBD system.
(7.1.4) Engine Manufacturer Diagnostic (EMD) S ystems. For all engine ratings in the manufacturer’s engine families not selected according to section (d)(7.1.1), a manufacturer shall: (A) Implement an EMD system meeting the requirements 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., NO x catalyst conversion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assemb ly is replaced with a straight pipe.
(7.2) Except as specified in section (d)(7 .5) for alternate-fueled engines, for the30 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 system meeting the requirements of section 1971.1: (A) On all engine ratings (i.e., OBD par ent 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 par ent rating) within each of the manufacturer’s OBD groups. The OBD parent rating shall be the engine rating with the highest weighted sale s number for the 2013 model year within each OBD group.
(7.2.3) Extrapolated OBD. For all engine ratings not subject to section (d)(7.2.2) (i.e., OBD child ratings), a manufacturer shall implement an OBD system meeting the requirements of secti on 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 criteria in sections (e) through (g). In lieu of detecting a malfunction prior to exceeding the emission thresholds, a manufacturer shall submit a plan for Executive Officer review and approval detailing the engineering evaluation the

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

establish the malfunction criteria fo r robust detection of malfunctions, including consideration of differences of base engine, calibration, emission control components, and emi ssion control strategies.
(7.3) Except as specified in section (d)(7 .5) for alternate-fueled engines, for the 2016 and subsequent model year engines:
(7.3.1) A manufacturer shall implement an OBD system meeting the requirements of section 1971.1 on all engine ratings in all engine families.
(7.4) Small volume manufacturers shall be exempt from the requirements of section 1971.1 for 2010 through 2012 model year engines. For purposes of this requirement, a small volume manufacturer is defined as a manufacturer with projected engine sales for Californi a heavy-duty 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 manufacturer shall be exempt from the require ments of section 1971.1.
(7.5.2) For 2013 through 20192017 model year engines, the manufacturer shall: (A) Implement an EMD system meeting the requirements 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., NO x catalyst conversion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assemb ly is replaced with a straight pipe.31 (7.5.3) For 2020 2018 and subsequent model year engines, a manufacturer shall implement an OBD system meeting the requirements of section 1971.1. The manufacturer shall submit a plan to the Executive Officer for approval of the monitoring requirements in se ctions (e) through (g) determined by the manufacturer to be applicable to the engine. Executive Officer approval shall be based on the appropria teness of the monitoring planwith respect to the components and systems on the engine (e.g., a sparkignited dedicated CNG engine with a particulate matter (PM) filter and a selective catalytic reduction (SCR) system would be monitored in

accordance with the misfire monitori ng requirements in section (f) for spark-ignited engines and with the PM filter and SCR system monitoring requirements in section (e) for diesel engines typically equipped with the same components).
(7.6) For 2013 model year hybrid vehicles: In lieu of meeting all other requirements of section 1971.1, a manufacturer may m eet the alternative requirements set forth in sections (d)(7.6.1) through (d )(7.6.5) below for 2013 model year hybrid vehicles:
(7.6.1) A California-certified 2013 model y ear engine shall be used as the base engine in the hybrid vehicle design.
(7.6.2) Any modifications made to the base engine’s certified OBD system shall be solely for the purpose of preventing false malfunction determinations

that could otherwise occur as a resultof the integration of the hybrid system hardware and software, and such modifications shall only be made to the extent necessary to achieve this purpose. All modifications are subject to Executive Officer approval. The Executive Officer shall grant approval upon determining that the modifications are necessary and reasonable for the purposes of preventing false malfunction determinations on in-use hybrid vehicles.
(7.6.3) Notwithstanding section (d)(7.6.2) above, no modifications shall be made

that would render the certified bas e engine noncompliant with the EMD plus NOx aftertreatment monitoring requirements set forth in section (d)(7.1.4).
(7.6.4) For all hybrid components, manufacturers shall be exempt from the monitoring requirements of section (g)(3).
(7.6.5) Manufacturers shall apply for certific ation to the requirements of this section. The application for certif ication shall identify and describe the certified base engine, the hybrid system mated to it, all changes made to the certified engine along with the ra tionale describing the need for each change, and the vehicle applications in to which the hybrid system will be

installed.

(e) Monitoring Requirements for Diesel/Compression-Ignition Engines.
(1) Fuel System Monitoring
(1.1) Requirement: The OBD system shall monitor the fuel delivery system to determine its ability to comply with emission applicable standards. The individual electronic components (e.g., actuators, valves, sensor s, pumps) that are used in the fuel system and not specifically addressed in this section shall be monitored in32 accordance with the comprehensive co mponent requirements in section (g)(3).
(1.2) Malfunction Criteria:
(1.2.1) Fuel system pressure control: T he OBD system shall detect a malfunction of the fuel system pressure control syst em (e.g., fuel, hydraulic fluid) when the fuel system pressure control system is unable to maintain an engine’s NMHC, NOx, or CO emissions at or below 2.0 times the 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 deterio ration of the fuel system pressure control could result in an engine’s emissions exceeding these emission levels, the OBD system shall detec t a malfunction when the system has

reached its control limits such thatthe commanded fuel system pressure

cannot be delivered.
(1.2.2) Injection quantity: The OBD system s hall detect a malfunction of the fuel injection system when the system is unable to deliver the commanded quantity of fuel necessary to maintain an engine’s NMHC, CO, and NOx

emissions at or below 2.0 times the applicable standards or the engine’s PM emissions at or below the applic able standard plus 0.02 g/bhp-hr. For engines in which no failure or deterio ration of the fuel injection quantity could result in an engine’s emissions exceeding these emission levels, the OBD system shall detect a malfuncti on when the system has reached its

control limits such that the comm anded fuel quantity cannot be delivered.
(1.2.3) Injection Timing: The OBD system sha ll detect a malfunction of the fuel injection system when the system is unabl e to deliver fuel at the proper crank angle/timing (e.g., injection timing too advanced 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 engine’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 timing could result in an engine’s emissions exceeding these emission levels, the OBD system shall detect a malfunction when the syst em has reached its control limits such that the commanded fuel inje ction timing cannot be achieved.
(1.2.4) Feedback control: Except as provided for in section (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 control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If the control system has used up a ll of the adjustment allowed by the

manufacturer or reached its maximu m authority and cannot achieve the target. (1.2.5) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfuncti on criteria specified in section (e)(1.2.4)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the33 manufacturer submitting data and/oranalysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly , routinely operates during these conditions with all of the adjustment allo wed by the 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 monito r, the OBD system may monitor the individual parameters or components t hat are used as inputs for fuel system feedback control provided that t he monitors detect all malfunctions that meet the criteria in sections (e)(1.2.4)(A) and (B).
(1.2.7) For purposes of determining the f uel system malfunction criteria in sections (e)(1.2.1) through (1.2.3): (A) For 2010 through 2012 model year engines, the malfunction criteria shall be established by using a fault that affe cts 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 injectorthat could have a single component pressure fault caused by the injector it self), the malfunction criteria shall also be established by using a fault that affects a single injector. (C) For 2013 and subsequent model year engines, for 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), the OBD system shall monitor continuously for malfuncti ons identified in sections (e)(1.2.1) and (e)(1.2.4) (i.e., fuel pressure control and feedback operation).
(1.3.2) For fuel systems that achieve injection fuel pressure within the injector or increase pressure within the injector (e .g. in the injector of an amplified common rail system), manufacturers may request Executive Officer approval to define the monitoring conditions for malfunctions 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 manuf acturer submitting data and/or analysis identifying all possible failure modes and the effect each has (e.g., failure modes and effects analysi s) on fuel pressure across the entire range of engine operating c onditions, and upon the Executive Officer determining based on the data and/or analysis that the monitoring conditions allow for robust detection of all causes of fuel pressure

malfunctions.
(1.3.3) Manufacturers shall define the monitoring conditions 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 r equired in section (d)(3.2.1), all

monitors used to detect malfunctions i dentified in sections (e)(1.2.2) and34 (e)(1.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(1.3.4) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufac turer has submitted data and/or an engineering evaluation which demons trate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(1.4) MIL Illumination and Fault Code Storage:
(1.4.1) General requirements for MIL illumi nation and fault code storage are set forth in section (d)(2).
(1.4.2) Additionally, for malfunctions identifi ed in section (e)(1.2.1) (i.e., fuel pressure control) on all 2013 and subsequent model year vehicles engines: (A) A pending fault code shall be stor ed immediately upon the fuel system exceeding the malfunction criteria established pursuant to section (e)(1.2.1). (B) Except as provided below, if a pending fault code is stored, the OBD system shall immediately illuminate t he MIL and store a confirmed/MIL-on fault code if a malfunction is again det ected during either of the following two events: (a) the driving cycle imm ediately following the storage of the pending fault code, regardless of t he conditions encountered during the driving cycle; or (b) on the next drivi ng cycle in which similar conditions (see section (c)) to those that occurred when the pending 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 without an exceedance of the specified fuel system malf unction criteria. The pending code may

also be erased if similar conditi ons are not encountered during the 80 driving cycles immediately after the initial detection of a malfunction for which the pending code was set. (D) Storage of freeze frame conditions. (i) A manufacturer shall store and eras e freeze frame conditions either in conjunction with storing and erasi ng a pending fault code or in conjunction with storing and erasing a confirmed/MIL-on fault code. (ii) If freeze frame conditions are stored for a malfunction other than misfire (see section (e)(2)) or fuel system malfunction when a fault code is stored as specified in section (e)(1.4.2) above, the stored

freeze frame information shall be replaced with freeze frame information regarding the fuel system malfunction. (E) Storage of fuel system conditions fo r determining similar conditions of operation. (i) Upon detection of a fuel system ma lfunction under section (e)(1.4.2), the OBD system shall store t he engine speed, load, and warm-up status of the first fuel system malf unction that resulted in the storage of the pending fault code.35 (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 shall approve the alternate definition upon the manufacture r providing data or analysis demonstrating that the alternate def inition provides for equivalent robustness in detection of fuel system faults that vary in severity depending on engine speed, load, and/or warm-up status. (F) Extinguishing the MIL. The MIL may be extinguished after three sequential driving cycles in which similar conditions have been

encountered without a malfuncti on of the fuel system.

(2) Misfire Monitoring
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfire causing excess emissions. The OBD system shall be capable of detecting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, t he OBD system shall also identify the specific misfiring cylinder.
(2.1.2) If more than one cylinder is continuous ly misfiring, a separate fault code shall be stored indicating that multip le cylinders are misfiring. When identifying multiple cylinder misfire, the manufacturer OBD system is not required to also identify each of the continuously misfiring cylinders individually through separate fault codes.
(2.2) Malfunction Criteria:
(2.2.1) The OBD system shall detect a misfire malfunction when one or more cylinders are continuously misfiring.
(2.2.2) Additionally, for 2013 and subsequentthrough 2015 model year engines equipped with sensors that can detect combustion or combustion quality (e.g., for use in homogeneous charge compression ignition (HCCI) control systems) and for 20 percent of 2016 model year diesel engines, 50 percent of 2017 model year dies el engines, and 100 percent of 2018 model year diesel engines (percentage based on the manufacturer’s projected California sales volume of all diesel engines subject to this regulation), the OBD system shall det ect a misfire malfunction when the percentage of misfire is equal to or exceeds five percent causing the engine’s NMHC, CO, or NOx emissions to exceed 2.0 times the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr. (A) Manufacturers shall determine evaluate the percentage of misfire

evaluated in 1000 revolution increments that would cause NMHC, CO, or

NOx emissions from an emission durability demonstration engine to exceed 2.0 times any of the applicabl e standards or PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr if the percentage of misfire were present from the beginning of the test. To establish this percentage of misfire, the manufac turer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000-revolution increment.36 If this percentage of misfire is determined to be lower than one percent, the manufacturer may set the malfunction criteria at one percent. (B) Subject to Executive Officer approval, a manufacturer may employ other

revolution increments. The Execut ive 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 t he percentage of misfire established specified 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 result in a misfire rate greater than or equal to 50 percent of all engi ne firings, the OBD system shall only be required to detect a misfire malfunc tion for situations that are caused by a single component failure.
(2.2.5) Upon request by the manufacturer and upon determining that the

manufacturer has submitted data and/or engineering evaluation that support the request, the Executive Office r shall revise the percentage of

misfire malfunction criteria in se ction (e)(2.2.2) upward to exclude

detection of misfire that cannot cause the engine’s NMHC, CO, and NOx emissions to exceed 2.0 times the applicable standards and the engine’s PM emissions to exceed the applicabl e standard plus 0.02 g/bhp-hr.
(2.3) Monitoring Conditions:
(2.3.1) Except as provided in section (e)(2 .3.2), Tthe OBD system shall monitor for misfires identified in section (e )(2.2.1) during engine idle conditions at least once per driving cycle in which the monitoring conditions for misfire are met. A manufacturer shall submit monitoring conditions to the Executive Officer for approval. The Executive Officer shall approve manufacturer-defined monitoring conditi ons that are determined (based on

manufacturer-submitted data and/or otherengineering documentation) to: (i) be technically necessary to ensure robust detection of malfunctions (e.g., avoid false passes and false detection of malfunctions), (ii) require no more than 1000 cumulative engine revolutions, and (iii) do not require any single continuous idle operation of more than 15 seconds to make a

determination that a malfunction is present (e.g., a decision can be made with data gathered during several idle operations of 15 seconds or less); or satisfy the requirements of (d )(3.1) with alternative engine operating

conditions.
(2.3.2) Manufacturers may request Executive Officer approval to use alternate monitoring conditions (e.g., off-idle) in lieu of the monitoring conditions specified in section (e)(2.3.1). The Executive Officer shall approve alternate monitoring conditions that are determined (based on

manufacturer-submitted data and/or otherengineering documentation) to ensure equivalent robust detection of malfunctions and equivalent

timeliness in detection of malfunctions.
(2.3.3) Additionally, fFor misfires ident ified in section (e)(2.2.2) 2013 and subsequent model year engines equipped with sensors that can detect combustion or combustion quality: (A) The OBD system shall continuously monitor for misfire under the following

conditions:37 (i) For 2013 through 2018 model year engines and 2019 and subsequent model year engines that are not in cluded in the phase-in specified in section (e)(2.3.3)(A)(ii), all under positive torque conditions with engine speeds up to 75 percent of the maximum-rated engine speed and engine load up to 75 percent maximum-rated and load conditions except within the following range .: the engine operating region bound by the positive torque line (i.e., engine load with transmission in neutral) and the two following engine- operating points: engine speed of 50 percent of maximum-rated engine speed with the engine load at the positive torque line, and 75 perc ent of the maximum-rated engine speed with the engine load 5 percent above the positive torque line. (ii) For 20 percent of 2019 model year diesel engines, 50 percent of 2020 model year diesel engines, and 100 percent of 2021 model year diesel engines (percentage based on the manuf acturer’s projected California sales volume of all diesel engines subject to this regulation), under all positive torque engine speed and load conditions. (B) If a monitoring system cannot detect all misfire patterns under all required engine speed and load conditions as required in section (e)(2.3.3)(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 fo llowing factors: the magnitude of the region(s) in which misfire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of detection of misfire events), the frequency with which said region(s) are expected to be encountered in-use, the type of misfire patterns for which misfire detection is troublesome, and demonstration t hat the monitoring technology employed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines), and the extent to which the most reliable monitoring method developed is unable

to ensure robust detection of misfire in the region(s). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cyli nders, single 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 illumi nation and fault code storage are set forth in section (d)(2).
(2.4.2) Additionally, for 2013 and subsequent model year engines misfires identified in section (e)(2.2.2)equi pped with sensors that can detect combustion or combustion quality: (A) Upon detection of the percentage ofmisfire specified in section (e)(2.2.2)(A), the following criteria shall apply for MIL illumination and fault code storage: (i) A pending fault code shall be stored no later than after the fourth exceedance of the percentage of misfir e specified in section (e)(2.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD system shall illuminate the

MIL and store a confirmed/MIL-on f ault code within 10 seconds if the38 percentage of misfire specified in section (e)(2.2.2) is again exceeded four times during: (a) the driv ing cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or(b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault c ode was stored are encountered. (iii) The pending fault code may be eras ed at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specifi ed percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 drivi ng cycles immediately following

initial detection of the malfunction. (B) Storage of freeze frame conditions. (i) The OBD system shall store and eras e freeze frame conditions either in conjunction with storing and erasi ng a pending fault code or in conjunction with storing a confirm ed/MIL-on fault code and erasing a confirmed/previously MIL-on fault code. (ii) If freeze frame conditions are st ored for a malfunction other than a

misfire malfunction when a fault code is stored as specified in section (e)(2.4.2), the stored freeze frame information shall be replaced with freeze frame information regardi ng the misfire malfunction. (C) Storage of misfire conditions for si milar conditions 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 resu lted in the storage of the pending fault

code. (D) Extinguishing the MIL. The MI L may be extinguished after three sequential driving cycles in which similar conditions have been encountered without an exceedance of the sp ecified 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 engines so-equipped for low flow rate, high flow rate, and slow response malfunctions. For engines equipped with EGR coolers (e.g., heat exchangers), 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 shall be monitored in accordance with the comprehensive co mponent requirements in section (g)(3).
(3.1.2) For engines with other charge control stra tegies that affect EGR flow (e.g., systems that modify EGR flow to achieve a desired fresh air flow rate instead of a desired EGR flow rate), 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 data and an engineering ev aluation that demonstrate that39 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 det ect a malfunction of the EGR system prior to a decrease from the manufactu rer's specified EGR flow rate that would cause an engine’s NMHC, CO, or NOx emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr. For engines in which

no failure or deterioration of the EG R system that causes a decrease in flow could result in an engine’s emissions exceeding these levels, the OBD system shall detect a malfuncti on when either the EGR system has

reached its control limits such that it cannot increase EGR flow to achieve the commanded flow rate or, for non-feedback controlled EGR systems, the EGR system has no detectable amountof EGR flow when EGR flow is expected.
(3.2.2) High Flow: The OBD system shall detect a malfunction of the EGR system, including a leaking EGR valve (i.e., exhaust gas flowing through

the valve when the valve is commanded closed), prior to an increase from the manufacturer's specified EGR flowrate that would cause an engine’s NMHC, CO, or NOx emissions to ex ceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr. For engines in which no failure or deterioration of the EGR system that causes an increase in flow could result in an engine’s emissions exceeding these levels, the OBD system shall detect a malfunction when either the EGR syst em has reached its control limits

such that it cannot reduce EGR flow to achieve the commanded flow rate or, for non-feedback controlled EG R systems, the EGR system has

maximum detectable EGR flow when li ttle or no EGR flow is expected.
(3.2.3) Slow Response: The OBD system s hall detect a malfunction of the EGR system prior to any failure or deter ioration in the EGR system response(e.g., capability to achieve the specified flow rate within a manufacturerspecified time) that would c ause 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/bhphr. The OBD system shall monitor the EGR system response under both increasing and decreasing EGR flow rates. For engines in which no

failure or deterioration of the EGR system response could result in an engine’s emissions exceeding these levels, the OBD system shall detect a malfunction of the EGR system when no detectable response to a change in commanded or expected flow rate occurs.
(3.2.4) Feedback control: Except as provided for in section (e)(3.2.7), if the engine is equipped with feedback or feed- forward control of the EGR system (e.g., feedback control of flow, va lve position, pressure differential

across the valve via intake throttl e or exhaust backpressure), the OBD system shall detect a malfunction: (A) If the system fails to begin control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or40 (C) If the control system has used up a ll of the adjustment allowed by the

manufacturer or reached its maximu m authority and cannot achieve the target. (3.2.5) EGR Cooler Performance: The OBD system shall detect a malfunction of the EGR cooler system prior to a reduction from the manufacturer's specified cooling performance 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 exc eed the applicable standard plus 0.02 g/bhp-hr. For engines in which no fa ilure or deterioration of the EGR cooler system could result in an engine’s emissions exceeding these levels, the OBD system shall detec t a malfunction when the system has no detectable amount of EGR cooling.
(3.2.6) EGR Catalyst Performance: For ca talysts located in the EGR system on 2013 and subsequent model year engines and used to convert

constituents to reduce emissions or protect or extend the durability of other emission-related components (e .g., to reduce fouling of an EGR cooler or valve),: (A) Except as provided for in sect ion (e)(3.2.6)(B) below, tThe OBD system

shall detect a malfunction when the ca talyst has no detectable amount of constituent (e.g., hydrocarbons, sol uble organic fractions) oxidation. (B) Monitoring of the catalyst is notrequired if there is no measurable emission impact on the criteria pollu tants (i.e., NMHC, CO, NOx, and PM) during any reasonable driving condition in which the catalyst is most likely to affect criteria pollutants.
(3.2.7) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfuncti on criteria specified in section (e)(3.2.4)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer sha ll approve the disablement upon the manufacturer submitting data and/oranalysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly , routinely operates during these conditions with all of the adjustment a llowed by the manufacturer used up.
(3.2.8) In lieu of detecting the malfunctions s pecified in sections (e)(3.2.4)(A) and (B) with an EGR system-specific moni tor, the OBD system may monitor the individual parameters or component s that are used as inputs for EGR system feedback control provided that t he monitors detect all malfunctions that meet the criteria in sections (e)(3.2.4)(A) and (B).
(3.2.9) For purposes of determining the EG R cooler performance malfunction criteria in section (e)(3.2.5) for EGR cooler 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 an EGR cooler system aging and monitoring plan to the Executive Office r for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and combination of components, and the method for determining the ma lfunction criteria of section (e)(3.2.5) including the deterioration/aging process. Executive Officer approval of the plan shall be based on the representativeness of the aging41 to real world EGR cooler system component deterioration under normal and malfunctioning engine operating conditions and the effectiveness of

the method used to determine the malfuncti on criteria of section (e)(3.2.5).
(3.3) Monitoring Conditions:
(3.3.1) Except as provided in section (e)(3 .3.4), the OBD system shall monitor continuously for malfunctions identified in sections (e)(3.2.1), (3.2.2), and (e)(3.2.4) (i.e., EGR low and high flow, feedback control).
(3.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(3.2.3) (i.e., 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 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 used to detect malfunctions identified in section (e)(3.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(3.3.3) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(3.2.5) and (e)(3.2.6) (i.e., cooler performance and EGR catalyst performance) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ra tio requirements). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors 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 approval to temporarily disable continuous monitoring under specific conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions (e.g., disable EGR low flow monitoring when no or very little fl ow is commanded, disable EGR high and low flow monitoring when freezing may affect performance of the system). The Executive Officer shall approve the request upon determining that the manufacture r has submitted data and/or an engineering evaluation which demonstrat e that a properly operating EGR system cannot be distinguished from a malfunctioning EGR system and

that the disablement interval is limit ed only to that which is technically

necessary. (3.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(4) Boost Pressure Control System Monitoring
(4.1) Requirement:
(4.1.1) The OBD system shall monitor the boost pressure control system (e.g., turbocharger) on engines so-equipped for under and over boost malfunctions and slow response malfunctions. For engines equipped with charge air cooler systems, the OBD syst em shall monitor the charge air cooler system for cooling system performance malfunctions. The individual electronic components (e.g., act uators, valves, sensors) that are used in the boost pressure control system shall be monitored in42 accordance with the comprehensive co mponent requirements in section (g)(3).
(4.1.2) For engines with other charge control stra tegies that affect boost pressure (e.g., systems that modify boost pressure to achieve a desired air-fuel ratio instead of a desired boost pressure ), 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 data and an engineering ev aluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for boost pressure control systems under section (e)(4).
(4.2) Malfunction Criteria:
(4.2.1) Underboost: The OBD system shall detect a malfunction of the boost pressure control system prior to a decrease from the manufacturer's commanded or expected boost pressure that would cause an engine’s NMHC, CO, or NOx emissions to ex ceed 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 pressure control system that causes a decrease in boost could result in an engine’s emissions exceeding these levels, the OBD system

shall detect a malfunction when eit her the boost system has reached its

control limits such that it c annot increase boost to achieve the commanded boost pressure or, for non-feedback controlled boost systems, the boost system has no detect able amount of boost when boost is expected.
(4.2.2) Overboost: The OBD system shall detect a malfunction of the boost pressure control system prior to an increase from the manufacturer's commanded or expected boost pressure that would cause an engine's NMHC, CO, or NOx emissions to ex ceed 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 pressure control system that causes an increase in boost could result in an engine’s emissions exceeding these levels, the OBD system

shall detect a malfunction when eit her the boost system has reached its

control limits such that it c annot decrease boost to achieve the commanded boost pressure or, for non-feedback controlled boost systems, the boost system has maximum detectable boost when little or no boost is expected.
(4.2.3) Slow response: (A) For 2010 through 2012 model year engines equipped with variable geometry turbochargers (VGT), t he OBD system shall detect a malfunction prior to any failure or deter ioration in the capability of the VGT system to achieve the commanded turbocharger geometry within a manufacturer-specified time that would cause an engine's NMHC, CO, or NOx emissions to exceed 2.0 times anyof the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhphr. For engines in which no failure or deterioration of the VGT system response could result in an engine’s emissions exceeding these levels, the OBD system shall detect a malfunc tion of the VGT system when no43 detectable response to a change in commanded turbocharger geometry

occurs. (B) For 2013 and subsequent model year engines, the OBD system shall detect a malfunction prior to any failure or deterioration in the boost pressure control system response (e.g., capability to achieve the commanded or expected boost pressure within a manufacturer-specified time) that would cause an engine'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 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 these levels, the OBD system shall detect a malfunction ofthe boost system when no detectable response to a commanded or expected change in boost pressure occurs.
(4.2.4) Charge Air Undercooling: The OBD system shall detect a malfunction of the charge air cooling system prior to a decrease from the manufacturer's specified cooling rate that woul d 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 t he applicable standard plus 0.02 g/bhphr. For engines in which no failure or deterioration of the charge air cooling system that causes a decrease in cooling performance could result in an engine’s emissions exceeding these levels, the OBD system shall detect a malfunction when the syst em has no detectable amount of charge air cooling.
(4.2.5) Feedback control: Except as provided for in section (e)(4.2.6), if the engine is equipped with feedback or feed- forward control of the boost pressure system (e.g., control of va riable geometry turbocharger position, turbine speed, manifold pressure) the OBD system shall detect a

malfunction: (A) If the system fails to begin control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If the control system has used up a ll of the adjustment allowed by the

manufacturer or reached its maximu m authority and cannot achieve the target. (4.2.6) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfuncti on criteria specified in section (e)(4.2.5)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioni ng system and a properly operating system. The Executive Officer sha ll approve the disablement upon the manufacturer submitting data and/oranalysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly , routinely operates during these conditions with all of the adjustment a llowed by the 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 that are used as inputs for boost pressure system feedback control provided that the monitors44 detect all malfunctions that meet the cr iteria in sections (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 charge 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 Executive Officer for review and approval. The plan shall include the description and location of each component, the monitoring strategy for each component and combination of components, and the method for determining the malfunction criteria of section (e)(4 .2.4) including the deterioration/aging process. Executive Officer approval of the plan shall be based on the representativeness of the aging to r eal world charge air cooling system component deterioration under normal and malfunctioning engine operating conditions and the effectiveness of the method 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), the OBD system shall monitor continuously for malfunctions identified in sections (e)(4.2.1), (4.2.2), and (4.2.5) (i.e., over and under boost, feedback control).
(4.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in section (e)(4.2.3) (i.e ., 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 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 used to detect malfunctions identified in section (e)(4.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(4.3.3) Manufacturers shall define the monitoring conditions 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 tra cking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions 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 approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions (e .g., disable monitoring of underboost when commanded or expected boost pressure is very low). The Executive Officer shall approve the request upon determining that the

manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operati ng system cannot be distinguished from a malfunctioning system and that t he disablement interval is limited only to that which is technically necessary.
(4.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).45 (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 emissions, the catalyst function

of the PM filter shall be monitor ed in accordance with the PM filter requirements in section (e)(8).
(5.2) Malfunction Criteria:
(5.2.1) For purposes of section (e)(5), each cata lyst in a series configuration that

converts NMHC shall be monitored eit her individually or in combination

with others.
(5.2.2) Conversion Efficiency: (A) For 2010 through 2012 model year engines, the OBD system shall detect an NMHC catalyst malfunction when the catalyst conversion capability decreases to the point that NMHC em issions 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 catalyst conversion capability decreases to the point t hat NMHC emissions exceed 2.0 times any of the applicable standards or NOx emissions 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 exhaust em ission standard is 0.2 g/bhp-hr). (C) If no failure or deterioration of the catalyst conversion capability could result in an engine’s NMHC or NOx emissions exceeding the applicable 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 assist PM filter regeneration, the OBD system sha ll detect a malfunction when the catalyst is unable to generate a sufficient exotherm to achieve regeneration of the PM filter. (B) For 2013 2015 and subsequent model year engines, for catalysts used to generate a feedgas constituency to assist SCR systems (e.g., to increase

NO 2 concentration upstream of an S CR system), the OBD system shall detect a malfunction when the catalyst is unable to generate the necessary feedgas constituents fo r proper SCR system operation. Catalysts are exempt from f eedgas generation monitoring if no malfunction of the catalyst’s feedgas generation ability can cause emissions to (1) increase by 15 percent or more of the applicable full

useful life standard as measured from an applicable emission test cycle; or (2) exceed the applicable full usef ul life standard as measured from an applicable emission test cycle. (C) For catalysts located downstream of a PM filter and used to convert NMHC emissions during PM filter regeneration, the OBD system shall

detect a malfunction when the catal yst has no detectable amount of NMHC conversion capability.46 (D) For catalysts located downstream of an SCR system (e.g., to prevent ammonia slip), the OBD system s hall detect a malfunction when the catalyst has no detectable amount of NMHC, CO, NOx, or PM conversion capability. Monitoring of the catal yst is not required if there is no measurable emission impact on the crit eria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable driv ing condition where in which the catalyst is most likely to affect cr iteria pollutants (e.g., during conditions most likely to result in ammoni a generation or excessive reductant delivery).
(5.2.4) Catalyst System Aging and Monitoring (A) For purposes of determining the catal yst malfunction criteria in sections (e)(5.2.2) and (5.2.3) for individually m onitored catalysts, the manufacturer shall use a catalyst deteriorated to the malfunction criteria using methods established by the manufacturer to represent real world catalyst deterioration under normal and malfunctioning engine operating conditions. If the catalyst system contai ns catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the

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

deteriorated. (B) For purposes of determining the catal yst malfunction criteria in sections (e)(5.2.2) and (5.2.3) for catalysts m onitored in combination with others,

the manufacturer shall submit a cata lyst system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission contro l purpose, and location of each component, the monitoring strategy for each component and/or combination of components, and the method for determining the

malfunction criteria of sections (e)(5.2.2) and (5.2.3) including the deterioration/aging process. If the cata lyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunction criteria shall be determined with the “parallel” catalysts equally deteriorated. Execut ive Officer approval of the plan shall be based on the representativeness of t he aging to real world catalyst system component deterioration undernormal and malfunctioning engine operating conditions, the effectiveness of the method used to determine

the malfunction criteria of section (e)(5.2), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are 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 sections (e)(5.2.2) and (5.2.3).
(5.3) Monitoring Conditions:
(5.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(5.2.2) and (5.2.3) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used

to detect malfunctions identified in se ctions (e)(5.2.2) and (5.2.3) shall be tracked separately but reported as a si ngle set of values as specified in section (d)(5.2.2).47 (5.4) MIL Illumination and Fault Code Storage:
(5.4.1) General requirements for MIL illumi nation and fault 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-clear ing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram appr oaches are not acceptable).

