1 FINAL REGULATION ORDER

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

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

strikeout to indicate deletions from the existing regulatory text.

§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 establish ing emission standards and other r equirements 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 computer(s), shall monitor em ission systems

in

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

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

in in

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

(b) Applicability

. E xcept as specified in section (d)(7) and elsewhere in this regulation (title 13, CCR section 1971.1), all 2010 and subsequent model

- year heavy

- duty engines shall be equipped with an OBD system that has been certified by the Executive Officer as

meet ing all applicable requirements of this regulation (title 13, CCR section 1971.1). 1

(c) Definitions

. “Actual life” refers to the entire period that an engine is operated on public roads in California up to the time an engine is retired from use.

“ Alternate

- fuele d 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 altern ate

- fueled engines (i.e., engines 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 gasoline or diesel fuel (e.g., engines with diesel pilot in jection and CNG main injection where engine operation is limited to idle if CNG fuel is not available or engines which use gasoline

- only operation during cold start and CNG

- only operation for the rest of 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, the engines are

1 Unless otherwise noted, all section references refer to section 1971.1 of title 13, CCR.2 considered alternate

- fueled engines only for the por tion of operation 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 alternate

- fueled engine only while operating on CNG and is not subject to the prov isions or relief of this regulation for alternate

- fueled engines while operating exclusively on gasoline).

For alternate

- fueled engines, the manufacturer shall meet the requirements of section (d)(7.5).

“ Alternate phase

- in”, as allowed in section (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 manufa cturer’s projected sales volume of all engines unless specifically stated otherwise in section (e), (f), or (g) ) meeting the new requirements per year by the number of years implemented prior to and including the last year of the scheduled phase

- in and the n 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

- year 20/50 percent scheduled phase

- in would be

calculate d 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 introduced one year before the scheduled phase

in begins would be ca lculated 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 the scheduled phase

- in. The Executive Officer shall consider acceptable any a lternate phase

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

- in and ensures that all engines subject to the phase

- in will comply with the respective requirements no later than two model years foll owing 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 directly above. For example, a 20/50/100 percent scheduled phase

- in during the 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 the 2016

- 2019 model years, the final complianc e 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

yea rs 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 complying until one or two model years following the last year of the scheduled phase

- in. The negative calculation shall be calculated by multiplying the percent 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 requiremen ts in the one year after the final year of the phase

- in by negative two. For example, if 10 percent of a manufacturer’s engines did not comply by the final year 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))3 = - 20. The final compliance volume calculation is the sum of the original compliance volume calculation and the negative calculation. For exam ple, a 20/50/100 percent scheduled phase

- in during 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 201 6

- 2020 model years, the final compliance vo lume 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 exh aust emission standards or family emission limits (FEL), including 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 Regulations (CFR) 86.082

- 2 and 86.094

- 2). “Emission Increasing Auxiliary Emission Control Device (EI

- AECD)” refers to any approved AECD that: reduces the effectiveness 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 not be considered an EI

- AECD. An AECD that does not sense, measure, or calculate any parameter or command or trigger any action, algorithm, or alternate strategy shall not be considered an EI

- AECD. An AECD that is activated solely due to any of the following conditions shall not

be considered an EI

- AECD: (1) operation of the 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 (stor age 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 fuel calibration schedule programmed into the Powertrain Control Module or programmable rea d

- only memory (PROM) when manufactured or when updated by some off

- 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 Regulations (CFR) 86.082

- 2 a nd 86.094

- 2 ). “Emission Increasing Auxiliary Emission Control Device (EI

- AECD)” refers to any approved AECD that: reduces the effectiveness 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. A n AECD that is certified as an NTE deficiency shall not be considered an EI

- AECD. An AECD that does not sense, measure, or calculat e any parameter or command or trigger any action, algorithm, or alternate strategy shall not be considered an EI

- AECD. An AECD that is activated solely due to any of the following conditions shall not

be considered an EI

- AECD: (1) operation of the 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

.4 “Calculated load value” refers to the percent of engine capacity being used and

is defined in Society of Automotive Engineers ( SAE ) J1979 "E/E Diagnostic Test Modes," May 2007 February 2 012 (SAE J1979), incorporated by reference (section (h)(1.4)). For diesel applications, the calculated load value is determined by the ratio of current engine output torque to maximum engine output torque at current engine speed as defined by parameter de finition 5.2.1.7 of SAE J1939

- 71 “Vehicle Application Layer (Through February 2008 May 2010 ),” January 2009 March 2011

. “Confirmed fault code,” for purposes of engines using International Standards Organization (ISO) 15765

- 4, is defined as the diagnostic tro uble code stored when an OBD system has confirmed that a malfunction 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 us ed in the context of monitoring conditions for circuit continuity, lack of circuit continuity, circuit faults, and out

- of

- range values, means monitoring is always enabled, unless alternate enable conditions have been approved by the Executive Officer in ac cordance 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 component is sampled less frequently for control purposes, the signal of the component may instead b e evaluated each time sampling occurs.

“Deactivate” means to turn

- off, shutdown, desensitize, or otherwise make inoperable through software programming or other means during the actual life of the engine. “Diagnostic or emission critical” electronic contro l unit refers to the engine control

unit and any other on

- board electronic powertrain control unit containing software

that: (1) has primary control over any of the monitors required by sections (e)(1) through (f)(9), (g)(1) through (g)(2), and (g)(4) , bu t does not include circuit or

out

- of

- range fault monitors required by sections (e)(9.2.1)(A)(ii), (e)(9.2.1)(B)(ii), (e)(9.2.2)(B), (e)(9.2.4)(B), (f)(8.2.1)(B), (f)(8.2.2)(B), (f)(8.2.2)(D), (f)(8.2.3)(A), (f)(8.2.3)(B), and (g)(1.1.2) ; or (2) excluding except for anti

- lock brake system (ABS) control units or stability/traction control units, : (a) has primary control over the any rationality fault diagnostic s or functional

check for more than two four of the input components or more than two
output compo nents required to be monitored by section (g)(3)

. ; or (b) for 2016 and subsequent model year engines, is field reprogrammable and has primary control over any rationality fault diagnostic or function check for any input or output component required to be m onitored by section (g)(3). For purposes of criteria (1) and (2) above, “primary control” over a monitor means the control unit does any of the following: (a) determines if any enable conditions are satisfied; (b) calculates all or part of the diagnostic decision statistic or metric by which pass or fail decisions are made (e.g., the comparison of a component’s measured or calculated level of performance to a fault threshold); or (c) makes or processes pass or fail decisions (e.g., debounces diagnostic dec ision statistics or commands MIL illumination or fault code storage). Further, f F or purposes of

criteri a on ( 2 ) (a) above, all glow plugs in an engine shall be considered “one” output component in lieu of each glow plug being considered a separate component

.5 Additionally, for purposes of criterion (2)(b) above, “field reprogrammable” means a control unit that is capable of supporting a manufacturer service procedure intended to be executed in a dealership or other vehicle service environment that results in the downloading of new software and/or calibration data into the control unit. “Diesel engine” refers to an engine using a compression ignition thermodynamic cycle. “Driving cycle” is defined as a trip that meets any of the four conditions below: ( a 1 ) Be gins with engine start and ends with engine shutoff; ( b 2 ) Begins with engine start and ends after four hours of continuous engine

- on operation; ( c 3 ) Begins at the end of the previous four hours of continuous engine

- on operation and ends after four hours of continuous engine

- on operation; or ( d 4 ) Begins at the end of the previous four hours of continuous engine

- on operation and ends with engine shutoff. For monitors that run during engine

- off conditions, the period of engine

- off time following engine shutoff and up to the next engine start may be considered part of the driving cycle for conditions ( a 1 ) and ( d 4 ). 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 that has been neither commanded by the vehicle operator nor by the engine control strat egy but caused by an event such as an engine stall may be considered a new driving cycle or a continuation of the existing driving cycle. For engines that are not likely to be routinely 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 four hours of continuous engine

- on time). Executive Officer approval of the alternate definition shall be based on

manufacturer

- submitted data and/or information demonstrating the typical usage, operating habits, and/or driving patterns of these vehicles.

“Emission s tandard,” as it applies to OBD compliance and the remedies provided

for in the Health and Safety Code for noncompliance , relates to the emission

characteristics of a motor vehicle and engine and means: (1) a numerical limit on the amount of a given pollutant that a motor vehicle or motor vehicle engine may emit into the atmosphere; or (2) a requirement that a motor vehicle or motor vehicle engine be equipped with a certain type of pollution

- control device or some other design feature related

to the control of emissions

. “Engine family” means a grouping of vehicles or engines in a manufactur er’s product line determined in accordance with 40 CFR 86.098

- 24. “Engine rating” means a unique combination of displacement, rated power, calibration (fuel, emission, and engine control), AECDs, and other engine and emission control components within an e ngine family. “OBD parent rating” means the specific engine rating selected according to section (d)(7.1.1) or (d)(7.2.2)(B) for compliance with section 1971.1.6 “OBD child rating” means an engine rating (other than the OBD parent rating) within the engine family containing the OBD parent rating selected according to section (d)(7.1.1) or an engine rating within the OBD group(s) defined according to section (d)(7.2.1) and subject to section (d)(7.2.3). “Evaporative emission standards” are a subset of emissio n 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 the engine is certified. “Exhaust emission standards” or “tailpipe emission stand ards” 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 combustion in the cylinder due to absence of spark, poor fuel metering, poor c ompression, or any other cause. This does not

include lack of combustion events in non

- active cylinders due to default fuel shut

- off or cylinder deactivation strategies. “Engine start” is defined as the point when the engine reaches a speed 150 rpm

below the normal, warmed

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

for a convention al vehicle. “Family Emission Limit (FEL)” refers to the exhaust emission levels to which an engine family is certified under the averaging, banking, and trading program incorporated by reference in title 13, CCR section 1956.8. “Fault memory” means inform ation 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 used 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 Engine Dynamometer Schedule for Heavy

- Duty Diesel Engines.”

“FTP standard” refers to th e certification exhaust emission standards and test procedures applicable to the FTP cycle incorporated by reference in title 13,

CCR section s 1956.8(b) and (d) to which the engine is certified. “Fuel trim” refers to feedback adjustments to the base fuel s chedule. Short

- term fuel trim refers to dynamic or instantaneous adjustments. Long

- term fuel trim refers to much more gradual adjustments to the fuel calibration schedule than short

- term trim adjustments.

“ Fueled engine operation” is the state where any fuel is introduced into the engine for the purposes of combustion. “Functional check” for an output component or system means verification of proper response of the component and system to a computer command.7 “Gasoline engine” refers to an Otto

- cycle engi ne or an alternate

- fueled engine

. “Heavy

- duty engine” means an engine that is used to propel a heavy

- duty

vehicle. “Heavy

- duty vehicle” means any motor vehicle having a manufacturer’s gross vehicle weight rating (GVWR) 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 draw propulsion energy from the source

mentioned in 2) : 1) a consumable fuel and 2) an energy storage device such as a battery, capacitor, pressure res ervoir, 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 dr iving 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 regul ation, 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 interrupted (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 the applicable limits in sections (e) through (g). “Manufacturer” for the purpos e 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 OBD system has confirmed that a malfunction exists (e.g. , typically on the second 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 (NVRAM),” for the purposes of this

r egulation, 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

bac k

- up battery within the control unit or through the use of an electrically erasable and programmable read

- only memory (EEPROM) chip.

“Not

- To

- Exceed (NTE) control area” refers to the bounded region of the engine’s torque and speed map, as defined in 40 CFR 86.1370

- 2007, where emissions must not exceed a specific emission cap for a given pollutant under the NTE requirement.

“Manufacturer

- specific NOx NTE carve

- out area” refers to regions within the

NTE control area for NOx where the manufacturer has limited N TE testing as allowed by 40 CFR 86.1370

- 200 7 (b)(7).8 “Manufacturer

- specific PM NTE carve

- out area” refers to regions within the NTE control area for PM where the manufacturer has limited NTE testing as allowed by 40 CFR 86.1370

- 200 7 (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 approval detailing the OBD groups and the engine families and engine ratings within each group for a model year.

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

“Permanent fault code” is defined as a confirmed 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 number of firing events for the specified

interval.

“Power Take

- Off (PTO) unit” refers to an 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 stored when an OBD system has confirmed that a malfunction no longer exists (e.g., after the third consecutive driving cycle in which the corresponding monitor runs and the malfunction is not detected), extinguishes the MIL, and erases the corresponding MIL

- on fault code in accordance with the requirements of sections (d)(2), (e), (g), and (h)(4.4).

“ Propulsion sy stem active” is the state 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 where the powertrain is

enabled” does not include activations that are not driver

- initiated (e.g., conditions where portions of the v ehicle system wake up to perform OBD monitoring). “Rationality fault diagnostic” for an input component means verification of the accuracy of the input signal while in the range of normal operation and when compared to all other available information.

“Red line engine speed” shall be defined by the 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 of exhaust 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 to9 leaner/richer than stoichiometric to the time when the oxygen sensor indicates the lean/rich condition. Similarly, for wide

- range air

- fuel (A/F) sensors, respon se rate is the delay from when the sensor is exposed to a 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

u ntil 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 that is intended to aid in the oxidation of HC

and CO contained in the exhaus t gas stream.
“Similar conditions” as used in sections (e)(1), (e)(2), (f)(1), and (f)(2) means engine conditions having an engine speed within 375 rpm, load conditions within 20 percent, and the same warm

- up status (i.e., cold or hot) as the engine condit ions stored pursuant to (e)(1.4.2)(E), (e)(2.4.2)(C), (f)(1.4.5), and (f)(2.4.4). The Executive Officer may approve other definitions of similar conditions based on comparable timeliness and reliability in detecting similar engine operation.

“ 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 vehicle, whichever is specified in

section s (k) and (l). “Supplemental Emission Test (SET) cycle” refers to the driving schedule defined as the “supplemental steady state emission test” in 40 CFR 86.136 0

- 2007.
“SET standard” refers to the certification exhaust emission standards and test procedures applicable to the SET cycle incorporated by reference in title 13, CCR sections 1956.8(b) and (d) to which the engine is certified

“ Warm

- up cycle” means a dr iving cycle with sufficient vehicle operation such that the coolant temperature has risen by at least 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 vehicles using the ISO 15765

- 4 protocol, the manufacturers may use the criteria specified in sec tions (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 manufacturer’s p rojected 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

eng ines for heavy

- duty vehicles shall be multiplied by 1.0.

(d) General Requirements. Section (d) sets forth the general requirements of the OBD system. Specific performance requirements for components and systems that shall be monitored are

set forth in sectio ns (e) through (g) below. The OBD system is required to detect all10 malfunctions specified in sections (e) through (g). However, except as specified elsewhere, the OBD system is not required to use a unique monitor to detect each malfunction specified.
(1) Th e OBD System.
(1.1) If a malfunction is present as specified in sections (e) through (g), the OBD system shall detect the malfunction, store a pending, confirmed, MIL

- on , or previously MIL

- on fault code in the onboard computer’s memory, and

illuminate the MIL as required.
(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 of the 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 the actual life of the engine. This section is not intended to alter existing law and enforc ement practice regarding a manufacturer’s liability for an engine beyond its useful life, except where an engine has been programmed or otherwise designed so that an OBD system deactivates based on age and/or mileage of the engine.
(1.4) Computer

- coded engine op erating parameters may not be changeable without the use of specialized tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures). Subject to Executive Officer approval, manufacturers may exempt from th is requirement those product lines that are unlikely to require protection. Criteria to be evaluated in making an exemption include current availability of performance chips, performance capability of the engine, and sales volume.
(2) MIL and Fault Code Requi rements. (2.1) MIL Specifications.
(2.1.1) The MIL shall be located on the driver'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

illu minated, shall display the International 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 key on, engine off position befor e 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 MIL, the data stream value for MIL

status shall indicate com manded 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 during 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 MIL may be used to indicate readiness status in a standardized format (see section (h)(4.1. 3 6 )) 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., to11 “blink” the stored codes). The Executive Officer shall approve the request upon determining that the manufact urer has demonstrated that the method used to indicate the fault codes will not be unintentionally activated during a California inspection test or during routine driver operation.
(2.1.5) The MIL may not be used for any purpose other than specified in this regula tion.
(2.2) MIL Illumination and Fault Code Storage Protocol.
(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 i ndicating 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 illuminate 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 durin g the driving cycle), the corresponding pending fault code set according to section (d)(2.2.1)(A) shall be erased at the end of the driving cycle. (C) A manufacturer may request Executive Officer approval to employ

alternate statistical MIL illumination and fa ult code storage protocols to those specified in these requirements. The Executive Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can eval uate system performance and detect malfunctions 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) T he OBD system shall store and erase “freeze frame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is

detected. (ii) The storage and erasure of For 2010 through 2015 model year engines, the OBD system shall store and erase fr eeze frame

conditions shall be done in conjunction with the storage and erasure of either pending or confirmed fault codes as required elsewhere in section (d)(2.2). (iii) For 2016 and subsequent model year engines, except as provided for in section (d)(2. 2.1)(D)(iv), the OBD system shall store freeze frame conditions in conjunction with the storage 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 de scribed 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 either12 retain the current ly 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 conjunction with the erasure of the

confirmed fault code (as described under section (d)(2. 3.1 ) (B) ). (iv) F or alternate strategies that do not store pending fault codes (i.e., monitors using alternate statistical strategies de scribed in section (d)(2.2.1)(C) such as mo nitors that store a confirmed fault c ode and illuminate the MIL upon the first detection of a malfunction ) , the OBD 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” mode of operation that can affect emissions or the performance of the OBD system or in the event of a

malfunction of an on

- board comp uter(s) itself that can affect the performance of the OBD system. If the default or “limp home” mode of operation is recoverable (i.e., the diagnostic or control strategy that caused the default or “limp home” mode of operation can run on the next driving cycle and confirm the presence of the 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” mode of operation is enter ed, delay illumination of

the MIL until the condition causing the default or “limp home” mode of operation is again detected before the end of the next driving cycle