(6) Oxides of Nitrogen (NOx) C onverting Catalyst Monitoring
(6.1) Requirement: The OBD system shall m onitor the NOx converting catalyst(s) for proper conversion capability. For engines equipped 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 monitor the SCR or active/intrusive reductant injecti on system for proper performance. The individual electronic components (e.g., actuators, valves, sensors, heaters, pumps) in the SCR or active/intrusive reductant injection system shall be

monitored in accordance with the co mprehensive component requirements in section (g)(3).
(6.2) Malfunction Criteria: For purposes of sect ion (e)(6), each catalyst in a series configuration that converts NOx shall be monitored either individually 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 malfunction when the catalyst conversion capability decreases to the point that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.4 g/bhp-hr (e.g., cause em issions to exceed 0.6 g/bhp-hr if

the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (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. 4 g/bhp-hr, the OBD system shall

detect a malfunction when the catal yst has no detectable amount of NOx conversion capability. (B) For all 2013 model year engines and 2014 and 2015 model year engines that are not included in the phase-in s pecified in section (e)(6.2.1)(C): (i) The OBD system shall detect a catalyst malfunction when the catalyst conversion capability decreases to the point that would cause an engine's emissions to exceed the applicable NOx standard by more than 0.4 g/bhp-hr (e.g., cause emissions to exceed 0.6 g/bhp-hr if the exhaust emission standard is 0.2 g/ bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC

standard. (ii) If no failure or deterioration ofthe catalyst system NOx conversion capability could result in an engine’s NOx or NMHC emissions exceeding the applicable malfunction crit eria of section (e)(6.2.1)(B)(i),48 the OBD system shall detect a malfunction when the catalyst has no

detectable amount of NOx or NMHC conversion capability. (C) For at least 20 percent of 2014 model year diesel engines and at least 50 percent of 2015 model year diesel engines (percentage based on the manufacturer’s projected California sa les volume of all diesel engines subject to this regulation): (i) The OBD system shall detect a catalyst malfunction when the catalyst conversion capability decreases to the point that would cause an engine's emissions to exceed the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/ bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC

standard. (ii) If no failure or deterioration ofthe catalyst system NOx conversion capability could result in an engine’s NOx or NMHC emissions exceeding the applicable malfunction crit eria of section (e)(6.2.1)(C)(i), the OBD system shall detect a malfunction when the catalyst has no

detectable amount of NOx or NMHC conversion capability. (B)(D) Except as provided for below in section (e)(6.2.1)(E), Ffor 20132016 and subsequent model year engines: (i) The OBD system shall detect a cata lyst malfunction when the catalyst conversion capability decreases to the point that would cause an engine's emissions to exceed the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/ bhp-hr) 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 the applicable malfunc tion criteria of section (e)(6.2.1)(BD)(i), the OBD system shall detect a malfunction when the catalyst has no detectable amountof NOx or NMHC conversion capability. (E) In lieu of using the malfunction cr iteria in section (e)(6.2.1)(D), a manufacturer may continue to use t he malfunction criteria in section (e)(6.2.1)(C) for any 2016 model year engine that was previously certified in the 2014 or 2015 model year to t he malfunction criteria in section (e)(6.2.1)(C) and carried over to the 2016 model year.
(6.2.2) Selective Catalytic Reduction (SCR) or Other Active/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 failu re or deterioration of the system to properly regulate reductant deliv ery (e.g., urea injection, separate injector fuel injection, post in jection of fuel, air assisted injection/mixing) that would c ause an engine's NOx emissions to exceed any of the applicable standards by more than 0.4 g/bhp-hr (e.g., cause emissions to exceed 0. 6 g/bhp-hr if the exhaust emission49 standard is 0.2 g/bhp-hr) as m easured from an applicable cycle emission test (i.e., FTP or SET). If no failure or deterioration of the SCR system could result in an engine’s NOx emissions exceeding any of the applicable standards by mo re than 0.4 g/bhp-hr, the OBD system shall detect a malfunction when the system has reached its

control limits such that it is no longer able to deliver the desired quantity of reductant. (ii) For all 2013 model year engines and 2014 and 2015 model year engines that are not included in t he phase-in specified in section (e)(6.2.2)(A)(iii): a. The OBD system shall detect a malfunction prior to any failure or deterioration of the system to pr operly regulate reductant delivery (e.g., urea injection, separate injectorfuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine's emissions to exceed the applicable NOx standard by more than 0.4 g/bhp-hr (e.g., cause emissions to exceed 0.6 g/bhp-hr if the exhaust emission standard is 0.2 g/ bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC

standard.

b. If no failure or deterioration of the SCR system could result in an engine’s NOx or NMHC emissions exceeding the applicable

malfunction criteria of section (e)(6.2.2)(A)(ii)a., the OBD system

shall detect a malfunction when t he system has reached its control limits such that it is no longer abl e to deliver the desired quantity of

reductant. (iii) For at least 20 percent of a ll 2014 model year diesel engines and at least 50 percent of all 2015 model year diesel engines (percentage based on the manufacturer’s projected California sales volume of all diesel engines subject to this regulation): a. The OBD system shall detect a malfunction prior to any failure or deterioration of the system to pr operly regulate reductant delivery (e.g., urea injection, separate injectorfuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine's emissions to exceed the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/ bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC

standard.

b. If no failure or deterioration of the SCR system could result in an engine’s NOx or NMHC emissions exceeding the applicable

malfunction criteria of section (e)(6.2.2)(A)(iii)a., the OBD system shall detect a malfunction when the system has reached its control limits such that it is no longer abl e to deliver the desired quantity of

reductant. (ii)(iv) Except as provided for belowin section (e)(6.2.2)(A)(v), Ffor 2013 2016 and subsequent model year engines, the OBD system shall detect a system malfunction prior to any failure or deterioration of the system to properly regulate reductantdelivery (e.g., urea injection,50 separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would caus e an engine’s emissions to exceed the applicable NOx standard by more t han 0.2 g/bhp-hr (e.g., cause emissions to exceed 0.4 g/bhp-hr ifthe exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard. If no failure or deterioration of the SCR system could resu lt in an engine’s NOx or NMHC emissions exceeding the applicable malfunction criteria above, the OBD system shall detect a malfunction when the system has reached

its control limits such that it is no longer able to deliver the desired quantity of reductant. (v) In lieu of using the malfunction cr iteria in section (e)(6.2.2)(A)(iv), a manufacturer may continue to use t he malfunction criteria in section (e)(6.2.2)(A)(iii) for any 2016 model year engine that was previously certified in the 2014 or 2015 model yearto the malfunction criteria in section (e)(6.2.2)(A)(iii) and carried over to the 2016 model year. (B) If the catalyst system uses a reductant other than the fuel used for the engine or uses a reservoir/tank for the reductant that is separate from the fuel tank used for the engine, the OBD system shall detect a malfunction when there is no longer sufficient reductant available to properly operate the reductant system (e.g., the reductant tank is empty). (C) If the catalyst system uses a reserv oir/tank for the reductant that is separate from the fuel tank used for the engine, the 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 section (e)(6.2.2)(E), if the engine is equipped with feedback or feed-fo rward control of the reductant injection (e.g., pressure control), the OBD system shall detect a

malfunction: (i) If the system fails to begin control within a manufacturer specified time interval; (ii) If a failure or deterioration c auses open loop or default operation; or (iii) If the control system has used up a ll of the adjustment allowed by the

manufacturer or reached its maxi mum authority and cannot achieve the target. (E) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfuncti on criteria specified in section (e)(6.2.2)(D)(iii) during conditions t hat a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer sha ll approve the disablement upon the manufacturer submitting data and/oranalysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly , routinely operates during these conditions with all of the adjustment a llowed by the 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 syst em-specific monitor, the OBD system may monitor the individual parameter s or components that are used as51 inputs for reductant injection feedback control provided that the monitors

detect all malfunctions that meet the cr iteria in sections (e)(6.2.2)(D)(i) and (ii).
(6.2.3) Catalyst System Aging and Monitoring (A) For purposes of determining the catal yst malfunction criteria in section (e)(6.2.1) for individually monitored ca talysts, the manufacturer shall use a catalyst deteriorated to the malfuncti on criteria using methods established by the manufacturer to represent real world catalyst deterioration under normal and malfunctioning engine operating conditions. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunction criteria shall be determined with the “parallel” ca talysts equally deteriorated. (B) For purposes of determining the cata lyst malfunction criteria in section (e)(6.2.1) for catalysts monitored in combination with others, the manufacturer shall submit a catalystsystem aging and 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 combination of components, and the method for determi ning the malfunction criteria of section (e)(6.2.1) including the deteriora tion/aging process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunction criteria shall be determined with the “parallel” catalyst s 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 malfunctioning engine operating conditions, the effectiveness

of the method used to determine the malfunction criteria of section (e)(6.2.1), the ability of the component monitor(s) to pinpoint the likely

area of malfunction and ensure the correct components are repaired/replaced in-use, and the abilit y of the component monitor(s) to accurately verify that each catalyst component is functioning as designed and as required in section (e)(6.2.1).
(6.3) Monitoring Conditions:
(6.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(6.2.1), (e)(6.2.2)(A), and (e )(6.2.2)(C) (i.e., catalyst efficiency, reductant delivery performance, and improper reductant) in accordance with sections (d)(3.1) and (d)(3.2 ) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in section (e)(6.2.1) shall be tracked separately 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), the OBD system shall monitor continuously for malfunctions identified in sections (e)(6.2.2)(A), (B), and (D) (e.g.i.e., SCR performance, insu fficient reductant, feedback control).
(6.3.3) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the52 request upon determining that the manufac turer has submitted data and/or an engineering evaluation which demons trate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(6.4) MIL Illumination and Fault Code Storage:
(6.4.1) Except as provided below for reduct ant faults, general requirements for MIL illumination and fault code storage ar e set forth 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 v ehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The Executive Officer shall approve the request upon determining the

alternative indicator is of sufficientillumination and location to be readily visible under all lighting conditions and provides equivalent assurance that a vehicle operator will be promptly not ified and that corrective action will

be undertaken. (B) If the vehicle is not equipped with an alternative indicator and the MIL illuminates, the MIL may be immediately extinguished and the corresponding fault codes erased once the OBD system has verified that the reductant tank has been properlyrefilled and the MIL has not been illuminated for any other type of malfunction. (C) The Executive Officer may approve other strategies that provide equivalent assurance that a vehicle operator will be prompt ly 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-clear ing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram appr oaches are not acceptable).

(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 equipped with active/intrusive injection (e.g., in-exhaust fuel and/or air injection) to achieve desorption of the NOx adsorber(s), the OBD system shall monitor the active/intrusive injection system fo r proper performance. The individual electronic components (e.g., injectors, va lves, sensors) that are used in the active/intrusive injection system sha ll be monitored 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 OBD system shall detect a NOx adsorber system malfuncti on when the NOx adsorber 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 exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET). If no failure or deterioration of the NOx53 adsorber system capability could resultin an engine’s NOx emissions exceeding any of the applicable standards by more than 0.3 g/bhp-hr, the OBD system shall detect a malfunction when the system has no

detectable amount of NO x adsorber capability. (B) For 2013 and subsequent model year engines, the OBD system shall detect a NOx adsorber system ma lfunction when the NOx adsorber capability decreases to the point thatwould cause an engine's emissions to exceed 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 exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET) or 2.0 times the applic able NMHC standard. If no failure or deterioration of the NOx adsorber capab ility could result in an engine’s NOx or NMHC emissions exceeding t he applicable malfunction criteria above, 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 injection (e.g., in-cylinder post fuel injection, in-exhaust air-assisted fuel in jection) to achieve desorption of the NOx adsorber, the OBD system shall detec t 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.
(7.2.3) Feedback control: Except as provided for in section (e)(7.2.4), if the engine is equipped with feedback or feed- forward control of the NOx adsorber or active/intrusive inject ion system (e.g., feedback control of injection quantity, time), the OBD system shall detect a malfunction: (A) If the system fails to begin control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If the control system has used up a ll of the adjustment allowed by the

manufacturer or reached its maximu m authority and cannot achieve the target. (7.2.4) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfuncti on criteria specified in section (e)(7.2.3)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer sha ll approve the disablement upon the manufacturer submitting data and/oranalysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly , routinely operates during these conditions with all of the adjustment a llowed by the manufacturer used up.
(7.2.5) In lieu of detecting the malfunctions s pecified in sections (e)(7.2.3)(A) and (B) with a NOx adsorber-specific moni tor, the OBD system may monitor the individual parameters or component s that are used as inputs for NOx adsorber or active/intrusive inje ction system feedback control provided

that the monitors detect all malfunctions that meet the criteria in sections (e)(7.2.3)(A) and (B).
(7.2.6) For purposes of determining the NOx adsorber system malfunction criteria in section (e)(7.2.1) for NOx adsorbersystems that consist of more than54 one NOx adsorber (e.g., two or more adsorbers in series), the manufacturer shall submit a 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/or combination of components, and the method for determining the malfunction criteria of section (e)(7.2.1) including the deterioration/aging process. Executiv e Officer approval of the plan shall be based on the representativeness ofthe aging to real world NOx adsorber system component det erioration under normal and malfunctioning engine operating conditions, the effectiveness of the

method used to determine the malfunction cr iteria of section (e)(7.2.1), the ability of the component monitor(s) to pinpoint the likely area of

malfunction and ensure the correct co mponents are repaired/replaced inuse, and the ability of the component monitor(s) to accurately verify that each NOx adsorber system component is functioning as designed and as required in section (e)(7.2.1).
(7.3) Monitoring Conditions:
(7.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(7.2.1) (i.e ., adsorber capability) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements). For purposes of tracking and reporting as r equired in section (d)(3.2.1), all

monitors used to detect malfunctions i dentified in sections (e)(7.2.1) shall be tracked separately but reported as a si ngle set of values as specified in section (d)(5.2.2).
(7.3.2) Except as provided in section (e)(7 .3.3), the OBD system shall monitor continuously for malfunctions identifi ed in sections (e)(7.2.2) and (7.2.3) (e.g., injection function, feedback control).
(7.3.3) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufac turer has submitted data and/or an engineering evaluation which demons trate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(7.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(8) Particulate Matter (PM) Filter Monitoring
(8.1) Requirement: The OBD system shall m onitor the PM filter on engines soequipped for proper performance. For engines equipped with active regeneration systems that utilize an active/i ntrusive injection (e.g., in-exhaust fuel injection, in-exhaust fuel/air bur ner), the OBD system shall monitor the active/intrusive injection system fo r proper performance. The individual electronic components (e.g., injectors, va lves, sensors) that are used in the active/intrusive injection system sha ll be monitored in accordance with the comprehensive component requirements in section (g)(3).
(8.2) Malfunction Criteria:55 (8.2.1) Filtering Performance: (A) For 2010 through 2012 model year engines, the OBD system shall detect a malfunction prior to a decrease in the filtering capability ofthe PM filter (e.g., cracking) that would cause an engine's PM emissions to exceed either of the following thresholds, wh ichever is higher: 0.07 g/bhp-hr as measured from an applicable emission testcycle (i.e., FTP or SET); or the applicable standard plus 0.06 g/bhp-hr (e .g., 0.07 g/bhp-hr if the exhaust emission standard is 0.01 g/bhp-hr). If no failure or deterioration of the PM filtering performance could re sult in an engine’s PM emissions exceeding these levels, the OBD system shall detect a malfunction when

no detectable amount of PM filtering occurs. (B) Except as specified in section (e)(8.2.1.)(C) below, fFor all 2013 model year engines and 2014 and through 2015 model year engines that are not included in the phase-in specified in section (e)(8.2.1)(C), the OBD system shall detect a malfunction prior to a dec rease in the filtering capability of the PM filter (e.g., cracking) that would cause an engine's PM emissions to exceed either of the following thres holds, whichever is higher: 0.05 g/bhphr as measured 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 exhaust 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 emissions exceeding these levels, the OBD system shall detect a malfunction when

no detectable amount of PM filtering occurs. (C) For 2014 through 2015 model year engines, the manufacturer shall meet one of the following two options below: (i) For at least 20 percent of 2014 model year diesel engines and at least 20 percent of 2015 model year diesel engines (percentage based on the manufacturer’s projected Califor nia sales volume of all diesel engines subject to this regulation), the OBD system shall use the malfunction criteria of section (e)(8 .2.1)(B) without using the provisions of section (g)(5.1) to exclude specific failure modes. (ii) For at least 50 percent of 2015 model year diesel engines (percentage based on the manufacturer’s projected California sales volume of all diesel engines subject to this regul ation), the OBD system shall detect a malfunction prior to a decrease in the filtering capability of the PM filter that would cause an engine's PM emissions to exceed either of the following thresholds, whichever is higher, without using the provisions of section (g)(5.1) to exclude specific failure modes: 0.03 g/bhp-hr as measured from an applic able 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 exhaust emission standard is 0.01 g/bhp-hr). If no

failure or deterioration of the PM f iltering performance could result in an engine’s PM emissions exceeding these levels, the OBD system

shall detect a malfunction when no det ectable amount of PM filtering

occurs. (C)(D) For 2013 through 2015 model year engines subject to (d)(7.2.2)(A) andExcept as provided in section (e)(8.2.1)(E), for all 2016 and subsequent model year engines, the OBD system shall detect a56 malfunction prior to a decrease in the filtering capability ofthe PM filter that would cause an engine's PM emi ssions to exceed either of the following thresholds, whichever is hi gher: 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 exhaust 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 emissions exceeding these levels, the OBD system shall detec t a malfunction when no detectable amount of PM filtering occurs. (E) In lieu of the malfunction criteria in section (e)(8.2.1)(D), a manufacturer may continue to use the malfunction crit eria in section (e)(8.2.1)(C)(i) for any 2016 model year engine that was prev iously certified in the 2014 or 2015 model year to the malfunction crit eria in section (e)(8.2.1)(C)(i) and carried over to the 2016 model year. (F) For the phase-in schedules described in section (e)(8.2.1)(C) above, the manufacturer may not use an alternate phase-in schedule as defined in section (c) in lieu of the required phase-in schedules.
(8.2.2) Frequent Regeneration: The OBD system shall detect a malfunction when the PM filter regeneration occurs more frequently than (i.e., occurs more often than) the manufacturer’s specif ied regeneration frequency to a level such that it would cause an engine's 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 more than 0.2 g/bhphr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr). (C) If no failure or deterioration caus es an increase in the PM filter regeneration frequency that could re sult in an engine’s emissions exceeding the emission levels spec ified above, the OBD system shall

detect a malfunction when the PM f ilter regeneration frequency exceeds the manufacturer’s specified desi gn limits for allowable regeneration frequency.
(8.2.3) Incomplete regeneration: The OB D system shall detect a regeneration

malfunction when the PM filter does not properly regenerate under

manufacturer-defined conditions where r egeneration is designed to occur.
(8.2.4) Catalyzed PM Filter: (A) NMHC conversion: For 2013 2015 and subsequent model year engines, for with catalyzed PM filters that convert NMHC emissions,: (i) tThe OBD system shall monitor the catalyst function of the PM filter and detect a malfunction when the NMHC conversion capability decreases to the point that NM HC emissions exceed 2.0 times the applicable standards. (ii) If no failure or deterioration ofthe NMHC conversion capability could result in an engine’s NMHC emissions exceeding 2.0 times the applicable standards, the OBD system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability.57 (iii) Catalyzed PM filters are exem pt from NMHC conversion capability monitoring if no malfunction of t he catalyzed PM filter’s NMHC conversion capability can cause emissions to (1) increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; or (2) exceed the applicable full

useful life standard as measured from an applicable emission test cycle. (B) Feedgas generation: For 2016 and subsequent model year engines with catalyzed PM filters used to generat e a feedgas constituency to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD system shall detect a malfunction when the system is unable to generate the necessary feedgas constituents for proper SCR system operation. Catalyzed PM f ilters are exempt from feedgas generation monitoring if no malfunction of the catalyzed PM filter’s feedgas generation ability can cause emissions to (1) increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; or (2) exceed the applicable full

useful life standard as measured from an applicable emission test cycle.
(8.2.5) Missing substrate: The OBD system sha ll detect a malfunction if either the PM filter substrate is completely destr oyed, removed, or missing, or if the PM filter assembly is replaced with a muffler or straight pipe.
(8.2.6) Active/Intrusive Injection: For systems that utilize active/intrusive injection (e.g., in-cylinder post fuel injection, in -exhaust air-assisted fuel injection) to achieve regeneration of the PM filt er, the OBD system shall detect a malfunction if any failure or deteriorati on 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 section (e)(8.2.8), if the engine is equipped with feedback or feed-forw ard control of the PM filter regeneration (e.g., feedback control of oxi dation catalyst inlet temperature,

PM filter inlet or outlet te mperature, in-cylinder or in-exhaust fuel injection), the OBD system shall detect a malfunction: (A) If the system fails to begin control within a manufacturer specified time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If the control system has used up a ll of the adjustment allowed by the

manufacturer or reached its maximu m authority and cannot achieve the target. (8.2.8) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfuncti on criteria specified in section (e)(8.2.7)(C) during conditions that a manufacturer cannot robustly distinguish between a malfunctioni ng system and a properly operating system. The Executive Officer sha ll approve the disablement upon the manufacturer submitting data and/oranalysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly, routinely operates during these conditions with all of the adjustment a llowed by the manufacturer used up.58 (8.2.9) In lieu of detecting the malfunctions specified in sections (e)(8.2.7)(A) and (B) with a PM filter-specific monito r, the OBD system may monitor the individual parameters or components thatare used as inputs for PM filter regeneration feedback control provided that the monitors 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 conditions for malfunctions identified in sections (e)(8.2.1) through (8.2.6) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements), with the exception that monitoring shall occur every ti me the monitoring conditions are met during the driving cycle in lieu of onc e 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 used to 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 approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufac turer has submitted data and/or an engineering evaluation which demons trate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(8.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(9) Exhaust Gas Sensor Monitoring
(9.1) Requirement:
(9.1.1) The OBD system shall monitor all exhaust gas sensors (e.g., oxygen, airfuel ratio, NOx) used for emissi on control system feedback (e.g., EGR control/feedback, SCR control/feedba ck, NOx adsorber control/feedback) or as a monitoring device for proper out put signal, activity, response rate, and any other parameter that can affect emissions.
(9.1.2) For engines equipped with heated exhaust gas sensors, 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, offset, or other characteristic(s) that would c ause 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 applicable standards plus 0.02 g/bhp-hr.59 (ii) Circuit faults: The OBD system s hall detect malfunctions of the sensor caused by either a lack of circuit continuity or out-of-range values. (iii) Feedback faults: The OBD system shall detect a malfunction of the

sensor when a sensor failure or deterioration causes 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 catalys t, 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 OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause an engine's NMHC emissions to exceed 2.5 times any of the applicable standards, 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 exhaust emission standard is 0.2 g/bhp-hr) as meas ured 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/bhp-hr as measured from an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards bymore than 0.04 g/bhp-hr (e.g., cause emissions to exceed 0.05 g/ bhp-hr if the exhaust emission standard 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, response rate, amplitude, offset, or other characteristic(s) that would cause an engine's NMHC emissions to exceed 2.0 times any of the applicable standards, cause an engine's NOx 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 exhaust emission standard is 0.2 g/bhp-hr) as meas ured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine's PM emissions to exceed (whichever is higher): 0.03 g/bhp-hr as measured from an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards bymore than 0.02 g/bhp-hr (e.g., cause emissions to exceed 0.03 g/ bhp-hr if the exhaust emission standard is 0.01 g/bhp-hr). (ii) Circuit faults: The OBD system s hall detect malfunctions of the sensor caused by either a lack of circuit continuity or out-of-range values.60 (iii) Feedback faults: The OBD system shall detect a malfunction of the

sensor when a sensor failure or deterioration causes 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 OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, cu rrent, response rate, amplitude, offset, or other characteristic(s) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0.4 g/bhp-hr (e.g., cause emissions to exceed 0.6 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), or cause an engine's PM emissions to exceed (whichever is higher): 0.05 g/bhp-hr as measured from 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 ifthe exhaust emission standard is 0.01 g/bhp-hr). (ii) For all 2013 model year engines and 2014 and 2015 model year engines that are not included in t he phase-in specified in section (e)(9.2.2)(A)(iii), the OBD system shall detect a malfunction prior to any

failure or deterioration of the sens or voltage, resistance, impedance, current, response rate, amplitude, offse t, or other characteristic(s) that would cause an engine's NOx emissions to exceed the applicable NOx standard by more than 0.4 g/bhp-hr (e.g., cause emissions to exceed 0.6 g/bhp-hr if the exhaust emi ssion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or cause an engine's PM emissions to exceed (whichever is higher): 0.03 g/bhp-hr as measured from an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.02 g/bhp-hr (e.g.,

cause emissions to exceed 0.03 g/bhp-hr if the exhaust emission standard is 0.01 g/bhp-hr). (iii) For at least 20 percent of 2014 m odel year diesel engines and at least 50 percent of 2015 model year dies el engines (percentage based on the manufacturer’s projected Califor nia sales volume of all diesel engines subject to this regulation), the OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that woul d cause an engine's NOx emissions to exceed the applicable NOx standard bymore than 0.3 g/bhp-hr (e.g.,61 cause emissions to exceed 0.5 g/bhp-hr if the exhaust emission standard is 0.2 g/bhp-hr) as m easured from an applicable cycle emission test or cause an engine's PM emissions to exceed (whichever is higher): 0.03 g/bhp- hr as measured from an applicable cycle emission test (i.e., FTP or SET); or any of the applicable standards by more than 0.02 g/bhp-hr (e.g., cause emissions to exceed 0.03 g/bhp-hr if the exhaus t emission standard is 0.01 g/bhphr). (ii)(iv) Except as provided for below in section (e)(9.2.2)(A)(v), Ffor 2013 2016 and subsequent model year engines, the OBD system shall detect a malfunction prior to any failure or deterioration of the sensor voltage, resistance, impedance, cu rrent, response rate, amplitude, offset, or other characteristic(s) 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 exhaust emission standard is 0.2 g/ bhp-hr) as measured from an applicable cycle emission test (i.e., FTP or SET), cause an engine’s

NMHC emissions to exceed 2.0 ti mes the applicable NMHC standard, or cause an engine's PM emissions to exceed (whichever is higher): 0.03 g/bhp-hr as measured from an applicable cycle emission test (i.e., FTP or SET); or any of the applic able standards by more than 0.02 g/bhp-hr (e.g., cause emissions to exceed 0.03 g/bhp-hr if the exhaust emission standard is 0.01 g/bhp-hr). (v) In lieu of using the malfunction cr iteria in section (e)(9.2.2)(A)(iv), a manufacturer may continue to use t he malfunction criteria in section (e)(9.2.2)(A)(iii) for any 2016 model year engine that was previously certified in the 2014 or 2015 model yearto the malfunction criteria in section (e)(9.2.2)(A)(iii) and carried over to the 2016 model year. (B) Circuit faults: The OBD system sha ll detect malfunctions of the sensor caused by either a lack of circuit continuity or out-of-range values. (C) Feedback faults: The OBD system shall detect a malfunction of the

sensor when a sensor failure or det erioration causes an emission control system (e.g., EGR, SCR, or NOx adsorbe r) to stop using that sensor as a feedback or feed-forward input (e.g., causes default or open-loop operation). (D) Monitoring capability: To the extentfeasible, the OBD system shall detect

a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, o ffset, or other characteristics are no longer sufficient for use as an OBD system monitoring 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 approval. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering ev aluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for air-fuel ratio sensors, NOx sensors, and PM sensors under sections (e)(9.2.1) and (e)(9.2.2).62 (9.2.4) Sensor Heaters: (A) The OBD system shall detect a ma lfunction of the heater performance when the current or voltage drop in t he heater circuit is no longer within the manufacturer's specified limits for normal operation (i.e., within the criteria required to be met by t he component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval,

other malfunction criteria for heat er performance malfunctions may be used upon the Executive Officer determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate the monitoring reliability and timeliness to be equivalent 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 wit h the commanded state of the heater (e.g., shorted to 12 Volts when commanded to 0 Volts (ground)).
(9.3) Monitoring Conditions:
(9.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(9.2.1)(A)(i ), (9.2.1)(B)(i), and (9.2.2)(A), and (9.2.2)(D) (e.g., sensor performance f aults) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used

to detect malfunctions identified in se ctions (e)(9.2.1)(A)(i ), (9.2.1)(B)(i), and (9.2.2)(A), and for 2016 and subsequent model year engines, section (e)(9.2.2)(D), shall be tracked separat ely but reported as a single set of values as specified in section (d)(5.2.2). (B) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (e)(9.2.1)(A )(iv), and (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) wit h the exception 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 section (d)(3.1.2). (C) Except as provided in section (e )(9.3.1)(D), monitori ng 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 approval to disable continuous exhaust gas sensor monitoring when an exhaust gas sensormalfunction cannot be distinguished from other effects (e.g., disable outof-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon dete rmining that the manufacturer has

submitted test data and/or document ation that demonstrate a properly functioning sensor cannot be distingui shed from a malfunctioning sensor

and that the disablement interval is limited only to that necessary for avoiding false detection.
(9.3.2) Sensor Heaters (A) Manufacturers shall define monitoring conditions for malfunctions identified in section (e)(9.2.4)(A) (i .e., sensor heater performance) in63 accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). (B) Monitoring for malfunctions identified in section (e)(9.2.4 )(B) (i.e., circuit malfunctions) shall be conducted continuously.
(9.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2). To the extent feasible, the OBD system sha ll separately detect lack of circuit continuity and out-of-range faults as r equired under sections (e)(9.2.1)(A)(ii), (e)(9.2.1)(B)(ii), and (e)(9.2.2)(B) and stor e different fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit). Manufacturers are not required to store separate fault codes for lack of circuit continuity faults that cannot be disti nguished from other out-of-range circuit

faults.