. (F) Before the end of an ignition cycle, the OBD system shall store confirmed

fault codes tha t are currently causing 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 protocol for the standardized functions required in section (h): (A) Upon detection of a malfunction, th e 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 monitori ng occurs, the OBD system shall illuminate 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 the end of the next driving cycle in which monitoring occurs (i.e., the re is no indication of the malfunction at any time during the driving cycle), the corresponding pending fault code set according to section (d)(2.2.2)(A) shall be erased at the end of the driving cycle. (C) A manufacturer may request Executive Officer approval to employ alternate statistical MIL illumination and fault code storage protocols to those specified in these requirements. The Executive Officer shall grant approval upon determining that the manufacturer has provided data and/or engineering evaluation that demonstrate that the alternative protocols can evaluate system performance and detect malfunctions in a manner that is equally effective and timely. Strategies requiring on13 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 erase “freeze frame” conditions (as defined in section (h)(4.3)) present at the time a malfunction is

detected. (ii) The OBD system shall store freeze frame conditions in conjunc tion 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 described 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 conditions or replace the stored freeze

frame conditions wit h freeze frame conditions regarding the MIL

- on fault code. The OBD system shall erase the freeze frame information in conjunction with the erasure of the previously MIL

- on fault code (as described under section (d)(2.3.2)(C)). (v) F or alternate strategie s that do not store pending fault codes (i.e., monitors using alternate statistical 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 detection of a malfunction), the OBD

sys tem shall store and erase freeze frame conditions in conjunction with the storage and erasure of the MIL

- on fault code

. (E) The OBD system shall illuminate the MIL and store a MIL

- on fault code within 10 seconds to inform the vehicle operator whenever the engi ne enters a default or “limp home” mode 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 the default or “li mp home” mode of operation is recoverable (i.e., the diagnostic or control strategy that caused the default or “limp home” mode of operation can run on the next driving cycle and confirm the presence of the 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” mode of operation is entered, delay illumination of the MIL until the condition causing the default or “limp home” mode of operation is again detected before the 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 causing the MIL to be illuminated in NVRAM as permanent fault codes (as def ined 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 misfire, diesel empty reductant tank,14 gasoline fuel system, gasoline misfire, and gasoline evaporative system

malfunctions ) , once the MIL has been ill uminated, 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 the previously detected malfunction is no longer present provided no oth er malfunction has been detected that would independently illuminate the MIL according to the requirements outlined

above. (B) Erasing a confirmed fault code. For 2010 through 2015 model year engines, T t he OBD system may erase a confirmed fault code if the identified malfunction has not been again detected in at least 40 engine

warm

- up cycles and the MIL is presently not illuminated for that

malfunction. For 2016 and subsequent model year engines, the OBD
system shall erase a confirmed fault code if the i dentified malfunction has not been again detected in 40 warm

- up cycles 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 t he OBD system itself determines

that the malfunction that caused the permanent fault code to be stored is no longer present and is not commanding the MIL on, pursuant to the requirements of section (d)(2.3.1)(A) (which for the purposes of

th is 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 drive cycle that begins with the MIL

commanded off. (ii) If all fault information in the on

- board computer other than the permanent fault code has been cleared (i.e., through the use of a scan tool or battery disconnect) and the OBD 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

th e 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 system shall erase the permanen t 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 the system is not present and has not made any determinations within the same driving cycl e that the malfunction is present.

b. I f the monitor of the malfunction 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, compr ehensive component circuit continuity monitors), the OBD system shall erase the permanent fault code at the end of a driving cycle if:

1. The monitor has run and made one or more determinations during a driving cycle that the malfunction of the component or15 t he 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 section (d)(2. 3

. 1 )( C )(i i ) 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):

i. Except as pr ovided in section (d)(2.3.1)(C)(ii)b. 3. v. below,

C c umulative 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 whic h occurs for great er 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, m anufacturers 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 eras e pending and confirmed fault codes may not require that the similar conditions be met prior to erasure of the permanent fault code.

c. For monitors subject to section (d)(2.3.1)(C)(ii)a., the manufacturer may choose to erase the permanent fault code using th e criteria under section (d)(2.3.1)(C)(ii)b. in lieu of the criteria under section (d)(2.3.1)(C)(i i )a.

d. For 2010 through 2012 model year engines, manufacturers may request Executive Officer approval to use alternate criteria to erase the permanent fault c ode. The Executive Officer shall approve

alternate criteria that w ill not likely 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 reductant tanks, once the MIL has bee n16 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 the previously detected malfunction is no longer present provided n o other malfunction has been detected that would independently illuminate the MIL according to the requirements

outlined above

. (B) Erasing a MIL

- on fault code. The OBD system may erase a MIL

- on fault code in conjunction with extinguishing the MIL as describe d under section (d)(2.3.2)(A). In addition to the erasure 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, T t he OBD system may erase a previously MIL

- on fault code if the identified malfunction has not been again detected in at least 40 engine warm

- up cycles and the MIL is presently not illuminated for that

malfunction. For 2016 and subsequent model year engines, the OBD
system shall erase a previously MIL

- 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 t he OBD system itself determines

that the malfunction that caused the permanent fault code to be st ored is no longer present and is not commanding 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 ext inguishing the MIL or no later than the start of the first drive 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
syste m is not commanding the MIL on:

a. Except as provided for in section (d)(2.3. 2 )( D )(ii)c., if the monitor of the malfunction that caused the permanent fault code to be stored is subject to the minimum ratio requirements of section (d)(3.2) (e.g., catalyst mon itor, comprehensive component input component rationality monitors), the OBD system 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 the 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 malfunction 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 fault code at the end of a driving cycle if:17 1. The monitor has run and made one or more determinations during a driving cycle that the malfunction 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 determinati ons that the malfunction is present subsequent to the most recent driving cycle in which the criteria of section (d)(2.3. 2 )( D )(ii)b.1. are met;

and

3. The following criteria are satisfied on any single driving cycle (which may be a different driving cycle tha n that in which the criteria of section (d)( 2.3.2)(D)(ii)b.1. are satisfied):

i. Except as provided in section (d)(2.3. 2 )( D )(ii)b.3.v. below

, C c umulative 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 th an 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 s ection (d)(2.3. 2 )( D )(ii)a., the manufacturer may choose to erase the permanent fault code using the criteria under section (d)(2.3. 2 )( D )(ii)b. in lieu of the criteria under section (d)(2.3. 2 )( D )(i i )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 likely require driving conditions that are longer and more difficult to meet than tho se 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 of operation, a manufacturer may request Executive Officer approval to be exempt from illuminat ing the MIL18 if any of the follow ing conditions listed below occurs . The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or engineering evaluation that verify the

conditions below either of the following : (A) The default strategy (1) causes an overt 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 required to be monitored by the O BD 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 condi tions that have been approved by the Executive

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

S ection (d)(3) sets forth the general monitoring requirements while sections (e) through (g) sets forth the specific monitoring requirements as well as identifies which of the following general monitoring requirements in section (d)(3) are applicable for ea ch monitored component or system 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 malfu nctions 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 documentation) to be: technically necessary t o 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 not encountered 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 techni cal 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 oth erwise not feasible, during the FTP cycle, and, where applicable in section (d)(3.2), the ability of the manufacturer to demonstrate the monitoring conditions will satisfy the19 minimum acceptable in

- use monitor performance ratio requirement as

defined in se ction (d)(3.2) (e.g., data which show in

- use driving meets the minimum requirements)

. (3.2) As specifically provided for in sections (e) through (g), manufacturers shall define monitoring conditions in accordance with the criteria in sections (d)(3.2.1) through (3.2.3).
(3.2.1) Manufacturers shall implement software algorithms in the OBD system to individually track and report in

- use performance of the following monitors in the standardized format specified in section (d)(5): (A) NMHC converting catalyst (section (e)(5.3.1)) (B) NOx converting catalyst (section (e)(6.3.1)) (C) Catalyst (section (f)(6.3)); (D) Exhaust gas sensor (sections (e)(9.3.1)(A) or (f)(8.3.1)(A)); (E) Evaporative system (section (f)(7.3.2)); (F) EGR system (sections (e)(3.3.2) and (3.3.3) or (f)(3.3.1)) and VVT system (sec tion s (e)(10.3) or (f)(9.3) ); (G) Secondary air system (section (f)(5.3.1)); (H) PM filter (section (e)(8.3)); (I) Boost pressure control system (sections (e)(4.3.2) and (e)(4.3.3)); (J) NOx adsorber (section (e)(7.3.1)) ; (K) Fuel system (section (e)(1.3.3)) ; and (L) Secondary oxygen sensor (section (f)(8.3.2)(A))

. The OBD system is not required to track and report in

- use performance for monitors other than those specifically 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 section (d)(4)) that meets or exceeds the minimum acceptable in

- use monitor performance rat io for in

- use vehicles. For purposes of this regulation, the minimum acceptable in

- use monitor performance ratio is 0.100 for all monitors specifically required in sections (e) through (g) to meet the monitoring condition requirements of section (d)(3.2).
(3.2.3) Manufacturers may not use the calculated ratio (or any element thereof) or any other indication of monitor frequency as a monitoring condition for a monitor (e.g., using a low ratio to enable more frequent monitoring through diagnostic executive priority or modification 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 revise the minimum acceptable in

- use monitori ng 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 requirements 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 Specifications20 (4.2.1) Definition: The numerator is defined as a measure of the number of times a vehicle has been operated s uch 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 section (d)(4.2.2)(E), the numerator, when incremented, shall be incremented by an integer of one. The numerator may not be incremented more than once per driving cycle. (B) The numerator for a specific monitor shall be incremented within 10 seconds if and only if the following criteria are satisfied on a single driving cycle: (i) Every monito ring condition necessary for the monitor of the specific component to detect a malfunction and store a pending fault code has been satisfied, including enable criteria, presence or absence of related fault codes, sufficient length of monitoring time, and d iagnostic executive priority assignments (e.g., diagnostic “A” must execute prior to diagnostic “B”). For the purpose of incrementing the numerator, satisfying all the monitoring conditions 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 monito rs that require intrusive operation of components to detect a malfunction, a manufacturer shall request Executive Officer approval of the strategy used to determine that, had a malfunction been present, the monitor would have detected the malfunction. Exe cutive Officer approval of the request shall be based on the equivalence of the strategy to actual intrusive operation and the ability of the strategy to accurately determine if every monitoring condition necessary for the

intrusive event to occur was sati sfied. (iv) For the secondary air system monitor, the criteria in sections (d)(4.2.2)(B)(i) through (iii) above are satisfied during normal operation of the secondary air system. Monitoring during intrusive operation of the secondary air system later in the sa me driving cycle solely for the purpose of monitoring may not, by itself, 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

malfu nctioning system) or in a “non

- decision zone” (e.g., monitors that increment and decrement counters until 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 f or approval, the Executive Officer shall consider data and/or engineering evaluation submitted by the manufacturer demonstrating the expected frequency of results in the “non

- detection21 zone” and the ability of the monitor to accurately determine if a monit or 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 complete during engine

- off operation, the

numerator shall be incremented within 10 seconds after the monit or has completed during engine

- off operation or during the first 10 seconds of engine start on the subsequent driving cycle. (E) Except as specified in section (d)(4.2.2)(F) for exponentially weighted moving averages, m anufacturers utilizing alternate statisti cal MIL illumination protocols as allowed in sections (d)(2.2.1)(C) and (d)(2.2.2)(C) for any of the monitors requiring a numerator shall submit a plan for appropriate incrementing of the numerator to the Executive Officer for review and approval. Executi ve Officer approval of the plan shall be conditioned upon the manufacturer providing supporting data and/or engineering evaluation demonstrating the 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 manufacturer's plan in determining that the minimum acceptable in

- use performance ratio in section (d)(3.2) is

satisfied. (F) Manufacturers using an exponentially weighted moving average (EWMA) as the alternate statistical MIL illumination protocol approved in

accordance with section s (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 numera tor 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 required in section (d)(4.2.2)(F)(i) above, the numerator, when incremented, shall be incremente d by an integer of one and may not be incremented more than once per driving cycle. Incrementing of the numerator shall 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 defined 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 sections (d)(4.3.2)(F), (I), and (J), T t he

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 en gine start of driving cycle 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 operation at or a bove 25 miles per hour or diesel engine operation at or above 1150 rpm , either of which occurs22 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 deter mined 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 Fa hrenheit. (iv) For 2010 through 2012 model year diesel engines, manufacturers may

use diesel engine operation at or above 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 of section (d )(4.3.2)(B) above, for the evaporative system monitor denominator(s)

, the comprehensive component input component temperature sensor rationality monitors (section (g)(3)) (e.g., intake air temperature sensor, ambient temperature sensor, fuel temperature s ensor), and the engine cooling system input components (section (g)(1)), the denominator (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 ambient temperature of greater than or equal to 40 degrees Fahrenheit but less than or equal to 95 degrees Fahrenheit; and (ii) Engine cold start occurs with engine coolant temperature at engine start greater than or equal to 40 degrees Fahrenheit but less than or equal to 95 degre es 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 monitors 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 Strategy (section s (e)(11) or (f)(4)) (iii) Components or systems that operate only at e ngine 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 intrusive 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 component is commanded to function (e.g

.,23 commanded “on”, “open”, “closed”, “locked”) for a cumulative time greater than or equal to 10 seconds: (i) Variable valve timing and/or control system (section s (e)(10) or (f)(9) ) (ii) “Other emission control systems” (section (g)( 4 )) (iii) Comprehensive component o utput component (section (g)( 3 )) (e.g., turbocharger waste

- gates, variable length manifold runners) (iv) PM filter active/intrusive injection (section (e)(8.2.6) ) (v) PM sensor heater (section (e)(9.2.4)(A)) As an alternative, in addition to the requir ements of section (d)(4.3.2)(B),

the manufacturer s may use the criteria specified in title 13, CCR section 1968.2(d)(4.3.2)(F) in lieu of the criteria specified in section (d)(4.3.2)(E)

above.

For the PM filter active/intrusive injection monitor , a s an alt ernative 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 mo del year engines, the manufacturer may use the criteria specified in section (d)(4.3.2)(B) in lieu of the criteria specified in section (d)(4.3.2)(E) above. (F) For monitors of the following component s monitors , the manufacturer may request Executive Officer a pproval 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 proposed 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 input components that require extended monitoring evaluation (section (g)(3)) (e.g., stuck fuel level sensor rationality) (iv) Comprehensive component input component temp erature sensor rationality monitors (secti on (g)(3)) (e.g., intake air temperature sensor, ambient temperature sensor, fuel temperature sensor) (v) ( i ii ) PM filter frequent regeneration (section (e)(8.2.2)) ( i v) PM sensor monitoring capability monitor (section (e)(9.2.2)(D)) (G) For monitors of the following monitors of components or other emission controls that experience infrequent regeneration events, the denominator(s) shall be incremented during 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 80 0

- minute engine run time

counter shall be reset to zero and b egin counting again after the

denominator has been incremented and no later than the start of the next ignition cycle : (i) Diesel NMHC converting catalyst (section (e)(5 .2.2 ))24 (ii) Diesel NMHC converting catalyst other aftertreatment assistance functions (sections (e)(5.2.3)(B) and (D)) (iii) Particulate matter Catalyzed PM filter s NMHC conversion (section s (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 (section s (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 or additional criteria to that set forth in section (d)(4.3.2)(G) above for incrementing the denominator. Executive Officer app roval of the proposed criteria shall be based on the effectiveness of the proposed criteria in measuring the frequency of monitor operation relative to the amount of vehicle operation. (H) For 2013 and subsequent model year engines, i n addition to the requirem ents 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 grea ter than or equal to 10 seconds : (i) Diesel NMHC converting catalyst other aftertreatment as sistance functions (sections (e)(5.2.3)(A) and (C)) (ii) PM filter in complete regeneration (section (e)(8.2.3)) (iii) PM filter active/intrusive injection (section (e)(8.2.6)) (I) For hybrid vehicles, vehicles that employ alternate engine start hardware or strateg ies (e.g., integrated starter and generators a vehicle with a start

stop system that do es not meet the definition of a hybrid vehicle as defined in section (c) )

, or alternate

- f uel ed vehicles engines (e.g., dedicated, bi

- fuel, or dual

- fuel applications) , t he manufacturer may request Executive Officer approval to use alternate criteria to that set forth in section (d)(4.3.2)(B) above for incrementing the denominator. In general, the Executive Officer shall not approve alternate criteria for

vehicles that on ly employ engine shut off at or near idle/vehicle stop conditions. Executive Officer approval of the alternate criteria shall be based on the equivalence of the alternate criteria to determine the amount of vehicle operation relative to the measure of con ventional vehicle operation in accordance with the criteria in section (d)(4.3.2)(B) above. (J) For hybrid vehicles, in lieu of the criteria in section (d)(4.3.2)(B) above, the

denominator for each monitor shall be incremented within ten seconds if

and on ly 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 greate r than or equal to 20 degrees Fahrenheit; (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 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 mil e per25 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 8,00 0 feet above sea level and at an ambient temperature of greater than or equal to 20 degrees Fahrenheit; and (iv) Cumulative fueled engine operation for greater than or equal to 10 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. As an alternative, for 2010 through 2015 model year hybrid vehicles, the

manufacturer may use the criteria specified in section (d)(4.3.2)(I) in lieu of the criteria specified in se ction (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

- o n fault code being stored) that disables a monitor required to meet the monitoring conditions in section (d)(3.2), the OBD system shall disable further incrementing of the corresponding numerator

and denominator for each monitor that is disabled. When the malfunction is no longer detected (e.g., the pending code is erased through self

clearing or through a scan tool command), incrementing of all corresponding numerators and denominators shall resume within 10

seconds.
(4.5.2) Within 10 seconds of the start of a PT O (see section (c)) operation that disables a monitor required to meet the monitoring conditions in section (d)(3.2), the OBD system shall disable further incrementing of the corresponding numerator and denominator for each monitor that is

disabled. When the PTO operation ends, incrementing of all corresponding numerators and denominators shall resume within 10

seconds.
(4.5.3) The OBD system shall disable further incrementing of all numerators and denominators within 10 seconds if a malfunction of any component u sed

to determine if the criteria in of sections (d)(4.3.2)(B) through (C) are satisfied (i.e., vehicle speed/calculated load, ambient temperature, elevation, idle operation, engine cold start, or time of operation) has been

detected (i.e., a pending, conf irmed, or MIL

- on fault code has been stored) . Incrementing of all numerators 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) Standa rdized tracking and reporting of monitor performance.
(5.1) For monitors required to track and report in

- use monitor performance in section (d)(3.2), the performance data 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:26 (5.1.1) For diesel engines