(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 re sponse malfunctions. The individual electronic components (e.g., actuators, va lves, sensors) that are used in the VVT system shall be monitored in accordance with the comprehensive components requirements in section (g)(3).
(10.2) Malfunction Criteria:
(10.2.1) Target Error: The OBD system shall detect a malfunction prior to any failure or deterioration in the capabilit y of the VVT system to achieve the commanded valve timing and/or control within a crank angle and/or lift tolerance that would cause an engine's NHMC, NOx, or CO emissions to exceed 2.0 times any of the applic able standards or an engine’s PM emissions to exceed a threshold of the applicable standard plus 0.02 g/bhp-hr.
(10.2.2) Slow Response: The OBD system shall detect a malfunction prior to any failure or deterioration in the capabilit y of the VVT system to achieve the commanded valve timing and/or contro l within a manufacturer-specified time that would cause an engine's NHM C, NOx, or CO emissions to exceed 2.0 times any of the applic able standards or an engine’s PM emissions to exceed a threshold of the applicable standard plus 0.02 g/bhp-hr.
(10.2.3) For engines in which no failure or deterioration of the VVT system could result in an engine’s emissions exc eeding the thresholds of sections (e)(10.2.1) or (10.2.2), the OBD system shall detect a malfunction of the VVT system when proper functional res ponse of the system to computer

commands does not occur.
(10.3) Monitoring Conditions: Manufacturers s hall 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 ev ery 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). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in section64 (e)(10.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(10.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(11) Cold Start Emission Reduction Strategy Monitoring
(11.1) Requirement:
(11.1.1) For all 2013 and subsequent model year engines that, if an engine incorporates a specific engine contro l strategy to reduce cold start emissions, the OBD system shall monitor the system strategy to verify the strategythat it achieves the desired effect (e.g., to achieve accelerated catalyst light-off temperature) and monitor the commanded elements/components for proper function (e.g., injection timing, increased engine idle speed, increased engine load via intake or exhaust throttle activation) while the control strategy is active to ensure proper operation of the control strategy.
(11.1.2) For an element/component associat ed with the cold start emission reduction control strategy under section (e )(11) that is also required to be monitored elsewhere in section (e) or (g) (e.g., fuel injection timing), the manufacturer shall use different diagnos tics to distinguish faults detected under section (e)(11) (i.e., faults asso ciated with the cold start strategy)

from faults detected under sections ot her than section (e)(11) (i.e., faults not associated with the cold start strategy).
(11.2) Malfunction Criteria: The OBD system sha ll, to the extent feasible, detect a malfunction if either of the following occurs:
(11.2.1) Any single commanded element/component does not properly respond to the commanded action while the cold start strategy is active. For purposes of this section, “properly respond” is defined 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 fa ult must be detected if there is no detectable amount of engine speed increase above what the system would achieve without the cold start strategy active);
(11.2.2) Any failure or deterioration of the cold start emission reduction control strategy that would cause an engine’s NMHC, NOx, or CO emissions to exceed 2.0 times the applicable standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp-hr.
(11.2.3) For section (e)(11.2.2), to the ext ent feasible (without adding hardware for this purpose), the OBD system shall monitor the ability of the system to achieve the desired effect (e.g., strat egies used to accelerate catalyst light-off by increasing catalyst inlet te mperature shall verify the catalyst inlet temperature actually achieves the desired temperatures within an Executive Officer approved time interval after starting the engine) for failures that cause emissions to exceed the applicable emission levels specified in section (e)(11.2.2). For st rategies where it is not feasible to65 be monitored as a system, the OBD syst em shall monitor the individual elements/components (e.g., incr eased engine speed, increased engine load from restricting an exhaust throttle) for failures that cause emissions to exceed the applicable emission levels specified in section (e)(11.2.2).
(11.3) Monitoring Conditions: Manufacturers s hall 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., mi nimum ratio requirements).
(11.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(f) Monitoring Requirements for Gasoline/Spark-Ignited Engines

. (1) Fuel System Monitoring
(1.1) Requirement: The OBD system shall m onitor the fuel delivery system to determine its ability to provide compliance with emission applicable

standards.
(1.2) Malfunction Criteria:
(1.2.1) The OBD system shall detect a malf unction of the fuel delivery system

when: (A) The fuel delivery system is unable to maintain an engine's emissions at or below 1.5 times the applicable standards; or (B) If equipped, the feedback control based on a secondary oxygen or exhaust gas sensor is unable to maintain an vehicleengine’s emissions (except as a result of a malfunction specified in section (f)(1.2.1)(C)) at or below 1.5 times any of the applicable standards; or (C) For 2014 and subsequent model year vehicles engines, an air-fuel ratio cylinder imbalance (e.g., the air-fuel ratio in one or more cylinders is different than the other cylinders due to a cylinder specific malfunction

such as an intake manifold leak ata particular cylinder, fuel injector problem, an individual cylinder EGR runner flow delivery problem, an

individual variable cam lift malfunction such that an individual cylinder is operating on the wrong cam lift profile, or other similar problems) occurs in one or more cylinders such that the fuel delivery system is unable to maintain an vehicleengine’s emissions at or below: 3.0 times the applicable standards for the 2014 th rough 2016 model years; and 1.5 times the applicable FTP standards for all 2017 and subsequent model year vehicles engines.
(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 shall detect a malfunction when the adaptive feedback control has used up all of the adjustment allowed by the manufacturer.
(1.2.3) If the engine is equipped with feedback control that is based on a secondary oxygen (or equivalent) sensor, the OBD 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. However, if a failure or deterioration results in engine emissions that exceed the malfunction criteria in section (f)(1.2.1)(B), the OBD system is required to detect a malfunction.66 (1.2.4) The OBD system shall detect a malfunction whenever the fuel control system fails to enter closed-loop oper ation within an Executive Officerapproved time interval after engine start. Executive Officer approval of the time interval shall be granted upon determining that the data and/or engineering evaluation submitted bythe manufacturer 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 clos ed-loop operation within an Executive Officer-approved time interval after an engine restart. Executive Officer approval of the time interval s hall be granted upon determining that the data and/or engineering evaluation s ubmitted by the manufacturer supports the specified times.
(1.3) Monitoring Conditions:
(1.3.1) Except as provided in section (f)(1 .3.5), the OBD system shall monitor continuously for malfunctions identif ied in sections (f)(1.2.1)(A), (f)(1.2.1)(B), and (f)(1.2.2 ) (i.e., fuel delivery system, secondary feedback control, adaptive feedback control).
(1.3.2) Manufacturers shall define monitoring conditions for malfunctions identified in section (f)(1.2.1)(C) (i .e., air-fuel ratio cylinder imbalance malfunctions) in accordance with se ctions (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(1.3.3) Manufacturers shall define monitoring conditions for malfunctions identified in section (f)(1.2.4) in accordance with sections (d)(3.1).
(1.3.4) Manufacturers shall define monitoring conditions for malfunctions identified in section (f)(1.2.5) in a ccordance with sections (d)(3.1) with the exception 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 section (d)(3.1.2).
(1.3.5) Manufacturers may request Executive Officer approval to temporarily disable continuous monitoring under conditions technically necessary to ensure robust detection of malfunctions and to avoid false passes and false indications of malfunctions (e.g ., for temporary introduction of large amounts of purge vapor). The Execut ive Officer shall approve the request upon determining that the manufacture r has submitted data and/or an engineering evaluation which demonstr ate that a properly operating system cannot be distinguished from a malfunctioning 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 cylinder imbalance malfunctions), general requirements for MIL illuminati on and fault code storage are set forth in section (d)(2). For all other fuel system malfunctions, the MIL illumination and fault code storage requirements are set forth in sections (f)(1.4.1) through (1.4.6) below.
(1.4.1) A pending fault code shall be stored immediately upon the fuel system exceeding the malfunction criteria est ablished pursuant to section (f)(1.2).67 (1.4.2) Except as provided below, if a pending fault code is stored, the OBD system shall immediately illuminate t he MIL and store a confirmed fault code if a malfunction is again detected during either of the following two events: (a) the driving cycle immedi ately following the storage of the pending fault code, regardless of t he conditions encountered during the driving cycle; or (b) on the next drivi ng cycle in which similar conditions (see section (c)) to those that occurred when the pending 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 without an exceedance of the specified fuel system malfunction criteria. The pending code may

also be erased if similar conditions are not encountered during the 80 driving cycles immediately after the initial detection 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 frame conditions either in conjunction with storing and erasing a pending fault code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a malfunction other than a misfire (see section (f)(2)) or fuel system malfunction when 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 frame information regarding the fuel system malfunction.
(1.4.5) Storage of fuel system conditions fo r determining similar conditions of operation. (A) Upon detection of a fuel system ma lfunction under section (f)(1.2), 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. (B) For fuel system faults detected us ing feedback control that is based on a secondary oxygen (or equivalent) sensor, the manufacturer may request Executive Officer approval to use an alternate definition of similar conditions in lieu of the definition spec ified in section (c). The Executive Officer shall approve the alternat e definition upon the manufacturer providing data or analysis demonstrati ng that the alternate definition provides for equivalent robustness in det ection of fuel system faults that vary in severity depending on engine speed, load, and/or warm-up status.
(1.4.6) Extinguishing the MIL. The MI L may be extinguished after three sequential driving cycles in which similar conditions have been

encountered without a malfuncti on of the fuel system.

(2) Misfire Monitoring
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfire causing catalyst damage and misfire causing excess emissions.
(2.1.2) The OBD system shall identify the spec ific cylinder that is experiencing misfire. Manufacturers may request Executive Officer approval to store a general misfire fault code instead of a cylinder specific fault code under68 certain operating conditions. The Executive Officer shall approve the request upon determining that the manufac turer has submitted data and/or an engineering evaluation that demonstr ate that the misfiring cylinder cannot be reliably identified when the conditions occur.
(2.1.3) If more than one cylinder is misfiring, a separate fault code shall be stored indicating that multiple cylinders are misfiring except as allowed below. When identifying multiple cylinder misf ire, the OBD system is not required to also identify each of the misfiri ng cylinders individually through separate fault codes. If more than 90 percent ofthe detected misfires occur in a single cylinder, the OBD system may el ect to store the appropriate fault code indicating the specific misfiring cy linder in lieu of the multiple cylinder misfire fault code. If, however, two or more cylinders individually have more than 10 percent of the total numberof detected 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 per centage of misfire evaluated in 200 revolution increments for each engine speed and load 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 det ermined to be lower than five percent, the manufacturer may set the malfunc tion criteria at five percent. (B) Subject to Executive Officer approval, a manufacturer may employ a longer interval than 200 revolutions but only for determining, on a given driving cycle, the first misfire exceedance as provided in section (f)(2.4.1)(A) below. Executive Officer approval shall be granted upon determining that the manufacture r has submitted data and/or an engineering evaluation that demonstrat e that catalyst damage would not occur due to unacceptably high catalyst temperatures before the interval has elapsed. (C) A misfire malfunction shall be det ected 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 greater than or equal to 50 percent, the OBD system shall only be required to detect a misfire malfunction for situations that are caused by a single component failure. (D) For purposes of establishing the te mperature at which catalyst damage occurs as required in section (f)(2.2 .1)(A), manufacturers may not define catalyst damage at a temperature more severe than what the catalyst system could be operated at for 10 c onsecutive hours 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 emissions 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 shall69 utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000- revolution increment. If this percentage of misfire is determined to be lower than one percent, the manufacturer may set the malfunction criteria
at one percent. (B) Subject to Executive Officer approval, a manufacturer may employ other

revolution increments. The Execut ive 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 t he percentage of misfire established in section (f)(2.2.2)(A) is exceeded regardle ss of the pattern of misfire events (e.g., random, equally spaced, continuous).
(2.3) Monitoring Conditions:
(2.3.1) The OBD system shall continuously m onitor for misfire under the following

conditions: (A) Except as provided for in section (f)(2.3.6) below, fFrom no later than the end of the second crankshaft revolution after engine start, (B) While under positive torque conditions during the rise time and settling time for engine speed to reach the desired idle engine speed at engine start-up (i.e., “flare-up” and “flare-down”), and (C) Under all positive torque engine speeds and load conditions except within the following range: the engine operat ing region bound by the positive torque line (i.e., engine load with the transmission 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 redline engine speed (defined in section (c)) with the engine's m anifold vacuum at four inches of mercury lower than that atthe positive torque line.
(2.3.2) If a monitoring system cannot detect all misfire patterns under all required engine speed and load conditions as required in section (f)(2.3.1) above, the manufacturer may request Executive Officer approval to accept the monitoring system. In evaluating the manufacturer’s request, the

Executive Officer shall consider the fo llowing factors: the magnitude of the region(s) in which misfire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of detection of misfire events), the frequency with which said region(s) are expected to be encountered in-use, the type of misfire patterns for which misfire detection is troublesome, and demonstration that the monitoring technology employed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly sele cted cylinders, single cylinder continuous misfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire.
(2.3.3) A manufacturer may request Executive Officer approval of a monitoring system that has reduced misfire detection capability 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 upon70 determining that the manufacturer has demonstrated that the probability of detection is greater than or equal to75 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 technologycannot reliably detect a higher percentage of the misfire ev ents during the conditions.
(2.3.4) A manufacturer may request Executive Officer approval to disable misfire monitoring or employ an alternate malfunction criterion when misfire cannot be distinguished from other effects. (A) Upon determining that the manuf acturer has presented documentation

that demonstrates the disablement interv al or period of use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive Officer shall approve the disablement or use of

the alternate malfunction criter ion for conditions involving: (i) rough road, (ii) fuel cut, (iii) gear changes for manual transmission vehicles, (iv) traction control or other vehicle st ability control activation such as antilock braking or other engine torque modifications to enhance vehicle stability, (v) off-board control or intrusive activation of vehicle components or diagnostics during service or assembly plant testing, (vi) portions of intrusive evaporativ e system or EGR 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 clos ed and the evaporative system is sealed or while an EGR diagnostic causes the EGR valve to be intrusively cycled on and off during pos itive torque conditions), or (vii) engine speed, load, or torque transients due to throttle movements more rapid than occurs over the FTP cycle for the worst case engine within each engine family. (B) Additionally, the Executive Officer will approve 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 per cent 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 Executive Officer will approve a request to continue disablement on engine starts when engine coolant temperature is below 20 degr ees Fahrenheit at engine start until engine coolant temperature exceeds 70 degrees Fahrenheit. (C) In general, the Executive Officer shall not approve disablement for conditions involving normal air condi tioning compressor cycling from on-tooff or off-to-on, automatic transmi ssion gear shifts (except for shifts occurring during wide open throttle operation) , transitions from idle to offidle, normal engine speed or load changes that occur during the engine speed rise time and settling time (i .e., “flare-up” and “flare-down”) immediately after engine starting wit hout any vehicle operator-induced actions (e.g., throttle stabs), or excess acceleration (except for

acceleration rates that exceed the maximum acceleration rate obtainable71 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 monitoring disablement or use

of an alternate malfunction criterion for any other condition on a case by case basis upon determining that the manufacturer has demonstrated that the request is based on an unusual or unf oreseen circumstance and that it is applying the best available computer and monitoring technology.
(2.3.5) For engines with more than eight cylinders that cannot meet the requirements of section (f)(2.3.1), a manufacturer may request Executive Officer approval to use alternative misfire monitoring conditions. The Executive Officer shall approve the request upon determining that the

manufacturer has submitted data and/or an engineering evaluation that

demonstrate that misfire detection throughout the required operating region cannot be achieved when employing proven monitoring technology (i.e., a technology that provides for compliance with these requirements on other engines) and provided misfire is detected to the fullest extent permitted by the technology. However, the Executive Officer may not grant the request if the misfire det ection system is unable to monitor during all positive torque operating conditions encountered 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 syst em shall monitor for misfire from no later than the end of the second crankshaft revolution after each engine restart engine fueling begins for the initial start and after each time fueling

resumes. (2.4) MIL Illumination and Fault Code Storage:
(2.4.1) Misfire causing catalyst damage. U pon detection of the per centage of misfire specified in section (f)(2.2.1) above, t he following criteria shall apply for MIL illumination and fault code storage: (A) Pending fault codes (i) A pending fault code shall be stored immediately if, during a single driving cycle, the specified percent age of misfire is exceeded three times when operating in the positiv e torque region encountered during an FTP cycle or is exceeded on a single occasion when operating at any other engine speed and load condition in the positive torque region defined in section (f)(2.3.1). (ii) Immediately after a pending fault c ode is stored as specified in section (f)(2.4.1)(A)(i) above, the MIL shall blink once per second at all times while misfire is occurring during the driving cycle. a. The MIL may be extinguished during those times when misfire is not occurring during the driving cycle. b. If, at the time a misfire malfunction occurs, the MIL is already

illuminated for a malfunction other t han misfire, the 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 malfunction. (B) Confirmed fault codes72 (i) If a pending fault code for exceeding the percentage of misfire set forth in section (f)(2.2.1) is stored, t he OBD system shall immediately store a confirmed fault code if the percent age of misfire specified in section (f)(2.2.1) is again exceeded one or mo re times during either: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or (b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending

fault code was stored are encountered. (ii) If a pending fault code for exceeding the percentage of misfire set forth in section (f)(2.2.2) is stored from a previous driving cycle, the OBD system shall immediately store a conf irmed fault code 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 c ode, the MIL shall blink as specified in subparagraph (f)(2.4.1)(A)(ii) above as long as misfire is occurring

and the MIL shall remain continuous ly illuminated if the misfiring

ceases. (C) Erasure of pending fault codes Pending fault codes shall be erased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored hav e been encountered without any exceedance of the specified percent age of misfire. The pending code may also be erased if similar drivi ng conditions are not encountered during the next 80 driving cycles subsequent to the initial detection of a

malfunction. (D) Exemptions for engines with fuel shutoff and default fuel control. Notwithstanding sections (f)(2.4.1)(A) and (B) above, in engines that provide for fuel shutoff and default fuel control to prevent over fueling during catalyst damage misfire conditions, the MIL is not required to blink. Instead, the MIL may illuminate c ontinuously in accordance with the requirements for continuous MIL illuminat ion in sections (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 detected. Fuel shutoff and default fuel control may be deactivated only to permit fueling outside of the misfire range. Manufacturers may al so periodically, but not more than once every 30 seconds, deactivate fuel shutoff and default fuel control to determine if the specified catalystdamage percentage of misfire is still being exceeded. Normal fueling and fuel control may be resumed if the specified catalyst damage percent age of misfire is no longer being

exceeded. (E) Manufacturers may request Executive Officer approval 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 employs the strategy only when catalyst damage misfire levels cannot be avoided during reasonable driving conditions and the manufactu rer has demonstrated that the73 strategy will encourage operation of t he vehicle in conditions that will minimize catalyst damage (e.g., at low engine speeds and loads).
(2.4.2) Misfire causing emissions to exceed 1.5 times the FTP standards. Upon detection of the percentage of misfire s pecified in section (f)(2.2.2), the following criteria shall apply for MI L 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 than after the first exceedance of the specified percent age of misfire during a single driving cycle if the exceedance occurs within the first 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 system shall illuminate the

MIL and store a confirmed fault code within 10 seconds if an exceedance of the specified percentage of misfire is again detected in the first 1000 revolutions during any subsequent driving cycle, regardless of the conditions enc ountered during the driving cycle. (iii) The pending fault code shall be er ased at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specifi ed percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 drivi ng cycles immediately following

the initial detection of the malfunction. (B) Exceedances after the first 1000 revolutions after engine start. (i) A pending fault code shall be stored no later than after the fourth exceedance of the percentage of misfir e specified in section (f)(2.2.2) during a single driving cycle. (ii) If a pending fault code is stored, the OBD system shall illuminate the

MIL and store a confirmed fault code within 10 seconds if the percentage of misfire specified in se ction (f)(2.2.2) is again exceeded four times during: (a) the driv ing cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or(b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault c ode was stored are encountered. (iii) The pending fault code may be eras ed at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specifi ed percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 drivi ng cycles immediately following

initial detection of the malfunction.
(2.4.3) Storage of freeze frame conditions. (A) The OBD system shall store and erase freeze frame conditions either in conjunction with storing and erasing a pending fault code or in conjunction with storing and erasing a confirmed fault code. (B) If freeze frame conditions are stored for a malfunction other than a misfire or fuel system malfunction (see section (f)(1)) when a fault code is stored74 as specified in section (f)(2.4) above, the stored freeze frame information shall be replaced with freeze frame information regarding the misfire

malfunction.
(2.4.4) Storage of misfire conditions for sim ilar conditions 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 eventthat resulted in the storage of the pending fault code.
(2.4.5) Extinguishing the MIL. The MI L may be extinguished after three sequential driving cycles in which similar conditions have been

encountered without an exceedance of the s pecified 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 ma lfunctions. The individual electronic components (e.g., actuators, valves, s ensors) that are used in the EGR system shall be monitored in accor dance with the comprehensive component requirements in section (g)(3).
(3.2) Malfunction Criteria:
(3.2.1) The OBD system shall detect a malfunction of the EGR system prior to a decrease from the manufacturer's spec ified 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 deterioration of the EGR system that causes a decrease in flow could result in an engine’s emissions exceeding 1.5 times any ofthe applicable standards, the OBD system shall detect a malfunction when the system has no detectable

amount of EGR flow.
(3.2.2) The OBD system shall detect a malfunction of the EGR system prior to an increase from the manufacturer's spec ified 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 deterioration of the EGR system that causes an increase in flow could result in an engine’s emissions exceeding 1.5 times any ofthe applicable standards, the OBD system shall detect a malfunction when the system has reached its control

limits such that it cannot reduce EGR flow.
(3.3) Monitoring Conditions:
(3.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(3.2) (i.e., fl ow rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in section (f)(3.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(3.3.2) Manufacturers may request Executive Officer approval to temporarily disable the EGR system check under conditions when monitoring may not be reliable (e.g., when freezing may affect performance of the system). The Executive Officer shall approve the request upon determining that the

manufacturer has submitted data and/or an engineering evaluation which75 demonstrate that a reliable check c annot be made when these conditions

exist.
(3.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(4) Cold Start Emission Reduction Strategy Monitoring
(4.1) Requirement:
(4.1.1) If an engine incorporates a specific engi ne control strategy to reduce cold start emissions, the OBD system shall monitor the commanded elements/components for proper func tion (e.g., increased engine idle speed, mass air flow, commanded igni tion timing retard), other than secondary air, while the control stra tegy is active to ensure proper operation of the control strategy . Secondary air systems shall be monitored under the provisions of section (f)(5).
(4.1.2) For an element/component associat ed with the cold start emission reduction control strategy under section (f)(4) that is also required to be monitored elsewhere in section (f) or (g) (e.g., fuel injection timing), the manufacturer shall use different diagnos tics to distinguish faults detected under section (f)(4) (i.e., faults associat ed with the cold start strategy) from

faults detected under sections other than section (f)(4) (i.e., faults not associated with the cold start strategy).
(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 el ements/components associated with the

cold start emission reduction control strategy that would cause an engine’s emissions to exceed 1.5 times the applicable standards. Manufacturers

shall: (i) Establish the malfunction criter ia based on data from one or more representative engine(s). (ii) Provide an engineering evaluation for establishing the malfunction

criteria for the remainder of t he manufacturer’s product line. The

Executive Officer shall waive the ev aluation requirement each year if, in the judgment of the Executive Officer, technological changes do not affect the previously determined malfunction criteria. (B) For components where no failure or deterioration of the element/component used for the cold start emission reduction strategy could result in an engine’s emissions exceeding 1.5 times the applicable standards, the individual element/componentshall be monitored for proper functional response in accordance with the malfunction criteria in section (g)(3.2) while the control strategy is active.
(4.2.2) For 2013 and subsequent model year engines, the OBD system shall, to the extent feasible, detect a malfuncti on 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 ti ming (e.g., retarded spark timing), the monitor may verify final commanded spark timing in lieu of verifying76 actual delivered spark timing. For pur poses of this 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 el ement/component would achieve on start-up without the cold start strategyactive (e.g., if the cold start strategy commands a higher idle engine speed, a fault must be

detected if there is no detectabl e amount of engine speed increase above what the system would achieve without the cold 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 requirement, 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 t he exhaust) or the individual elements/components (e.g., increased engine speed, commanded final spark timing) for failures that caus e engine emissions to exceed 1.5 times the applicable standards.
(4.3) Monitoring Conditions: Manufacturers s hall 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., mi nimum ratio requirements).
(4.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(5) Secondary Air System Monitoring
(5.1) Requirement:
(5.1.1) The OBD system on engines equipped with any form of secondary air delivery system shall monitor the properfunctioning of the secondary air delivery system including all air switching valve(s). The individual electronic components (e.g., actuators, valves, sensors) in the secondary air system shall be monitored in accordance with the comprehensive component requirements in section (g)(3).
(5.1.2) For purposes of section (f)(5), “air fl ow” is defined 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 that share a common exhaust manifold, catalyst, and control sensor) shall 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 activated during catalyst and/or engine warm-up following engine st art. “Normal operation” does not include the condition when the secondary air system is intrusively turned on solely for the purpose of monitoring.
(5.2) Malfunction Criteria:77 (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 decrease from the manufacturer's specified air flow duri ng normal operation 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 .2.34), the OBD system shall detect a secondary air system malfunction prior to an increase from the manufacturer's specified air flow during normal operation 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 of the secondary air system that causes a decrease in air flow would result in an engine’s emissions exceeding 1.5 times any ofthe applicable standards, the OBD system shall detect a malfunction when no detectable amount of air flow is delivered during normal operation of the secondary air system.
(5.2.4) For 2016 and subsequent model year engines in which no deterioration or failure of the secondary air system that causes an increase in air flow would result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system sha ll detect a malfunction when the secondary air system has reached its c ontrol limits such that it cannot reduce air flow during normal operation.
(5.3) Monitoring Conditions:
(5.3.1) Manufacturers shall define the monitoring conditions in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tracking and reporting as r equired in section (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 Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(6) Catalyst Monitoring
(6.1) Requirement: The OBD system shall m onitor the catalyst system for proper conversion capability.
(6.2) Malfunction Criteria:
(6.2.1) The OBD system shall detect a catalyst system malfunction when the catalyst system’s conversion capability dec reases to the point that any of the following occurs: (A) Non-Methane Hydrocarbon (NMHC) emissions exceed 1.75 times the applicable standards to which the engine has been certified. (B) The average FTP test NMHC conversion efficiency of the monitored portion of the catalyst system falls bel ow 50 percent (i.e., the cumulative

NMHC emissions measured 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 catalyst(s)). With Executive Officer approval, manufacturers may use a conversion efficiency malfunction criteria of less than 50 percent if the catalyst system is designed such that the monitored portion of the catalyst system mustbe replaced along with an adjacent78 portion of the catalyst system suffici ent to ensure that the total portion replaced will meet the 50 percent conver sion efficiency criteria. Executive Officer approval shall be based on data and/or engineering evaluation demonstrating the conversion efficien cy of the monitored portion and the total portion designed to be replaced, and the likelihood of the catalyst system design to ensure replacementof the monitored and adjacent portions of the catalyst system. (C) Oxides of nitrogen (N Ox) emissions exceed 1.75 times the applicable

NOx standard to which the engine has been certified.
(6.2.2) For purposes of determining the cata lyst system malfunction criteria in section (f)(6.2.1): (A) The manufacturer shall use a catalyst system deteriorated to the malfunction criteria using methods established by the manufacturer to represent real world catalyst deterioration under normal and malfunctioning operating conditions. (B) Except as provided below in secti on (f)(6.2.2)(C), the malfunction criteria shall be established by using a cata lyst system with all monitored and unmonitored (downstream of the sensorutilized for catalyst monitoring) catalysts simultaneously deteriorat ed to the malfunction criteria. (C) For engines using fuel shutoff toprevent over-fueling during misfire conditions (see section (f)(2.4.1)(D)), the malfunction criteria shall be established by using a catalyst system with all monitored catalysts simultaneously deteriorated to the ma lfunction criteria while unmonitored catalysts shall be deteriorated to the end of the engine's useful life.
(6.3) Monitoring Conditions: Manufacturers s hall 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 requirements). For purposes of tracking and reporting as required in sect ion (d)(3.2.1), all monitors used to

detect malfunctions identified in secti on (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 illumi nation and fault code storage are set forth in section (d)(2).
(6.4.2) The monitoring method for the catalyst(s) shall be capable of detecting when a catalyst fault code has been cleared (except OBD system self-clearing), but the catalyst has not been replaced (e.g., catalyst overtemperature histogram appr oaches are not acceptable).

(7) Evaporative System Monitoring
(7.1) Requirement: The OBD system shall ve rify purge flow from the evaporative system and shall monitor the comple te evaporative system, excluding the tubing and connections between the purge valve and the intake manifold, for vapor leaks to the atmosphere. I ndividual components 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, rationa lity, proper functional response). Vehicles not required to be equipped wit h subject to evaporative emission standards systems shall be exempt fr om monitoring of the evaporative79 system. For alternate-fueled engines subject to evaporative emission standards, manufacturers 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 data and an engineering

evaluation that demonstrate that t he monitoring plan is as reliable and effective as the monitoring plan required for gasoline engines under section (f)(7).
(7.2) Malfunction Criteria:
(7.2.1) For purposes of section (f)(7), an “orifice” is defined as an O’Keefe Controls Co. precision metal “Type B” orifice with NPT connections with a diameter of the specified dimens ion (e.g., part number B-31-SS for a

stainless steel 0.031 inch diameter orifice).
(7.2.2) The OBD system shall detect an ev aporative system malfunction when any of the following conditions exist: (A) No purge flow from the evaporativ e system to the 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 caused by a 0.150 inch

diameter orifice.
(7.2.3) A manufacturer may request the Executive Officer to revise the orifice size in section (f)(7.2.2)(B) if the mostreliable monitoring method available cannot reliably detect a system leak ofthe magnitudes specified. 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.
(7.2.4) Upon request by the manufacturer and upon determining that the

manufacturer has submitted data and/or engineering evaluation which support the request, the Executive Officer shall revise the orifice size in section (f)(7.2.2)(B) upward to excl ude detection of leaks that cannot cause evaporative or running loss em issions to exceed 1.5 times the applicable evaporative emission standards.
(7.2.5) For vehicles engines that utilize more than one purge flow path (e.g., a turbo-charged 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 all purge flow paths. If a manufacturer demonstrates that blockage, leakage, or disconnection of one of the purge flow paths cannot cause a measur able emission increase during any reasonable in-use driving conditions, monitoring of that flow path is not required.
(7.3) Monitoring Conditions:
(7.3.1) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(7.2.2)(A) (i.e., purge flow) in accordance with sections (d)(3.1) and (d)(3.2) (i.e ., minimum ratio requirements).
(7.3.2) Manufacturers shall define the monitoring conditions for malfunctions identified in section (f)(7.2.2)(B) (i .e., 0.150 inch leak detection) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes of tr acking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in80 section (f)(7.2.2)(B) shall be tracked separately but 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 tank capacity or during a refueling event.
(7.3.4) Manufacturers may request Executive Officer approval to execute the evaporative system monitor only on driving cycles determined by the

manufacturer to be cold starts if the condition is needed to ensure reliable monitoring. The Executive Officer shall approve the request upon determining that data and/or an engineer ing evaluation submitted by the

manufacturer demonstrate that a re liable check can only be made on driving cycles when the cold start crit eria are satisfied. However, in making a decision, the Executive Offi cer will not approve conditions that exclude engine starts from being considered as cold starts solely on the basis that ambient temperature exceeds (i.e., indicates a higher temperature than) engine coolant temperature at engine start.
(7.3.5) Manufacturers may temporarily dis able the evaporative 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 c ap leaks, general requirements for MIL illumination and fault code storage are set forth in 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 alte rnative indicator for notifying the vehicle operator of the malfunction. T he alternative indicator shall be of sufficient illumination and location to be readily visible under all lighting

conditions. (B) If the vehicle is not equipped with an alternative indicator and the MIL illuminates, the MIL may be extinguished and the corresponding fault codes erased once the OBD system has verified that the fuel cap has been securely fastened and the MIL has not been illuminated for any other type of malfunction. (C) The Executive Officer may approve other strategies that provide equivalent assurance that a vehicle operator will be prompt ly notified of a missing or improperly secured fuel cap and that corrective action will be

undertaken.

(8) Exhaust Gas Sensor Monitoring
(8.1) Requirement:
(8.1.1) The OBD system shall monitor the output signal, response rate, and any other parameter which can affect emi ssions of all primary (fuel control) oxygen sensors (conventional swit ching sensors and wide range or universal sensors) for malfunction.
(8.1.2) The OBD system shall also monitor all secondary oxygen sensors (those

used for fuel trim control or as a monitoring device) for proper output signal, activity, and response rate.81 (8.1.3) For engines equipped with heated oxygen sensors, the OBD system shall monitor the heater for proper performance.
(8.1.4) For other types of sensors (e.g., hy drocarbon sensors, 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 data and an engineering

evaluation that demonstrate that t he monitoring plan is as reliable and effective as the monitoring plan r equired for conventional 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 oxygen sensor output voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) (including drift or bias corrected fo r 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., malf unctions that primarily affect only the lean-to-rich response rate or only the rich-to-lean response rate) and symmetric malfunctions (i.e., malfunctions that affect both the lean-to-rich and rich-to-lean response rates). As defined in section (c), response rate includes delays in the sensor to initially react to a change in exhaust gas composition as well as delays during t he transition from a rich-to-lean (or lean-to-rich) sensor output. For 2013 and subsequent model year engines, the manufacturer shall subm it 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 application. (B) The OBD system shall detect malfunctions of the oxygen sensor caused by either a lack of circuit continuity or out-of-range values. (C) The OBD system shall detect a malf unction of the oxygen sensor when a

sensor failure or deterioration causes the fuel system to stop using that sensor as a feedback input (e.g., caus es default or open-loop operation) or causes the fuel system to fail toenter closed-loop operation within a manufacturer-specified time interval. (D) The OBD system shall detect a ma lfunction of the oxygen sensor when the sensor output voltage, resist ance, impedance, current, amplitude, activity, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst monitoring).
(8.2.2) Secondary Sensors: (A) The OBD system shall detect a malfunction prior to any failure or deterioration of the oxygen sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. (B) The OBD system shall detect malfunctions of the oxygen sensor caused by a lack of circuit continuity. (C) Sufficient sensor performance for other monitors.82 (i) The OBD system shall detect a ma lfunction of the oxygen sensor when the sensor output voltage, resist ance, impedance, current, amplitude, activity, offset, or other characteri stics 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 worst performing acceptable sensor to detect the best performing unacceptable other monitored system or component (e.g., catalyst). (ii) For systems where it is not technicallyfeasible 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 malfunction during a fuel shut-off event (e.g., deceleration fuel cut event) on all 2013 and subsequent model year engines. The rich-to-lean response 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 technically 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 comprehensive plan to the Executive Officer demonstrating the manufacturer’s efforts to minimize any gap remaining between the worst performing acceptable sensor and a sufficient sensor. The plan should include quantification of the gap and supporting documentation for efforts to close the gap including sensor monitoring impr ovements, other system component monitor improvements (e.g., changes to make the catalyst monitor less sensitive to oxygen sensor response), and sensor specification changes, if any. The Executive Officer shall approve the plan upon determining the submitted information supports the necessity of the gap and the plan demonstrates thatthe manufacturer is taking reasonable efforts to minimize or eliminate the gap in a timely manner. (D) The OBD system shall detect malfunctions of the oxygen sensor caused by out-of-range values. (E) The OBD system shall detect a malf unction of the oxygen sensor when a

sensor failure or deterioration causes t he fuel system (e.g., fuel control) tostop using that sensor as a feedback input (e.g., causes default or openloop operation).
(8.2.3) Sensor Heaters: (A) The OBD system shall detect a ma lfunction of the heater performance when the current or voltage drop in the heater circuit is no longer within the manufacturer's specified limits for normal operation (i.e., within the criteria required to be met by t he component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval,

other malfunction criteria for heat er performance malfunctions may be used upon the Executive Officer determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate the monitoring reliability and timeliness to be equivalent to the stated criteria in section (f)(8.2.3)(A).83 (B) The OBD system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the commanded stat e of the heater (e.g., shorted to 12 Volts when commanded to 0 Volts (ground)).
(8.3) Monitoring Conditions:
(8.3.1) Primary Sensors (A) Manufacturers shall define the monitoring conditions 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 tr acking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in sections (f)(8.2.1)(A) and (D) 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 )(8.3.1)(C), monitoring for malfunctions identified in sections (f)(8.2.1)(B) and (C) (i.e., circuit continuity, out-ofrange, and open-loop malfunctions) s hall be conducted continuously. (C) A manufacturer may request Executive Officer approval to disable continuous exhaust gas sensor monitoring when an exhaust gas sensormalfunction cannot be distinguished from other effects (e.g., disable outof-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon dete rmining that the manufacturer has

submitted test data and/or document ation that demonstrate a properly functioning sensor cannot be distingui shed from a malfunctioning sensor

and that the disablement interval is limited only to that necessary for avoiding false detection.
(8.3.2) Secondary Sensors (A) Manufacturers shall define monitoring conditions for malfunctions identified in sections (f)(8.2.2)(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 2013 and subs equent model year engines meeting the monitoring requirements of section (f)(8.2.2)(C)(i) or (ii), for purposes of tracking and reporting as required in section (d)(3.2.1), all monitors

used to detect malfunctions identified in sections (f)(8.2.2)(A) and (C) shall be tracked separately but reported as a si ngle set of values as specified in section (d)(5.2.2). (B) Except as provided in section (f )(8.3.2)(C), monitoring 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 approval to disable continuous exhaust gas sensor monitoring when an oxygen sensormalfunction cannot be distinguished from other effects (e.g., disable outof-range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon dete rmining that the manufacturer has

submitted test data and/or document ation that demonstrate a properly functioning sensor cannot be distingui shed from a malfunctioning sensor

and that the disablement interval is limited only to that necessary for avoiding false detection.
(8.3.3) Sensor Heaters84 (A) Manufacturers shall define monitoring conditions for malfunctions identified in section (f)(8.2.3)(A) (i .e., 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 section (f)(8.2.3 )(B) (i.e., circuit malfunctions) shall be conducted continuously.
(8.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2). To the extent feasible, the OBD system sha ll separately detect lack of circuit continuity and out-of-range faults as required under sections (f)(8.2.1)(B), (f)(8.2.2)(B), and (f)(8.2.2)(D) and store di fferent fault codes for each distinct malfunction (e.g., out-of-range low, out-of-range high, open circuit). Manufacturers are not required to store separate fault codes for lack of circuit continuity faults that cannot be disti nguished from other out-of-range circuit

faults.

(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 re sponse malfunctions. The individual electronic components (e.g., actuators, va lves, sensors) that are used in the VVT system shall be monitored in accordance with the comprehensive components requirements in section (g)(3).
(9.2) Malfunction Criteria:
(9.2.1) Target Error: The OBD system shall detect a malfunction prior to any failure or deterioration in the capabilit y of the VVT system to achieve the commanded valve timing and/or control within a crank 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 malfunction prior to any failure or deterioration in the capabilit y of the VVT system to achieve the commanded valve timing and/or contro l within a manufacturer-specified time that would cause an engine’s emi ssions to exceed 1.5 times any of the applicable standards for gasoline engines.
(9.2.3) For engines in which no failure or deterioration of the VVT system could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detec t a malfunction of the VVT system when proper functional response of the system to computer commands

does not occur.
(9.3) Monitoring Conditions: Manufacturers s hall 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 ev ery 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). For purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in section (f)(9.2) shall be tracked separately but r eported as a single set of values as specified in section (d)(5.2.2).85 (9.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in 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 engines so-equipped for proper operation.
(1.1.2) The OBD system shall monitor t he engine coolant temperature (ECT) sensor for circuit continuity, out-o f-range values, and rationality faults.
(1.1.3) For engines that use a system other than the cooling system and ECT sensor (e.g., oil temperature, cyli nder head temperature) for an indication of engine operating temperature for emission control purposes (e.g., to modify spark or fuel injection timi ng or quantity), 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 data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine c ooling system under section (g)(1).
(1.2) Malfunction Criteria:
(1.2.1) Thermostat (A) The OBD system shall detect a thermostat malfunction if, within an Executive Officer-approved time interval after engine start, any of the following conditions occur: (i) The coolant temperature does not reach the highest temperature required by the OBD system to enable other diagnostics; (ii) The coolant temperature does not reach a warmed-up temperature within 20 degrees Fahrenheit of the m anufacturer’s nominal thermostat regulating temperature. Subject to Executive Officer approval, a manufacturer may utilize lower temper atures for this criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, spark timing, and/or other coolant temperature-based modifications to the engine control strategies would not cause an emission increase of 50 or more per cent of any of the 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 t he coolant temperature has reached the temperatures indicated in sections (g)(1.2.1)(A)(i) and (ii), the coolant temperature drops below the tem perature indicated in section (g)(1.2.1)(A)(i). (C) Executive Officer approval of the time interval after engine start under section (g)(1.2.1)(A) above shall be granted upon determining that the data and/or engineering evaluation s ubmitted by the manufacturer supports the specified times. (D) For monitoring of malfunctions under section (g)(1.2.1)(A), with Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see secti on (g)(1.3)) that are a function of temperature at engine start on engines t hat do not reach the temperatures86 specified in the malfunction criteria when the thermostat is functioning properly. Executive Officer approval shall be granted upon determining

that the manufacturer has submitted dat a that demonstrate that a properly operating system does not reach the s pecified temperatures, that the monitor is capable of meeting the spec ified malfunction criteria at engine start temperatures greater t han 50 degrees Fahrenheit, and that the possibility for cooling system malfunctions to go undetected and disable

other OBD monitors is minimized to the extent technically feasible. (E) A manufacturer may request Executive Officer approval to be exempted from the requirements of thermost at monitoring. Executive Officer approval shall be granted upon determi ning that the manufacturer has demonstrated that a malfunctioning thermostat cannot cause a

measurable increase in emissions dur ing any reasonable driving condition nor cause any disablement of other monitors.
(1.2.2) ECT Sensor (A) Circuit Continuity. The OBD syst em shall detect a malfunction when a lack of circuit continuity or out-of-range values occur. (B) Time to Reach Closed-Loop/Feedback Enable Temperature. (i) The OBD system shall detect a malfunction if the ECT sensor does not achieve the highest stabilized minimum temperature which is needed for closed-loop/feedback control of all emission control systems (e.g., fuel system, EGR system) within an Executive Officer-approved time interval after engine start. (ii) The time interval shall be a function of starting ECT and/or a function of intake air temperature. Executive Officer approval of the time interval shall be granted upon determining t hat the data and/or engineering evaluation submitted by the manufactu rer supports the specified times. (iii) Manufacturers are exempted fr om the requirements of section(g)(1.2.2)(B) if the manufacturer does not utilize ECT to enable closedloop/feedback control of any emission control system. (C) Stuck in Range Below the Highest Mi nimum Enable Temperature. To the extent feasible when using all avail able information, the OBD system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature below the highest minimu m enable temperature required by the OBD system to enable other di agnostics (e.g., an OBD system that requires ECT to be greater than 140 degrees Fahrenheit to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperat ure below 140 degrees Fahrenheit). Manufacturers are exempted from th is requirement for temperature regions in which the monitors required under sections (g)(1.2.1) or (g)(1.2.2)(B) will detect ECT sensor malfunctions as defined in section (g)(1.2.2)(C). (D) Stuck in Range Above the Lowest Maximum Enable Temperature. (i) To the extent feasible when usi ng all available information, the OBD system shall detect a malfunction ifthe ECT sensor inappropriately indicates a temperature above the lowest maximum enable temperature required by the OB D system to enable other diagnostics (e.g., an OBD system that requires ECT to be less than 90 degrees87 Fahrenheit at engine start to enable a diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature above 90 degrees Fahrenheit). (ii) Manufacturers are exempted from this requirement for temperature regions in which the monitors required under sections (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 as defined in section (g)(1.2.2)(D) or in which the MIL will be illuminated under the requirements of sections (d)(2.2.1)(E ) or (d)(2.2.2)(E) for default mode operation (e.g., overtemperatur e protection strategies). (iii) Manufacturers are exempted fr om the requirements of section (g)(1.2.2)(D) for temperature r egions where the temperature gauge indicates a temperature in the r ed zone (engine overheating zone) 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 system and the temperature gauge.
(1.3) Monitoring Conditions:
(1.3.1) Thermostat (A) Manufacturers shall define the monitoring conditions for malfunctions identified in section (g)(1.2.1)(A) in accordance with 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 through (CE), monitoring for malfunctions identified in section (g)(1.2.1)(A) shall be conducted once per driving cycle on every driving cycle in wh ich the ECT sensor indicates, at engine start, a temperature lower than the temperature established as the malfunction criteria in section (g)(1.2.1)(A). (B) Manufacturers shall define the monitoring conditions for malfunctions identified in section (g)(1.2.1)(B) in accordance with section (d)(3.1) with the exception that monitoring sha ll occur every time the monitoring conditions are met during the driving cycl e in lieu of once per driving cycle. (C) Manufacturers may disable the rmostat monitoring at ambient engine temperatures below 20 degrees Fahrenheit. (D) Manufacturers may request Executive Officer approval to suspend or disable thermostat monitoring if the vehicle is subjected 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 conditions engine block heater operation). In general, the Ex ecutive Officer shall not approve disablement of the monitor on engine starts where the ECT at engine start is more than 35 degrees Fahrenheit lowe r than the thermostat malfunction threshold temperature determined undersection (g)(1.2.1)(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. With respect to disablement on driving cycles solely due to warm ECT at engine start conditions, the

manufacturer shall disable the moni tor during driving cycles where the ECT at engine start is within 35 degr ees Fahrenheit of the thermostat malfunction threshold temperature determined under section (g)(1.2.1)(A) (e.g., if the malfunction threshold temperature is 160 degrees Fahrenheit,88 the monitor shall be disabled if the ECT at engine start is between 125 and 160 degrees Fahrenheit). (E) Notwithstanding section (g)(1.3 .1)(D), manufacturers may request Executive Officer approval to enable thermostat monitoring during a portion of the driving cycles where t he ECT at engine start is warmer than 35 degrees Fahrenheit below the thermostat malfunction threshold temperature determined under section (g)(1.2.1)(A) (e.g., if the malfunction threshold temperatur e is 160 degrees Fahrenheit, the manufacturer may request approval to have the monitor enabled for a portion of the ECT at engine st art region between 125 and 160 degrees Fahrenheit). The Executive Officer shall approve the request upon determining that the manufacturer has submitted test data and/or engineering evaluation that demonstrate that the monitor is able to robustly detect thermostat malfunctions (e.g., cannot result in false passes or false indications of malfunctions) on driving cycles where it is enabled. (E)(F) With respect to defining enable c onditions that are encountered during the FTP cycle as required in (d)(3.1.1) for malfunctions identified in section (g)(1.2.1)(A), the FTP cycle shall refe r to on-road driving following the FTP cycle in lieu of testing on an engine dynamometer.
(1.3.2) ECT Sensor (A) Except as provided below in se ction (g)(1.3.2)(E), monitoring for malfunctions identified in section (g)(1 .2.2)(A) (i.e., circui t continuity and out-of-range) shall be conducted continuously. (B) Manufacturers shall define the m onitoring conditions for malfunctions identified in section (g)(1.2.2)(B) in accordance with 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) shall be conducted once per driving cycle on every driving cycle in which the ECT sensor indicates a temperature lower than the closed-l oop enable temperature at engine start (i.e., all engine start temperatures gr eater than the ECT sensor out-ofrange low temperature and less than t he closed-loop enable temperature). (C) Manufacturers shall define the monitoring conditions for malfunctions identified in sections (g)(1.2.2)(C) and (D) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., mini mum ratio requirements). (D) Manufacturers may suspend or delay the time to reach closed-loop enable temperature diagnostic if the v ehicle is subjected 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 approval to disable continuous ECT sensor monitoring when an ECT sensor malfunction cannot be distinguished from other effe cts. The Executive Officer shall approve the disablement upon determi ning that the manufacturer has submitted test data and/or engineeri ng evaluation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning

sensor and that the disablement interv al is limited only to that necessary for avoiding false detection.
(1.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).89 (2) Crankcase Ventilation (CV) System Monitoring
(2.1) Requirement: The OBD system shall monitor the CV system on engines so-equipped for system integrity. Engines not subject to crankcase emission control requirements shall be exempt from monitoring of the CV system.
(2.2) Malfunction Criteria:
(2.2.1) For the purposes of section (g)(2), “CV system” is defined as any form of crankcase ventilation system, regardle ss 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 orifice, and/orfilter/separator used to restrict, 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 or hoses used to equalize crankcase pressure or to provide a ventilation path betw een various areas of the engine (e.g., crankcase and valve cover) are considered part of the CV system

“between the crankcase and the CV valv e” and subject to the malfunction criteria in section (g)(2.2.2) below.
(2.2.2) Except as provided below, the OBD 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 the CV valve and the intake 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, the Executive Officer shall exempt the manufacturer from detection of that disconnection.
(2.2.4) The Executive Officer shall exempt a manufacturer from detecting a

disconnection between the crankcase and the CV valve upon determining

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

rather than disconnect the line bet ween the valve and the intake manifold/ducting (taking aging effects into consideration)) and the line between the valve and the intake ducting is monitored for disconnection. The manufacturer shall file a reques t and submit data and/or engineering evaluation in support of the exemption.
(2.2.5) Subject to Executive Officer approval , system designs that utilize tubing

between the valve and the crankcase shall be exempted from the monitoring requirement for detecti on of disconnection 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 request upon determining that the connections between the valve and the crankcase are: (1) resistant to deterioration or accidental disconnection, (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 non-CV system repair

work.90 (2.2.6) The Executive Officer shall exempt a manufacturer from detecting a disconnection between the CV valve and the intake manifold upon determining that the disconnection (1) causes the vehicle to stall immediately during idle operation; or (2 ) is unlikely to occur due to a CV system design that is integral to the induction system (e.g., machined passages rather than tubing or hoses). The manufacturer shall file a request and submit data and/or engineeri ng evaluation in support of the exemption.
(2.2.7) For engines certified on an engine dynamometer having an open CV system (i.e., a system that releases crankcase emissions to the atmosphere without routing them to t he intake ducting or to the exhaust upstream of the aftertreatment), the manufacturer shall submit a plan for Executive Officer approval of the moni toring strategy, malfunction criteria, and monitoring conditions prior to OBD certification. 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 bythe diagnostic, and (ii) monitor the ability of the CV system to cont rol crankcase vapor emitted to the atmosphere relative to the manufacturer’s design and performance specifications for a properly functi oning system (e.g., if the system is equipped with a filter and/or separator to reduce crankcase emissions to the atmosphere, the OBD system shall m onitor the integrity of the filter and/or function of the separator).
(2.3) Monitoring Conditions: Manufacturers s hall 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., mi nimum ratio requirements).
(2.4) MIL Illumination and Fault Code Stor age: General requirements for MIL illumination and fault code storage are set fo rth in section (d)(2). The stored fault code need not specifically identify the CV system (e.g., a fault code for idle speed control or fuel system monitoring can be stored) if the

manufacturer demonstrates that addi tional monitoring hardware would be necessary to make this identification, and provided the manufacturer’s diagnostic and repair procedures for the detected malfunction include directions to check the integrity of the CV system.