, fuel system, NMHC catalyst bank 1, NMHC catalyst bank 2, NOx catalyst bank 1 , NOx catalyst bank 2 , exhaust gas sensor bank 1, exhaust gas sensor bank 2 , EGR/VVT system, PM filter, boost pressure control system, and NOx adsorber. The OBD system shall also report a general denominator and an ignition cycle counter in the

standardized fo rmat 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

, evaporative leak detection system, EGR/VVT system, an d 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 separate numerator for each of the components listed in section (d)(5.1).
(5.2.2) For specific components or systems that have 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 se nsor characteristics), the OBD system shall separately track numerators and denominators for each of the specific monitors and report only the corresponding numerator and denominator for the specific monitor that

has the lowest numerical ratio. If two or more specific monitors have identical ratios, the corresponding numerator and denominator for the specific monitor that has the highest denominator shall be reported for the specific component.
(5.2.3) The numerator(s) shall be reported in accordance with the spec ifications

in section (h)(5.1.2)(A).
(5.3) Denominator
(5.3.1) The OBD system shall report a separate denominator for each of the components listed in section (d)(5.1).
(5.3.2) The denominator(s) shall be reported in accordance with the specifications in section (h)(5.1.2)(A).
(5.4) Ratio
(5.4.1) For purposes of determining which corresponding numerator and denominator to report as required in section (d)(5.2.2), the ratio shall be calculated in accordance with the specifications in section (h)(5.1.2)(B).
(5.5) Ignition cycle counter
(5.5.1) Definition: (A) Th e 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 incremented, 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 i ncremented within 10 seconds if and27 only if the following criteria are met: (i) Except as required in section (d)(5.5.2)(B)(ii) below, the engine exceeds an engine speed of 50 to 150 rpm below the normal, warmed

up 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 vehicle meets the propulsion system active definition (see section (c)) for at least two seconds plus or minus one second. (C) The OBD system shall disable further incrementing of the ignition cycle counter within 10 seconds if a malfunction of any component used to determine if the criteria in section (d)(5.5.2)(B) are satisfied (i.e., engine speed or time of operati on) has been detected and the corresponding pending fault code has been stored. The ignition cycle counter may not be disabled from incrementing for any other condition. Incrementing of the ignition cycle counter shall resume within 10 seconds when the

m alfunction is no longer present (e.g., pending code erased through self

clearing 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 se ction (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 incremented, shall be incremented by an integer of one. The gene ral denominator may not be incremented more than once per driving cycle. (B) The general denominator shall be incremented within 10 seconds if and only if the criteria identified in section (d)(4.3.2)(B) are satisfied on a single driving cycle. (C) The OBD system shall disable further incrementing of the general denominator within 10 seconds if a malfunction of any component used to determine if the criteria in section (d)(4.3.2)(B) are satisfied (i.e., vehicle speed/load, ambient temperature, elevation, idle opera tion, or time of operation) has been detected and the corresponding pending fault code has been stored. The general denominator 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 Criter ia Determination.
(6.1) In determining the malfunction criteria 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., 2.0 times any of the applicable standards), the manufacturer shall:28 (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 higher emissions with t he 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 documentation requir ed under section (j), the test cycle and standard determined by the manufacturer to be more stringent for each applicable monitor.
(6.1.3) If the Executive Officer reasonably believes that a manufacturer has incorrectly determined the test cycle and standard that is more stringent, the Executive Officer shall require the manufacturer to provide emission data and/or engineering analysis showing that the other test cycle and standard are less stringent.
(6.2) On engines equipped with emission controls that experience infre quent regeneration events, a manufacturer shall adjust the emission test results that are used to determine the malfunction criterion for monitors that are required

to indicate a malfunction before emissions exceed a certain emission threshold (e.g., 2.0 t imes any of the applicable standards). Except as provided in section (d)(6.2.3), f or each monitor, the manufacturer shall adjust the emission result using the procedure described in CFR title 40, part

86.004

- 28(i) with the component for which the malfunct ion criteria is being established deteriorated to the malfunction threshold. The adjusted emission value shall be used for purposes of determining 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 se ction (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 described in CFR title 40, part 86.004

- 28(i),

the manufacturer may submit a n alternate plan to calculate the adjustment factors for determining the adjusted emission values to the Executive Officer for review and approval. Executive Officer approval of the plan shall be conditioned upon the manufacturer providing data and/or engineering evaluation demonstrating the procedure is co nsistent with good engineering judgment in determining appropriate modifications to the tailpipe certification adjustment factors.
(6.3) In lieu of meeting the malfunction criteria for gasoline engine monitors in sections (f) and (g), the manufacturer may reque st 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 enginee ring judgment in determining equivalent 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 volume29 manufacturers and alternate

- fueled engines, for the 2010 through 2012 model year engines:
(7.1.1) Full OBD. Except as specified in section (d)(7.1.3) below, a manufacturer shall implement an OBD system meeting the 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 family with 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 fami ly.
(7.1.2) Extrapolated OBD. For all other engine 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 the requirements of section 1971.1 with the exception that the OBD system is not required to detect a malfunction prior to exceeding the emission thresholds specified in the malfunction 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 the malfunction criteria for the OBD child ratings. The Ex ecutive Officer shall approve the plan upon determining that the manufacturer is using good engineering judgment to establish the malfunction criteria for robust detection of malfunctions, including consideration of differences of base engine, calibration, emission control 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

standardizatio n 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 respect 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 requirements 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) Systems. 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 syste m meeting the requirements of title 13, CCR section 1971 in lieu of meeting the requirements of section 1971.1; and30 (B) Monitor the NOx aftertreatment (i.e., catalyst, adsorber) on engines so

equipped. A malfunction shall be detected if: (i) The NOx aftertreatme nt system has no detectable amount of NOx aftertreatment capability (i.e., NOx catalyst conversion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assembly is replaced with a st raight pipe.
(7.2) Except as specified in section (d)(7.5) for alternate

- fueled engines, for the 2013 through 2015 model year engines:
(7.2.1) A manufacturer shall be required to define one or more OBD groups to cover all engine ratings in all engine families.
(7.2.2) Full OBD. A manufacturer shall implement an OBD system meeting the requirements of section 1971.1: (A) On all engine ratings (i.e., OBD parent and OBD child ratings) within the engine family selected according to section (d)(7.1.1); and (B) On one engine rating (i.e., OB D parent rating) within each of the manufacturer’s OBD groups. The OBD parent rating shall be the engine rating with the highest weighted sales 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 section 1971.1 with the exception that the OBD system is not required to detect a malfunction prior to exceeding the

emission thresholds specified in the malfunction 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 evalua tion the

manufacturer will use to establish the malfunction criteria for the OBD child ratings. The Executive Officer shall approve the plan upon determining that the manufacturer is using good 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 emission control strategies.
(7.3) Except as specified in section (d)(7.5) for alternate

- fueled engines, for the

2016 and sub sequent 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 th rough 2012 model year engines. For purposes of this requirement, a small volume manufacturer is defined as a manufacturer with projected engine sales for California heavy

- duty vehicles of less than 1200 engines per year for the 2010 model year.
(7.5) For alter nate

- fueled engines:
(7.5.1) For 2010 through 2012 model year engines, a manufacturer shall be exempt from the requirements of section 1971.1.
(7.5.2) For 2013 through 2019 201 7 model year engines, the manufacturer shall: (A) Implement an EMD system meeting the requirements o f title 13, CCR31 section 1971 in lieu of meeting the requirements of section 1971.1; and (B) Monitor the NOx aftertreatment (i.e., catalyst, adsorber) on engines so

equipped. A malfunction shall be detected if: (i) The NOx aftertreatment system has no detectable amount of NOx aftertreatment capability (i.e., NOx catalyst conversion or NOx adsorption); (ii) The NOx aftertreatment substrate is completely destroyed, removed, or missing; or (iii) The NOx aftertreatment assembly is replaced with a straight pipe.
(7.5.3) For 2020 201 8 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 sections (e) through ( g) determined by the manufacturer to be applicable to the engine. Executive Officer approval shall be based on the appropriateness of the monitoring plan with respect to the components and systems on the engine (e.g., a spark

ignited dedicated CNG engine with a particulate matter (PM) filter and a selective catalytic reduction (SCR) system would be monitored in accordance with the misfire monitoring requirements in section (f) for spark

- ignited engines and with the PM filter and SCR system monitoring requi rements 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 meet the alternative requirements set

fort h 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 year 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 result of the integration of the hybrid system hardware and software, and such modifications shall only be

made to the exten t 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 malfunc tion

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 base 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 certification 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 rationale describing the need for each change, and the vehicle applications into which the hybrid system w ill be32 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 indivi dual electronic components (e.g., actuators, valves, sensors, pumps) that are used in the fuel system and not specifically addressed in this section shall be monitored in accordance with the comprehensive component requirements in section (g)( 3 ).
(1.2) Malfuncti on Criteria:
(1.2.1) Fuel system pressure control: The OBD system shall detect a malfunction of the fuel system pressure control system (e.g., fuel, hydraulic fluid) when the fuel system pressure control system is unable to maintain an engine’s NMHC, NOx, or CO em issions 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 deterioration of the fuel system pressure

cont rol could result in an engine’s emissions exceeding these emission

levels , the OBD system shall detect a malfunction when the system has reached its control limits such that the commanded fuel system pressure

cannot be delivered.
(1.2.2) Injection quantity: The OB D system shall detect a malfunction of the fuel injection system when the system is unable to deliver the commanded quantity of fuel necessary to maintain 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 quantity could result in an engine’s emissions exceeding these emission levels , the OBD system shall detect a mal function when the system has reached its control limits such that the commanded fuel quantity cannot be delivered.
(1.2.3) Injection Timing: The OBD system shall detect a malfunction of the fuel injection system when the system is unable to deliver fuel at the pro per 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 system has reached its control limits

su ch that the commanded fuel injection 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;33 (B) If a failure or deterioration causes open loop or default operation; or (C) If the control system has used up al l of the adjustment allowed by the

manufacturer or reached its maximum authority and cannot achieve the target

. (1.2.5) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction 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 the manufacturer submitting data and/or analysis demonstrat ing 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 allowed by the manufacturer used up.
(1.2.6) In lieu of detecting the malfuncti ons specified in sections (e)(1.2.4)(A) and (B) with a fuel system

- specific monitor, the OBD system may monitor the individual parameters or components that are used as inputs for fuel system feedback control provided that the monitors detect all malfuncti ons that meet the criteria in sections (e)(1.2.4)(A) and (B).
(1.2.7) For purposes of determining the fuel 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 b y using a fault that affects either a single injector or all injectors equally. (B) For 2013 and subsequent model year engines, f or section (e)(1.2.1), the malfunction criteria shall be established by using a fault that affects all injectors equally . Additio nally, for systems that have single component failures which could affect a single injector (e.g., systems that build injection pressure within the injector that could have a single component pressure fault caused by the injector itself)

, the malfunction c riteria shall also be established by using a fault that affects a single injector. (C) For 2013 and subsequent model year engines, f or sections (e)(1.2.2) through (1.2.3), the malfunction criteria shall be established by both (1) a fault that affects all the i njectors equally and (2) a fault that a ffects only one injector.
(1.3) Monitoring Conditions:
(1.3.1) Except as provided in section s (e)(1.3. 2 ) and (e)(1.3.4) , t he OBD system shall monitor continuously for malfunctions 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 Exe cutive 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 conditio ns upon the manufacturer submitting data and/or analysis identifying all possible failure modes and the effect each has (e.g., failure modes and effects analysis) on fuel pressure across the entire range of engine operating conditions , and upon the Executi ve34 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, f or purposes of tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in sections (e)(1.2.2) and (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 approv al 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 determi ning that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is techni cally

necessary

. (1.4) MIL Illumination and Fault Code Storage:
(1.4.1) General requirements for MIL illumination and fault code storage are set forth in section (d)(2).
(1.4.2) Additionally, for malfunctions identified in section (e)(1.2.1) (i.e., fuel pressure control) on al l 201 3 and subsequent model year vehicles engines : (A) A pending fault code shall be stored 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 fa ult code is sto red, the OBD system shall immediately illuminate the MIL and store a confirmed /MIL

- on fault code if a malfunction is again detected during either of the following two events: (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 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 malfunction criteria. The pending code may also be erased if similar conditions are not encountered during th e 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) For 2013 through 2015 model year engines, a A manufacturer shall

store and erase freeze frame conditions eit her in conjunction with storing and erasing a pending fault code or in conjunction with storing and erasing a confirmed /MIL

- on fault code

. For 2016 and subsequent35 model year engines, a manufacturer shall store freeze frame conditions in conjunction with s toring and erasing a pending fault code in accordance with section (d)(2.2.1)(D)(iii) or (d)(2.2.2)(D). (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 a s 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 for determining similar conditions of operation. (i) Upon de tection of a fuel system malfunction under section ( e )( 1 .4.2),

the OBD system shall store the engine speed, load, and warm

- up status of the first fuel system malfunction that resulted in the storage of the pending fault code. (ii) T he manufacturer may request E xecutive 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 manufacturer providing data or analysis demonstrating that the alternate definition 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 dri ving cycles in which similar conditions have been encountered without a malfunction 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 detect ing misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, the OBD system shall also identify the specific misfiring cylinder.
(2.1.2) If more than one cylinder is continuously misfiring, a separate f ault code shall be stored indicating that multiple 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 subsequent through 2015 model year engines equipped with sensors that can detect combusti on 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 diesel engines, and 100 percent of 2018 model year diesel engine s (percentage based on the manufacturer’s projected California sales volume of all diesel engines subject to this regulation) , the OBD system shall detect a misfire malfunction when the36 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 revoluti on increments that would cause NMHC, CO, or

NOx emissions from an emission durability demonstration engine to

exceed 2.0 times any of the applicable 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 manufacturer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000

- revo lution 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. Th e Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire.
(2.2.3) A malfunction shall be detected if the percentage of misfire established specifie d 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 engine firings

, the OBD system shall only be required to detect a misfire malfunction 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 Officer shall revise the percentage of misfire malfunction criteria in section (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 ti mes the applicable standards and the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp

- hr.
(2.3) Monitoring Conditions:
(2.3.1) Except as provided in section (e)(2.3.2), T t he OBD system shall monitor

for misfire s 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

manufactur er

- defined monitoring conditions that are determined (based

on manufacturer

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

with data gathered during several idle operations of 15 seconds or less);37 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

- id le) 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 other engineering documentation) to ensure equiv alent robust detection of malfunctions and equivalent

timeliness in detection of malfunctions.
(2.3.3) Additionally, f F or misfires identified in section (e)(2.2.2) 2013 and subsequent model year engines equipped with sensors that can detect

combustion or combust ion quality : (A) The OBD system shall continuously monitor for misfire under the following

conditions: (i) For 2013 through 2018 model year engines and 2019 and subsequent model year engines that are not included in the phase

- in specified in section (e)(2.3. 3)(A)(ii), all under positive torque conditions between 20 percent and 75 percent of peak torque with engine speed s up to 75 percent of the maximum engine speed and l oad conditions

. (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 manufacturer’s projected California sales volume of all diesel engines subject to this regulation) , under all positive torque engine speed conditions exce pt within the following range: the engine operating region bound by the positive torque line (i.e., engine torque with transmission in neutral) and the two following points: engine speed of 50 percent of maximum engine speed with the engine torque at the positive torque line, and 100 percent of the maximum engine speed with the engine torque at 10 percent of peak torque above the positive torque line

. (B) If a monitoring system cannot detect all misfire patterns under all required engine speed and load conditi ons 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 following factors: the magnitude of the

r egion(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 typ e of misfire patterns for which misfire detection is troublesome, and demonstration that the monitoring technology employed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines)

, and the extent to which the most reliable monitoring method developed is unable to ensure robust detection of misfire in the region(s) . The 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.38 (C) A manufacturer may request Executive Officer approval to disable misfire monitoring or employ an alternate malfunction criteri on when misfire cannot be distinguished from other effects. Upon determining that the manufacturer has presented documentation that demonstrates the disablement interval or period of use of an alternate malfunction criterion is limited only to that necess ary for avoiding false detection, the Executive Officer shall approve the disablement or use of the alternate malfunction criterion. Such disablements may include but are not limited to events involving: (i) rough road, (ii) fuel cut, (iii) gear changes for manual transmission vehicles, (iv) traction control or other vehicle stability control activation such as anti

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

- board control or intrusive activation of vehicle comp onents or diagnostics during service or assembly plant testing, (vi) intrusive diagnostics during portions that can significantly affect engine stability, or (vii) infrequent regeneration events during portions that can significantly affect engine stabilit y. (2.4) MIL Illumination and Fault Code Storage:
(2.4.1) General requirements for MIL illumination 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) equipped with s ensors that can detect combustion or combustion quality : (A) Upon detection of the percentage of misfire 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 misfire 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 fault code within 10 seconds if the percentage of misfire specified in section (e)(2.2.2) is again exceeded four times during: (a) the driving cycle 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. (iii) The pending fault code may be erased at the end of the next driving cycle in whic h similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not

encoun tered during the next 80 driving cycles immediately following

initial detection of the malfunction.39 (B) Storage of freeze frame conditions. (i) For 2013 through 2015 model year engines, t T he OBD system shall store and erase freeze frame conditions either in conjun ction with storing and erasing a pending fault code or in conjunction with storing

a confirmed/MIL

- on fault code and erasing a confirmed/previously MIL

on fault code. For 2016 and subsequent model year engines, a

manufacturer shall store freeze frame cond itions in conjunction with storing and erasing a pending fault code in accordance with section (d)(2.2.1)(D)(iii) or (d)(2.2.2)(D)

. (ii) If freeze frame conditions are stored for a malfunction other than a misfire malfunction when a fault code is stored as spe cified in section (e)(2.4.2), the stored freeze frame information shall be replaced with freeze frame information regarding the misfire malfunction. (C) Storage of misfire conditions for similar conditions determination. Upon

detection of misfire under sectio n (e)(2.4.2), the OBD system shall store the following engine conditions: engine speed, load, and warm

- up status of the first misfire event that resulted in the storage of the pending fault

code. (D) Extinguishing the MIL. The MIL may be extinguished after th ree sequential driving cycles in which similar conditions have been encountered without an exceedance of the specified percentage of

misfire.