(3) Comprehensive Component Monitoring
(3.1) Requirement:
(3.1.1) Except as provided in sections (g)(3.1 .4), (g)(3.1.5), (g )(3.1.6), and (g)(4), the OBD system shall monitor for malfunction any electronic engine powertrain component/system not otherwise described in sections (e)(1) through (g)(2) that either provides i nput to (directly or indirectly) or receives commands from the on-board computer(s), and: (1) can affect emissions during any reasonable in-use dr iving condition, or (2) is used as part of the diagnostic strategy fo r any other monitored system or
component. (A) Input Components: Input component s required to be monitored may include the crank angle sensor, knock sensor, throttle position sensor,91 cam position sensor, intake air temperature sensor, boost pressure sensor, manifold pressure sens or, mass air flow sensor, exhaust temperature sensor, exhaust pressure s ensor, fuel pressure sensor, fuel composition sensor (e.g. flexible fuel vehicles), and electronic components used to comply with any applicable engine idling requirements of title 13,

CCR section 1956.8. (B) Output Components/Systems: Out put components/systems required to be monitored may include the idle speed c ontrol system, fuel injectors, glow plug system, variable length intake m anifold runner systems, supercharger or turbocharger electronic components, heated fuel preparation systems, and the wait-to-start lamp on diesel applications.
(3.1.2) For purposes of criteria (1) in se ction (g)(3.1.1) above, the manufacturer shall determine whether an engine inputor output component/system can affect emissions. If the Executive Officer reasonably believes that a manufacturer has incorrectly determi ned that a component/system cannot affect emissions, the Executive Officer shall require the manufacturer to provide emission data showing t hat the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an emission effect. The Executive Officer may request emission data for any reasonable driving condition.
(3.1.3) Manufacturers shall monitor for malf unction electronic powertrain input or output components/systems associated wit h an electronic transfer case, electronic power steering system, trans mission (except as provided below in section (g)(3.1.6)), or other com ponents that are driven by the engine

and not related to the control of fueli ng, air handling, or emissions only if the component or system is used as part of the diagnostic strategy for any other monitored system or component.
(3.1.4) Except as specified for hybrids vehicles in section (g)(3.1.5),

manufacturers shall monitor for malfunc tion electronic powertrain input or output components/systems associated wit h 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 diagnostic strategy for any other monitored system or component.
(3.1.5) Except as provided in section (d)(7.6), Ffor hybrids vehicles, 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 general, the Executive Officer shall approve the plan if it includes moni toring of all components/systems used as part of the diagnostic strategy for any other monitored system or component, monitoring of all energy input devices to the electrical propulsion system, monitoring of battery and charging system performance, monitoring of electric motor performance, and monitoring of regenerative braking performance.
(3.1.6) For OBD systems that receive vehicle speed information from a transmission control unit and use vehicle speed as part of the diagnostic strategy for any other OBD monitored system or component:92 (A) The OBD system shall monitor the v ehicle speed information to the extent

feasible in accordance with the requirements of section (g)(3); (B) The OBD system shall detect a f ault and illuminate the MIL when the OBD system is unable to properly receive the vehicle speed information; and (C) If the transmission control unit moni tors the vehicle speed information and

indicates an error of the information to the OBD system (e.g., valid vehicle speed data is no longer available), t he OBD system shall handle the error indication as a default mode of operat ion subject to the MIL illumination requirements under section (d)(2.2).
(3.2) Malfunction Criteria:
(3.2.1) Input Components: (A) The OBD system shall detect malfunctions of input components caused by a lack of circuit continuity, out-of-range values, and, where feasible, rationality faults. To the extent f easible, the rationality fault diagnostics shall verify that a sensor output is neither inappropriately high nor inappropriately low (i.e., shall be “two-sided” diagnostics). (B) To the extent feasible, the OBD system shall separately detect and store different fault codes that distinguish rationality faults from lack of circuit continuity and out-of-range faults. For input component lack of circuit continuity and out-of-range faults, the OBD system shall, to the extent feasible, separately detect and store diffe rent fault codes for each distinct malfunction (e.g., out-of-range low, out-o f-range high, open circuit). The OBD system is not required to store s eparate fault codes for lack of circuit continuity faults that cannot be di stinguished 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 standar ds required by title 13, CCR section 1956.8), the OBD system shall detect ra tionality malfunctions that cause the system to erroneously activate or deactivate the alternate strategy. To the extent feasible when using all ava ilable information, 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 alter nate strategy requires the intake air temperature to be greater than 120 degrees Fahrenheit to activate, the OBD system shall detect malfunctions that cause the intake air temperature sensor to inappropriatelyindicate a temperature above 120 degrees Fahrenheit. (D) For input components that are directlyor indirectly used for any emission control strategies that are not cover ed under sections (e), (f), and (g)(1) (e.g., exhaust temperature sensors us ed for a control strategy that regulates SCR catalyst inlet temperat ure within a target window), the OBD system shall detect rationality malfunctions that prevent 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 err oneously exit the emission control strategy, or where the control strat egy has used up all of the adjustments93 or authority allowed by the manufactu rer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that t he manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional

hardware. (E) For engines that require precise alignment between the camshaft and the crankshaft, the OBD system shall monitor the crankshaft 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 rationalit y malfunctions. Proper alignment monitoring between a camshaft and a crankshaft shall only be required in cases where both are equipped with pos ition sensors. For engines equipped with VVT systems and a timing belt or chain, the OBD system

shall detect a malfunction if the alignment between the camshaft and crankshaft is off by one or more cam/crank sprocket cogs (e.g., the timing belt/chain has slipped by one or more teeth/cogs). If a manufacturer demonstrates that a single tooth/cog misalignment cannot cause a

measurable increase in emissions duri ng any reasonable driving condition, the OBD system shall detect a malf unction 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 functi onal response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD system s hall detect malfunctions of output components/systems caused by a lack of ci rcuit continuity or circuit fault (e.g., short to ground or high voltage). For output component lack of circuit continuity faults and circuit f aults, the OBD system is not required to

store different fault codes for each distinct malfunction (e.g., open circuit, shorted low). Manufacturers are notrequired to activate an output component/system when it would not normally be active for the purposes of performing functional monitori ng 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 strategies based on deviation from target idle speed, a malfuncti on shall be detected 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 target speed or 100 rpm below the target speed. The Executive Officer shall allow larger engine speed tolerances upon determining that a

manufacturer has submitted data and/or an engineering evaluation

which demonstrate that the tole rances can be exceeded without a malfunction being present. b. The idle speed control system cannot achieve the target idle speed94 within the smallest engine speed to lerance range required by the OBD system to enable any other monitors. (ii) For diesel engines, a malfunction shall be detected when any of the following conditions occur: a. The idle control system cannot achieve or maintain the idle speed within +/-50 percent ofthe manufacturer-specified target or desired engine speed. b. The idle control system cannot ac hieve the target or desired idle speed within the smallest engine s peed tolerance range required by the OBD system to enable any other monitors. c. For 2013 and subsequent model year engines, the idle control system cannot achieve the fueli ng quantity within the smallest fueling quantity tolerance range r equired by the OBD 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 functioning engine and the given known operating conditions. (C) Glow plugs/intake air heater syst ems shall be monitored for proper functional response to computer commands and for circuit continuity faults. The glow plug/intake air heat er circuit(s) shall be monitored for proper current and voltage drop. T he Executive Officer shall approve other monitoring strategies bas ed 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 operates within the manufacturer’s specified limits for normal operation. If a manufacturer demonstrates that a single glow plug failure cannot cause a measurable increase in emissions during any r easonable driving condition, the OBD system shall detect a malfunction for the minimum number of glow plugs

needed to cause an emission increase. Fu rther, to the extent feasible on existing engine designs (without adding additional hardware for this purpose) and on all 2013 and subsequent m odel year engines, the stored fault code shall identify the spec ific malfunctioning glow plug(s). (D) The wait-to-start lamp circuit s hall be monitored 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 notcovered under sections (e), (f), and (g)(1) (e.g., an intake throttle used fo r a control strategy that adjusts intake throttle position to regulate S CR catalyst inlet temperature within a target window), the OBD system shall detect functional malfunctions that prevent the component/system from achieving the desired functional response necessary for the strategy to operate in its intended manner.

These malfunctions include faults that inappropriately prevent or delay the

activation of the emission contro l strategy, cause the system to erroneously exit the emission contro l strategy, or where the control95 strategy has used up all of the adjus tments or authority allowed by the

manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacture r has submitted data and/or an engineering evaluation that demonstrat e that reliable detection of the malfunction is technically infeasible or would require additional hardware. (F) For 2013 2015 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 software during production or repair procedures (e.g., individually coded injectors for flow characteristics that are programmed into an electronic control unit to compensate for injector to injector to lerances, fuel pumps that use in-line

resistors to correct for differences in fuel pump volume output), the components shall be monitored to ens ure the proper compensation is being used. (i) Except as provided in section (g )(3.2.2)(F)(ii) below, Tthe system shall detect a fault if the compensati on being used by the control system does not match the compensation designated for the installed component (e.g., the flow characteristic coding designated on a specific injector does not match the compensation being used by the fuel control system for that injecto r). If a manufacturer 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

malfunction for the minimum numberof components using the wrong compensation needed to cause an emission increase. Further, the stored fault code shall identify the specific component that does not match the compensation. (ii) Monitoring of the fuel c ontrol system components under section (g)(3.2.2)(F)(i) is not required if t he manufacturer demonstrates that no fault of the components’ tolerance compensation features (e.g., wrong compensation being used) could cause emissions to (1) increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; or (2) exceed the applicable full

useful life standard as measured from an applicable emission test cycle. For purposes of determining ifthe emission criteria above are met, the manufacturers shall request Executive Officer approval of the test plan for which the emission impact will be determined. The test plan shall include the combination of failed components and the degree of mismatch (e.g., wrong compensation) used as well as the test procedure and emission test cycles used to demonstrate the emission impact, including the necessary preconditioning cycles used by the system to correct or adapt for any mismatch and mitigate the emission impact. Executive Officer approval shall be granted upon determining

that the manufacturer has subm itted data and/or engineering analysis

that demonstrate that the conditi ons necessary for the system to correct or adapt will readily occur in a timely manner during in-use operation and that the test conditions represent worst case emissions96 from typical in-use service actions when considering the distribution and variance of the compensation values and parts (e.g., replacement of one or more plus-one-sigma injectors with minus-one-sigma injectors without updating of the compensation value).
(3.3) Monitoring Conditions:
(3.3.1) Input Components: (A) Except as provided in section (g)(3.3.1)(C), input components shall be monitored continuously for proper range of values and circuit continuity. (B) For rationality monitoring (where app licable) manufacturers shall define the monitoring conditions for detecting malfunctions in accordance with sections (d)(3.1) and (d)(3 .2) (i.e., minimum ratio requirements), with the exception that rationality monitoring s hall occur every 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 approval to disable continuous input component proper range ofvalues or circuit continuity monitoring when a malfunction cannot be distinguished from other effects. The Executive Officer shall approve the disablement upon determining

that the manufacturer has submitted test data and/or documentation that demonstrate a properly functi oning input component cannot be distinguished from a malfunctioni ng input component and that the disablement interval is limited only tothat necessary for avoiding false

detection.
(3.3.2) Output Components/Systems: (A) Except as provided in section (g)(3.3 .2)(D), monitoring for circuit continuity and circuit faults shall be conducted continuously. (B) Except as provided in section (g )(3.3.2)(C), for functional monitoring, manufacturers shall define the monitoring conditions for detecting

malfunctions in accordance with se ctions (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). (C) For the idle 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 requi rements), with the exception that functional monitoring shall occur every 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). (D) A manufacturer may request Executive Officer approval to disable continuous output component circuit conti nuity or circuit fault monitoring when a malfunction cannot be distingui shed from other effects. The Executive Officer shall approve the disablement upon determining that the

manufacturer has submitted testdata and/or documentation that demonstrate a properly functioni ng output component cannot be distinguished from a malfunctioni ng output component and that the disablement interval is limited only tothat necessary for avoiding false

detection.
(3.4) MIL Illumination and Fault Code Storage:97 (3.4.1) Except as provided in sections (g)(3.4.2) and (3.4.4) below, general requirements for MIL illumination and f ault code storage are set forth in section (d)(2).
(3.4.2) Exceptions to general requirements for MIL illumination. MIL illumination is not required in conjunction with stori ng a confirmed or MIL-on fault code for any comprehensive component if: (A) the component or system, when malf unctioning, could 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) For purposes of determining the emissi on increase in section (g)(3.4.2)(A), the manufacturer shall request Execut ive Officer approval of the test cycle/vehicle operating conditions fo r which the emission increase will be determined. Executive Officer approval shall be granted upon determining

that the manufacturer has submi tted data and/or engineering evaluation that demonstrate that the testing c onditions represent in-use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determining whether the specified percentages in section (g)(3.4.2)(A) are exceeded, if the approved testing conditions are comprised of an emission test cycle with an exhaust emission standard, the meas ured increase shall be compared to a percentage of the exhaust emissi on standard (e.g., if the increase is equal to or more than 15 percent of the exhaust emission standard for that test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an exhaust emission standard, the measured incr ease shall be calculated as a percentage of the baseline test (e.g., if the increase from a back-to-back test sequence between normal and malfunctioning condition is equal to or more than 15 percent of the baseli ne test results from the normal condition).
(3.4.4) For malfunctions required to be detect ed by section (g)(3.2.2)(B)(ii)d. (idle control fuel injection quantity faults), the stored fault code is not required to specifically identify the idle control system (e.g., a fault code for cylinder fuel injection quantity imbalance or co mbustion quality monitoring can be stored).

(4) Other Emission Control System Monitoring
(4.1) Requirement: For other emission control syst ems that 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 corrected 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 prior to introduction on a production engine. Executive Officer approval shall be based on the effectiveness of the monitoring strategy , the malfunction criteria utilized, the monitoring conditions required by the diagnostic, and, if applicable, the98 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 actuati ng valve(s), flap(s), etc. in the intake air delivery system (e.g., swirl control valve systems), 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 moni toring the intake air flow, cylinder charge, or individual valve(s)/flap(s) fo r proper functional 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 proper ly functions). For systems that have more than one shaft to operate valves in multiple intake banks, manufacturers are not required to add more than one se t of detection hardware (e.g., sensor, switch) per intake bank to meet this requirement.
(4.3) For emission control strategies that ar e not covered under sections (e), (f), and (g)(1) (e.g., a control strategy that regulates SCR catalyst inlet temperatures within a target window), Executive Officer approval shall be based on the effectiveness of the plan in detecting malfunctions that prevent the strategy from operating in it s intended manner. These malfunctions include faults that inappropriately prev ent or delay the activation of the emission control strategy, faults that c ause the system to erroneously exit the emission control strategy, and faults w here the control strategy has used up all of the adjustments or authority a llowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon det ermining that the manufacturer has submitted data and/or an engineering ev aluation that demonstrate that

reliable detection of the malfunction is te chnically infeasible or would require

additional hardware.

(5) Exceptions to Monitoring Requirements
(5.1) Upon request of a manufacturer orupon the best engineering judgment of ARB, the Executive Officer may revise the emission threshold for any monitor in sections (e) through (g) or if the most reliable monitoring method developed requires a higher threshold to prevent false indications of a malfunction. Additionally, except as specified in section (e)(8.2.1)(C), for 2010 through 2015 model year engines, the Executive Officer may revise the PM filter malfunction criteria of section (e)(8.2.1) to exclude detection of specific failure modes (e.g., partially melted substrates ) if the most reliable monitoring method developed requires a higher threshold (or, in the case of section (e)(8.2.1), the exclusion of specific failu re modes) to prevent significant errors of commission in detecting false indications of a malfunction.
(5.2) For 2010 through 2012 model year diesel engines, in determining the malfunction criteria for diesel engine monitors in sections (e)(1), (3), (4), (5), (8.2.2), (9.2.1)(A), and (e)(10), the manuf acturer shall use a threshold of 2.5 times any of the applicable NMHC, CO, orNOx standards in lieu of 2.0 times any of the applicable standards.99 (5.3) Manufacturers may request Executive Officer approval to disable an OBD system monitor at ambient temperatur es below 20 degrees Fahrenheit (low ambient temperature conditions may be determined based on intake air or engine coolant temperature at engine start) or at elevations above 8000 feet above sea level. The Executive Officer shall approve the request upon determining that the manufacturer has provided data and/or an engineering

evaluation that demonstrat e that monitoring during the conditions would be unreliable. A manufacturer may further request, and the Executive Officer shall approve, that an OBD system m onitor be disabled at other ambient temperatures upon determining that t he manufacturer has demonstrated with data and/or an engineering evaluation thatmisdiagnosis would occur at the ambient temperatures because of its effect on the component itself (e.g., component freezing).
(5.4) Manufacturers may request Executive Offi cer approval to disable monitoring systems that can be affected by low fuel level or running out of fuel (e.g., misfire detection) when the fuel level is 15 percent or less of the nominal capacity of the fuel tank. The Exec utive Officer shall approve the request upon determining that the manufacture r has submitted data and/or an engineering evaluation that demonstrate t hat monitoring at the fuel levels would be unreliable and the OBD system is able to detect a malfunction if the component(s) used to determine fuel level erroneously 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 battery or system voltages, manufacturers may disable monitoring systems when the battery or system voltage is below 11.0 Volts. Manufacturers may request Executive Officer approval to utilize a voltage threshold higher than 11.0 Volts to disable system monitoring. The Executive Officer shall approve the request upon determining that the manufac turer has submitted data and/or an engineering evaluation that demonstrate that monitoring at the voltages

would be unreliable and that either operation of a vehicle below the disablement criteria for extended periods of time is unlikely or the OBD system monitors the battery or system voltage and will detect a malfunction at the voltage used to disable other monitors.
(5.5.2) For monitoring systems affected by high vehicle battery or system voltages, manufacturers may request Executive Officer approval to disable monitoring systems when the battery or system voltage exceeds a manufacturer-defined voltage. The Executive Officer shall approve the request upon determining that the manufac turer has submitted data and/or an engineering evaluation that demons trate that monitoring above the manufacturer-defined voltage would be unreliable and that either the electrical charging system/alternator wa rning light is illuminated (or voltage gauge is in the “red zone”) or the OBD system monitors the battery or system voltage and will detect a malfuncti on at the voltage used to disable

other monitors.100 (5.6) A manufacturer may request Executive Officer approval to disable monitors that can be affected by PTO activation on engines or vehicles designed to accommodate the installation of PTO units (as defined in section (c)).
(5.6.1) Except as allowed in section (g)(5 .6.2) below, a manufacturer may request Executive Officer approval to disable an affected monitor provided disablement occurs only while the PTO unit is active and the OBD readiness status (specified under section (h)(4.1)) and PTO activation time are appropriately tracked and erased as described in this section. The Executive Officer shall approve the request for disablement based on the

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

with PTO active has occurred since the last time the affected monitor has determined the component or system monito red by the affected monitor is or is not malfunctioning (i.e., has completed). The PTO timer shall pause whenever PTO changes from active to not active and resume counting

when PTO is re-activated. The timer shall be reset to zero after the affected monitor has completed and no later than the start of the next ignition cycle. Once the PTO timer has reached 750 minutes and the OBD readiness status has been cleared, the PTO timer may not cause the OBD system to clear the readiness status again until after the PTO timer has reset to zero (after the monitor has completed) and again reached 750

minutes.
(5.6.2) For 2010 through 2012 model year engines, in lieu of requesting Executive Officer approval for disabling an affe cted monitor according to section (g)(5.6.1) above, a manufacturer may di sable affected monitors, provided disablement occurs only while the PTO unit is active, and the OBD readiness status is cleared by the on-boar d computer (i.e., all monitors set to indicate “not complete”) while the PTO unit is activated. If the disablement occurs, the readiness status may be restored to its state prior

to PTO activation when the disablement ends.
(5.7) A manufacturer may request Executive Officer approval to be exempt from monitoring a component if both of the following criteria are met when the ambient temperature is above 20 degrees Fahrenheit: (1) a malfunction of the component does not affect emissions dur ing any reasonable driving condition, and (2) a malfunction of the component does not affect the diagnostic strategy for any other monitored component or system. The ambient temperature shall be determined based on a temperature sensor monitored by the OBD system (e.g., IAT sensor). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation t hat support these criteria.
(5.8) Whenever the requirements in section (e) or (f) of this regulation require a manufacturer to meet a specific phase-in schedule, manufacturers may use an alternate phase-in schedule in lieu ofthe required phase-in schedule if the alternate phase-in schedule provides for equivalent compliance volume as101 defined in section (c) except as specif ically noted for the phase-in for the PM filter monitor in section (e)(8.2.1)
(5.8.1) Manufacturers may use an alternate phase-in schedule in lieu of the required phase-in schedule if the alte rnate phase-in schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase-in for the PM filter monitor in section (e)(8.2.1).
(5.8.2) Small volume manufacturers may use an alternate phase-in schedule in accordance with section (g)(5.8.1) in lieu of the required phase-in schedule or may use a different schedule as follows: (A) For the diesel misfire monitor phase- in schedule in section (e)(2.2.2), the manufacturer may meet the requirem ent on all engines by the 2018 model year in lieu of meeting the specificphase-in requirements for the 2016 and 2017 model years. (B) For the diesel misfire monitor phase- in schedule in section (e)(2.3.3), the manufacturer may meet the monitoring conditions requirements of section (e)(2.3.3)(A)(i) on all engines subject to (e)(2.2.2) through the 2020 model year and the monitoring conditions requi rements of section (e)(2.3.3)(A)(ii) on all 2021 and subsequent model year engi nes in lieu of the specific phase-in requirements in section (e)(2.3.3)(A) for the 2019 and 2020 model years. (C) For the diesel NOx converting catalyst monitor phase-in schedules in section (e)(6), the manufacturer ma y use the malfunction criteria in sections (e)(6.2.1)(B) and (e)(6.2.2 )(A)(ii) for all 2014 and 2015 model year engines in lieu of the malfunction criteria and required phase-in schedule in sections (e)(6.2 .1)(C) and (e)(6.2.2)(A)(iii). (D) For the diesel PM filter monitor phase-in schedule in section (e)(8), the manufacturer may use the malfunction cr iteria in section (e)(8.2.1)(B) for all 2014 and 2015 model year engines in li eu of the malfunction criteria and required phase-in schedule in section (e)(8.2.1)(C). (E) For the diesel NOx sensor phase-in schedules in section (e)(9), the manufacturer may use the malfunction cr iteria in section (e)(9.2.2)(A)(ii) for all 2014 and 2015 model year engines in lieu of the malfunction criteria and required phase-in schedule in section (e)(9.2.2)(A)(iii).
(5.7)(5.9) Whenever the requirements in secti ons (e) through (g) of this regulation require monitoring “to the extent feasible ”, the manufacturer shall submit its proposed monitor(s) for Executive Officer approval. The Executive Officer shall approve the proposal upon determi ning that the proposed monitor(s)

meets the criteria of “to the extent feasible” by considering the best available monitoring technology to the extent t hat it is known or should have been known to the manufacturer and given t he limitations of the manufacturer’s existing hardware, the extent and degree to which the monitoring requirements are met in full, the limitati ons of monitoring necessary to prevent significant errors of commission and omi ssion, and the extent to which the manufacturer has considered and pursued alternative monitoring concepts to meet the requirements in full. The manufacturer’s consideration and pursuit of alternative monitoring concepts shall include evaluation of other modifications to the proposed monitor(s), the monitored components102 themselves, and other monitors thatuse the monitored components (e.g., altering other monitors to lessen the sensitivity and reliance on the component or characteristic of t he component subject 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 incorporated by reference into this regulation:
(1.1) SAE J1930 "Electrical/Electronic S ystems Diagnostic Terms, Definitions, Abbreviations, and Acronyms – Equivalent to ISO/TR 15031-2", October 2008 (SAE J1930).
(1.1.1) SAE J1930-DA “Electrical/Electronic Systems Diagnostic Terms, Definitions, Abbreviations, and Acronyms Web Tool Spreadsheet”, March

2012.
(1.2) SAE J1962 "Diagnostic Connector – Equivalent to ISO/DIS 15031-3: December 14, 2001", April 2002 (SAE J1962).
(1.3) SAE J1978 "OBD II Scan Tool – Equivalent to ISO/DIS 15031-4: December 14, 2001", April 2002 (SAE J1978).
(1.4) SAE J1979 "E/E Diagnostic Test Modes", May 2007 February 2012 (SAE J1979).
(1.4.1) SAE J1979-DA “Digital Annex of E/ E Diagnostic Test Modes”, October

2011.
(1.5) SAE J2012 "Diagnostic Trouble Code Definitions", December 2007 (SAE J2012).
(1.5.1) SAE J2012-DA “Digital Annex of Diagnostic Trouble Code Definitions and Failure Type Byte Definitions”, July 2010.
(1.6) ISO 15765-4:2005 "Road Vehicles-Diagnostics Communication on over Controller Area Network (CAN) - Part 4: Requirements for emission-related systems", January 2005 Febr uary 2011 (ISO 15765-4).
(1.7) SAE J1939 consisting of:
(1.7.1) J1939 Recommended Practice for a Serial Control and Communications Vehicle Network, March 2009April 2011;
(1.7.2) J1939/1 Recommended Practice for On-Highway Equipment Control and

Communications Network for On- Highway Equipment, September 2000May 2011;
(1.7.3) J1939/11 Physical Layer, 250K bits/s, Twisted Shielded Pair, September
2006;
(1.7.4) J1939/13 Off-Board Diagnostic Connector, March 2004October 2011;
(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 20062010;
(1.7.7) J1939/31 Network Layer, April 2004May 2010;
(1.7.8) J1939/71 Vehicle Application Lay er (Through February 2008May 2010), January 2009March 2011;
(1.7.9) J1939/73 Application Layer—Diagnos tics, September 2006February 2010;
(1.7.10) J1939/81 Network Management, May 2003June 2011; and103 (1.7.11) J1939/84 OBD Communications Compliance Test Cases For Heavy Duty Components and Vehicles, December 20082010.
(1.8) SAE J2403 “Medium/Heavy-Duty E/E S ystems Diagnosis Nomenclature,” August 2007 February 2011 (SAE J2403).
(1.9) SAE J1699-3 – “Vehicle OBD II Compliance Test Cases”, May 2006 December 2009 (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 J1962 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 consol e (or the vehicle centerline if the

vehicle does not have a center cons ole) and at a location 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 center console (i.e., neither

on the horizontal faces near the fl oor-mounted gear selector, parking brake lever, or cup-holders nor on the vertical faces near the car stereo, climate system, or navigation system controls).
(2.1.2) If the connector is covered, the cover must be removable by hand without the use of any tools and be labeled “OBD” 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., ashtray, coinbox). The label shall be submitted to the Executive Officer for review and approval, at or before the time the manufacturer submits its certification application. The Exec utive Officer shall approve the label upon determining that it clearly identif ies that the connector is located

behind the cover and is consis tent with language and/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 dr iver’s side foot-well region of the vehicle interior in the area bound by the driver’s side of the vehicle and the foot pedal closest to the driver’s side ofthe vehicle (left most pedal in a left hand drive vehicle) excluding a f oot-activated emergency brake if equipped (e.g., typically the brake pedal for an automatic transmission equipped vehicle or the clutch pedal for a manual transmission equipped vehicle) and at a location no higher t han the bottom of the steering wheel when in the lowest adjustable position.
(2.2.2) The connector shall be mounted in an uncovered location and may not be covered with or located behind any fo rm of panel, access door, or storage device (e.g., fuse panel cover, hinged door, ashtray, coinbox) that requires opening or removal to access the connector. The connector may be equipped with a dust cap in the shape and size of the diagnostic connector for environmental protection purposes but the dust cap must be104 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 m anner that allows vehicle operation and driving (e.g., does not interfere with us e of driver 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 being 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 vehicl e with the driver’s side door open.
(2.4) If the ISO 15765-4 protocol (see section (h)(3)) is used for the required OBD standardized functions, the connector shall meet the “Type A” specifications of SAE J1962. Any pins in the connector that provide electrical power shall be properly fused to protect the integr ity and usefulness of the connector for diagnostic purposes and may not exceed 20.0 Volts DC regardless of the nominal vehicle system or batte ry voltage (e.g., 12V, 24V, 42V).
(2.5) If the SAE J1939 protocol (see section (h)(3)) is used for the required OBD standardized functions, the connector sha ll meet the “Type 1” or “Type 2” specifications of SAE J1939-13 if t he 250 kbps baud rate of J1939 is used and the “Type 2” specifications of J1939-13 if the 500 kbps baud rate of J1939 is used. Any pins in the connecto r that provide electrical power shall be properly fused to protect the integr ity and usefulness of the connector for diagnostic purposes.
(2.6) Manufacturers may equip vehicles with additional diagnostic connectors for manufacturer-specific purposes (i.e., purposes other than the required OBD functions). However, if the additional connector conforms to the “Type A” specifications of SAE J1962 or the specifications of SAE J1939-13:
(2.6.1) and For 2010 through 2015 model year engines, if the additional connector is located in the vehicle interior near the required connector of section (h)(2), the connector(s) must be clearly labeled to identify which connector is used to access the standardized OBD information required in section (h).
(2.6.2) For 2016 and subsequent model year engines, the additional connector may not be in the location specified in section (h)(2.2.1).

(3) Communications to a Scan Tool: All OBD control modules (e.g., engine, auxiliary emission control module) on a single vehicle shall use the same protocol for communication of required emission-related messages from on-board to off-board network communications to a scan tool meeting SAE J1978 specif ications or designed to communicate with an SAE J1939 network. Engine manufacturers shall not alter normal operation of the engine emission control syst em due to the presence of off-board test equipment accessing information requir ed by section (h). The OBD system

shall use one of the followi ng standardized protocols:
(3.1) ISO 15765-4. All required emission-relat ed messages using this protocol shall use a 500 kbps baud rate.105 (3.2) SAE J1939. This protocol may only be used on vehicles with diesel engines (including diesel engines converted to alternate-fueled engines). For 2010 through 2015 model year engines, all required emission-related messages using this protocol on an individual vehicle shall use either the 250 kbps or the 500 kbps baud rate. The 250 kbps baud rate may not be used on 2016 or subsequent model year engines.

(4) Required Emission Related Functions: The following standardized functions sha ll be implemented in accordance with the specifications in SAE J1979 or SAE J 1939 to allow for access to the required information by a scan tool meeting SAE J1978 specifications or designed to

communicate with an SAE J1939 network:
(4.1) Readiness Status: In accordance with SAE J1979/J1939-73 specifications, the OBD system shall indicate “complete” or “not complete” since the fault memory was last cleared for each of the installed monitored components and systems identified in sections (e)(1) th rough (f)(9), and (g)(3) except (e)(11) and (f)(4). The readiness status for all components or systems identified in (f)(2) and (g)(3) shall always indicate “com plete”. The readiness status for all other components or systems shall immedi ately indicate “complete” upon the respective monitor(s) (except those monitors specified under section (h)(4.1.4) below) determining that the component or system is not malfunctioning. The readiness status for a component or system shall also indicate “complete” if after the requi site number of decisions necessary for determining MIL status has been fully executed, the monitor indicates a malfunction for the component or system. The readiness status for each of the monitored components or systems sha ll indicate “not complete” whenever fault memory has been cleared or erased by a means other than that allowed in section (d)(2). Normal vehicle shutdown (i.e., key off, engine off) may not cause the readiness status to indicate “not complete”.
(4.1.1) Subject to Executive Officer approval, a manufacturer may request that

the readiness status for a monitor be set to indicate “complete” without monitoring having been completed if monitoring is disabled for a multiple number of driving cycles due to t he continued presence of extreme operating conditions (e.g., cold ambienttemperatures, high altitudes). Executive Officer approval shall be based on the conditions for monitoring system disablement and the number ofdriving cycles specified without completion of monitoring before readine ss is indicated as “complete”. The readiness status for the following co mponent/system readiness bits shall always indicate “complete”: (A) Gasoline misfire (section (f)(2)) (B) Diesel and gasoline comprehensive component (section (g)(3))
(4.1.2) For the evaporative system monitor, the readiness status shall be set in accordance with section (h)(4.1) when both the functional check of the purge valve and, if applicable, the leak det ection monitor of the orifice size specified in section (f)(7.2.2)(B) (e.g ., 0.150 inch) indicate that they are complete. For 2010 through 2015 model year engines, for components and systems not listed in section (h)(4 .1.1) above, the readiness status shall immediately indicate “compl ete” upon the respective monitor(s)106 (except those monitors specified under section (h)(4.1.7) below) determining that the component or syst em is not malfunctioning. The readiness status for a component or system shall also indicate “complete” if after the requisite number of decis ions necessary for determining MIL status has been fully executed, the monitor indicates a malfunction for the
component or system. ( 4.1.3) For 2016 and subsequent model year engines, for components and systems not listed in section (h)(4.1 .1) above, the readiness status for each component/system readiness bit listed below shall immediately indicate “complete” if any of the following conditions occur: (1) all the respective supported monitors listed below for each component/system have fully executed and determined thatthe component or system is not malfunctioning, or (2) at least one of the monitors listed below for each component/system has determined thatthe component or system is malfunctioning after the requisite number of decisions necessary for determining the MIL status have been fully executed, regardless of

whether or not the other monitors listed have been fully executed: (A) Diesel Fuel System: sections (e )(1.2.1), (e)(1.2.2 ), and (e)(1.2.3) (B) Diesel Misfire: section (e)(2.2.1) (C) Diesel EGR/VVT: sections (e)(3.2.1), (e)(3.2.2), (e)(3.2 .3), (e)(3.2.5), (e)(3.2.6), and (e)(10.2) (D) Diesel Boost Pressure Control Syst em: sections (e)(4.2 .1), (e)(4.2.2), (e)(4.2.3), and (e)(4.2.4) (E) Diesel NMHC Converting Catalyst: sections (e)(5.2.2) and (e)(5.2.3)(A) (F) Diesel NOx Converting Catalyst: section (e)(6.2.1) (G) Diesel NOx Aftertreatment: se ctions (e)(7.2.1) and (e)(7.2.2) (H) Diesel PM Filter: sections (e)(8.2.1), (e)(8.2.2), (e)(8.2 .5), and (e)(8.2.6) (I) Diesel Exhaust Gas Sensor: sections (e)(9.2.1)(A)(i), (e)(9.2.1)(A)(iv), (e)(9.2.1)(B)(i), (e)(9.2 .1)(B)(iv), (e)(9.2.2)(A), (e)(9.2.2)(D), and (e)(9.2.3)(A) (J) Gasoline Fuel System : section (f)(1.2.1)(C) (K) Gasoline EGR/VVT: sections (f)(3.2.1), (f)(3.2.2), (f)(9.2 .1), (f)(9.2.2), and (f)(9.2.3) (L) Gasoline Secondary Air System: sections (f)(5.2.1), (f)(5.2 .2), (f)(5.2.3), and (f)(5.2.4) (M) Gasoline Catalyst: section (f)(6.2.1) (N) Gasoline Evaporative System: sect ions (f)(7.2.2)(A) and (f)(7.2.2)(B) (O) Gasoline Oxygen Sensor: sections (f)(8 .2.1)(A), (f)(8.2.1)(D ), (f)(8.2.2)(A), and (f)(8.2.2)(C)
(4.1.4) For 2016 and subsequent model year engines, for monitors that detect faults of more than one major emissi on-related component (e.g., a single monitor that is used to detect both oxygen sensor faults that are tied to the oxygen sensor readiness bit and air-fuel ratio cylinder imbalance faults that are tied to the fuel system r eadiness bit), the manufacturer shall include the monitor only in the readiness status for the component/system that the monitor is primarily calibrated, intended, or expected in-use to detect faults of.107 (4.1.5) Except for the readiness bits listed under section (h)(4.1.1) above, the

readiness status for each of the m onitored components or systems shall indicate “not complete” whenever fault memory has been cleared or erased by a means other than that a llowed in section (d)(2). Normal vehicle shut down (i.e., key off, engine off) may not cause the readiness status to indicate “not complete”.
(4.1.3)(4.1.6) If the manufacturer elects to addi tionally indicate readiness status through the MIL in the key on, engine off position as provided for in section (d)(2.1.3), the readiness status shall be indicated in the following

manner: If the readiness status for all monitored components or systems is “complete”, the MIL shall remain continuously illuminated in the key on, engine off position for at least 15-20 seconds as required by section (d)(2.1.2). 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, engine o ff position with the MIL illuminated continuously as required by section (d )(2.1.2), the MIL shall blink once per second for 5-10 seconds. The data stream value for MIL status (section (h)(4.2)) shall indicate “commanded o ff” during this sequence unless the

MIL has also been “commanded on” for a detected fault.
(4.1.4)(4.1.7) Manufacturers are not required to use the following monitors in determining the readiness status for the specific component or system: (A) Circuit and out-of-range monitors that are required to be continuous; (B) Gasoline and diesel exhaust gas sensor feedback monitors specified in sections (e)(9.2.1)(A)(iii), (e)(9.2.1)(B)(iii), (e)(9.2.2 )(C), (f)(8.2.1)(C), and (f)(8.2.2)(E); (C) Diesel feedback control monitors specified in 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); (D) Gasoline fuel system monitors s pecified in sections (f)(1.2.1)(A), (f)(1.2.1)(B), (f)(1.2.2), (f)(1.2.4), and (f)(1.2.5).
(4.2) Data Stream: The following signals shall be made available on demand through the standardized data link connector in accordance with SAE J1979/J1939 specifications. The actual signal value 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 temperature, 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 measured or estimated), engine control module system voltage, commanded equivalence ratio; and (C) Number of stored confirmed fault c odes, catalyst temperature (if directly measured or estimated for purposes ofenabling the catalyst monitor(s)), monitor status (i.e., disabled for the restof 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, distance traveled (or engine run time for engines not utilizing vehicle speed information) while MIL activated, distance traveled (or engine run time for engines not utilizing vehicle speed information) since fault memory last cleared, and number of warm-up cycles since fault memory la st cleared, OBD requirements to108 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 demand engine torque (as a percentage of maximum engine torque), actual engine torque (as a percentage of maximum engine torque), reference engine maximum torque, reference maximum engine torque as a function of engine speed (suspect parameter numbers (SPN) 539 through 543 defined by SAE J1939 within parameter group number (PGN) 65251 for engine configuration), engine coolant temperature, engi ne oil temperature (if used for emission control or any OBD diagnostics), engine speed, time elapsed since engine start; (B) Fuel level (if used to enable or disable any other diagnostics), vehicle speed (if used for emission control or any OBD diagnostics), barometric pressure (directly measured or esti mated), engine control module system voltage; (C) Number of stored confirmed/MIL- on fault codes, monitor status (i.e., disabled for the rest of this driving cycl e, complete this driving cycle, or not complete this driving cycle) since last engine shut-off for each monitor used for readiness status, distance traveled (or engine run time for engines not utilizing vehicle speed information) while MIL activated, distance traveled (or engine run time for engines not utilizing vehicle speed information) since fault memory last cleared, number of warm-up cycles since fault memory last clear ed, OBD requirements to which the engine is certified (e.g., California OB D, California OBD-child rating (i.e., for engines subject to (d)(7.1.2) or (d)(7.2.3)) EPA OBD, European OBD, non-OBD), MIL status (i.e., commanded-on or commanded-off); (D) NOx NTE control area status (i.e ., inside control area, outside control area, inside manufacturer-specific NOx NTE carve-out area, or deficiency active area), PM NTE control area stat us (i.e., inside control area, outside control area, inside manufacturer-spec ific PM NTE carve-out area, or deficiency active area); (E) For 2013 and subsequent model year engines, normalized trigger for PM filter regeneration (SPN 5456 def ined by SAE J1939 for 2016 and subsequent model year engines), PM filt er regeneration status (SPN 3700 defined by SAE J1939 for 2016 and subsequent model year engines); and (F) For 2013 and subsequent model year engines, average distance (or engine run time for engines not utilizing vehicle speed information) between PM filter regenerations. (G) For 2016 and subsequent model year engines, fuel rate (mg/stroke), engine torque (including fan or accessory torque), and modeled exhaust flow (mass/time). (GH) For purposes of the calculated load and torque parameters in section (h)(4.2.2)(A) and the torque, fuel rate, and modeled exhaust flow parameters in section (h)(4.2.2)(G), 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 this109 context, shall be of sufficient accuracy, resolution, and filtering to be used for the purposes of in-use emission te sting with the engine still in a vehicle (e.g., using portable emissi on measurement equipment).
(4.2.3) For all engines so equipped: (A) Absolute throttle position, relative throttle position, fuel control system status (e.g., open loop, closed loop), fuel trim, fuel pressure, ignition timing advance, fuel injection timing, inta ke air/manifold temperature, engine intercooler temperature, manifold abs olute pressure, air flow rate from mass air flow sensor, secondary air status (upstream, downstream, or atmosphere), ambient air temper ature, commanded purge valve duty cycle/position, commanded EGR valve duty cycle/position, actual EGR valve duty cycle/position, EGR e rror between actual and commanded, PTO status (active or not active), redundant absolute throttle position (for electronic throttle or other systems t hat utilize two or more sensors), absolute pedal position, redundant absolute pedal position, commanded throttle motor position, fuel rate , boost pressure, commanded/target boost pressure, turbo inlet air temperatur e, fuel rail pressure, commanded fuel rail pressure, PM filter inlet pressure, PM filter inlet temper ature, PM filter outlet pressure, PM filter outlet tem perature, PM filter delta pressure, exhaust pressure sensor output, exhaust gas temperature sensor output, injection control pressure, commanded injection control pressure, turbocharger/turbine speed, variable geometry turbo position, commanded variable geometry turbo position, turbocharger compressor inlet temperature, turbocharger compressor inlet pressure, turbocharger turbine inlet temperature, turbocharger turb ine outlet temperature, wastegate valve position, glow plug lamp status; (B) For 2013 and subsequent model year engi nes, EGR temperature, variable geometry turbo control status (e.g., open loop, closed loop), reductant level (e.g., urea tank fill level), al cohol fuel percentage, type of fuel currently being used, NOx adsorber regeneration status, NOx adsorber deSOx status, hybrid battery pack remaining charge; (C) Oxygen sensor output, air/fuel ratio sensor output, NOx sensor output, evaporative system vapor pressure; and (D) For 2013 and subsequent model year engines, PM sensor output and

distance traveled while low/em pty SCR reductant driver warning/inducement active. (E) For 2016 and subsequent model year engines, reductant quality sensor output and corrected NOx sensor output (e.g., raw sensor signal corrected

for estimated ammonia concentrations or auto-zero calculations and used by the applicable electronic control unit).
(4.3) Freeze Frame:
(4.3.1) “Freeze frame” information required to be stored pursuant 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 through the standardized

data link connector in accordance with SAE J1979/J1939-73 specifications.
(4.3.2) “Freeze frame” conditions must in clude the fault code which caused the data to be stored and all of the signals required in sections (h)(4.2.1)(A)110 and (4.2.2)(A). Freeze frame conditions shall also include all of the signals required on the engine in sect ions (h)(4.2.1)(B ), (4.2.2)(B), (4.2.2)(E), (4.2.3)(A), and (4.2.3)(B) that are used for diagnostic or control purposes in the specific diagnostic or emission-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 provi ded that at least the required frame can be read by a scan tool meeting SAE J1978 specifications 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 the standardized functions required in section (h): (A) For all monitored components and syst ems, stored pending, confirmed, and permanent fault codes shall be m ade available through the diagnostic

connector in a standardized format in accordance with SAE J1979 specifications. Standardized fault codes conforming to SAE J2012 shall be employed. (B) The stored fault code shall, to the fu llest extent possible, pinpoint the likely

cause of the malfunction. To the ext ent feasible, 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 different fault codes than the respective circuit continuity diagnos tics. Additionally, 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 appropr iate SAE-defined fault codes of SAE J2012 (e.g., P0xxx, P2xxx) whenever possible. With Executive Officer approval, manufacturers may use manufacturer-defined fault codes in accordance with SAE J2012 specifications (e.g., P1xxx). Factors to be considered by the Executive Officer for approval shall include the lack of available SAE-defined fault codes, uni queness of the diagnostic or monitored component, expected future usage of the diagnostic or component, and estimated usefulness in providing additional diagnostic and repair information to service tec hnicians. Manufacturer-defined fault codes shall be used consistently (i.e., the same fault code may not be used to represent two different failure modes) across 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 SAE J1978 scan tool within 10 seconds after a diagnostic has determined that a malfunction has occurred. A permanent fault code shall be stored and available to an SAE J1978 scan tool no later than the end of an ignition cycle (including electronic control unit shutdown) in which the corresponding confirmed fault code causing the MIL to be illuminated has been stored. (E) Pending fault codes: (i) Pending fault codes for all components and systems (including continuously and non-continuously m onitored components) shall be111 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 available through the diagnostic connector for all currently malfunctioning monitored component(s) or system(s), regardless of the MIL illumination status or confirmed fault code status (e.g., even after a pending fault has

matured to a confirmed fault code and the MIL is illuminated, a pending

fault code shall be stored and availabl e if the most recent monitoring event indicates the component is malfunctioning). (iii) Manufacturers using alternate stat istical protocols 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 Executive Officer shall approve the proposed protocol upon dete rmining that, overall, it is equivalent to the requirements in se ctions (h)(4.4.1)(E)(i) and (ii) and that it effectively provides service technicians with a quick and accurate indication of a pending failure. (F) Permanent fault codes: (i) Permanent fault codes for a ll components and systems shall be made available through the diagnostic connector in a standardized format that distinguishes permanent fault codes from both pending fault codes

and confirmed fault codes. (ii) A confirmed fault code shall be stored as a permanent 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 selfhealing process described in section (d)(2.3.1)(B)). (iii) Permanent fault codes shall be stored in NVRAM and may not be erasable by any scan tool command (generic or enhanced) or by disconnecting power to the on-board computer. (iv) Permanent fault codes may not be erased when the control module containing the permanent fault c ode is reprogrammed unless the readiness status bits (refer to se ction (h)(4.1)) for all monitored components and systems in all modul es that reported supported readiness for a readiness bit other than the comprehensive components readiness bit are set to “not complete” in conjunction with the reprogramming event. (v) The OBD system shall have the ab ility to store a minimum of four current confirmed fault codes as permanent fault codes in NVRAM. If

the number of confirmed fault codes currently commanding the MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall stor e the earliest detected confirmed fault codes as permanent fault codes . If additional confirmed fault codes are stored when the maximum number of permanent fault codes is already stored in NVRAM, t he OBD system may not replace any existing permanent fault code with the additional confirmed fault codes.
(4.4.2) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h):112 (A) For all monitored components and syst ems, stored pending, MIL-on, and previously MIL-on fault codes s hall be made available through the diagnostic connector in a standardized format in accordance with SAE J1939 specifications (i.e., Diagnostic Message (DM) 6, DM12, and DM23). Standardized fault codes conforming to SAE J1939 shall be employed. (B) The stored fault code shall, to the fu llest extent possible, pinpoint the likely

cause of the malfunction. To the ext ent feasible, 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 different fault codes than the respective circuit continuity diagnos tics. Additionally, 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 appropria te SAE-defined fault codes of SAE J939 whenever possible. With Executiv e Officer approval, manufacturers may

use manufacturer-defined fault c odes in accordance with SAE J1939 specifications. Factors to be considered by the Executive Officer for approval shall include the lack of available SAE-defined 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 information to service

technicians. Manufacturer-defined faul t codes shall be used consistently (i.e., the same fault code may not be used to represent two different failure modes) across a manufacturer’s entire product 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 malfunction has occurred. A permanent fault code shall be stored and available to an SAE J1939 scan tool no later than the end of an ignition cycle (including electronic control unit shutdown) in which the corresponding MIL-on fault code causing the

MIL to be illuminated has been stored. (E) Pending fault codes: (i) Pending fault codes for all components and systems (including continuously and non-continuously m onitored components) shall be made available through the diagnostic connector in accordance with SAE J1939 specifications (i.e., DM6). (ii) Manufacturers using alternate st atistical protocols 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 Executive Officer shall approve the proposed protocol upon dete rmining that, overall, it is equivalent to the requirements in se ctions (h)(4.4.2)(E)(i) and that it effectively provides service technicians with a quick and accurate indication of a pending failure. (F) Permanent fault codes: (i) Permanent fault codes for a ll components and systems shall be made available through the diagnostic connector in a standardized format that distinguishes permanent faul t codes from pending fault codes, MIL-on fault codes, and previously MIL-on fault codes.113 (ii) A MIL-on fault code shall be stored as a permanent fault code no later than the end of the ignition cycle and s ubsequently at all times that the MIL-on fault code is commanding the MIL on (e.g., for currently failing systems). (iii) Permanent fault codes shall be stored in NVRAM and may not be erasable by any scan tool command (generic or enhanced) or by disconnecting power to the on-board computer. (iv) Permanent fault codes may not be erased when the control module containing the permanent fault c odes is reprogrammed unless the readiness status bits (refer to se ction (h)(4.1)) for all monitored components and systems in all modul es that reported supported readiness for a readiness bit other than the comprehensive components readiness bit are set to “not complete” in conjunction with the reprogramming event. (v) The OBD system shall have the ab ility 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 cu rrently commanding the MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system shall store the earliest detected MIL-on fault codes as permanent fault codes. If additional MIL-on fault 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 MIL-on fault codes.
(4.5) Test Results:
(4.5.1) Except as provided in section (h)(4 .5.7), for all monitored components and systems identified in sections (e)(1) through (f)(9), results of the most recent monitoring of the com ponents and systems and the test limits established for monitoring the respective components and systems shall be stored and available through the data link in accordance 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 properly functioning components and systems (e.g., “passing” systems) do not store test

values outside of the established test lim its. Test 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 “passing” value, not a “failing”

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

and the test results and limits c an be scaled and reported with the appropriate engineering units by a generic scan tool.
(4.5.4) The test results shall be stored until updated by a more recent valid test result or the fault memory of t he OBD system computer is cleared.
(4.5.5) If the OBD system fault memory is cl eared, all test results shall report

values of zero for the test result and te st limits. The test results shall be updated once the applicable monitor has run and has valid test results and limits to report.114 (4.5.6) All test results and test limits sha ll always be reported. The OBD system shall store and report unique test resu lts for each separate diagnostic.
(4.5.7) The requirements of section (h)(4.5 ) do not apply to gasoline fuel system monitors specified under sections (f)(1 .2.1)(A), (f)(1.2.1 )(B), (f)(1.2.2), (f)(1.2.4), and (f)(1.2.5), exhaust gas sensor monitors specified under sections (e)(9.2.1)(A)(iii), (e)(9.2.1)(B)(iii), (e)(9.2.2 )(C), (f)(8.2.1)(C), and (f)(8.2.2)(E), cold start emission reduction strategy monitors, circuit and out-of-range monitors that are r equired to be continuous, and diesel feedback control monitors specified undersections (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), on all vehicles, a single

software calibration identification number(CAL ID) for each diagnostic or emission critical control unit(s) shall be made available 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-related calibration and/or software set having at least one bi t of different data from any other

emission-related calibration and/or software set. Control units coded with multiple emission or diagnostic calibrations and/or software sets shallindicate a unique CAL ID for each variant in a manner that enables an offboard device to determine which variant is being used by the vehicle. Control units that utilize a strategy t hat will result in MIL illumination if the incorrect variant is used (e.g., cont rol units that contain variants for

manual and automatic transmissions but will illuminate the MIL if the

variant selected does not match the type of transmission on the vehicle) are not required to use unique CAL IDs.
(4.6.3) Manufacturers may request Executive Officer approval to respond with more than one CAL ID per diagnostic or emission critical powertrain control unit. Executive Officer approval of the request shall be based on the method used by the manufacture r 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 software 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 veri fies the on-board computer software integrity for each diagnostic or emission cr itical electronic control unit. The CVN shall be made available through the standardized data link connector

in accordance with the SAE J1979/J1939 specifications. The CVN shall be capable of being used to determine if the emission-related software and/or calibration data are valid and applicable for that vehicle and

CAL ID.
(4.7.2) One CVN shall be made available for each CAL ID made available. For diagnostic or emission critical powertr ain 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.115 (4.7.3) Manufacturers shall submit information for Executive Officer approval of the algorithm used to calculate the CV N. Executive Officer approval of the algorithm shall be based on the comple xity of the algorithm and the

determination that the same CVN is difficult to achieve with modified

calibration values.
(4.7.4) The CVN shall be calculated at least once per ignition 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 available through the data link connector to a generic scan tool in accordance with SAE J1979/J1939 specifications. The stored CVN value may not be erased when fault memory is erased by a generic scan tool in accordance with SAE J1979/J1939 specifications or during normal vehicle shut down (i.e., key off, engine off).
(4.7.5) When a CVN request message is received by the on-board computer, the

stored CVN value shall be made ava ilable through the data link connector to a generic scan tool. Except as provided for below, the on-board computer may not use delayed timing in sending the CVN and may not respond with a message indicating that the CVN value is not currently available. If the CVN request message is received immediately following erasure of the stored CVN value (i .e., within the first 120 seconds of engine operation after a reprogramming event or a non-volatile memory

clear or within the first 120 seconds of engine operation after a volatile memory clear or battery disconnect), the on-board computer may respond with one or more messages directing the scan tool to wait or resend the request message after the delay. Such messages and delays shall conform to the specifications for transmitting CVN data contained in SAE J1979 or J1939, whichever applies.
(4.7.5)(4.7.6) For purposes of Inspection and Maintenance (I/M) testing,

manufacturers shall make the CVN and CAL ID combination information

available for all vehicles in a standardized 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 F of ARB Mail-Out #MSC 09- 22, July 7, 2009, incorporated by

reference. Manufacturers shall submit the CVN and CAL ID information to the Executive Officer not more than 25 days after the close of a calendar
quarter. (4.8) Vehicle and Engine Ident ification Numbers:
(4.8.1) All vehicles shall have the vehicle identification number (VIN) available in a standardized format through the standardized data link connector in accordance with SAE J1979/J1939 specific ations. Only one electronic control unit per vehicle shall r eport the VIN to an SAE J1978/J1939 scan

tool.
(4.8.2) All 2013 and subsequent model year engines shall have the engine serial number (ESN) available in a standardi zed format through the standardized data link connector. Only one electronic control unit per vehicle shall report the ESN to an SAE J1978/J1939 scan tool.116 (4.8.3) If the VIN or ESN is reprogrammabl e, in conjunction with reprogramming of the VIN or the ESN, the OBD system shall erase all emission-related diagnostic information identified in section (h)(4.10.1) in all control modules that reported supported readiness for a readiness bit other than the comprehensive components readiness bit shall be erased in conjunction with reprogramming of the VIN or the ESN.
(4.9) ECU Name: For 2013 and subsequent model year engines, the name of each electronic control unit that responds to an SAE J1978/J1939 scan tool with a unique address or identifier shall be co mmunicated in a standardized format in accordance with SAE J1979/J1939 (e.g., ECUNAME in Service/Mode $09, InfoType $0A in SAE J1979).
(4.10) Erasure of Emission-Related Diagnostic Information:
(4.10.1) For purposes of section (h)(4.10), “emission-related diagnostic information” includes all the following: (A) Readiness status (section (h)(4.1)) (B) Data stream information (secti on (h)(4.2)) including number of stored confirmed/MIL-on fault codes, distanc e traveled while MIL activated, number of warm-up cycles since fault memory last cleared, and distance traveled since fault memory last cleared. (C) Freeze frame information (section (h)(4.3)) (D) Pending, confirmed, MIL-on, and pr eviously MIL-on fault codes (section (h)(4.4.)) (E) Test results (section (h)(4.5))
(4.10.2) For all vehicles, the emission-related diagnostic information shall be erased if commanded by a scan tool (generic or enhanced) and may be erased if the power to the on-board com puter is disconnected. Except as provided for in sections (h)(4.4.1)(F)(i v), (h)(4.4.2)(F)(iv), and (h)(4.8.3), Iif any of the emission-related diagnostic information is commanded to be erased by a scan tool (generic or enhanced), all emission-related diagnostic information from all diagnostic or emission critical control units shall be erased. The OBD system may not allow a scan tool to 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 stored fault codes or only information from one control unit without erasing information from the other control unit(s)).

(5) Tracking Requirements:
(5.1) In-use Performance Ratio Tracking Requirements:
(5.1.1) For each monitor required in sections (e) through (g) to separately report an in-use performance ratio, manufacturers shall implement software algorithms to report a numerator and denominator in the standardized format specified below and in accordance with the SAE J1979/J1939 specifications.
(5.1.2) Numerical Value Specifications: (A) For the numerator, denominator, general denominator, 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.117 (ii) Each number shall be reset to zero only when a non-volatile random access memory (NVRAM) reset occu rs (e.g., reprogramming event) or, if the numbers are stored in keep-a live memory (KAM), when KAM is lost due to an interruption in electr ical power to the control module (e.g., battery disconnect). Numbers may not be reset 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 denom inator for a specific component reaches the maximum value of 65,535 ±2, both numbers shall be divided by two before either is in cremented again to avoid overflow problems. (iv) If the ignition cycle counter reaches the maximum value of 65,535 ±2, the ignition cycle counter shall rollover and increment 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 increment to zero on the next driving cycle that meets the general denominator 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 numerator and denominator for that specific co mponent shall always be reported as

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

7.99527 with a resolution of 0.000122. (ii) A ratio for a specific component shall be considered to be zero whenever the corresponding numerator is equal to zero and the corresponding denominator is not zero. (iii) A ratio for a specific component shall be considered to be the maximum value of 7.99527 if the corresponding denominator is zero or

if the actual value of the num erator 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 individuallytrack and report in a standardized format the engine run time while being operated in the following

conditions: (A) Total engine run time; (B) Total idle run time (with “idle” defined as accelerator pedal released by driver, engine speed greater than or equal to 50 to 150 rpm below the normal warmed-up idle speed (as determined in the drive position for vehicles equipped with an automatic transmission), PTO not active, and either vehicle speed less than or equal to one mile per hour or engine speed less than or equal to 200 rpm above normal warmed-up idle), and; (C) Total run time with PTO active; (D) For 2013 and subsequent model year diesel engines only: (i) total run time with EI-AECD #1active; (ii) total run time with EI-AECD #2 active; and so on up to118 (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) Each number shall conform to the standardized format specified in SAE

J1979/J1939. (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 in cluding when a scan tool (generic or enhanced) command to clear fault codes or reset KAM is received. (C) If any of the individual counters r each the maximum value, all counters shall be divided by two before any are incremented again to avoid overflow problems. (D) The counters shall be made available to a generic scan tool in accordance with the SAE J1979/J1939 spec ifications and may be rescaled when transmitted, if required by the SAE specifications, from a resolution of one second per bit to no more than three minutes per bit.
(5.2.3) Specifications of EI-AECDs (A) For purposes of section (h)(5.2.3), the following 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 spec ific component/element act that is

commanded when the EI-AECD is ac tivated (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 specif ic characteristic/state exhibited by the parameter (e.g., ECT above 100 degrees Celsius) that triggers

activation of the EI-AECD. (B) Each unique combination of acti on, parameter, and condition within a purpose shall be tracked as a separ ate EI-AECD and increment the timer(s) at all times the condition necessary to activate the EI-AECD is
present. (i) 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 temperatur e continues to increase), the EIAECD shall be tracked by increment ing two separate timers within a single EI-AECD (e.g., EI-AECD #1 timer 1 and EI-AECD #1 timer 2) as

follows:

a. The first of the two timers s hall 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 effectivene ss that the EI-AECD is capable of commanding during in-use vehicle or engine operation. For example, an overheat protection stra tegy that progressively derates EGR and eventually shuts off EGR as oil temperature increases

would accumulate time for the first timer from the time derating of EGR begins up to the time that EGR is derated 75 percent. As a119 second example, an overheat protec tion strategy that advances fuel injection timing progressively up to a maximum advance of 15 degrees crank angle as the engine c oolant temperature increases

would accumulate time for the firs t timer from the time advance is applied up to the time that advance reaches 11.25 degrees (75 percent of the maximum 15 degrees).

b. The second of the two timers shall be incremented whenever the EIAECD is commanding 75 percent or more of the maximum reduced

emission control effectiveness t hat the EI-AECD is capable of commanding during in-use vehicle or engine operation. For example, the second timer for the first example EI-AECD identified in section (h)(5.2.3)(B)(i) would accu mulate time from 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 sec ond 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. (C) A manufacturer may request Executive Officer approval to combine multiple unique actions, parameters, and/or conditions to be tracked within a single EI-AECD. The manufacturer shall submit a plan for combining, tracking, and incrementing the EI- AECD to the Executive Officer for approval. Executive Officer approval of the plan shall be based on the effectiveness and the equivalence of the incrementing plan to determine the amount of EI-AECD activity per condi tion relative to the measure of EIAECD activity under section (h)(5.2.3)(B). (D) For EI-AECDs that are activated solely due to elevation, the timer shall be incremented only for the portion of EI -AECD activation 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 sha ll be incremented only when the EIAECD is active and the elevation is below 8000 feet). (E) For EI-AECDs that are initially activated due to engine warm-up and are subsequently reactivated after the engine has warmed up, the timer shall be incremented only when the EI-AECD is active after the initial engine warm-up (e.g., an EI-AECD that turns off an emission control at low engine coolant temperature would not in crement the timer during initial warm-up but would increment the timer if coolant temperature subsequently dropped below the low tem perature and reactivated the EIAECD later in the drive cycle).(F) If more than one EI-AECD is currently active, the timers for both EIAECDs shall accumulate time, regardless if there is overlap or redundancy in the commanded action (e.g., two different 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 informati on as set forth in sections (h)(6.3) through (6.5).120 (6.2) The Executive Officer shall waive the requirements of sections (h)(6.3) through (6.5) upon determining that ARB or U.S. EPA has adopted a service information regulation or rule that is in effect and operative and requires engine manufacturers to provide emission-related service information: (A) of comparable or greater scope than required under these provisions; (B) in an easily accessible format and in a timeframe that is equivalent to or exceeds the timeframes set forth below; and (C) at fair and reasonable cost.
(6.3) Manufacturers shall make readily ava ilable, at a fair and reasonable price to the automotive repair industry, vehicle repair procedures which allow effective emission-related diagnosis and repairs to be performed using only the SAE J1978/J1939 generic scan tool and commonly available, non-microprocessor

based tools.
(6.4) As an alternative to publishing repai r procedures required under section (h)(6.3), a manufacturer may publish repair procedures referencing the use of manufacturer-specific or enhanced equi pment provided the manufacturer meets one of the following conditions:
(6.4.1) makes available to the aftermarketscan tool industry the information needed to manufacture scan tools to perform the same emission-related diagnosis and repair procedures (excluding any reprogramming) in a comparable manner as the manufacture r-specific diagnostic scan tool, or
(6.4.2) makes available for purchase, at a fair and reasonable price to the automotive repair industry, a manufactu rer-specific or enhanced tool to perform the emission-related diagnosis and repair procedures (excluding any reprogramming).
(6.5) Manufacturers shall make available:
(6.5.1) Information to utilize the test resu lts reported as required in section (h)(4.5). The information must incl ude a description of the test and test result, typical passing and failing values, associated fault codes with the test result, and scaling, units, and conversion factors necessary to convert the results to engineering units.
(6.5.2) A generic description of each of the diagnostics used to meet the requirements of this regulation. The generic description must include a text description of how the diagnostic is performed, typical enable conditions, typical malfunction threshol ds, typical monitoring time, fault codes associated with the diagnostic, and test results (section (h)(4.5)) associated with the diagnostic. Vehicles that have diagnostics not adequately represented by the typical values identified above shall be specifically identified along with the appropriate typical values.
(6.5.3) Information necessary to execute each of the diagnostics used to meet the requirements of sections (e)(1) th rough (f)(9). The information must include either a description of sample driving patterns designed to be operated in-use or a written descripti on of the conditions the vehicle needs to operate in to execute each of the diagnostics 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 well as be able to be used to exercise the121 monitors to individually change the readiness status for each specific monitor from “not complete” to “complete”.