(3) Exhaust Gas Recirculation (EGR) System Monitoring
(3.1) Requirement:
(3.1.1) The OBD system shall monitor the EGR system on en gines 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 elect ronic components (e.g., actuators, valves, sensors) that are used in the EGR system shall be monitored in accordance with the comprehensive component requirements in section (g)( 3 ).
(3.1.2) For engines with other charge control strategies 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 dete rmining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan required for EGR systems under section (e)(3).
(3.2) Malfunction Criteria:
(3.2.1) Low Flow: The OBD system shall detect a malfunction of the EGR system prior to a decrease from the manufacturer'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 emiss ions to exceed the applicable standard plus 0.02 g/bhp

- hr . For engines in which no failure or deterioration of the EGR system that causes a decrease in40 flow could result in an engine’s emissions exceeding these levels , the OBD system shall detect a malfun ction 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 amount of EGR flow when EGR flow is

expec ted

. (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 flow rat e 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 EGR sy stem 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 system has reached its

control limits such that it cannot reduce EGR flow to achieve the

comman ded flow rate or, for non

- feedback controlled EGR systems, the EGR system has maximum detectable EGR flow when little or no EGR flow is expected

. (3.2.3) Slow Response: The OBD system shall detect a malfunction of the EGR system prior to any failure or deteriorati on in the EGR system response (e.g., capability to achieve the specified flow rate within a manufacturer

specified time ) that would cause an engine’s NMHC, CO, or NOx

emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emission s to exceed the applicable standard plus 0.02 g/bhp

- hr . 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 occur s. (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, valve position, pressure differential across the valve via intake throttle 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; or (C) If the control system has used up all of the adjustment allowed by the

manufacturer or reached its m aximum 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 exceed the appl icable standard plus 0.0241 g/bhp

- hr . For engines in which no failure or deterioration of the EGR

cooler system could result in an engine’s emis sions exceeding these

levels , the OBD system shall detect a malfunction when the system has no detectable amount of EGR cooling.
(3.2.6) EGR Catalyst Performance : For catalysts located in the EGR system on 2013 and subsequent model year engines and used to conver t 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 section (e)(3.2.6)(B) below, t he OBD system

shall detect a malfu nction when the catalyst has no detectable amount of constituent (e.g., hydrocarbons, soluble organic fractions) oxidation. (B) Monitoring of the catalyst is not required if there is no measurable emission impact on the criteria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable driving condition in which the catalyst is most likely to affect criteria pollutants.
(3.2.7) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in sect ion (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 shall approve the disablement upon the manufacturer submitting data and/or analysis 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 allowed by the manufacturer used up.
(3.2.8) In lieu of detecting the malfunctions specified in sections (e)(3.2.4)(A) and (B) with an EGR system

- specific monitor, the OBD system may monitor the individual parameters or components that are used as inputs for EGR system feedback control provided that the monitors detect all m alfunctions that meet the criteria in sections (e)(3.2.4)(A) and (B).
(3.2.9) For purposes of determining the EGR 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 ma in cooler, two or more coolers in series), the manufacturer shall submit an EGR cooler 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)(3.2.5) including the deterioration/aging process. Executive Officer approval of the plan shall be based on the representativ eness of the aging 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 malfunction criteria of section (e)(3.2.5).
(3.3) Monitoring Conditio ns: (3.3.1) Except as provided in section (e)(3.3. 4 ), t he 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).42 (3.3.2) Manufacturers shall define the monitoring c onditions 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 section s (e)(3.2.5) and (e)(3.2.6) (i.e., cooler performance and EGR catalyst performance ) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For 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 robus t 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 flow is commanded , disable EGR high and low flow monitoring when freezing may affect performance of th e system). The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating EGR system cannot be distinguished from a malfunctioning EGR system and

that the disablement interval is limited only to that which is technically

necessary

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

(4) Boost Pressure Cont rol 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 coole r systems, the OBD system shall monitor the charge air cooler system for cooling system performance malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the boost pressure control system shall be monitored in accordance with the comprehensive component requirements in section (g)(3).
(4.1.2) For engines with other charge control strategies that affect boost pressure (e.g., systems that modify boost pressure to achieve a desired air

- fuel

ratio instead of a desired b oost 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 evaluation that demonstrate that43 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 syste m 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 exceed 2.0 times any of the applicable

standards or the engine’s PM emissions to exceed the applicable standard pl us 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 either the boost system has

reached its control limits such that it cannot increase boost to achieve the commanded boost pressure or, for non

- feedback controlled boost systems, the boost system has no detectable 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 exceed 2.0 times any of the applicable

standards or the engine’s PM emissions to exceed the applicable standard plus 0.02 g/bhp

- hr . For engines in which no failure or deterioration of the boost pressure control system that causes an increase in boost could result in an engine’s emissions excee ding these levels , the OBD system shall detect a malfunction when either the boost system has

reached its control limits such that it cannot decrease boost to achieve the commanded boost pressure or, for non

- feedback controlled boost systems, the boost sys tem has maximum detectable boost when little or no boost is expected

. (4.2.3) S low 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 deteriorat ion 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 any of the applicable standards or the engine’s PM emiss ions to exceed the applicable standard plus 0.02 g/bhp

- hr . 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 malfunction of the VGT syste m when no detectable response to a change in command ed turbocharger geometry occur s

. (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 applicable standards or the engine’s PM44 emissions to exceed th e 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 of the boost system when no det ectable

response to a commanded or expected change in boost pressure occur s. (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 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/bhp

- hr . For engines in which no failure or deterioration of the charge air cooling s ystem 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 system has no detectable amount of charge air cooling.
(4.2.5) Feedback control: Except as provide d 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 variable 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 all of the adjustment allowed by the

manufacturer or reached its maximum authority and cannot achieve the target

. (4.2.6) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (e)(4.2.5)(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 the manufacturer submitting data and/or analysis 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 allowed 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 pr essure 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 monitors detect all malfunctions that meet the criteria 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 s eries), t he 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 and45 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 real w orld 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 provid ed in section (e) (4.3.4), t he 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 malfunctio ns 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 c ycle 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 r eported 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 tracking 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 indi cations 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 evaluat ion which demonstrate 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

. (4.4) MIL Illumination and Fault Code Storage: General requireme nts for MIL illumination and fault code storage are set forth in section (d)(2).

(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 monitored in accordance with the PM filter requirements in section (e)(8).
(5.2) Malfunction Criteria:46 (5.2.1) For purposes of section (e)(5), each catalyst in a series configuration that converts NMHC shall be monitored either individually or in combination

with others.
(5.2.2) Conversion Efficiency: (A) For 2010 through 2012 model year engines, t he OBD system shall detect an NMHC catalyst malfunction when the catalyst conversion capability decreases to the point that NMHC emissions 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 conversi on capability decreases to the point that 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 emissio n 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

malfunct ion 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 shall detect a malfunction when the catalyst is unable to generate a sufficient exotherm to achieve regeneration of the PM filter. (B) For 201 3 201 5 and subsequent model year engines, f or catalysts used to generate a feedgas constituency to assist SCR systems (e.g., to increase

NO 2 concentratio n upstream of an SCR system), the OBD system shall detect a malfunction when the catalyst is unable to generate the necessary feedgas constituents for proper SCR system operation. Catalysts are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyst’s feedgas generation ability can cause emissions to increase by 15 percent or more of the applicable standard as measured from an applicable emission test cycle; and (2) no malfunction of the catalyst’s fe edgas generation ability can cause emissions to exceed the applicable 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 sy stem shall detect a malfunction when the catalyst has no detectable amount of NMHC conversion capability. (D) For catalysts located downstream of an SCR system (e.g., to prevent ammonia slip ) , the OBD system shall detect a malfunction when the catalyst has no detectable amount of NMHC, CO, NOx, or PM conversion capability. Monitoring of the catalyst is not required if there is no measurable emission impact on the criteria pollutants (i.e., NMHC, CO, NOx, and PM) during any reasonable driving condition where in which the catalyst is most likely to affect criteria pollutants (e.g., during conditions47 most likely to result in ammonia generation or excessive reductant delivery).
(5.2.4) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfunctio n criteria in sections (e)(5.2.2) and (5.2.3) for individually monitored 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 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” cat alysts equally

deteriorated. (B) For purposes of determining the catalyst malfunction criteria in sections (e)(5.2.2) and (5.2.3) for catalysts monitored in combination with others, the manufacturer shall submit a catalyst system aging and monitoring plan

to t he 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 determining the malfunction criteria of sections (e)(5.2.2) and (5.2.3) including the deterioration/aging process. If the catalyst system contains catalysts in parallel (e.g., a two bank exhaust system where each bank has its own catalyst), the malfunction criteria shal l be determined with the “parallel” catalysts equally deteriorated. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world catalyst system component deterioration under normal and malfunctioning engine

o perating 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 conditio ns 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 sections (e)(5.2.2) and (5.2.3) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(5.4) MIL Illumination and Fault Code Storage:
(5.4.1) General requirements for MIL illumination and fault c ode storage are set forth in section (d)(2).
(5.4.2) The monitoring method for the catalyst(s) shall be capable of detecting all instances, except diagnostic self

- clearing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., c atalyst overtemperature histogram approaches are not acceptable).48 (6) Oxides of Nitrogen (NOx) Converting Catalyst Monitoring
(6.1) Requirement: The OBD system shall monitor 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 reductan t injection 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 comprehensive component requirements in section (g)( 3 ).
(6.2) Malfunction Criteria: For purposes of section (e)(6), each catalyst in a series configuration that converts NOx shall be monitored either individually or in

combination with others.
(6.2.1) Conversion Efficiency: (A) For 2010 through 2 012 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 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 ). (ii) If no failure or deterioration of the catalyst NOx conversion capability could result in an eng ine’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 catalyst has no detectable amount of NOx conversion capability. (B) For all 2013 model year engines and 2014 and 201 5 model year engines

that are not included in the phase

- in specified 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 of the catalyst system NOx conversion capability could result in an engine’s NOx or NMHC emissions exceeding the applicable malfunction criteria of section (e)(6.2.1)(B)(i), the OBD system shall detect a malfunction when the catalyst has no detectable amount of NOx or NMHC conversion capability. (C) For a t 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 standar d by more49 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 of the catalyst system NOx conversion capability could result in an engine’s NOx or NMHC emissions exceeding the applicable malfunction criteria 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), F f or 2013 2016 and subsequent 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 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 emissi on 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 malfunction criteria of section (e)(6.2.1)( B D )(i) , the OBD system shall detect a malfunction when the catalyst has no detectable amount of NOx or NMHC conversion capability. (E) In lieu of using the malfunction criteria in section (e)(6.2.1)(D), a manufacturer may continue to use the malfunction crit eria 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 the malfunction criteria in section (e)(6.2.1)(C) and carried over to the 2016 model year.
(6.2.2) Selective Catalytic Reduction (SCR) o r 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 failure or deterioration of the system to properly regu late reductant delivery (e.g., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine's NOx emissions to exceed any of the applicable standards by more than 0. 4 g/bhp

- hr (e.g., ca use 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 ). If no failure or deterioration of the SCR system could result in an engine’s NOx emissions exceed ing any of the applicable standards by more 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.50 (ii) For a ll 2013 model yea r engines and 2014 and 2015 model year engines that are not included in the 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 properly regulate reductant d elivery (e.g., urea injection, separate injector fuel 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 emissio ns exceeding the applicable malfunction criteria of section (e)(6.2. 2 )( A )( i i) a.

, 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

. (iii) For at least 20 percent of all 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 OB D system shall detect a malfunction prior to any failure or deterioration of the system to properly regulate reductant delivery (e.g., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine's 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 appli cable 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 sys tem has reached its control limits such that it is no longer able to deliver the desired quantity of

reductant

. (ii) (iv) Except as provided for below in section (e)(6.2.2)(A)(v), F f or 2013

2016 and subsequent model year engines, the OBD system shall

detec t a system malfunction prior to any failure or deterioration of the system to properly regulate reductant delivery (e.g., urea injection, separate injector fuel injection, post injection of fuel, air assisted injection/mixing) that would cause an engine’s 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 st andard . If no failure or deterioration of the SCR system could result in an engine’s NOx or NMHC51 emissions exceeding the applicable malfunction criteria above , the OBD system shall detect a malfunction when the system has reached

its control limits such t hat it is no longer able to deliver the desired quantity of reductant. (v) In lieu of using the malfunction criteria in section (e)(6.2.2)(A)(iv), a manufacturer may continue to use the 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 year to 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 reservoir/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

- forward 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 causes open loop or default operation; or (iii) If the control system has used up all of the adjustment allow ed by the

manufacturer or reached its maximum authority and cannot achieve the target

. (E) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (e)(6.2.2)(D)(iii) during condi tions that a manufacturer cannot robustly distinguish between a malfunctioning system and a properly operating system. The Executive Officer shall approve the disablement upon the manufacturer submitting data and/or analysis 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 allowed by the manufacturer used up. (F) In lieu of detecting the malfunctions specified in sect ions (e)(6.2.2)(D)(i) and (ii) with a reductant injection system

- specific monitor, the OBD system may monitor the individual parameters or components that are used as inputs for reductant injection feedback control provided that the monitors

detect all mal functions that meet the criteria in sections (e)(6.2.2)(D)(i) and (ii).
(6.2.3) Catalyst System Aging and Monitoring (A) For purposes of determining the catalyst malfunction criteria in section (e)(6.2.1) for individually monitored catalysts, the manufacturer shall u se a catalyst deteriorated to the malfunction criteria using methods established52 by the manufacturer to represent real world catalyst deterioration under normal and malfunctioning engine operating conditions. If the catalyst system contains catalysts in p arallel (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 catalyst malfunction criteria in section (e)(6. 2.1) for catalysts monitored in combination with others, the manufacturer shall submit a catalyst system aging and monitoring plan to the Executive Officer for review and approval. The plan shall include the description, emission control purpose, and loca tion of each component, the monitoring strategy for each component and/or combination of components, and the method for determining the malfunction criteria of section (e)(6.2.1) including the deterioration/aging process. If the catalyst system contains c atalysts 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. Executive Officer approval of the plan shall be based on the repr esentativeness 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 ability 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 section s (e)(6.2.1)

, ( e )(6.2.2)(A), and (e)(6.2.2)(C) (i.e., catalyst efficiency

, reductant delivery performan ce, 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), t he OBD system shall monitor continuously for malfunctions identified in section s (e)(6.2.2) (A), (B)

, an d (D) ( e.g. i.e.

, SCR performance

, insufficient 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 the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically

necessary.53 (6.4) MIL Illumination and Fault Code Storage:
(6.4.1) Except as provided below for reductant faults, general requirements for MIL illumination and fault code storage are 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

illuminatio n of the MIL if the vehicle is equipped with an alternative indicator for notifying the vehicle operator of the malfunction. The Executive Officer shall approve the request upon determining the

alternative indicator is of sufficient illumination and locat ion to be readily visible under all lighting conditions and provides equivalent assurance that a vehicle operator will be promptly notified 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 properly refilled and the MIL has not been illuminated for any other type of malfunction. (C) T he Executive Officer may approve other strategies that provide equivalent assurance that a vehicle operator will be promptly notified and

that corrective action will be undertaken.
(6.4.3) The monitoring method for the catalyst(s) shall be capable of detecting all instances, except diagnostic self

- clearing, when a catalyst fault code has been cleared but the catalyst has not been replaced (e.g., catalyst overtemperature histogram approaches are not acceptable).

(7) NOx Adsorber Monitoring
(7.1) Requirement: The OBD system s hall 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 th e active/intrusive injection system for proper performance. The individual electronic components (e.g., injectors, valves, sensors) that are used in the active/intrusive injection system shall be monitored in accordance with the comprehensive component re quirements 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 malfunction when the NOx adsorber system capability decreases to the point that would c ause 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 NOx

adsorber system capability could result in 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 NOx adsorber capability.54 (B) For 2013 and subsequent model year engines, the OBD system shall detect a NOx adsorber system malfunction when the NOx adsorber capability decreases to the point that would 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 applicable NMHC s tandard . If no failure or deterioration of the NOx adsorber capability could result 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

no detectable amoun t 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 injection) to achieve desorption of the NOx adsorber, the OBD system shall detect a malfunction if any

fa ilure 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 wit h feedback or feed

- forward control of the NOx adsorber or active/intrusive injection system (e.g., feedback control of injection quantity, time), the OBD system shall detect a malfunction: (A) If the system fails to begin control within a manufacturer specifi ed time interval; (B) If a failure or deterioration causes open loop or default operation; or (C) If the control system has used up all of the adjustment allowed by the

manufacturer or reached its maximum authority and cannot achieve the target

. (7.2.4) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction 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 shall approve the disablement upon the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as designed on an engine with all emission controls working properly, routinely operat es during these conditions with all of the adjustment allowed by the manufacturer used up.
(7.2.5) In lieu of detecting the malfunctions specified in sections (e)(7.2.3)(A) and (B) with a NOx adsorber

- specific monitor, the OBD system may monitor the individual par ameters or components that are used as inputs for NOx adsorber or active/intrusive injection 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 th e NOx a dsorber system malfunction criteria in section (e)(7.2.1) for NOx adsorber systems that consist of more than one NOx adsorber (e.g., two or more adsorbers in 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 for55 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. Executive Officer approval of the plan shall be based on the representativeness of the aging to real world NOx adsorber system component deterioration under normal and malfunctioning engine operating conditio ns, the effectiveness of the method used to determine the malfunction criteria of section (e)(7.2.1), the ability of the component monitor(s) to pinpoint the likely area of malfunction and ensure the correct components are repaired/replaced in

use, and the ability of the component monitor(s) to accurately verify that

each NOx a dsorber 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 required in section (d)(3.2.1), all

monitors used to detect malf unctions identified in sections (e)(7.2.1) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(7.3.2) Except as provided in section (e)(7.3.3), t he OBD system shall monitor continuously for malfunctions identifie d 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 malfun ctions and to avoid false passes and

false indications of malfunctions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically

necessary. (7.4) MIL Illumination and Fault Code Storage: 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 monitor the PM filter on engines so

equipped for proper performance. For engines equipped with active regeneration systems that utilize an active /intrusive injection (e.g., in

- exhaust fuel injection, in

- exhaust fuel/air burner), the OBD system shall monitor the active/intrusive injection system for proper performance. The individual electronic components (e.g., injectors, valves, sensors) that are used in the active/intrusive injection system shall be monitored in accordance with the comprehensive component requirements in section (g)( 3 ).
(8.2) Malfunction Criteria:
(8.2.1) Filtering Performance: (A) F or 2010 through 2012 model year engines, the OBD system shall d etect a malfunction prior to a decrease in the filtering capability of the PM filter56 (e.g., cracking) that would cause an engine's PM emissions to exceed either of the following thresholds, whichever is higher: 0.07 g/bhp

- hr as measured from an applicable emission test cycle (i.e., FTP or SET); or the applicable standard plus 0.06 g/bhp

- hr (e.g., 0.07 g/bhp

- hr if the 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 em issions 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, f F or all 2013 model year engines and 2014 and through 2015 model year engines t hat are not included in the phase

- in specified in s ection (e)(8.2.1)(C)

, the OBD system shall detect a malfunction prior to a decrease 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 thresholds, whichever is higher: 0.05 g/bhp