(7) Exceptions to Standardization Requirements.
(7.1) For 2020 and subsequent model year al ternate-fueled engines derived from a diesel-cycle engine, a manufacturer may meet the standardized requirements of section (h) that are applicable to di esel engines in lieu of the requirements applicable to gasoline engines.

(i) Monitoring System Demonstration Requirements for Certification.
(1) General.
(1.1) Certification requires that manufacture rs submit emission test data from one or more durability demonstration test engines (test engines).
(1.2) The Executive Officer may approve ot her demonstration protocols if the manufacturer can provide comparable assu rance that the malf unction criteria are chosen based on meeting the malfuncti on criteria requirements and that

the timeliness of malfunction detection is within the constraints of the applicable monitoring requirements.
(1.3) For flexible fuel engines capable of oper ating on more than one fuel or fuel combinations, the manufacturer shall subm it a plan for providing emission test data to the Executive Officer for approval. The Executive Officer shall approve the plan if it is determined to be representative 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 certification for a model year, a manufacturer shall notify the Execut ive 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 m anufacturer shall use as demonstration test engines to provide emission test data. The selection of test vehicles for production vehicle evaluation, as specifi ed in section (l)(2), may take place during this selection process.
(2.2) Number of test engines:
(2.2.1) For the 2010 model year, a manufacture r shall provide 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 s hall provide emission test data of a test engine from one OBD child rating. A manufacturer certifying eight or more engine families in a model year shall provide emission test data of test engines from two OBD child ratings. The Executive Officer may waive the requirement for submittal of data ofone or more of the test engines if data have been previously submitted fo r all of the OBD parent and OBD child ratings.
(2.2.3) For the 2013 and subsequent model year s, a manufacturer certifying one to five engine families in a model year 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 pr ovide emission test data from test122 engines from two engine ratings. A manufacturer certifying eleven or more engine families in a model year shall provide emission test data of test engines from three engine ratings. The Executive Officer may waive the requirement for submittal of data ofone or more 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 to provide emission data of test engines from more engi ne ratings than required by section (i)(2.2.1) through (2.2.3). For each additional engine rating tested in that given model year, the Executive Officer shall reduce the number of engine ratings required for testing in one future model year 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, a manufacturer shall use an engine 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. M anufacturers are required to submit for Executive Officer approval a description of the accelerated aging process and/or supporting data. The Executiv e Officer shall approve the process upon determining that the submitted description and/or data demonstrate that the process ensures that deterio ration of the exhaust aftertreatment emission controls is stabilized sufficiently such that it is representative of the manufacturer’s best estimates for the performance of the emission

control at the end of the 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 em ission and deterioration data from an actual high mileage system(s) (consisting of the engine, engine emission controls, and aftertreatment) to validat e its accelerated aging process.

The manufacturer shall collect the dat a from a 2010 or newer model year system that is the most representat ive of system designs planned for the 2013 model year and has a minimum actual mileage of full useful life or 185,000 miles, whichever is lower. The manufacturer shall collect and report the data to ARB prior to the end of 2011. The manufacturer shall submit a plan for system selection, procurement, and data collection to the Executive Officer for approval prior to proceeding with the data collection. The Executive Officer shall approve the plan upon determining that the submitted description will result in the manufacturer gathering data necessary to quantify emission performance and deterioration of the system elements in a manner that will allow comparison to deterioration and performance levels achieved with the manufacturer’s accelerated aging process. (B) For testing of 2013 through 2015 model year engines, a manufacturer shall use a system (engine, engine emi ssion controls, and aftertreatment) 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 supporting data. The123 Executive Officer shall approve the process upon determining that the submitted description and data demons trate that the aging process will result in a system representative of the manufacturer’s best estimates of the system performance at full useful life and that the manufacturer has

utilized the data collected under secti on (i)(2.3.2)(A) to validate the correlation of the aging process to actual high mileage 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 em ission and deterioration data from an actual high mileage system(s) (consisting of the engine, engine emission controls, and aftertreatment) to vali date its accelerated aging process.

The manufacturer shall collect the dat a from a 2010 or newer model year system that is the most representat ive of system designs planned for the 2016 model year and has a minimum actual mileage of full useful life. The manufacturer shall collect and report t he data to ARB prior to the end of

2014. The manufacturer shall subm it a plan for system selection, procurement, and data collection to the Executive Officer for approval prior to proceeding with the data collecti on. The Executive Officer shall approve the plan upon determining that the submitted description will result in the manufacturer gatheri ng data necessary to quantify emission performance and deterioration of the syst em elements in a manner that will allow comparison to deterioration and performance levels achieved with the manufacturer’s accelerated aging process. (B) For testing of 2016 and subsequent model year engines, a manufacturer shall use a system (engine, engine emi ssion controls, and aftertreatment) aged by an accelerated aging process to be representative of full useful life. Manufacturers are required to s ubmit for Executive Officer approval a description of the accelerated aging process and supporting data. The Executive Officer shall approve the process upon determining that the submitted description and data demons trate that the aging process will result in a system representative of the manufacturer’s best estimates of the system performance at full useful life and that the manufacturer has

utilized the data collected under secti on (i)(2.3.3)(A) to validate the correlation of the aging process to actual high mileage 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 engi ne(s) system (i.e., consisting of the engine, engine emission controls, and aftert reatment), a representative high mileage engine(s) system, or an engine(s) system aged to the end of the full useful life using an ARB-approved alte rnative durability procedure (ADP).
(3) Required Testing: Except as provided below, the manufactu rer shall perform single-fault testing based on the applicable test with the fo llowing components/systems set at their

malfunction criteria limits as determined by the manufacturer for meeting the requirements of sections (e), (f), and (g ) or sections (d)(7.1 .2) and (d)(7.2.3) for extrapolated OBD systems.
(3.1) Required testing for Diesel/Compression Ignition Engines:
(3.1.1) Fuel System: The manufacturer shall perform a separate test for each124 malfunction limit established by the manufacturer for the fuel system parameters (e.g., fuel pressure, inje ction timing) and calibrated to the emission threshold malfunction criteria (e.g., 2.0 times the standard) specified in sections (e)(1.2.1) thr ough (e)(1.2.3). When performing a test for a specific parameter, the fuel system shall be operating at the malfunction criteria limit for the app licable parameter only. All other parameters shall be with normal characteri stics. In conducting the fuel system demonstration tests, the manufacturer may use computer modifications to cause the fuel system to operate at the ma lfunction limit if

the manufacturer can demonstrate to the Executive Officer that the computer modifications produce test results equivalent to an induced

hardware malfunction.
(3.1.2) Misfire Monitoring: For 2010 through 2012 model year engines, aA misfire demonstration test is not required for diesel engines. For 2013 and subsequent model year engines, the manufacturer shall perform a test at

the malfunction criteria limit s pecified 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 emission threshold malfunction 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 malf unction criteria using methods established by the manufacturer in accordance with section (e)(3.2.9). In conducting the EGR system slow re sponse demonstration tests, the manufacturer may use computer modi fications to cause the EGR system to operate at the malfunction limit if the manufacturer can demonstrate to the Executive Officer that the computermodifications produce test results equivalent to an induced hardware ma lfunction or that there is no reasonably feasible method to induce a hardware malfunction.
(3.1.4) Boost Pressure Control System: The manufacturer shall perform a test at each boost, response, and cooling limit calibrated to the emission threshold malfunction criteria (e.g ., 2.0 times the FTP standard) in sections (e)(4.2.1) through (4.2.3) and (e)(4.2.4). In conducting the charge air undercooling demonstration test, the charge air cooler(s) being

evaluated shall be deteriorated to the applicable malfunction criteria limit established by the manufacturer in section (e)(4.2.4) using methods established by the manufacturer in accordance with section (e)(4.2.8).
(3.1.5) NMHC Catalyst: The manufacturer shall perform a separate 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 downstream of an SCR catalyst). The catalyst(s) being evaluated shall be deteriorated to the applicable malfuncti on criteria limit(s) established by

the manufacturer and calibrated to the emission threshold malfunction criteria (e.g., 2.0 times the standar d) in section (e)(5.2.2)(A) and (e)(5.2.2)(B) using methods established by the manufacturer in accordance with section (e)(5.2.4). For each monitored NMHC catalyst(s),

the manufacturer shall also demonstr ate that the OBD system will detect a catalyst malfunction with the catalyst atits maximum level of deterioration125 (i.e., the substrate(s) completely remo ved from the catalyst container or “empty” can). Emission data are not required for the empty can

demonstration.
(3.1.6) NOx Catalyst: The manufacturer shall perform a separate 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 shall be deteriorated to the applic able malfunction criteria limit(s) established by the manufacturer and calibrated to the emission threshold malfunction criteria (e.g., 2.0 ti mes the standard) in sections (e)(6.2.1)(A)(i), (e)(6 .2.1)(B)(i), and (e)(6.2 .2)(A) using methods established by the manufacturer in accordance with section (e)(6.2.3). For each monitored NOx catalyst(s), the manufacturer shall also demonstrate that the OBD system will detect a catal yst malfunction with the catalyst at its maximum level of deterioration (i .e., the substrate(s) completely removed from the catalyst container or “empty” can). Emission data are not required for the em pty can demonstration.
(3.1.7) NOx Adsorber: The manufacturer shall perform a test using a NOx adsorber(s) deteriorated to the malfuncti on limit calibrated to the emission threshold malfunction criteria (e.g., 2.0 times the standard) in section (e)(7.2.1). The manufacturer shall al so demonstrate that the OBD system

will detect a NOx adsorber malfuncti on with the NOx adsorber at its maximum level of deterioration (i.e., t he substrate(s) completely removed from the container or “empty” can). Emission data are not required for the empty can demonstration.
(3.1.8) PM Filter: The manufacturer shall perform a test using a PM filter(s) deteriorated to each applicable malfuncti on limit calibrated to the emission threshold malfunction criteria (e.g., 2.0 times the standard) in sections (e)(8.2.1), (e)(8.2.2), and (e)(8.2.4)(A). The manufacturer shall also demonstrate that the OBD system will det ect a PM filter malfunction with

the filter at its maximum level of deter ioration (i.e., the filter(s) completely

removed from the filter container or “empty” can). Emission data 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 at the each malfunction limit calibrated to the emission threshold malfunction 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). 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 featur e on parallel exhaust banks) shall be operating at the malfunction criteria limit for the applicable parameter only. All other exhaust gas sensor parameters 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 emission threshold malfunction criteria (e.g., 2.0 time s the FTP standard) in sections (e)(10.2.1) and (e)(10.2.2). In c onducting the VVT system demonstration tests, the manufacturer may use computer modifications to cause the VVT system to operate at the malfuncti on limit if the manufacturer can126 demonstrate to the Executive Officer that the computer modifications produce test results equivalent to an induced hardware malfunction.
(3.1.11) Cold Start Emission Reduction Strategy: The manufacturer shall perform

a test at the malfunction limit ca librated to the emission threshold malfunction criteria (e.g., 2.0 times the standard) for the system or for each component monitored according to section (e)(11.2.2).
(3.1.12) For each of the testing requirem ents of section (i)(3.1), if the

manufacturer has established that onl y 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 threshold malfunction criteria (e.g., 2.0 times any of the applicable standards), the manufacturer is not required to perfo rm a demonstration test; however the manufacturer is required to provi de 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 Engines:
(3.2.1) Fuel System: (A) For engines with adaptive feedback bas ed on the primary fuel control sensor(s), the manufacturer shall perform a test with the adaptive feedback based on the primary fuel contro l sensor(s) at the rich limit(s) and a test at the lean limit(s) es tablished by the manufacturer and

calibrated to the emission threshold ma lfunction criteria (e.g., 1.5 times the standard) in section (f)(1.2.1)(A) to detect a malfunction before emissions exceed 1.5 times the applicable standards . For purposes of fuel system testing, the fault(s) induced may resultin a uniform distribution of fuel and air among the cylinders. Non-uniform di stribution of fuel and air used to induce a fault may not cause misfire. (B) For engines with feedback based on a secondary fuel control sensor(s) and subject to the malfunction criter ia in section (f)(1.2.1)(B), 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 manufactu rer and calibrated to the emission threshold malfunction criteria (e.g., 1.5 times the standard) in section (f)(1.2.1)(B) to detect a malfunction bef ore emissions exceed 1.5 times the applicable standards. (C) For engines subject to the malfuncti on criteria in section (f)(1.2.1)(C) (monitoring of air-fuel ratio cylinder imbalance faults), the manufacturer shall perform a test at the malfuncti on limit(s) calibrated to the emission threshold malfunction criteria (e.g., 1.5 times the standard) in section (f)(1.2.1)(C). The manufacturer shall perform the test at the rich limit and

another test at the lean limit with a f ault induced on the worst case cylinder for each limit. The manufacturer shall submit data and/or analysis demonstrating that a fault of the cyli nder(s) will result in the worst case

emissions for each malfunction limit. (C)(D) For other fuel metering or c ontrol systems, the manufacturer shall perform a test at the criteria limit(s). (D)(E) For purposes of fuel system testing, the fault(s) induced may result in a

uniform distribution of fuel and ai r among the cylinders. Non-uniform

distribution of fuel and air used to induc e a fault may not cause misfire. In127 conducting the fuel system demonstrat ion tests, the manufacturer may use computer modifications to caus e the fuel system to operate at the

malfunction limit if the manufacture r can demonstrate to the Executive Officer that the computer modifications produce test results equivalent to

an induced hardware malfunction.
(3.2.2) Misfire: The manufacturer shall perform a test at the malfunction criteria

limit calibrated to the emission thre shold malfunction criteria (e.g., 1.5 times the standard) 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 emission threshold ma lfunction criteria (e.g., 1.5 times the standard) in sections (f)(3.2.1) and (f)(3.2.2).
(3.2.4) Cold Start Emission Reduction Strategy: The manufacturer shall perform a

test at the malfunction limit calibrated to the emission threshold malfunction criteria (e.g., 1.5 times the standard) 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 perform a test at each flow

limit calibrated to the emission thres hold malfunction criteria in sections (f)(5.2.1) and (f)(5.2.2).
(3.2.6) Catalyst: The manufacturer shall perform a test using a catalyst system

deteriorated to the emission threshold malfunction criteria (e.g., 1.5 times the standard) 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 system at its maximum level of deterioration (i.e., the substrate(s) completely remo ved 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 te st with all primary oxygen sensors (conventional switching sensors and wide range or universal sensors) used for fuel control simultaneously possessing a response rate

deteriorated to the malfunction criter ia limit calibrated to the emission threshold malfunction criteria (e.g., 1.5 times the standard) in section (f)(8.2.1)(A). For conventional switching sensors, the manufacturer shall perform a test for each of the following malfunctions (1) the single worst case response rate malfunction among all symmetric and asymmetric patterns required by section (f)(8 .2.1)(A), and (2) the worst case asymmetric response rate malfunction that results in delays during

transitions from rich-to-lean or lean- to-rich sensor output. For wide range or universal sensors, the manufacturer shall perform a test for each of the following malfunctions: (1) the single wo rst case response rate malfunction among all symmetric and asymmetric patterns required by section (f)(8.2.1)(A), and (2) the symmetric re sponse rate malfunction that results in delays during transitions from ri ch-to-lean and lean-to-rich sensor output. For systems where the same response rate pattern meets the criteria of (1) and (2) above, only one dem onstration test is required. For the response rate patterns not tested, the manufacturer is required to provide the data and/or engineering anal ysis used to determine that the128 tested response pattern for criterion (1) will result in the worst case emissions compared to all the other response rate malfunctions. Manufacturers shall also perform a test for any other oxygen sensor parameter under sections (f)(8.2.1)(A ) and (f)(8.2.2)(A) that can cause engine emissions to exceed the emissi on threshold malfunction threshold criteria (e.g., 1.5 times the applicable standards due to a shift in air/fuel ratio at which oxygen sensor swit ches, decreased amplitude). When performing additional test(s), all primary and secondary (if applicable) oxygen sensors used for fuel control shall be operating at the malfunction criteria limit for the applicable param eter only. All other primary and secondary oxygen sensor parameters sh all be with normal characteristics. (B) For engines utilizing sensors other than oxygen sensors for primary fuel control (e.g., hydrocarbon sensors), the manufacturer shall submit, for Executive Officer approval, a demonstration test plan for performing testing of all of the sensor paramet ers that can cause engine emissions to exceed the emission threshold malfunction threshold criteria (e.g., 1.5 times the applicable standards). The Executive Officer shall approve the plan if it is determined that it will provide data that will assure proper performance of the diagnostics of the sens ors, 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 emission threshold malfunction criteria (e.g., 1.5 times t he FTP standard) in sections (f)(9.2.1) and (f)(9.2.2). 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 demonstrate to the Executive Officer that the computermodifications produce test results equivalent to an induced hardware malfunction.
(3.2.9) For each of the testing requirements ofsection (i)(3.2), if the manufacturer has established that only a functional check is required because no failure or deterioration of the specific te sted system could result in an engine’s emissions exceeding the emission thresh old malfunction criteria (e.g., 1.5 times any of the applicable standards), the manufacturer is not required to perform a demonstration test; however the manufacturer is required to provide the data and/or engineering analysi s 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 shall conduct demonstration tests for all other emission control components (e.g., hydrocarbon traps, adsorbers) desi gned and calibrated 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 required because no failure or deterioration of the specific te sted system could result in an engine’s emissions exceeding the emission thresh old malfunction criteria (e.g., 1.5 times any of the applicable standards), the manufacturer is not required to perform a demonstration test; however the manufacturer is required to129 provide the data and/or engineering analysi s used to determine that only a functional test of the system(s) is required.
(3.4) The manufacturer may electronically si mulate deteriorated components if the

manufacturer can demonstrate to the Ex ecutive Officer that the computer modifications produce test results equivalent to an induced hardware malfunction but may not make any engine control unit modifications (unless otherwise provided above or exempted pursuant to this section) when performing demonstration tests. All equi pment necessary to duplicate the demonstration test must be made available to ARB upon request. A manufacturer may request Executive Officer approval to electronically simulate a deteriorated component wit h engine control unit modifications. The Executive Officer shall approve the request upon determining the

manufacturer has submitted data and/or engineering analysis demonstrating that is technically infeasible, very diffi cult, and/or resource intensive to implant

the fault with modifications exte rnal to the engine control unit.
(3.5) For each of the testing requirements of (i)(3), when 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 Bank 2, separate NOx converting catalysts on parallel exhaust banks) shall be simultaneously

deteriorated to the malfunction criteria limit. Components or systems in series or used for different purposes (e.g., upstream and downstream exhaust gas sensors in a single exhaust bank, separate high pressure and low pressure EGR systems) may not be simultaneouslydeteriorated to the malfunction

criteria limit.
(3.6) For each of the testing requirements undersection (i)(3), if the manufacturer has established that only a functional c heck is required because no failure or deterioration of the specific tested system could result in an engine’s emissions exceeding the emission thres hold malfunction criteria (e.g., 1.5 times the standards), the manufactu rer is not required to perform a demonstration test; however the manufactu rer is required to provide the data and/or engineering analysis used to determi ne that only a functional test of the system(s) is required.
(4) Testing Protocol:
(4.1) Preconditioning:.The manufacturer may request Executive Officer approval to use a preconditioning cycle prior to conducting each of the above emission

tests. The Executive Officer shall approve the request upon determining that a manufacturer has provided data and/or engineering evaluation that demonstrate that the preconditioning is necessary to stabilize the emission control system. The manufacturer may also request Executive Officer approval to use an additional identical preconditioning cycle following a 20 minute hot soak after the initial preconditioning cycle. The Executive Officer shall approve the request upon determining that a manufacturer has provided data and/or engineering evaluation that demonstrate that the additional preconditioning is necessary to stabilize the emission control system. 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 system or component to be tested before130 conducting the second preconditioning cycle. The manufacturer may not replace, modify, or adjust the syst em or component after the last preconditioning cycle has taken place.
(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 malfunction criteria limit(s) prior to conducting the applicable emission test (or preconditioning, if approved).
(4.2.2) The test engine shall be operated over the first engine start of the FTP emission test (i.e., the cold start) ora SET cycle to allow for the initial detection of the tested system or co mponent 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 conducting this test cycle (e.g., for tw o-trip monitors that only run during cold starts).
(4.2.3) The test engine shall then be operated over the second engine start of the FTP emission test (i.e., the hot start) or an SET emission test. The second SET cycle may be omitted from the testing protocol if it is unnecessary (e.g., one-trip fault detecti on 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 end of the cold start FTP cycle in section (i)(4.2.3), the end ofthe warm start FTP cycle in section (i)(4.2.3)). If the data cannot be colle cted immediately prior to engine shut-down, the data shall be colle cted immediately after engine shutdown.
(4.3.2) The manufacturer shall be requir ed 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 seconds 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 data.
(4.4) A manufacturer required to test more than one test engine (section (i)(2.2)) may utilize internal calibration sign-off test procedures (e.g., forced cool downs, less frequently calibrated emission analyzers) instead of official test procedures to obtain the emission test dat a required in section (i) for all but one of the required test engines. The m anufacturer may elect this option if the data from the alternative test pr ocedure are representative of official

emission test results. Manufacturers us ing this option are still responsible for meeting the malfunction criteria specif ied in sections (e) through (g) when emission tests are performed in accor dance with official test procedures.
(4.5) A manufacturer may request Executive Officer approval 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 request the use of an alternate engine dynamometer test cycle or the use of chassis testing to131 demonstrate proper MIL illumination. In evaluating the manufacturer's request, the Executive Officer shall consider the technical necessity for using an alternate test cycle and the degree to which the alternate test cycle demonstrates that in-use operati on with the malfunctioning component will properly result in MIL illumination.
(5) Evaluation Protocol:
(5.1) Full OBD engine ratings subject to secti ons (d)(7.1.1), (d)(7 .2.2), or (d)(7.3) shall be evaluated according to the following protocol.
(5.1.1) For all tests conducted under section (i ), the MIL shall be illuminated upon detection of the tested system or co mponent malfunction before the end of the emission test specified in (i)(4.2.3) in accordance with the requirements of sections (e) through (g).
(5.1.2) If the MIL illuminates prior to emi ssions exceeding the applicable emission threshold malfunction criteria specified in sections (e) through (g), no further demonstration is required. Wi th respect to the misfire monitor demonstration test, if a manufacturer has elected to use the minimum

misfire malfunction criteria of one percent as allowed in sections (e)(2.2.2)(A) and (f)(2.2.2)(A), no furtherdemonstration is required if the MIL illuminates with misfire implanted at the malfunction 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 not acceptable. (A) Except for testing of the cata lyst (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 )), iIf the MIL first illuminates after emissions exceed the applicable emission threshold malfunction criteria specified in sections (e) through (g), the test engine shall be retested with the tested system or component adjusted so t hat the MIL will illuminate before without emissions exceeding the applicable emission threshold malfunction criteria specified in secti ons (e) through (g). If the system or component cannot be adjusted to meet this criterion because a default fuel or emission control strategy is used when a malfunction is detected (e.g., open loop fuel control used after an oxygen sensor malfunction is determined), the test engine shall be retested with the system or component adjusted to the worst a cceptable limit (i.e., the applicable monitor indicates the system or component’s is performanceing is passing but at the closest possible value relati ve to the monitor threshold value at

which a fault would be detected that w ould invoke the default strategy and illuminate the MILor slightly better t han the malfunction criteria). The manufacturer may request the Executive Officer to accept test data when the system or component’s performance is at the worst acceptable limit within a margin of error necessary to accommodate testing variability and/or other practical limitations in setting the performance at the absolute worst acceptable limit. The Executive Officer shall accept the test data upon determining that the test data adequately demonstrate that emissions do not exceed the applicable ma lfunction criteria at the tested worst acceptable limit and that em issions will not exceed the applicable

emission threshold malfunction criter ia before performance exceeds the

monitor threshold for fault detecti on. When tested with the component132 adjusted to the worst acceptable limi t, the MIL must not illuminate during the test and the engine emissions must be below the applicable malfunction criteria specified in secti ons (e) through (g). These provisions shall only apply to testing of 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 on-board computer invokes a

default fuel or emission control stra tegy upon detection of the relevant catalyst malfunction. Otherwise, the provisions of section (i)(5.1.3)(B) shall apply to testing of the ca talyst or PM filter system. (B) Except as provided for in section (i)(5 .1.3)(A), iIn 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 exceed t he applicable emission threshold(s) malfunction criteria specified in secti ons (e) and (f), the tested engine shall

be retested with a less deteriorated catal yst/PM filter system (i.e., more of the applicable engine out pollutants are converted or trapped). Adjustment and testing of the catalystor PM filter system’s performance may be repeated until successful results are obtained. For the OBD system to be approved, testing sha ll be continued until either of the following conditions are must be satisfied by the test results: (i) The MIL is illuminated and emissions do not exceed the emission thresholds malfunction criteria specifi ed in sections (e) or (f); or (ii) The manufacturer demonstrates that the MIL illuminates within the upper and lower limits of the threshol d malfunction criteria identified

below. The manufacturer shall demonstrate acceptable limits by continuing testing until The demons tration shall be deemed appropriate

when the test results show:

a. The MIL is illuminated and emissions exceed the emission thresholds malfunction criteria specified in sections (e) or (f) by 10 20 percent or less of the applic able standard (e.g., emissions are less than 1.85 2.2 times the applicable standard for an emission

threshold malfunction criterion of1.75 2.0 times the standard); and

b. The MIL is not illuminated and emissions are below the emission thresholds malfunction criteria specified in sections (e) or (f) by no more than 20 percent of the st andard (e.g., emissions are between 1.55 1.8 and 1.75 2.0 times the app licable standard for an emission

threshold malfunction criterion of 1.75 2.0 times the standard).
(5.1.4) If an OBD system is determined unaccept able by the above criteria, the manufacturer may recalibrate and retest the system on the same test engine. In such a case, the manufacture r must confirm, by retesting, that all systems and components that were test ed prior to recalibration and are affected by the recalibration functi on properly under the OBD system as

recalibrated.
(5.2) OBD child ratings subject to sections (d)(7.1.2) or (d)(7.2 .3) (i.e., extrapolated OBD) shall be evaluated according to the following protocol.
(5.2.1) For all tests conducted under section (i), the MIL shall be illuminated upon detection of the tested system or co mponent malfunction before the end of the emission test specified in (i)(4.2 .3) in accordance with the malfunction133 criteria established by the manufacturer under sections (d)(7.1.2) and (d)(7.2.3).
(5.2.2) Except for testing of the catalyst or PM filter system, if the MIL first illuminates after the tested component orsystem significantly exceeds the applicable malfunction criteria establis hed by the manufacturer, the test engine shall be retested with the test ed system or component adjusted so that the MIL will illuminate at the applic able malfunction criteria established by the manufacturer.
(5.2.3) In testing the catalyst or PM filter system, if the MIL first illuminates after the tested component or system signi ficantly exceeds the applicable malfunction criteria established by the manufacturer, the tested engine

shall be retested with a less deteriorat ed catalyst/PM filter system (i.e., more of the applicable engine out pollu tants are converted or trapped). For the OBD system to be approved, te sting shall be continued until either of the following conditions are satisfied: (A) The MIL is illuminated and the test ed component or system is at the applicable malfunction criteria estab lished by the manufacturer; or (B) The manufacturer demonstrates thatthe MIL illuminates within the upper

and lower limits of the threshold identified below. The manufacturer shall demonstrate acceptable limits by conti nuing testing until the test results

show: (i) The MIL is illuminated and monitoring results indicate the tested component or system exceeds the ma lfunction criteria established by the manufacturer by 10 percent or less of the monitored parameter;

and (ii) The MIL is not illuminated and moni toring results indicate the tested component or system is below the ma lfunction criteria established by the manufacturer by 10 percent or less of the monitored parameter.
(6) Confirmatory Testing:
(6.1) ARB may perform confirmatory testi ng to verify the emission test data submitted by the manufacturer under the requirements of section (i) comply with the requirements of section (i) and the malfunction criteria identified in sections (e) through (g). This confi rmatory testing is limited to the engine rating represented by t he demonstration engine(s).
(6.2) ARB or its designee may install appropria tely deteriorated or malfunctioning components (or simulate a deteriorated or malfunctioning component) in an otherwise properly functioning test engi ne of an engine rating represented by the demonstration test engine(s) in orderto test any of the components or systems required to be tested in section (i). Upon request by the Executive Officer, the manufacturer shall make available an engine and all test equipment (e.g., malfunction simulators, deteriorated components) 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 engine data submitted by the manufacture r for the specific engine rating.

(j) Certification Documentation.
(1) When submitting an application for certif ication of an engine, the manufacturer shall submit the following documentation. If any of the items listed below are134 standardized for all of a manufacturer’s engines, the manufacturer may, for each model year, submit one set of documents covering the standardized items for all of its engines.
(1.1) For the required documentation notstandardized across all engines, the manufacturer may propose to the Executive Officer that it be allowed to

submit documentation for certification from one engine that is representative of other engines. The Executive Officer shall approve the engine as representative if the engine possesses the most stringent exhaust emission standards and OBD monitoring requirement s and covers all of the emission control devices for the engines covered by the submitted documentation. Upon approval, this grouping shall be known as an “OBD certification documentation group”.
(1.2) With Executive Officer approval, one or more of the documentation requirements of section (j) may be wa ived or modified if the information required would be redundant or unnece ssarily burdensome to generate.
(1.3) To the extent possible, the certif ication documentation shall use SAE J1930 or J2403 terms, abbreviations, and acronyms.
(2) The following information shall be subm itted as part of the certification application. Except as provided belowfor demonstration data, the Executive

Officer will not issue an Executive Order ce rtifying the covered engines without the information having been provided. The information must include:
(2.1) A description of the functional operat ion of the OBD system including a complete written description for each m onitoring strategy that outlines every step in the decision-making process of the monitor. Algorithms, diagrams, samples of data, and/or other graphica l representations of the monitoring strategy shall be included where necessary to adequately describe the

information.
(2.2) A table, in the standardized format deta iled in Attachment C of ARB Mail-Out #MSC 09-22 July 7, 2009, incorporated by reference.
(2.2.1) The table must include the following information for each monitored component or system (either compute r-sensed or -controlled) of the emission control system: (A) Corresponding fault code (B) Monitoring method or procedure for malfunction detection (C) Primary malfunction detection param eter and its type of output signal (D) Fault criteria limits used to eval uate output signal of primary parameter (E) Other monitored secondary paramet ers and conditions (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 values and input component rationality checks
(2.2.2) Wherever possible, the table sha ll use the following engineering units: (A) Degrees Celsius (  C) for all temperature criteria (B) KiloPascals (KPa) for all pressure criteria related to manifold or atmospheric pressure (C) Grams (g) for all intake air mass criteria135 (D) Pascals (Pa) for all pressure crit eria related to evaporative system vapor

pressure (E) Miles per hour (mph) for all vehicle speed criteria (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) Milligrams per stroke (mg/stroke) fo r all fuel quantity-based per ignition event criteria for diesel engines, and P per crankshaft revolution (/rev) for all other changes per ignition event bas ed criteria (e.g., airflow in g/rev instead of g/stroke or g/firing) for gasoline and diesel engines (I) Per second (/sec) for all changes per time based 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 evaluation of the enable criteria

and malfunction criteria for each moni tored emission-related component or system. (2.4) Emission test data, a description of the testing sequence (e.g., the number and types of preconditioning cycles), t he 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 section (i). The Executive Officer may approve conditional certification of an engine prior to the submittal of this data for ARB review and approval. Factors to be considered by the Executive Officer in approving the late

submission of information identified in se ction (j)(2.4) shall include the reason for the delay in the data collection, the length of time until data will be available, and the demonstrated previ ous success of the manufacturer in submitting the data prior to certification.
(2.5) For gasoline engines, data supporting t he misfire monitor, including:
(2.5.1) The established percentage of misfir e that can be tolerated without damaging the catalyst over t he 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 speed and load operating range as detailed in ARB Mail-Out #M SC 09-22 for the following misfire patterns: random cylinders misfiring at the malfunction criteria established in section (f)(2.2.2), one cylinder continuously misfiring, and paired cylinders continuously misfiring.
(2.5.3) Data identifying all disablement of mi sfire monitoring that occurs during the FTP. For every disablement that occurs during the cycles, the data shouldshall identify: when the disablementoccurred relative to the driver’s trace, the number of engine revolu tions that each disablement was present for, and which disable conditi on documented in the certification application caused the disablement. The number of 1000-revolution intervals completed and the number of 1000-revoluation intervals in which

the FTP misfire threshold was exceeded s hall also be identified. The data

shall be submitted in the standardized format detailed in Attachment A:

Misfire Disablement and Detection Chart of ARB Mail-Out #MSC 09-22.136 (2.5.4) Manufacturers are not required to use the durability demonstration engine

to collect the misfire data for sect ions (j)(2.5.1) through (2.5.3).
(2.6) Data supporting the limit for the ti me between engine starting and attaining the designated heating temperature for after-start heated catalyst systems.For diesel engines subject to t he monitoring requirements of section (e)(2.2.2), data supporting the misfire monitor, including:
(2.6.1) Data demonstrating the probability of detection of misfire events of the misfire monitoring system as detailed in ARB Mail-Out #MSC 09-22 over the required engine speed and load operating range for the following misfire patterns: random cylinders misfiring at t he malfunction criteria specified in section (e)(2.2.2), one cylinder conti nuously misfiring, and paired cylinders continuously misfiring.
(2.6.2) Data identifying all disablement of misfire monitoring that occurs during the EPA Urban Dynamometer Driving Schedule for Heavy-Duty Vehicles specified in 40 CFR Part 86, Appendix I (d). For every disablement that occurs during the cycle, the data s hall identify: when the disablement

occurred relative to the driver’s trac e, the number of engine revolutions that each disablement was present for, and which disable condition documented in the certification application caus ed the disablement. The number of 1000- revolution intervals completed and the number of 1000-revoluation intervals in

which the misfire threshold was exceeded shall also be identified. The data

shall be submitted in the standardized format detailed in Attachment A:

Misfire Disablement and Detection Chart of ARB Mail-Out #MSC 09-22.
(2.7) Data supporting the criteria used to detect a malfunction of the fuel system, EGR system, boost pressure control system, catalyst, NOx adsorber, PM filter, cold start emission reduction strategy, secondary air, evaporative system, VVT system, exhaust gas sensors, and other emission controls which causes emissions to exceed the applicabl e malfunction criteria specified in sections (e), (f), and (g). For diesel engine monitors in sections (e) and (g) that are required to indicate a malfunction before emissions exceed an emission threshold based on any applicable standard (e.g., 1.5 times any of the applicable standards), the test cycle and standard determined by the manufacturer to be the most stringent for each applicable monitor in accordance with section (d)(6.1) and t he 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 output signals (including those not monitored by the OBD system) that identifies which signals are monitored by the OBD system. For input and out put signals that are monitored as comprehensive components, the listing sha ll also identify the specific fault code for each malfunction criteria (e.g., out of range low, out of range high, open circuit, rationality low, rationality high).
(2.9) A written description of all paramet ers and conditions necessary to begin closed-loop/feedback control of emissi on control systems (e.g., fuel system, boost pressure, EGR flow, SCR reductantdelivery, PM filter regeneration, fuel system pressure).
(2.10) A written identification of the communication protocol utilized by each engine

for communication with an SAE J1978/J1939 scan tool.137 (2.11) A pictorial representation or writt en description of the diagnostic connector and its location including any covers or labels.
(2.12) A written description of the method us ed by the manufacturer to meet the requirements of section (g)(2) for CV system monitoring including diagrams or pictures of valve and/or hose connections.
(2.13) A written description of each AECD utiliz ed by the manufacturer including the sensor signals and/or calculated values used to invoke each AECD, the engineering data and/or analysis demonstr ating the need for such an AECD, the actions taken when each AECD is activated, the expected in-use frequency of operation of each AECD, t he expected emission impact from each AECD activation, and , for diesel engines, the identification of each AECD that has been determined by the m anufacturer 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 in section (h)(6) (e.g., the AECD of “engine overheat protection as dete rmined by coolant temperature greater than...” is an EI-AECD and is reported as EI-AECD #1 to a generic scan tool).
(2.14) A written description of each NOx and PM NTE deficiency and emission carve-out utilized by the manufacture r including the sensor signals and/or calculated values used to invoke each NTE deficiency or carve-out, the engineering data and/or analysis demonstr ating the need for such an NTE deficiency or carve-out, the actions taken when each NTE deficiency or carve-out is activated, the expect ed in-use frequency of operation of each NTE deficiency or carve-out, and the expected emission impact from each NTE deficiency or carve-out activation.
(2.15) Build specifications provided to engi ne purchasers or chassis manufacturers detailing all specifications or limit ations imposed on the engine purchaser relevant to OBD requirements or em ission compliance (e.g., allowable MIL locations, connector location specifications, cooling system heat rejection rates). A description of the method orcopies of agreements used to ensure engine purchasers or chassis manufacturers will comply with the OBD and emission relevant build specifications (e.g., signed agreements, required audit/evaluation procedures).
(2.16) A cover letter identifying all concerns and deficiencies applicable to the equivalent previous model year engine, and the changes and/or resolution of each concern or deficiency for the curr ent model year engine, and all other known issues that apply to the currentmodel year engine (e.g., concerns or deficiencies of another engine that also apply to this engine).
(2.17) A checklist of all the malfunction criteriain sections (e), (f), and (g) and the corresponding diagnostic noted by fault code for each malfunction criterion.

The formats of the checklists are detailed in Attachments G and H of ARB Mail-Out #MSC 09-22, July 7, 2009, incorporated by reference.
(2.18) Any other information determined by the Executive Officer to be necessary to demonstrate compliance with the requirement s of this regulation. A list of all components/systems required to track and report in-use performance under section (d)(3.2.1), the corresponding diagnostic(s) noted by fault code used to

increment the numerator for each co mponent/system, and a description of the incrementing specifications for the in -use monitor performance numerator and denominator for each diagnostic.138 (2.19) A list of the test results required to be made available under section (g)(4.5) and the corresponding diagnostic(s) noted by fault code for each test result.
(2.20) A timeline showing the start of engi ne production and the start of vehicle production for the engine family, and the required deadlines for production vehicle evaluation testing of the st andardized requirements (according to section (l)(1.2)) and the monitori ng requirements (according to section (l)(2.1)).
(2.18)(2.201) Any other information determined by the Executive Officer to be necessary to demonstrate complianc e with the requirements of this regulation.

(k) Deficiencies.
(1) The Executive Officer, upon receipt of an application from the manufacturer, may certify OBD systems installed on engi nes even though the systems do not comply with one or more of the requirem ents of title 13, CCR section 1971.1. In granting the certification, the Executive Officer shall consider the following factors: the extent to which the requi rements of section 1971.1 are satisfied overall based on a review of the engine applications in question, the relative performance of the resultant OBD system compared to systems fully compliant with the requirements of section 1971.1, and a demonstrated good-faith effort on the part of the manufacturer to: (1) meet the requirements in full by evaluating and considering the best available monitoring technology; and (2) come into compliance as expeditiously as possible. The Executive Officer may not grant certification to an engine in which t he reported noncompliance for which a deficiency is sought would be subject to ordered recall pursuant to section 1971.5(d)(3)(A).
(2) For 2013 and subsequent model year engines, manufacturers of OBD systems for which deficiencies have been granted are subject to fines pursuant to section 43016 of the California Health and Safety Code. The specified fines apply to: (1) the third and subsequently identified defici ency(ies), ordered according to section (k)(3), and (2) a monitoring system def iciency where 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 any of the monitoring requirements specified in sections (e), (f), and (g)(4), and $25 per deficiency per engine for non-compliance with any other r equirement of section 1971,1. In determining the identified orderof deficiencies, deficiencies subject to a $50 fine are identified first. Total fines per engi ne under section (k) may not exceed $500 per engine and are payable to the State Treas urer 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 tocarry-over a deficiency, the Executive

Officer shall consider the factors ident ified in section (k)(1) including the manufacturer’s progress towards correct ing the deficiency. The Executive Officer may not allow manufacturers to ca rry over monitoring system deficiencies for more than two model years unless itcan be demonstrated that substantial engine hardware modifications and additional lead time beyond two years would139 be necessary to correct the deficiency, in which case the Executive Officer shall allow the deficiency to be carried over for three model years.
(5) Except as allowed in section (k)(6), def iciencies may not be retroactively granted

after certification.
(6) Request for retroactive deficiencies
(6.1) During either the first 6 months afte r commencement of the start of engine production or the first 36 months after commencement of the start of vehicle production, whichever is later, manufacturers may request that the Executive Officer grant a deficiency and amend an engine’s certification to conform to the granting of the deficiencies for eac h aspect of the monitoring system: (a) identified by the manufacturer (during te sting required by section (l)(2) or any other testing) to be functioning differentthan the certified system or otherwise not meeting the requirements of anyaspect of section 1971.1; and (b) reported to the Executive Officer. If the Executive Officer grants the deficiency(ies) and amends t he certification, the approval would be retroactive to all affected engines within the engine family.
(6.2) Executive Officer approval of the request for a retroactive 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 i dentified problem before commencement of production.
(6.3) In granting the amended certification, the Executive Officer shall include any approved post-production deficiencies t ogether with all previously approved deficiencies in computing fines in accordance with section (k)(2).
(7) For 2013 through 2015 model year engines thatutilize PM sensors for PM filter filtering performance monitoring (secti on (e)(8.2.1)), in cases where the deficiency is for a monitor required to detect malfunctions of the PM filter filtering performance (section (e)(8.2.1)), the PM s ensor (section (e)(9.2.2)), or the PM sensor heater (section (e)(9.2.4)), the deficiency shall be exempt from the specified fines of section (k)(3) and t he deficiency shall not be included in the count of deficiencies used in (k)(2) todetermine the number of deficiencies subject to fines.
(8) For hybrid vehicles:
(8.1) For 2014 model year hybrid vehicles prev iously certified with deficiencies for the 2013 model year, the 2014 model year shall be considered the first model year for the deficiency with regards to the carry-over provisions in section (k)(4).
(8.2) For deficiencies related to issues with the implementation ofthe hybrid system or of the hybrid system itself on 2013 through 2015 model year engines, two additional deficiencies shall be exempt fr om the specified fines of section (k)(3) and the deficiencies shall not be included in the count of deficiencies used in (k)(2) to determine the number of deficiencies subject to fines.
(7)(9) Any OBD system installed on a producti on engine/vehicle that fails to conform with the certified OBD system for that engi ne/vehicle or otherwise fails to meet the requirements of section 1971.1 and has not been granted a deficiency pursuant to the provisions of secti on (k)(1) through (k)(6) are considered noncompliant. The engines/vehicles are subject to enforcement pursuant to140 applicable provisions of the Health and Safety Code and title 13, CCR section

1971.5.

(l) Production Engine/Vehicle Evaluation Testing.
(1) Verification of Standardized Requirements.
(1.1) Requirement: Manufacturers shall perform testing to verify that 2013 and subsequent model year production engines installed in vehicles meet the requirements of section (h)(3) and (h)(4) relevant to proper communication of required emission-related messages to an SAE J1978/J1939 scan tool.
(1.2) Selection of Test Vehicles:
(1.2.1) Engine manufacturers shall perform this testing every 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, the manufacturer shall test each unique production vehicle in that engine family. Manufacturers shall perform this testing no later than eitherthree months after the start of engine production or one month after t he start of vehicle production, 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 with the standardization requirements of secti on (h) (e.g., communication protocol message timing, number of supported data stream parameters, engine

and vehicle communication network arch itecture) in the representative

vehicle are identical to all others in the group and that any differences in the production vehicles are not relevant with respect to meeting the criteria in section (l)(1.4).
(1.2.2) For 2016 and subsequent model year engines, the Executive Officer shall reduce the maximum required number ofvehicles to be tested from ten per engine family to five per engine family for a manufacturer based on the demonstrated previous success of the manufacturer to meet the requirements of section (l)(1). For purposes of this requirement, a manufacturer shall be determined to be successful in meeting the requirements of section (l)(1) if zero vehicles fail the testing required by section (l)(1) for two consecutive years.
(1.2.3) For 2019 and subsequent model year engines, the Executive Officer shall further reduce the maximum required num ber of vehicles to be tested to three per engine family for a manuf acturer based on the demonstrated previous success of the manufacturer to meet the requirements of section (l)(1). For purposes of this requirement, a manufacturer shall be determined to be successful in meeting t he requirements 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 for submittal of data from one or more of the production v ehicles if data have been previously submitted for all of the production vehicles. Manufacturers may request Executive Officer approval to carry over data collected in previous model years. The Executive Officer shall approve the request upon finding that141 the software and hardware designed to comply with the standardization requirements of section (h) are identical to the previous model year and no other hardware or software changes that affect compliance with the standardization requirements have been made.
(1.3) Test Equipment: For the testing required in section (l)(1), manufacturers shall

utilize an off-board device to conduct the te sting. Prior to conducting testing, manufacturers are required to request and receive Executive Officer approval

of the off-board device that the manuf acturer will use to perform the testing.
(1.3.1) For vehicles using the ISO 15765-4 protocol for the standardized functions required in section (h), the Exec utive Officer shall approve the request upon determining that the manufac turer has submitted data, specifications, and/or engineering analysi s that demonstrate that the offboard device meets the minimum r equirements to conduct testing according to SAE J1699-3 using the software developed and maintained for the SAE J1699-3 committee and available through www.sourceforge.netand SAE J2534 compliant hardware configured specifically for SAE J1699-3 testing.
(1.3.2) For vehicles using the SAE J1939 prot ocol for the standardized functions required in section (h), the Exec utive Officer shall approve the request upon determining that the manufac turer has submitted data, specifications, and/or engineering analysi s that demonstrate 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 to 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-re lated on-board computers and any

SAE J1978/J1939 scan tool in accor dance with the requirements of section (h) and the applicable ISO and SAE specifications including specifications for physical layer, net work layer, message structure, and message content. (1.4.3) The testing shall further verify that the following information can be properly communicated to any SAE J1978/J1939 scan tool: (A) The current readiness status from all on-board computers required to support readiness status in a ccordance with SAE J1979/J1939-73 and section (h)(4.1) in the key on, engine off position and while the engine is running; (B) The MIL command status while the MIL is commanded off and while the

MIL is commanded on in accordance with SAE J1979/J1939 and section (h)(4.2) in the key on, engine off position and while the engine is running, and in accordance with SAE J1979/J1939 and sections (d)(2.1.2) during the MIL functional check and, if app licable, (h)(4.1.36) during the MIL readiness status check while the engine is off;142 (C) All data stream paramet ers required in section (h)(4.2) in accordance with SAE J1979/J1939 including, if applicable, the proper identification of each data stream parameter as support ed 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, confirmed, pending, MIL-on, and previously MIL-on) in accor dance with SAE J1979/J1939-73 (including correctly indicating the number ofstored fault codes and MIL command status (e.g., Mode/Service $01, PID $01, Data A for SAE J1979)) and section (h)(4.4) for each diagnostic and emission critical electronic powertrain control unit;
(1.4.4) The testing shall also verify t hat the on-board computer(s) can properlyrespond to any SAE J1978/J1939 scan tool request to clear emissionrelated fault codes and reset readiness status in accordance with section (h)(4.10).
(1.5) Reporting of Results:
(1.5.1) The manufacturer shall submit to the Executive Officer the following, based on the results of testing: (A) If a variant meets all the requirements of section (l)(1.4), the test results (i.e., the test log file) and a statement specifying that the variant passed all the tests, or (B) If any variant does not meet the requi rements of section (l)(1.4), a written report to the Executive Officer for approv al 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 Executive Officer in approving the proposed corrective action shall include 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-inspection 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 the proposed corrective action.
(1.5.2) Upon request of the Executive Officer, a manufacturer shall submit a report of the results of any testing conducted pursuant to section (l)(1) to

the Executive Officer for review.
(1.5.3) In accordance with section (k)(6), manufacturers may request Executive Officer approval for a retroactive deficiency to be granted for items identified during this testing.
(1.6) Alternative Testing Protocols. M anufacturers may request Executive Officer approval to use other testing protocols. The Executive Officer shall approve the protocol if the manufacturer can demonstrate that the alternate testing methods and equipment provide an equivalent level of verification of compliance with the standardized requirem ents to the requirements of section (l)(1).143 (2) Verification of Monitoring Requirements.
(2.1) No later than either six months after the start of engine production or three six months after the start of vehicle producti on, whichever is later, manufacturers shall conduct a complete evaluation of the OBD system of one or more production vehicles (test vehicles) and subm it 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 demonstration in section (j), the manufacturer shall eval uate one production vehicle equipped with an engine from the same engine familyand rating as the demonstration engine. The Executive Officer shall select the specific 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 for submittal of

evaluation results from one or more ofthe test vehicles 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 t he ability of the OBD system on the selected production vehicle to detect a malfunction, illuminate the MIL, and, where applicable, store an appropr iate fault code readable by a scan tool conforming to SAE J1978/J1939 when a malfunction is present and the monitoring conditions have been satisfied for each individual diagnostic required by title 13, CCR section 1971.1.
(2.3.2) The evaluation shall verify that malfunctions detected by non-MIL illuminating diagnostics of components used to enable any other OBD system diagnostic (e.g., fuel level senso r) will not inhibit the ability of other OBD system diagnostics to properly detect malfunctions.
(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 electronically simulated but internal on-board computer hardw are or software changes may not be

used to simulate malfunctions. For moni tors that are required to indicate a malfunction before emissions exceed an emission threshold based on any applicable standard (e.g., 2.0 times any of the applicable standards), manufacturers are not required to use malfunctioning components/systems set exactly at thei r malfunction criteria limits. Emission testing to confirm that t he malfunction is detected before the appropriate emission standards emissi on threshold malfunction criteria (e.g., 2.0 times the standard) are exceeded is not required.
(2.3.5) Manufacturers shall submit a proposed test plan for Executive Officer approval prior to evaluation testing being performed. The test plan shall identify the method used to induce a malfunction for each diagnostic. If

the Executive Officer determines that t he requirements of section (l)(2) are satisfied, the proposed test plan shall be approved.
(2.3.6) Subject to Executive Officer approval, manufacturers may omit demonstration of specific diagnostics. The Executive Officer shall approve144 a manufacturer's request if the demonstration cannot be reasonably performed without causing physical damage to the vehicle (e.g., on-board computer internal circuit faults) or jeopardizing the safety of personnel performing the demonstration.
(2.3.7) For evaluation of test vehicles sele cted in accordance with section (l)(2.2), manufacturers are not required to demonstrate diagnostics that were previously demonstrated prior to certif ication as required in section (i).
(2.4) Manufacturers shall submit a report ofthe results of all testing conducted pursuant to section (l)(2) to the Executiv e Officer for review. This report shall identify the method used to induce a ma lfunction in each diagnostic, the MIL illumination status, and the fault code(s) stored.
(2.5) In accordance with section (k)(6), manufacturers may request Executive Officer approval for a retroactive defici ency to be granted for items identified during this testing.

(3) Verification and Reporting of In -use Monitoring Performance.
(3.1) Manufacturers are required to collect and report in-use monitoring performance data representat ive of production vehicles (i.e., engine rating and chassis application combination). Manufacturers shall collect and report

the data to ARB within twelve months a fter the production vehicles were first

introduced into commerce.
(3.2) Manufacturers shall separate production v ehicles into 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 t he same or similar 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 vehi cle application. The separate monitoring performance groups shall be based on three classifications: engines intended primarily for line-haul chassis applications, engines intended primarily for urban delivery chassis applications, and all other engines.
(3.3) Manufacturers may request Executive Officer approval to use an alternate grouping method to collect representativ e data. Executive Officer approval shall be granted upon determining t hat the proposed groupings include production vehicles using similar emission controls, OBD strategies, monitoring condition calibrations, and vehicle application driving/usage patterns such that they are expect ed to have similar in-use monitoring performance. If approved by the Executive Officer, the manufacturer may submit one set of data for each of the approved groupings.
(3.4) For each group, the data must include a ll of the in-use performance tracking data reported through SAE J1979/J1939 (i.e ., all numerators, denominators, the general denominator, and the igniti on cycle counter), the engine model year, the engine manufacturer, the engi ne family, the engine serial number, the engine HP rating (for diesels), the engine torque rating (for diesels), the date the data were collected, the odometerreading, the vehicle/chassis VIN,145 the monitoring performance group, and the ECM software calibration

identification number and be in the standardized format detailed in

Attachments D and E of ARB Mail-Out #MSC 09-22.
(3.5) Manufacturers shall submit a plan to the Executive Officer for review and approval that details the types of pr oduction vehicles in each group, the number of vehicles per group to be samp led, the sampling method, the time line to collect the data, and the reporting format. The Executive Officer shall approve the plan upon determining that it pr ovides for effective collection of data from a sample of vehicles that, at a minimum, is fifteen vehicles per group, will likely result in the collect ion and submittal of data within the required time frame, will generate data t hat are representat ive of California drivers and temperatures, and does no t, by design, exclude or include specific vehicles in an attempt to collect data only from vehicles with the highest in-use performance ratios.
(3.6) Upon request of the manufacturer, the Executive Officer 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 gr anting additional time, the Executive Officer shall consider, among other things, information submitted by the manufacturer to justify the delay, sa les 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 is granted, the manufacturer shall additionally be requir ed to submit an interim report within twelve months for data collected up to the time of the interim report.

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

NOTE: Authority cited: Sections 39010, 39600, 39601, 43000.5, 43013, 43016, 43018, 43100, 43101, 43104, 43105, 43105.5, and 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, 39042, 39042.5, 39046, 39047, 39053, 39054, 39058, 39059,-39060, 39515, 39600, -39601, 43000, 43000.5, 43004, 43006, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43150, 43151, 43152, 43153, 43154, 43155, -43156, 43204, 43211, and 43212, Health and Safety Code.