- hr 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. 0 5 g/bhp

- hr if the exhaust emission standard is 0. 01 g/bhp

- hr) . I f 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 Californ ia 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 provision s of section (g)(5.1) to exclude specific failure modes. (ii) For at least 50 percent o f 2015 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 detect

a malfunction prior to a decrease in the filtering capability of the P M filter that would cause an engine's PM emissions to exceed either of the following thresholds, whichever is higher , without using the provision s of section (g)(5.1) to exclude specific failure modes : 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 e xceeding these levels, the OBD system shall detect a malfunction when no detectable amount of PM filtering

occurs. (C) (D) For 2013 through 2015 model year engines subject to (d)(7.2.2)(A)

and Except as provided in section (e)(8.2.1)( E ), for all 2016 and

sub sequent model year engines, 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: 0.0 3 g/bhp

- h r as measured from57 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 detect 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 us e the malfunction criteria in section (e)(8.2.1)(C)(i) for

any 2016 model year engine that was previously certified in the 2014 or 2015 model year to the malfunction criteria 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 frequen tly than (i.e., occurs more often than) the manufacturer’s specified regeneration frequency to a level such that it would cause an engine's emissions to exceed the following: (A) For 2010 through 2012 model y ear 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/bhp

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

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

- hr)

. (C) If no failure or deterioration causes an increase in the PM filter regeneration frequency that could result in an engine’s emissions exceeding the emission levels specified above , the OBD system shall

detect a malf unction when the PM filter regeneration frequency exceeds the manufacturer’s specified design limits for allowable regeneration frequency.
(8.2.3) Incomplete regeneration: The OBD system shall detect a regeneration malfunction when the PM filter does not properly regenerate under

manufacturer

- defined conditions where regeneration is designed to occur.
(8.2.4) Catalyzed PM Filter: (A) NMHC conversion: For 201 3 201 5 and subsequent model year engines

, f or with catalyzed PM filters that convert NMHC emissions

, : (i) t T he 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 NMHC emissions exceed 2.0 times the applicable standards. (ii) If no failure or deterioration of the NMH C 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. (iii) Catalyzed PM filters ar e exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyzed PM filter’s NMHC conversion capability can cause emissions to increase by 15 percent or more of the applicable standard as measured from an58 a pplicable emission test cycle; and (2) no malfunction of the catalyzed PM filter’s NMHC conversion capability can cause emissions to exceed the applicable standard as measured from an applicable emission test cycle

. (B) Feedgas generation: For 2016 and su bsequent model year engines with catalyzed PM filters used to generate a feedgas constituency to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD system shall detect a malfunction when the system is unable to gene rate the necessary feedgas constituents for proper SCR system operation. Catalyzed PM filters are exempt from this monitoring if both of the following criteria are satisfied: (1) no malfunction of the catalyzed PM filter’s feedgas generation ability can c ause emissions to increase by 15 percent or more of the applicable standard as measured from an applicable emission test cycle; and (2) no malfunction of the catalyzed PM filter’s feedgas generation ability can cause emissions to exceed the applicable stan dard as measured from an applicable emission test cycle

. (8.2.5) Missing substrate: The OBD system shall detect a malfunction if either the PM filter substrate is completely destroyed, 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 filter, the OBD system shall detect a

malfunct ion if any failure or deterioration of the injection system’s ability to properly regulate injection causes the system to be unable to achieve regeneration of the PM filter.
(8.2.7) Feedback Control: Except as provided for in section (e)(8.2.8), if the engine is e quipped with feedback or feed

- forward control of the PM filter regeneration (e.g., feedback control of oxidation catalyst inlet temperature, PM filter inlet or outlet temperature, in

- cylinder or in

- exhaust fuel injection), the OBD system shall detect a mal function: (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 all of the adjustment allowed by the

manufacturer or re ached its maximum authority and cannot achieve the target

. (8.2.8) A manufacturer may request Executive Officer approval to temporarily disable monitoring for the malfunction criteria specified in section (e)(8.2.7)(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 the manufacturer submitting data and/or analysis demonstrating that the control system, when operating as design ed on an engine with all emission controls working properly, routinely operates during these conditions with all of the adjustment allowed by the manufacturer used up.
(8.2.9) In lieu of detecting the malfunctions specified in sections (e)(8.2.7)(A) and (B) with a PM filter

- specific monitor, the OBD system may monitor the59 individual parameters or components that are 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 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 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), t he OBD II system shall monitor

continu ously 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 manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly

o perating 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 Storage: 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, air

fuel ratio, NOx) used for emission control system feedback (e.g., EGR control/feedback, SCR contro l/feedback, NOx adsorber control/feedback) or as a monitoring device for proper output signal, activity, response rate, and any other parameter that can affect emissions.
(9.1.2) For engines equipped with heated exhaust gas sensors, the OBD system

shall monitor th e 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 se nsor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause an engine's NMHC, CO, or NOx

emissions to exceed 2.0 times any of the applicable standards or the engine’s PM emissions to exceed an y of the applicable standards plus 0.02 g/bhp

- hr

.60 (ii) Circuit faults: The OBD system shall 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 ex tent feasible, the OBD system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD system monitoring device (e.g., for catalyst, EGR, SCR, or NOx adsorber monitoring). (B) For sensors located downstream of the exhaust aftertreatment: (i) Sensor performance faults:

a. For 2010 through 2012 model year engines, the OBD system shall detect a malfunction prior to any failure o r 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 emiss ions 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 ), or cause an engi ne’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 if the exha ust 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 measured from an applicable cycle emission test (i.e., FTP or SET ), or cause an engine's PM

emissions to exceed (whichever is higher): 0.0 3 g/bhp

- hr as measured from an applicable cycle emiss ion 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)

. (ii) Circuit faults: The OBD system shall detect malfunctions of the se nsor caused by either a lack of circuit continuity or out

- of

- range values.61 (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) t o 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, i mpedance, 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) Fo r 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 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 if the 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 the phase

- in specified in section (e)( 9.2.2 )( A ) (iii), the OBD system shall detect a malfunction pr ior 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 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 emission 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 appli cable 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 model year diesel engines and 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 regulation ) , the OBD system shall detect a malfunction prior to any fai lure or deterioration of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause an engine's NOx emissions to62 exceed the applicable NOx standard by more than 0.3 g/bhp

- hr (e.g.,

caus e 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 cause an engine's PM emissions to exceed (whichever is higher): 0.03 g/bhp

- hr as measured from an applicable cycle em ission 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). (ii) (iv) Except as provided for below in section (e)(9.2.2)(A)( v), F f or 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, current, response rate, amplitude, offset, or other characteristic(s) that w ould 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 times the applicable NMHC standard, or cause an engine's PM emissions to exceed (whichever is higher):

0.0 3 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)

. (v) In lieu of using the malfunction criteria in section (e)( 9.2.2 )( A ) (iv) , a manufacturer may continue to use the 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 year to the malf unction criteria in section (e)(9.2.2)(A)(iii) and carried over to the 2016 model year. (B) Circuit faults: The OBD system shall 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 deteriorat ion 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). (D) Monitoring capability: To the extent feasible, the OBD system shall detect a malfunction of the sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for use as an OBD system 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 manufac turer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring plan63 required for air

- fuel ratio sensors

, NOx sensors , and PM sensors under sections (e)(9.2.1) and (e)(9.2.2).
(9.2.4) Sensor Heaters: (A) The OBD system shall detect a malfunction of 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 b e met by the component vendor for heater circuit performance at high mileage). Subject to Executive Officer approval, other malfunction criteria for heater performance malfunctions may be used upon the Executive Officer determining that the manufacturer h as 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 with 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 faults) 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 se ction (d)(3.2.1), all monitors used to detect malfunctions identified in sections (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 separately but reported as a single s et 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)(iv), and (9.2.2)(D) (e.g., monitoring capability) in accordance with sections (d )(3.1) and (d)(3.2) (i.e., minimum ratio requirements) with the 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 prov ided in section (e)(9.3.1)(D), monitoring 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 open

loop malfunctions) shall be conducted conti nuously. (D) A manufacturer may request Executive Officer approval to disable continuous exhaust gas sensor monitoring when an exhaust gas sensor malfunction cannot be distinguished from other effects (e.g., disable out

of

- range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor

and th at the disablement interval is limited only to that necessary for avoiding false detection.
(9.3.2) Sensor Heaters64 (A) Manufacturers shall define monitoring conditions for malfunctions identified in section (e)(9.2.4)(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 (e)(9.2.4)(B) (i.e., circuit malfunctions) shall be conducted continuously.
(9.4) MIL Illumination and Fault Code Storage: General requirem ents for MIL illumination and fault code storage are set forth in section (d)(2). To the extent feasible, the OBD system shall separately detect lack of circuit continuity and out

- of

- range faults as required under sections (e)(9.2.1)(A)(ii), (e)(9.2.1)(B )(ii), and (e)(9.2.2)(B) and store 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 canno t be distinguished 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 response malfunctions. The individual electronic components (e.g., actuators, valves, 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 capability 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

excee d 2.0 times any of the applicable 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 capability of the VVT system to achieve the commanded valve timing and/or control within a manufacturer

- specified time that would cause an engine's NHMC, NOx, or CO emissions to exceed 2.0 times any of the applicable standards or an engine’s PM

emissions to exceed a th reshold 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 exceeding the thresholds of sections (e)(10.2.1) or (10.2.2), the OBD system shall detect a malf unction of the VVT system when proper functional response of the system to computer

commands does not occur.
(10.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section (e)(10.2) in accordan ce 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 in65 section (d)(3.2.1), all monitors used to detect malfunctions identified in section ( e )(1 0 .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 Storage: 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 a n engine incorporate s a specific engine control strategy to reduce cold start emissions, the OBD system shall monitor the system strategy to verify the strategy that it achieves the desired effect (e.g., to achieve accelerated catalyst light

- off tempera ture) 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

o f the control strategy.
(11.1.2) For an element/component associated 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

man ufacturer shall use different diagnostics to distinguish faults detected

under section (e)(11) (i.e., faults associated with the cold start strategy)

from faults detected under sections other than section (e)(11) (i.e., faults

not associated with the cold start strategy ).
(11.2) Malfunction Criteria: The OBD system shall, to the extent feasible, detect a malfunction if either of the following occurs:
(11.2.1) Any single commanded element /component does not properly respond

to the commanded action while the cold start strat egy 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 ac hieve on start

up without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault must be detected if there is no detectable amount of engine speed increase above what the system

would achieve without t he cold start strategy active);
(11.2.2) Any failure or deterioration of the cold start emission reduction control strategy that would cause a n engine’s NMHC, NOx

, or CO emissions to

exceed 2.0 times the applicable stand ards or the engine’s PM emissions

to exceed t he applicable standard plus 0. 0 2 g/bhp

- hr

. (11.2.3) For section (e)(11.2.2), to the extent feasible (without adding hardware for this purpose), the OBD system shall monitor the ability of the system to achieve the desired effect (e.g., strategies used to accelerate catalyst light

- off by increasing catalyst inlet temperature shall verify the catalyst inlet temperature actually achieves the desired temperatures within a n Executive Officer approved time interval after starting the engine ) for

failures that cause emissi ons to exceed the applicable emission levels66 specified in section (e)(11.2.2)

. For strategies where it is not feasible to be monitored as a system, the OBD system shall monitor the individual elements/components (e.g., increased engine speed, increased en gine 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 shall define the monitoring conditions

for malfunctions identi fied in section ( e )(1 1 .2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(11.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(f) Mo nitoring Requirements for Gasoline/Spark

- Ignited Engines

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

standards.
(1.2) Malfunction Criteria:
(1.2.1) Th e OBD system shall detect a malfunction of the fuel delivery system

when : (A) T he 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 a n vehicle engine ’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; o r (C) F or 201 4 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 at a particular cylinder, fuel injector problem, an indivi dual 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 a n vehicle engine ’s emissions at or below: 3.0 times the applicable standards for the 201 4 through 201 6 model years; and 1.5 times the applicable FTP standards for all 201 7 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 i s 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 th e adjustment allowed by the manufacturer. However, if a failure or deterioration results in engine emissions that exceed the malfunction67 criteria in section (f)(1.2.1) (B) , the OBD system is required to detect a

malfunction.
(1.2.4) The OBD system shall detect a m alfunction whenever the fuel control system fails to enter closed

- loop operation within an Executive Officer

approved 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 by the 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 closed

- loop operation within an Executive

Officer

- approved time interval after an engine restart. Executive Officer approval of the time interval shall be granted upon det ermining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times

. (1.3) Monitoring Conditions:
(1.3.1) Except as provided in section (f)(1.3. 5 ) , t he OBD system shall monitor continuously for malfunction s identified in sect ions (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 ra tio cylinder imbalance malfunctions) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements)

. (1.3.3) Manufacturers shall define monitoring conditions 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 accordance with sections (d)(3.1) with the exception that monitoring shall occur every time the monitoring conditions are met during the driving cycl e 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 t o avoid false passes and

false indications of malfunctions (e.g., for temporary introduction of large amounts of purge vapor )

. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation which demonstrate that a properly operating system cannot be distinguished from a malfunctioning system and that the disablement interval is limited only to that which is technically necessary.
(1.4) MIL Illumination and Fault Code Storage: For malfun ctions described under section (f)(1.2.1)(C) (i.e., air

- fuel ratio cylinder imbalance malfunctions), general requirements for MIL illumination and fault code storage are set forth in section (d)(2). For all other fuel system malfunctions, the MIL illumina tion and fault code storage requirements are set forth in sections (f)(1.4.1) through (1.4.6) below.68 (1.4.1) A pending fault code shall be stored immediately upon the fuel system exceeding the malfunction criteria established pursuant to section (f)(1.2).
(1.4.2) Except a s provided below, if a pending fault code is stored, the OBD system shall immediately illuminate the MIL and store a confirmed fault code if a malfunction is again detected during either of the following two events: (a) the driving cycle immediately follow ing 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 those that occurred when the pending fault code was

stored are e ncountered.
(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 eithe r 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 w hen 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 for determining similar conditions of operation. (A) Upon detection of a fuel system malfunction 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 resulted in the storage of the pending

fa ult code. (B) For fuel system faults detected using 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 definit ion specified in section (c). The Executive Officer shall approve the alternate definition upon the manufacturer providing data or analysis demonstrating that the alternate definition provides for equivalent robustness in detection of fuel system faults t hat vary in severity depending on engine speed, load, and/or warm

- up status. (1.4.6) Extinguishing the MIL. The MIL may be extinguished after three sequential driving cycles in which similar conditions have been encountered without a malfunction of the fuel syste m.

(2) Misfire Monitoring
(2.1) Requirement:
(2.1.1) The OBD system shall monitor the engine for misfire causing catalyst damage and misfire causing excess emissions.69 (2.1.2) The OBD system shall identify the specific cylinder that is experiencing misfire. Manufacturers may reque st Executive Officer approval to store a general misfire fault code instead of a cylinder specific fault code under certain operating conditions. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data

and /or an engineering evaluation that demonstrate 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 misfiri ng except as allowed below. When identifying multiple cylinder misfire, the OBD system is not required to also identify each of the misfiring cylinders individually through separate fault codes. If more than 90 percent of the detected misfires occur in a single cylinder, the OBD system may elect to store the appropriate fault code indicating the specific misfiring cylinder in lieu of the multiple cylinder misfire fault code. If, however, two or more cylinders individually have more than 10 percent of the total number of 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 percent age 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 determined to be lower than five percent, the manufacturer may set the malfunction criteria at five
percent. (B) Subject to Executive Officer approval, a manufactu rer 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 manufa cturer has submitted data and/or an engineering evaluation that demonstrate that catalyst damage would not occur due to unacceptably high catalyst temperatures before the interval has elapsed. (C) A misfire malfunction shall be detected if the percentage of mi sfire 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 a re caused by a single component failure. (D) For purposes of establishing the temperature 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

sys tem could be operated at for 10 consecutive hours and still meet the applicable standards.
(2.2.2) Misfire causing emissions to exceed 1.5 times the applicable standards:70 (A) Manufacturers shall determine the percentage of misfire evaluated in

1000 revolution incremen ts 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 manuf acturer shall utilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000

- revolution increment. If this percentage of misfire is determined to be lower than one percent, the manufacturer may set the malfunction criteria
at one percent. (B) Subject to Executive Officer approval, a manufacturer may employ other revolution increments. The Executive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire. (C) A malfunction shall be detected if the percentage of misfire established in section (f)(2.2.2)(A) is exceeded regardless of the pattern of misfire events (e.g., random, equally s paced, continuous).
(2.3) Monitoring Conditions:
(2.3.1) The OBD system shall continuously monitor for misfire under the following

conditions: (A) Except as provided for in section (f)(2.3.6) below, f F rom no later than the end of the second crankshaft revolution after engi ne start, (B) While under positive torque conditions d uring 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 co nditions except within the following range: the engine operating 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 manifold vacuum at four inches of mercury lower than that at the 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 following factors: the magnitude of the region(s) in which misfire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of detection of misfire events), the frequency with which said region(s) are e xpected 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., complianc e can be achieved on other engines). The evaluation shall be based on the following misfire patterns: equally spaced misfire occurring on randomly selected cylinders, single cylinder continuous misfire, and paired cylinder (cylinders firing at the same cr ank angle) continuous misfire.71 (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

reducti on strategy that reduces engine torque (e.g., spark retard strategies) is active. The Executive Officer shall approve the request upon determining that the manufacturer has demonstrated that the probability of detection is greater than or equal to 75 perc ent during the worst case condition (i.e., lowest generated torque) for a vehicle operated continuously at idle (park/neutral idle) on a cold start between 50 and 86 degrees Fahrenheit and that the technology cannot reliably detect a higher percentage of t he misfire events 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 man ufacturer has presented documentation that demonstrates the disablement interval or period of use of an alternate malfunction criterion is limited only to that necessary for avoiding false detection, the Executive Officer shall approve the disablement or u se of the alternate malfunction criterion for conditions involving: (i) rough road, (ii) fuel cut, (iii) gear changes for manual transmission vehicles, (iv) traction control or other vehicle stability control activation such as anti

lock braking or other engine torque modific ations 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 evaporative system or EGR diagnostics that can significantly affect engine s tability (i.e., while the purge valve is open during the vacuum pull

- down of a evaporative system leak check but not while the purge valve is closed and the evaporative system is sealed or while an EGR diagnostic causes the EGR valve to be intrusively cycl ed on and off during positive 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 percent or less of the nominal capacity of the fuel tank, when PTO units are active, or while engine

coola nt 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 degrees 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 conditioning compressor cycling from on

to

- off or off

- to

- on, automatic transmission gear shifts (except for shifts72 occurring during wid e open throttle operation), transitions from idle to off

idle, 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 without any vehicle oper ator

- induced actions (e.g., throttle stabs), or excess acceleration (except for

acceleration rates that exceed the maximum acceleration rate obtainable at wide open throttle while the vehicle is in gear due to abnormal conditions such as slipping of a clut ch). (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 unusu al or unforeseen 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 ap proval 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 requ ired 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 technolo gy. However, the Executive Officer may not grant the request if the misfire detection 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 no t require the vehicle operator to restart the engine to continue driving (e.g., hybrid bus with engine shutoff at idle), the OBD system shall monitor for misfire from

no later than the end of the second crankshaft revolution after each engine restart engi ne 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. Upon detection of the percentage of misfire specified in section (f)(2.2.1) above, the following crit eria 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 percentage of misfire is exceeded three times when operating in the positive torque region encountered during an FTP cycle or is exceeded on a single occasion 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 code 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.73 b. If, at the time a misfire malfunction occurs, the MIL is already illuminated for a malfunction other than 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 blink ing but remain illuminated as required by the other malfunction. (B) Confirmed fault codes (i) If a pending fault code for exceeding the percentage of misfire set forth in section (f)(2.2.1) is stored, the OBD system shall immediately store

a confirmed fault code if the percentage of misfire specified in section (f)(2.2.1) is again exceeded one or more times during either: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving

c ycle; 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 confirmed 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 code, 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 continuously illuminated if the misfiring ceases. (C) Erasure of pending fault codes

Pendi ng 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 have been encountered without any exceedance of the specified percentage of misfir e. The pending code may also be erased if similar driving 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.

Notwithstan ding 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 continuously in accordance with the requirements for continuous MIL illumination 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 f uel control may be deactivated only to permit fueling outside of the misfire range. Manufacturers may also periodically, but not more than once every 30 seconds, deactivate fuel shutoff and default fuel control to determine if the specified catalyst damag e percentage of misfire is still being exceeded. Normal fueling and fuel control may be resumed if the specified catalyst damage percentage of misfire is no longer being

exceeded.74 (E) Manufacturers may request Executive Officer approval of strategies that

con tinuously 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 manu facturer employs the strategy only when catalyst damage misfire levels cannot be avoided during reasonable driving conditions and the manufacturer has demonstrated that the strategy will encourage operation of the vehicle in conditions that will

minimize c atalyst 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 specified in section (f)(2.2.2), the following criteria shall apply for MIL illumination an d 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 percentage 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

exce edance of the specified percentage of misfire is again detected in the first 1000 revolutions during any subsequent driving cycle, regardless of the conditions encountered during the driving cycle. (iii) The pending fault code shall be erased at the end of the n ext driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 driving 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 f ourth exceedance of the percentage of misfire 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 section (f)(2.2.2) is again exceeded four times during: (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 cy cle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending fault code may be erased at the end of the next driving cycle in which similar conditions to the en gine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specified percentage of misfire. The pending code may also be erased if similar conditions are not75 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

wit h 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 stored as specified in section (f)(2.4) above, the stored freez e frame information shall be replaced with freeze frame information regarding the misfire

malfunction.
(2.4.4) Storage of misfire conditions for similar 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 event that resulted in the storage of the pending fault code.
(2.4.5) Extinguishing the MIL. The MIL may be extinguished after three sequential driving cycles in w hich similar conditions have been encountered without an exceedance of the specified percentage of

misfire.

(3) Exhaust Gas Recirculation (EGR) System Monitoring
(3.1) Requirement: The OBD system shall monitor the EGR system on engines

so

- equipped for low and high flow rate malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are used in the EGR system shall be monitored in accordance with the 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 specified EGR flow rate that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For engines in which no failure or deterio ration of the EGR system that causes a decrease in flow could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detect a malfunction when the system has no detectable

amount of EGR flow.
(3.2.2) The OBD syste m shall detect a malfunction of the EGR system prior to an increase from the manufacturer's specified EGR flow rate that would cause an engine's emissions to exceed 1.5 times any of the applicable standards. For engines in which no failure or deterioratio n of the EGR system that causes an increase in flow could result in an engine’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detect a malfunction when the system has reached its control

limits such that it cannot redu ce 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., flow rate) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For purposes o f76 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 req uest 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 t hat the manufacturer has submitted data and/or an engineering evaluation which

demonstrate that a reliable check cannot be made when these conditions

exist.
(3.4) MIL Illumination and Fault Code Storage: General requirements for MIL

illumination and fault code s torage 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 engine control strategy to reduce cold start emissions, the OBD system shall monitor the commanded

element s /components for proper function (e.g

., increased engine idle speed, mass air flow, commanded ignition timing retard ), other than secondary air, while the control strategy 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 associated 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 diagnostics to distinguish faults detected under section ( f )( 4 ) (i.e., faults associated with the cold start strategy ) from faults detected under sections other than section ( f )( 4 ) (i.e., fau lts 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 elements/ components associated with the

col d 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 criteria based on data from one or more representative engine(s). (ii) Provide an en gineering evaluation for establishing the malfunction criteria for the remainder of the manufacturer’s product line. The Executive Officer shall waive the evaluation 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 appli cable standards, the individual element/ component shall be monitored for77 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 sy stem shall, to the extent feasible, detect a malfunction if either of the following occurs: (A) Any single commanded element /component does not properly respond to the commanded action while the cold start strategy is active. For

elements /components involving spark timing (e.g., retarded spark timing), the monitor may verify final commanded spark timing in lieu of verifying actual delivered spark timing. For purposes of this section, “properly respond” is defined as when the element responds: (i) by a robustly de tectable amount; and (ii) in the direction of the desired command; and (iii) above and beyond what the element /component would achieve on

start

- up without the cold start strategy active (e.g., if the cold start strategy commands a higher idle engine speed, a fault m ust be detected if there is no detectable 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 a n en gine’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 the exhaust) or the individual

elements /components (e.g., increased engine speed, commanded final spark timing) for failures that cause engine emissions to exceed 1.5 times the applicable standards.
(4.3) Monitoring Conditions: Manufacturers shall defi ne the monitoring conditions for malfunctions identified in section (f)(4.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(4.4) MIL Illumination and Fault Code Storage: 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 proper functioning of the secondary air delivery system inc luding 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 sectio n (f)(5), “air flow” 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 th at share a common exhaust manifold, catalyst, and control sensor) shall be monitored in accordance with the malfunction criteria in section (f)(5.2) unless complete78 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 start. “Normal operation” does not include the condition when the secondary air s ystem is intrusively turned on solely for the purpose of monitoring.
(5.2) Malfunction Criteria:
(5.2.1) Except as provided in section (f)(5.2.3), the OBD system shall detect a secondary air system malfunction prior to a decrease from the manufacturer's specified air fl ow during 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. 3 4 ), 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 of the 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 2 016 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 a n engine ’s emissions exceeding 1.5 times any of the applicable standards, the OBD system shall detec t a malfunction when

the secondary air system has reached its control 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 required 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 trac ked separately but reported as a single set of values as specified in section (d)(5.2.2).
(5.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(6) Catalyst Monitoring
(6.1) Requir ement: The OBD system shall monitor 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 decreases to the point that any of

th e following occurs: (A) Non

- Methane Hydrocarbon (NMHC) emissions exceed 1.75 times the applicable standards to which the engine has been certified.79 (B) The average FTP test NMHC conversion efficiency of the monitored portion of the catalyst system falls below 50 p ercent (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 u se 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 must be replaced along with an adjacent portion of the catalyst system sufficient to ensure th at the total portion replaced will meet the 50 percent conversion efficiency criteria. Executive Officer approval shall be based on data and/or engineering evaluation demonstrating the conversion efficiency of the monitored portion and the total portion d esigned to be replaced, and the likelihood of the catalyst system design to ensure replacement of the monitored and adjacent portions of the catalyst system. (C) Oxides of nitrogen (NOx) emissions exceed 1.75 times the applicable NOx standard to which the engi ne has been certified.
(6.2.2) For purposes of determining the catalyst 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

repres ent real world catalyst deterioration under normal and malfunctioning operating conditions. (B) Except as provided below in section (f)(6.2.2)(C), the malfunction criteria shall be established by using a catalyst system with all monitored and unmonitored (down stream of the sensor utilized for catalyst monitoring) catalysts simultaneously deteriorated to the malfunction criteria. (C) For engines using fuel shutoff to prevent 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 malfunction criteria while unmonitored catalysts shall be deteriorated to the end of the engine's useful life.
(6.3) Monitoring Conditions: Manufactu rers shall define the monitoring conditions for malfunctions identified in section (f)(6.2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio 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)(6.2) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2).
(6.4) MIL Illumination and Fault Code Storage:
(6.4.1) General requirements for MIL illumination a nd 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., cat alyst overtemperature histogram approaches are not acceptable).80 (7) Evaporative System Monitoring
(7.1) Requirement: The OBD system shall verify purge flow from the evaporative system and shall monitor the complete evaporative system, excluding the tubing and conne ctions between the purge valve and the intake manifold, for vapor leaks to the atmosphere. Individual 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, rationality, proper functional response).

Vehicles not required to be equipped with subject to evaporative emission

standards systems shall be exempt from monitoring of the evaporative
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 the 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 def ined as an O’Keefe Controls Co. precision metal “Type B” orifice with NPT connections with a diameter of the specified dimension (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 evaporative syste m malfunction when any of the following conditions exist: (A) No purge flow from the evaporative 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 most reliable monitoring method available cannot reliably detect a system leak of the magnitudes spe cified. 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

manufact urer 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 exclude detection of leaks that cannot cause evaporative or running loss emissions to ex ceed 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 crit eria 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 measurable emission increase during81 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 tracking and reporting as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in 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

evap orative 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 engineering evalu ation submitted by the manufacturer demonstrate that a reliable check can only be made on driving cycles when the cold start criteria are satisfied. However, in making a decision, the Executive Officer will not approve conditions that exclude engine start s 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 disable the evaporative purge system to perf orm an evaporative system leak check.
(7.4) MIL Illumination and Fault Code Storage:
(7.4.1) Except as provided below for fuel cap 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 di scerning that a system leak is being caused by a missing or improperly secured fuel cap: (A) The manufacturer is not required to illuminate the MIL or store a fault code if the vehicle is equipped with an alternative indicator for notifying the vehicle operato r of the malfunction. The 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 ext inguished 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 promptly notified of a missing or improperly secured fuel cap and that corrective action will be

undertaken.82 (8) Exhaust Gas Sensor Monitoring
(8.1) Requirement:
(8.1.1) The OBD system shall monitor the output s ignal, response rate, and any other parameter which can affect emissions of all primary (fuel control)

oxygen sensors ( conventional switching sensors and wide range or

universal sensors ) for malfunction.
(8.1.2) The OBD system shall also monitor all secondary ox ygen sensors (those used for fuel trim control or as a monitoring device) for proper output signal, activity, and response rate.
(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 type s of sensors (e.g., hydrocarbon 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 the monitoring plan is as reliable and effective as the monitoring plan required for conventional sensors under section (f)(8).
(8.2) Malfunction Criteria:
(8.2.1) Primary Sensors: (A) The OBD system shall detect a malfunction pr ior 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 for by secondary sensors) that would cause an engine's emissions to exceed 1.5 times any of the applicable

standards. For response rate (see section (c)), the OBD system shall detect asymmetric malfunctions (i.e., malfunctions that primarily affect only the lean

- to

- rich response 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 composit ion as well as delays during the transition from a rich

- to

- lean (or lean

- to

- rich) sensor output. For 2013 and subsequent model year engines , the manufacturer shall submit data and/or engineering analysis

to demonstrate that the calibration method used ens ures 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) T he OBD system shall detect a malfunction 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., causes default or open

- loop operation) or causes the fuel system to fail to ent er closed

- loop operation within a

manufacturer

- specified time interval

. (D) The OBD system shall detect a malfunction of the oxygen sensor when the sensor output voltage, resistance, impedance, current, amplitude,83 activity, or other characteristics are no long er 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, respo nse 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) Suffic ient sensor performance for other monitors. (i) T he OBD system shall detect a malfunction of the oxygen sensor when the sensor output voltage, resistance, impedance, current, amplitude, activity, offset, or other characteristics are no longer sufficient for us e 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 technically feasible 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., decel eration 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

V olts) 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 20 13 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 improvements, other system component monitor improvements (e.g., changes to make the catalyst mon itor 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 that the manufact urer 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 malfunction of the oxygen sensor when a

sensor failure or deterioration causes the fuel system (e.g., fuel control) to stop using that sensor as a feedback input (e.g., causes default or open

loop operation).84 (8.2.3) Sensor Heaters: (A) The OBD system shall detect a malfunction 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 the component vendor for heater circuit performance at high mileage). Subject to Ex ecutive Officer approval, other malfunction criteria for heater 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 reliabilit y and timeliness to be equivalent to the stated criteria in section (f)(8.2.3)(A). (B) The OBD system shall detect malfunctions of the heater circuit including open or short circuits that conflict with the commanded state of the heater (e.g., shorted to 12 Vol ts 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 tracking 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 a s 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

- of

range, and open

- loop malfunctions) shall be conducted continuously. (C) A manufacturer may request Executive Officer approval to disable continuous exhaust gas sensor monitoring when an exhaust gas sensor malfunction cannot be distinguished from other effects (e.g., disable out

of

- range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioni ng 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 senso r activity) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For all 2013 and subsequent model year engines meeting the monitoring requirements of section (f)(8.2.2)(C)(i) or (ii), for purposes of tracking and reportin g as required in section (d)(3.2.1), all monitors used to detect malfunctions identified in sections (f)(8.2.2)(A) and (C) shall be tracked separately but reported as a single set of values as specified in section (d)(5.2.2). (B) Except as provided in section (f)(8.3.2)(C), monitoring for malfunctions identified in sections (f)(8.2.2) (B), (D)

, and (E) (i.e., open circuit, out

- of

-85 range 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 sensor malfunction cannot be distinguished from other effects (e.g., disable out

of

- range low monitoring during fuel cut conditions). The Executive Officer shall approve the disablement upon determining that the manufacturer has submitted test data and/or documentation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for

avoid ing false detection.
(8.3.3) Sensor Heaters (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 Storage: General requirements for MIL illumination and fault code storage are set forth in secti on (d)(2). To the extent feasible, the OBD system shall 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 different fault codes for each distinct

malf unction (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 distinguished from other out

- of

- range circuit

faults.

(9) Variable Valve Timi ng and/or Control (VVT) System Monitoring
(9.1) Requirement: The OBD system shall monitor the VVT system on engines

so

- equipped for target error and slow response malfunctions. The individual electronic components (e.g., actuators, valves, sensors) that are use d 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 capability 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 malfunct ion prior to any failure or deterioration in the capability of the VVT system to achieve the commanded valve timing and/or control within a manufacturer

- specified time that would cause an engine’s emissions to exceed 1.5 times any of the applicable standar ds 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 detect a malfunction of the VVT system86 when proper f unctional response of the system to computer commands

does not occur.
(9.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for VVT system malfunctions identified in section (f)(9.2) in accordance with sections (d)(3.1) and (d)(3.2) ( i.e., minimum ratio requirements), with the exception that monitoring shall occur every time 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 repor ting 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 reported as a single set of values as specified in section (d)(5.2.2).
(9.4) MIL Illumination and Fault Code Storage: 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 the engine coolant temperature (ECT) sensor for circuit continuity, out

- of

- 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 temperatu re, cylinder head temperature) for an indication of engine operating temperature for emission control purposes (e.g., to modify spark or fuel injection timing or quantity), the manufacturer shall submit a monitoring plan to the Executive Officer for approv al. The Executive Officer shall approve the request upon determining that the manufacturer has submitted data and an engineering evaluation that demonstrate that the monitoring plan is as reliable and effective as the monitoring required for the engine co oling 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 temperat ure 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 manufacturer’s nominal thermostat regulating temperature. Subject to Executive Officer approval, a manufacturer may utilize lower temperatures for this criterion upon the Executive Officer determining that the manufacturer has demonstrated that the fuel, spark timing, and/or other coolant temperature

- based

modif ications to the engine control strategies would not cause an emission increase of 50 or more percent of any of the applicable standards (e.g., 50 degree Fahrenheit emission test). (B) For 201 6 and subsequent model year engines, the OBD system shall

detect a th ermostat fault if, after the coolant temperature has reached the87 temperatures indicated in sections (g)(1.2.1)(A)(i) and (ii), the coolant temperature drops below the temperature 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 s hall be granted upon determining that the data and/or engineering evaluation submitted by the manufacturer supports the specified times. (D) For monitoring of malfunctions under section (g)(1.2.1) (A), w ith Executive Officer approval, a manufacturer may use alternate malfunction criteria and/or monitoring conditions (see section (g)( 1 .3)) that are a function of temperature at engine start on engines that do not reach the temperatures specified in th e malfunction criteria when the thermostat is functioning properly. Executive Officer approval shall be granted upon determining that the manufacturer has submitted data that demonstrate that a properly operating system does not reach the specified temper atures , that the monitor is capable of meeting the specified malfunction criteria at engine start temperatures greater than 50 degrees Fahrenheit, and that the possibility for cooling system malfunctions to go undetected and disable

other OBD monitors is m inimized to the extent technically feasible. (E) A manufacturer may request Executive Officer approval to be exempted from the requirements of thermostat monitoring. Executive Officer approval shall be granted upon determining that the manufacturer has

demons trated that a malfunctioning thermostat cannot cause a measurable increase in emissions during any reasonable driving condition nor cause any disablement of other monitors.
(1.2.2) ECT Sensor (A) Circuit Continuity. The OBD system shall detect a malfunction when a

la ck 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 that the data and/or engineering evaluation submitted by the manufacturer supports the specified times. (iii) Manufacturers are exempted from the requirements of section (g)( 1 .2. 2)(B) if the manufacturer does not utilize ECT to enable closed

loop/feedback control of any emission control system. (C) Stuck in Range Below the Highest Minimum Enable Temperature. To the extent feasible when using all available information, the OBD system shall detect a malfunction if the ECT sensor inappropriately indicates a temperature below the highest minimum enable temperature required by the OBD system to enable other diagnostics (e.g., an OBD system that requires ECT to be greater than 140 degrees F ahrenheit to enable a88 diagnostic must detect malfunctions that cause the ECT sensor to inappropriately indicate a temperature below 140 degrees Fahrenheit). Manufacturers are exempted from this requirement for temperature regions in which the monitors req uired 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 using all available information, the OBD
syste m shall detect a malfunction if the ECT sensor inappropriately indicates a temperature above the lowest maximum enable temperature required by the OBD system to enable other diagnostics (e.g., an OBD system that requires ECT to be less than 90 degrees

Fahr enheit 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 m onitors 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 requirement s of sections (d)(2.2.1)(E) or (d)(2.2.2)(E) for default mode operation (e.g., overtemperature protection strategies). (iii) Manufacturers are exempted from the requirements of section (g)( 1 .2.2)(D) for temperature regions where the temperature gauge

indicates a temperature in the red 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) Th ermostat (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 ( C E ), monitoring for malfunctions identified in section (g)( 1 .2.1)(A) shall be conducted once per driving cycle on every driving cycle in which the ECT sensor indicates, at engine start, a temperature lower than the temperature establi shed 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 shall occur every ti me the monitoring conditions are met during the driving cycle in lieu of once per driving cycle. (C) Manufacturers may disable thermostat monitoring at ambient engine temperatures below 20 degrees Fahrenheit. (D) Manufacturers may request Executive Officer approva l 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 block89 heater operation )

. In general, the Executive Officer shall not approve disablement of the monitor on engine starts where the ECT at engine start is more than 35 degrees Fahrenheit lower than the thermostat malfunction threshold temperature determined under section (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 monitor during driving cycles where the ECT at engine start is within 35 degrees 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,

the monitor shall be disabled if the ECT at engine start is above

125 degrees Fahrenheit)

. (E) Notwithstanding section (g)(1.3.1)(D), m anufacturers may request Executive Officer approval to e nable thermostat monitoring during a portion of the driving cycles where the 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 th reshold temperature is 160 degrees Fahrenheit, the

manufacturer may request approval to have the monitor enabled for a portion of the ECT at engine start 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 det ect thermostat malfunctions (e.g., cannot result in false passes or false indications of malfunctions) on drivi ng cycles where it is enabled

. (E) (F) With respect to defining enable conditions 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 refer to on

- road driving follow ing the FTP cycle in lieu of testing on a n engine dynamometer

. (1.3.2) ECT Sensor (A) Except as provided below in section (g)( 1 .3.2)(E), monitoring for malfunctions identified in section (g)( 1 .2.2)(A) (i.e., circuit continuity and

out

- of

- range) shall be conducted cont inuously. (B) Manufacturers shall define the monitoring 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

- loop enable temperature at engine start (i.e., all engine start temperatures greater than the EC T sensor out

of

- range low temperature and less than the 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., minimum ratio requirements).90 (D) Manufacturers may suspend or delay the time to reach closed

- loop enable temperature diagnostic if the vehicle 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 effects. The Executive Officer shall approve the di sablement upon determining that the manufacturer has submitted test data and/or engineering evaluation that demonstrate a properly functioning sensor cannot be distinguished from a malfunctioning sensor and that the disablement interval is limited only to that necessary for avoiding false detection.
(1.4) MIL Illumination and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth in section (d)(2).

(2) Crankcase Ventilation (CV) System Monitoring
(2.1) Requirement: The OBD syste m 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 syste m” is defined as any form of crankcase ventilation system, regardless of whether it utilizes positive

pressure or whether it vents to the atmosphere, the intake, or the exhaust

. “CV valve” is defined as any form of valve orifice , and/or filter/separator

u sed 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 between various areas of the engine (e.g., crankcase and valve cover) are considered part of the CV system “between the crankcase and the CV valve” and subject to the malfunction criteria in section (g)( 2 .2.2) below.
(2.2.2) Except as provided below, the OBD syste m 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 ov ert 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 man ufacturer 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 to remove the valve from the

crankcase rather than disconnect the line between the valve and the

intake manifold /ducting (taking aging effects into consideration) ) a nd the line between the valve and the intake ducting is monitored for91 disconnection . The manufacturer shall file a request and submit data and/or engineering evaluation in support of the exemption.
(2.2.5) Subject to Executive Officer approval, system designs tha t utilize tubing

between the valve and the crankcase shall be exempted from the monitoring requirement for detection 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

di sconnect 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.
(2.2.6) The Executive Officer shall exempt a manufactu rer 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 integra l to the induction system (e.g., machined passages rather than tubing or hoses). The manufacturer shall file a request and submit data and/or engineering 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 the intake ducting or to the exhaust upstream of the aftertreatment), the manufacturer shall submit a plan for Executive Officer approval of the monitori ng 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 by the diagnostic, and (ii) monitor the ability of the CV system to control crankcase vapor emitted to the atmosphere relative to the manuf acturer’s design and performance specifications for a properly functioning system (e.g., if the system is equipped with a filter and/or separator to reduce crankcase emissions to the atmosphere, the OBD system shall monitor the integrity of the filter

and/ or function of the separator ).
(2.3) Monitoring Conditions: Manufacturers shall define the monitoring conditions for malfunctions identified in section (g)( 2 .2) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).
(2.4) MIL Illuminatio n and Fault Code Storage: General requirements for MIL illumination and fault code storage are set forth 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 monito ring can be stored) if the manufacturer demonstrates that additional monitoring hardware would be necessary to make this identification, and provided the manufacturer’s92 diagnostic and repair procedures for the detected malfunction include

directions to che ck the integrity of the CV system.

(3) Comprehensive Component Monitoring
(3.1) Requirement:
(3.1.1) Except as provided in section s (g)(3.1.4), (g)(3.1.5), (g)(3.1.6), and (g)( 4 ), the OBD system shall monitor for malfunction any electronic engine powertrain component/syst em not otherwise described in sections (e)(1) through (g)( 2 ) that either provides input to (directly or indirectly) or

receives commands from the on

- board computer(s), and: (1) can affect emissions during any reasonable in

- use driving condition, or (2) is used as part of the diagnostic strategy for any other monitored system or
component. (A) Input Components: Input components required to be monitored may include the crank angle sensor, knock sensor, throttle position sensor, cam position sensor, intake air tem perature sensor, boost pressure sensor, manifold pressure sensor, mass air flow sensor, exhaust temperature sensor, exhaust pressure sensor, fuel pressure sensor, fuel composition sensor (e.g. flexible fuel vehicles), and electronic components used to comp ly with any applicable engine idling requirements of title 13, CCR section 1956.8

. (B) Output Components/Systems: Output components/systems required to be monitored may include the idle speed control system, fuel injectors, glow plug system, variable length in take manifold 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 section (g)( 3 .1.1) above, the manufacturer

shall determine whether an engine input or output component/system can affect emissions. If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system cannot affect emissions, the Executive Officer shall require the manufacturer to provide emission data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an

emission effect. The Executive Officer may request e mission data for any reasonable driving condition.
(3.1.3) Manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with an electronic transfer case, electronic power steering system, transmission (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 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

. (3.1.4) Except as specified for hybr id s vehicles in section (g)(3.1.5), manufacturers shall monitor for malfunction electronic powertrain input or output components/systems associated with components that only affect emissions by causing additional electrical load to the engine and are not related to the control of fueling, air handling, or emissions only if the93 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), F f or hybrid s vehicles

, manufactur ers 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 monitoring 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 ele ctric 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: (A) The OBD system shall monitor the vehicle speed information to the extent feasible in accordance with the requirements of section (g)(3); (B) The OBD system shall detect a fault and illuminate the MIL when the OBD system is unable to properly rec eive the vehicle speed information;

and (C) If the transmission control unit monitors 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), the OBD system shall handle the error indication as a default mode of operation 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 conti nuity, out

- of

- range values, and, where feasible, rationality faults. To the extent feasible, the rationality fault diagnostics shall verify that a sensor output is neither inappropriately high nor inappropriately low (i.e., shall be “two

- sided” diagnostic s). (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

- rang e faults, the OBD system shall, to the extent feasible, separately detect and store different fault codes for each distinct malfunction (e.g., out

- of

- range low, out

- of

- range high, open circuit). The OBD system is not required to store separate fault codes for lack of circuit continuity faults that cannot be distinguished from other out

- of

- range circuit faults. (C) For input components that are used to activate alternate strategies that can affect emissions (e.g., AECDs, engine shutdown systems or strategies to meet NOx idling standards required by title 13, CCR section

1956.8 ), the OBD system shall detect rationality malfunctions that cause the system to erroneously activate or deactivate the alternate strategy. To the extent feasible when using all available information, the rationality fault diagnostics shall detect a malfunction if the input component94 inappropriately indicates a value that activates or deactivates the alternate strategy. For example, if an alternate strategy requires the intake air
temperat ure to be greater than 120 degrees Fahrenheit to activate, the OBD system shall detect malfunctions that cause the intake air temperature sensor to inappropriately indicate a temperature above 120 degrees Fahrenheit. (D) For input components that are directly or indirectly used for any emission control strategies that are not covered under sections (e), (f), and (g)(1) (e.g., exhaust temperature sensors used for a control strategy that regulates SCR catalyst inlet temperature within a target window), the OBD

sy stem 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 erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the

desired cond ition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or w ould 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 cams haft and crankshaft in addition to monitoring the sensors for circuit continuity and rationality malfunctions. Proper alignment monitoring between a camshaft and a crankshaft shall only be required in cases where both are equipped with position 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 o r more teeth/cogs). If a manufacturer demonstrates that a single tooth/cog misalignment cannot cause a measurable increase in emissions during any reasonable driving condition, the OBD system shall detect a malfunction when the minimum number of teeth/cog s misalignment needed to cause a measurable

emission increase has occurred.
(3.2.2) Output Components/Systems: (A) The OBD system shall detect a malfunction of an output component/system when proper functional response of the component and system to computer commands does not occur. If a functional check is not feasible, the OBD system shall detect malfunctions of output components/systems caused by a lack of circuit continuity or circuit fault (e.g., short to ground or high voltage). For output component lack of

cir cuit continuity faults and circuit faults, the OBD system is not required to store different fault codes for each distinct malfunction (e.g., open circuit, shorted low). Manufacturers are not required to activate an output95 component/system when it would n ot normally be active for the purposes of performing functional monitoring of output components/systems as required in section (g)( 3 ). (B) The idle control system shall be monitored for proper functional response to computer commands. (i) For gasoline engines usin g monitoring strategies based on deviation from target idle speed, a malfunction 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) abo ve 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 tolerances can be e xceeded without a malfunction being present.

b. The idle speed control system cannot achieve the target idle speed within the smallest engine speed tolerance range required by the OBD system to enable any other monitors. (ii) For diesel engines, a malfunction shal l be detected when any of the following conditions occur:

a. The idle control system cannot achieve or maintain the idle speed

within +/

- 50 percent of the manufacturer

- specified target or desired engine speed.

b. The idle control system cannot achieve the targ et or desired idle speed within the smallest engine speed 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 fueling quantity within the smallest

f ueling quantity tolerance range required 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 fue l 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 systems shall be monitored for proper functional response to computer commands and for circuit c ontinuity faults. The glow plug/intake air heater circuit(s) shall be monitored for proper current and voltage drop. The Executive Officer shall approve other monitoring strategies based on manufacturer’s data and/or engineering analysis demonstrating eq ually 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

demonst rates that a single glow plug failure cannot cause a measurable increase in emissions during any reasonable driving condition, the OBD system shall detect a malfunction for the minimum number of glow plugs needed to cause an emission increase. Further, to the extent feasible on96 existing engine designs (without adding additional hardware for this purpose) and on all 2013 and subsequent model year engines, the stored fault code shall identify the specific malfunctioning glow plug(s). (D) The wait

- to

- start lamp c ircuit shall 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 not covered unde r sections (e), (f), and (g)(1) (e.g., an intake throttle used for a control strategy that adjusts intake throttle position to regulate SCR 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 control strategy, cau se the system to erroneously exit the emission control strategy, or where the control strategy has used up all of the adjustments or authority allowed by the

manufacturer and is still unable to achieve the desired condition. The Executive Officer may waiv e detection of specific malfunctions upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require additional hardware. (F) For 201 3 201 5 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 c oded injectors for flow characteristics that are programmed into an electronic control unit to compensate for injector to injector tolerances, fuel pumps that use in

- line resistors to correct for differences in fuel pump volume output), the components shal l be monitored to ensure the proper compensation is being used. (i) Except as provided in section (g)(3.2.2)(F)(ii) below, T t he system shall detect a fault if the compensation being used by the control system does not match the compensation designated fo r the installed component (e.g., the flow characteristic coding designated on a specific injector does not match the compensation being used by the fuel control system for that injector). If a manufacturer demonstrates that a single component (e.g., injec tor) 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 number of components using the wrong compensation needed to cause an emis sion increase. Further, the stored fault code shall identify the specific component that does not match the compensation. (ii) Monitoring of the fuel control system components under section (g)(3.2.2)(F)(i) is not required if the manufacturer demonstrates that both of the following criteria are satisfied: (1) no fault of the components’ tolerance compensation features (e.g., wrong97 compensation being used) could cause emissions to increase by 15 percent or more of the applicable standard as measured from an applicable emission test cycle; and (2) no fault of the components’ tolerance compensation features can cause emissions to exceed the applicable standard as measured from an applicable emission test cycle. For purposes of determining if the emission crit eria 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 comp ensation) 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. Executi ve Officer approval shall be granted upon determining that the manufacturer has submitted data and/or engineering analysis that demonstrate that the conditions necessary for the system to correct or adapt will readily occur in a timely manner during in

- use operation and that the test conditions represent worst case emissions from typical in

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

- one

- sigma injectors with m inus

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 applicable) 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 monitor ing 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) A manufacturer may request Executive Officer approval to disable continuous input component proper ra nge of values 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

demo nstrate a properly functioning input component cannot be distinguished from a malfunctioning input component and that the disablement interval is limited only to that 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

malfunct ions in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements).98 (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 requirements), 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 Exe cutive Officer approval to disable continuous output component circuit continuity or circuit fault monitoring when a malfunction cannot be distinguished from other effects. The Executive Officer shall approve the disablement upon determining that the

manu facturer has submitted test data and/or documentation that demonstrate a properly functioning output component cannot be distinguished from a malfunctioning output component and that the disablement interval is limited only to that necessary for avoiding f alse

detection.
(3.4) MIL Illumination and Fault Code Storage:
(3.4.1) Except as provided in sections (g)( 3 .4.2) and (3.4.4) below, general requirements for MIL illumination and fault code storage are set forth in section (d)(2).
(3.4.2) Exceptions to general requirements for M IL illumination. MIL illumination is not required in conjunction with storing a confirmed or MIL

- on fault code for any comprehensive component if: (A) the component or system, when malfunctioning, 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 emission increase in section ( g )( 3.4

. 2)(A), the manufacturer shall request Executive Officer approval of the test cycle/vehicle operating conditions for which the emission increase will be determined. Executive Officer approval shall be granted upon determining that the manufacturer has subm itted data and/or engineering evaluation that demonstrate that the testing conditions represent in

- use driving conditions where emissions are likely to be most affected by the malfunctioning component. For purposes of determining whether the specified per centages 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 measured increase shall be compared to a percentage of the exhaust emission standard (e.g., if the increase is equal to or more than 15 percent of the exhaust emission standard for that test cycle). If the approved testing conditions are comprised of a test cycle or vehicle operating condition that does not have an exhaust emission standard, the m easured increase shall be calculated as a percentage of the baseline test (e.g., if the increase from a back

- to

- back test sequence between normal and malfunctioning condition is equal to or more than 15 percent of the baseline test results from the normal condition).99 (3.4.4) For malfunctions required to be detected 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 combustion quality monitoring can be stored).

(4) Other Emission Control System Monitoring
(4.1) Requirement: For other emission control systems that are: (1) not identified or addressed in sections (e)(1) through (g)( 3 ) (e.g., hydr ocarbon 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 p lan 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 mal function criteria utilized, the monitoring conditions required by the diagnostic, and, if applicable, the determination that the requirements of section (g)( 4 .2) and (g)(4.3) below are

satisfied.
(4.2) For engines that utilize emission control systems that alter intake air flow or cylinder charge characteristics by actuating valve(s), flap(s), etc. in the intake air delivery system (e.g., swirl control valve 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 monitoring the intake air flow, cylinder charge, or individual valve(s)/flap(s) for proper functional response. For non

metal shafts or segm ented shafts, the monitor shall verify all shaft segments for proper functional response (e.g., by verifying the segment or portion of the shaft furthest from the actuator properly functions). For systems that have more than one shaft to operate valves in multiple intake banks, manufacturers are not required to add more than one set of detection hardware (e.g., sensor, switch) per intake bank to meet this requirement.
(4.3) For emission control strategies that are not 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 its intended manner. These malfunctions include faults that inappropriately prevent or delay the activation of the emission control strategy, faults that cause the system to erroneously exit the emission control strategy, and faults where the control strategy has used up all of the adjustments or authority allowed by the manufacturer and is still unable to achieve the desired condition. The Executive Officer may waive detection of specific malfunctions upon determining that the manufacturer

has submitted data and/or a n engineering evaluation that demonstrate that reliable detection of the malfunction is technically infeasible or would require

additional hardware.

(5) Exceptions to Monitoring Requirements100 (5.1) Upon request of a manufacturer or upon 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

, excep t 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 failure modes ) to prevent significant errors of commission in detecting false indications of a malfunction.
(5.2) Fo r 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 manufacturer shall use a threshold of 2.5 times any of the applicable NMHC, CO, or NOx standards in lieu of 2.0 times any of the applicable standards.
(5.3) Manufacturers may request Executive Officer approval to disable an OBD system monitor at ambient temperatures 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 engin eering evaluation that demonstrate that monitoring during the conditions would be unreliable. A manufacturer may further request, and the Executive Officer shall approve, that an OBD system monitor be disabled at other ambient temperatures upon determinin g that the manufacturer has demonstrated with data and/or an engineering evaluation that misdiagnosis 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 Executive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that monitoring at the fuel levels would be unreliable and the OBD system is able to detect a malfunction if the component(s) used to determ ine 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 v oltages, 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 Exe cutive Officer shall approve the request upon determining that the manufacturer has submitted data and/or an engineering evaluation that demonstrate that monitoring at the101 voltages would be unreliable and that either operation of a vehicle below

the disabl ement 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 manufacturer has submitted data and/or an engineering evaluation that demonstrate that monitoring above

the manufacturer

- defined voltage would be unreliable and that either the electrical charging system/alternator warning light is illuminated (or voltage gauge is in t he “red zone”) or the OBD system monitors the battery or system voltage and will detect a malfunction at the voltage used to disable

other monitors.
(5.6) A manufacturer may request Executive Officer approval to disable monitors that can be affected by PTO activ ation 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

dis ablement 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 fo r disablement based on

the manufacturer’s demonstration that the 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 cumul ative engine runtime with PTO active and clear OBD readiness status (i.e., set all monitors to indicate “not complete”) no later than the start of the next ignition cycle if 750 minutes of cumulative engine

runtime with PTO active has occurred since the la st time the affected monitor has determined the component or system monitored 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 app roval for disabling an affected monitor according to section (g)(5.6.1) above, a manufacturer may disable affected monitors

, provided disablement occurs only while the PTO unit is active, and the OBD readiness status is cleared by the on

- board computer (i. e., all monitors set to indicate “not complete”) while the PTO unit is activated. If102 the disablement occurs, the readiness status may be restored to its state prior to PTO activation when the disablement ends.
(5.7) The OBD system is not required to mo nitor an electronic powertrain component/system if the following criteria are met when the ambient temperature is above 20 degrees Fahrenheit: (1) a malfunction of the component does not affect emissions during any reasonable driving condition, (2) a malfu nction of the component does not affect the diagnostic strategy for any other monitored component or system, and (3) the ambient temperature is determined based on a temperature sensor monitored by the OBD system (e.g., IAT sensor). The manufacturer shall determine whether a component/system meets these criteria. If the Executive Officer reasonably believes that a manufacturer has incorrectly determined that a component/system meets these criteria, the Executive Officer shall require the manufacturer to p rovide emission and/or other diagnostic data showing that the component/system, when malfunctioning and installed in a suitable test vehicle, does not have an effect on emissions or other diagnostic strategies. The Executive Officer may request emission d ata for any reasonable driving condition at ambient temperatures above 20 degrees

Fahrenheit.
(5.8) Whenever the requirements in section (e), (f), or (g) of this regulation require a manufacturer to meet a specific phase

- in schedule:
(5.8.1) Except as provided for in section (g)(5.8.3) below for the diesel NOx converting catalyst and NOx and PM sensor phase

- ins and in section (e)(8.2.1) for the PM filter monitor phase

- in, manufacturers may use an alternate phase

- in schedule in lieu of the phase

- in sc hedule set forth in sections (e), (f), or (g) if the alternate phase

- in schedule provides for equivalent compliance volume as defined in section (c)

. (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 requirement on all engines by the 2018 model year in lieu of meeting the specific phase

- 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 al l engines subject to (e)(2.2.2) through the 2020 model year and the monitoring conditions requirements of section (e)(2.3.3)(A)(ii) on all 2021 and subsequent model year engines 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 may 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 criteria in section (e)( 8.2.1)(B) for103 all 2014 and 2015 model year engines in lieu 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 cri teria 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)

. (5.8.3) In lieu of meeting the diesel NOx converting catalyst and NOx and PM

senso r phase

- ins set forth in sections (e)(6.2.1), (e)(6.2.2), and (e)(9.2.2), a manufacturer may request Executive Officer approval to use a

manufacturer

- defined phase

- in for each requirement. The Executive Officer shall approve the manufacturer

- defined phase

- in if it meets the following criteria: (A) For the requirements in sections (e)(6.2.1)(C), (e)(6.2.2)(A)(iii), and (e)(9.2.2)(A)(iii) (i.e., requiring a NOx threshold of +0.3 g/bhp

- hr): (i) The phase

- in shall provide for a compliance volume of engines cer tified to the +0.3 g/bhp

- hr NOx threshold that is equivalent to the volume of the required phase

- in set forth in each of the above

- referenced sections (i.e., the phase

- in of 20 percent of 2014 model year diesel engines and 50 percent of 2015 model year die sel engines). The compliance volume shall be calculated in accordance with the calculation methodology in the definition of “alternate phase

- in” in section (c) (i.e., (20*2 years) + (50*1 year) = 90 for the required phase

in). T he compliance volume shall be considered equivalent if the calculated total is equal to or greater than 90. (ii) The calculated compliance volume for the manufacturer

- defined phase

- in may not include engines meeting the +0.3 g/bhp

- hr NOx threshold requirement earlier than the 2013 model year. (iii) For the 2013 through 2017 model years, engines meeting the requirements in sections (e)(6.2.1)(D), (e)(6.2.2)(A)(iv), and (e)(9.2.2)(A)(iv) (i.e., requiring a NOx threshold of +0.2 g/bhp

- hr) shall also be considered as meeting the +0.3 g/bhp

- hr NOx threshold requirement and included in the calculated compliance volume and shall not be subtracted from the calculated compliance volume. (iv) For the 2016 model year, if the proposed phase

- in results in a combined percentage of engines meetin g the +0.3 g/bhp

- hr and the +0.2 g/bhp

- hr thresholds being less than 50 percent of all diesel engines, the manufacturer shall subtract those engines that do not meet the above thresholds in both the 2015 and 2016 model years from the required percentage of 50 percent when calculating the compliance volume according to the calculation methodology in the definition of “alternate phase

- in” section (c). (v) All engines shall meet either the +0.3 g/bhp

- hr NOx threshold or the +0.2 g/bhp

- hr NOx threshold no lat er than the 2017 model year. (B) For the requirements in sections (e)(6.2.1)(D), (e)(6.2.2)(A)(iv), and (e)(9.2.2)(A)(iv) (i.e., requiring a NOx threshold of +0.2 g/bhp

- hr): (i) The phase

- in shall provide for a compliance volume of engines certified

to the +0.2 g/bhp

- hr NOx threshold that is equivalent to the volume of the required phase

- in set forth in each of the above

- referenced104 sections (i.e., 100 percent of 2016 model year diesel engines). The compliance volume shall be calculated in accordance wi th the calculation methodology in the definition of “alternate phase

- in” in section (c) (i.e., (100*1 year) = 100 for the required phase

- in). T he compliance volume shall be considered equivalent if the calculated total is equal to or greater than 100. (ii ) The calculated compliance volume for the manufacturer

- defined phase

- in shall not include engines meeting the +0.2 g/bhp

- hr NOx threshold requirement earlier than the 2015 model year. (iii ) For the 2016 model year only, engines meeting the NOx threshold o f +0.3 g/bhp

- hr and carried over from the 2014 or 2015 model year per sections (e)(6.2.1)(E), (e)(6.2.2)(A)(v), and (e)(9.2.2)(A)(v) shall also be considered as meeting the +0.2 g/bhp

- hr NOx threshold requirement and included in the calculated compliance v olume and shall not be subtracted from the calculated compliance volume. (iv) If the phase

- in includes engines that do not meet the +0.2 g/bhp

- hr NOx threshold in the 2017 model year, the manufacturer shall subtract those engines that do not meet the thres hold in the 2016 and 2017 model years (except as allowed for the 2016 model year in section (g)(5.8.3)(B)(iii) above) from the required percentage of 100 percent when calculating the compliance volume according to the calculation methodology in the definit ion of “alternate phase

- in” section (c). (v) All engines shall meet the +0.2 g/bhp

- hr NOx threshold no later than the 2018 model year.
(5.7) (5. 9 ) Whenever the requirements in section s (e) through (g) of this regulation require monitoring “to the exte nt feasible”, the manufacturer shall submit its proposed monitor(s) for Executive Officer approval. The Executive Officer shall approve the proposal upon determining that the proposed monitor(s) meets the criteria of “to the extent feasible” by considerin g the best available monitoring technology to the extent that it is known or should have been known to the manufacturer and given the limitations of the manufacturer’s existing hardware, the extent and degree to which the monitoring requirements are met in full, the limitations of monitoring necessary to prevent significant errors of commission and omission, 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 components themselves, and other monitors that use the monitored components (e.g., altering other moni tors to lessen the sensitivity and reliance on the component or characteristic of the component subject to the proposed monitor(s)).

(h) Standardization Requirements.
(1) Reference Documents: The following Society of Automotive Engineers (SAE) and International

O rganization of Standards (ISO) documents are incorporated by reference into this regulation:105 (1.1) SAE J1930 "Electrical/Electronic Systems 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 J 1978 "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 :200 5 "Road Vehicles

- Diagnostics Communication on over Controller Area Network (CAN)

- Part 4: Requirements for emission

- related systems", January 2005 February 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 2009 Apr il 2011 ; (1.7.2) J1939/1 Recommended Practice for On

- Highway Equipment Control and

Communication s Network for On

- Highway Equipment

, Sep tember

2000 May 2011 ; (1.7.3) J1939/11 Physical Layer, 250K bits/s, Twisted Shielded Pair, Sep tember
2006;
(1.7.4) J1939/13 Off

- Board Diagnostic C onnector, Mar ch 2004 October 2011 ; (1.7.5) J1939/15 Reduced Physical Layer, 250K bits/sec, UN

- Shielded Twisted Pair (UTP), Aug ust 2008;
(1.7.6) J1939/21 Data Link Layer, Dec ember 2006 2010 ; (1.7.7) J1939/31 Network Layer, Apr il 2004 May 2010 ; (1.7.8) J1939/71 Vehicle Application Layer (Thro ugh February 200 8 May 2010 ),

Jan uary 200 9 March 2011 ; (1.7.9) J1939/73 Application Layer

— Diagnostics, Sep tember 2006 February

2010 ; (1.7.10) J1939/81 N etwork M anagement

, May 2003 June 2011 ; and
(1.7.11) J1939/84 OBD Communications Compliance Test Cases For Heavy Duty Components and Veh icles , December 2008 2010

. (1.8) SAE J2403 “Medium/Heavy

- Duty E/E Systems 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 Practi ce for Pass

- Thru Vehicle Programming”, December 2004 (SAE J2534

- 1).106 (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 console (or the veh icle centerline if the vehicle does not have a center console) 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 hor izontal faces near the floor

- 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 withou t 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 s ubmitted to the Executive Officer for review and approval, at or before the time the manufacturer submits its certification application. The Executive Officer shall approve the label upon determining that it clearly identifies that the connector is locate d behind the cover and is consistent with language and/or symbols commonly used in the automotive industry.
(2.2) For 2013 and subsequent model year engine s: (2.2.1) 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 foot pedal closest to the driver’s side of the vehicle (left most pedal in a left hand drive vehicle) excluding a foot

- activated emergency brake if equipped (e.g., typically the brake pedal for an automati c transmission equipped vehicle or the clutch pedal for a manual transmission equipped vehicle) and at a location no higher than the bottom of the steering wheel when in the lowest adjustable position.
(2.2.2) The connector shall be mounted in an uncovered locatio n and may not be

covered with or located behind any form 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 c ap in the shape and size of the diagnostic connector for environmental protection purposes but the dust cap must be removable by hand without the use of any tools and be labeled “OBD” to aid technicians in identifying the connector.
(2.2.3) The connector shall be mounted in a manner that allows vehicle operation and driving (e.g., does not interfere with use 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 cap able 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 identified107 and accessed by a technician standing (or “crouched”) on the grou nd outside the driver’s side of the vehicle 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 integrity and usefulness of the connector for diagnostic purposes and may not exceed 20.0 Volts DC regardless of the nominal vehicle system or battery 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 shall meet the “Type 1” or “Type 2” specifications of SAE J1939

- 13 if the 250 kbps baud rate of J1939 is used and the “Type 2” s pecifications of J1939

- 13 if the 500 kbps baud rate of

J1939 is used . Any pins in the connector that provide electrical power shall be properly fused to protect the integrity 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 S AE J1939

- 13 : ( 2.6.1) and For 2010 through 201 5 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 201 6 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 mo dules (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 specification s or designed to communicate with an SAE J1939 network. Engine manufacturers shall not alter normal operation of the engine emission control system due to the presence of off

- board test equipment accessing information required by section (h). The OBD sys tem shall use one of the following standardized protocols:
(3.1) ISO 15765

- 4. All required emission

- related messages using this protocol shall use a 500 kbps baud rate.
(3.2) SAE J1939. This protocol may only be used on vehicles with diesel engines (including dies el 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 r ate may not be used on 2016 or subsequent model year engines

.

(4) Required Emission Related Functions: The following standardized functions shall be implemented in accordance with the specifications in SAE J1979 or SAE J1939 to allow for access to the requir ed108 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 t he fault memory was last cleared for each of the installed monitored components and systems identified in sections (e)(1) through (f)( 9 ), and (g)( 3 ) except (e)(11)

and (f)(4). The readiness status for a ll components or systems identified in (f)(2) and (g )( 3 ) shall always indicate “complete”. The readiness status for all

other c omponents or systems shall immediately indicate “complete” upon the respective monitor (s) (except those monitors specified under section (h)(4.1.4) below) determining that the comp onent or system is not malfunctioning. The readiness status for a component or system shall also indicate “complete” if after the requisite number of decisions necessary for determining MIL status has been fully executed, the monitor indicates a

malfuncti on for the component or system. The readiness status for each of the monitored components or systems shall indicate “not complete” whenever fault memory has been cleared or erased by a means other than that allowed in section (d)(2). Normal vehicle shut down (i.e., key off, engine off) may not

cause the readiness status to indicate “not complete”.
(4.1.1) Subject to Executive Officer approval, a manufacturer may request that the readiness status for a monitor be set to indicate “complete” without monitoring havi ng been completed if monitoring is disabled for a multiple number of driving cycles due to the continued presence of extreme operating conditions (e.g., cold ambient temperatures, high altitudes). Executive Officer approval shall be based on the condition s for monitoring system disablement and the number of driving cycles specified without completion of monitoring before readiness is indicated as “complete”. T he readiness status for the following component / system readiness bits shall always indicate “compl ete”: (A) Diesel misfire (section (e)(2)) for engines without a separate monitor designed to detect misfires identified in section (e)(2.2.1) and subject to the monitoring conditions of sections (e)(2.3.1) and (e)(2.3.2); ( B ) Gasoline misfire (section (f)( 2)) ; and ( C ) D iesel 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 l eak detection 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 201 5 model year engines, for components and systems not listed in section (h)(4.1.1) above, the readiness stat us shall immediately indicate “complete” upon the respective monitor(s) (except those monitors specified under section (h)(4.1. 7 ) below) determining that the component or system is not malfunctioning. The readiness status for a component or system shall a lso indicate “complete” if after the requisite number of decisions necessary for determining MIL status has been fully executed, the monitor indicates a malfunction for the
component or system.109 ( 4.1.3) For 201 6 and subsequent model year engines, for comp onents 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 l isted below for each component/system have fully executed and determined that the component or system is not malfunctioning, or (2) at least one of the monitors listed below for each component/system has determined that the component or system is

malfunct ioning 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) for engines with a separate monitor designed to detect misfires identified in section (e)(2.2.1) and subject to the monitoring conditions of sections (e)(2.3.1) and (e)(2.3.2) (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 System: section s (e)(4.2.1), (e)(4.2.2), (e)(4.2.3) , and (e)(4.2.4) (E) Diesel NMHC Converting Catalyst: section s (e) (5.2.2) and (e)(5.2.3)(A) (F) Di esel NOx Converting Catalyst: section (e) (6.2.1) (G) Diesel NOx Aftertreatment: sections (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) Gasoli ne 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: sections (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 emission

- related component (e.g., a single monitor that is used to detect both oxygen sensor faults tha t are tied to the oxygen sensor readiness bit and air

- fuel ratio cylinder imbalance faults that are tied to the fuel system readiness 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

. (4.1.5) Except for the readiness bits listed under section (h)(4.1.1) above, t he

readiness status for each of the monitored components or systems shall indicate “not complete” wheneve r fault memory has been cleared or erased by a means other than that allowed in section (d)(2). Normal110 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 t o additionally 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 syst ems is “complete”, the MIL shall remain continuously illuminate d 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 compl ete”, after 15

- 20 seconds of operation in the key on, engine off 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 off” 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 compone nt 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) Dies el 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 specified 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 o r estimated), engine control module system voltage, commanded equivalence ratio;

and (C) Number of stored confirmed fault codes, catalyst temperature (if directly measured or estimated for purposes of enabling the catalyst monitor(s)), monitor status (i.e., di sabled for the rest of this driving cycle, complete this driving cycle, or not complete this driving cycle) since last engine shut

- off for each monitor used for readiness status, 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 last cleared, OBD requirements to which the engin e 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:111 (A) Calculated load (engine torque as a percentage of maximum torque available at the current engine speed), dri ver’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 number s (SPN) 539 through 543 defined by SAE

J1939 within parameter group number (PGN) 65251 for engine configuration), engine coolant temperature, engine oil temperature (if used for emission control or any OBD diagnostics), engine speed, time elapsed since eng ine 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 estimated), 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 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 e ngine 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 cleared, OBD requirements to which the engine is certified (e.g., California OBD, 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) N Ox 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 status (i.e., inside control area, outside control area, inside manufacturer

- s pecific PM NTE carve

- out area, or deficiency active area) ; (E) For 2013 and subsequent model year engines, normalized trigger for PM filter regeneration (SPN 54 6 6 defined by SAE J1939 for 2016 and subsequent model year engines)

, PM filter 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 20 16 and subsequent model year engines, fuel rate (mg/stroke)

, engine torque (including fan or accessory torque ), and modeled exhaust flow (mass/time)

. ( G H ) For purposes of the calculated load and torque parameters in section (h)(4.2.2)(A) and the torque, fu el rate , and modeled exhaust flow
parameter s 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 this context, shall be of sufficient accuracy, resolution, and filtering to be used

for the purposes of in

- use emission testing with the engine still in a vehicle (e. g.

, using portable emission measurement equipment )

.112 (4.2.3) For all engines so equipped: (A) Absolute thro ttle position, relative throttle position, fuel control system status (e.g., open loop, closed loop), fuel trim, fuel pressure, ignition timing advance, fuel injection timing, intake air/manifold temperature, engine intercooler temperature, manifold absolu te pressure, air flow rate from mass air flow sensor, secondary air status (upstream, downstream, or atmosphere), ambient air temperature, commanded purge valve duty cycle/position, commanded EGR valve duty cycle/position, actual EGR valve duty cycle/posit ion, EGR error between actual and commanded, PTO status (active or not active), redundant absolute throttle position (for electronic throttle or other systems that utilize two or more sensors), absolute pedal position, redundant absolute pedal position, co mmanded throttle motor position, fuel rate, boost pressure, commanded/target boost pressure, turbo inlet air temperature, fuel rail pressure, commanded fuel rail pressure, PM filter inlet pressure, PM filter inlet temperature, PM filter outlet pressure, PM filter outlet temperature, 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, com manded variable geometry turbo position, turbocharger compressor inlet temperature, turbocharger compressor inlet pressure, turbocharger turbine inlet temperature, turbocharger turbine outlet temperature, wastegate valve position, glow plug lamp status; (B) F or 2013 and subsequent model year engines, EGR temperature, variable geometry turbo control status (e.g., open loop, closed loop), reductant level (e.g., urea tank fill level), alcohol fuel percentage, type of fuel currently being used, NOx adsorber regene ration 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/empty SCR reductant driver warning/inducement active

. (E) For 201 6 and subsequent model year engines, reductant quality sensor
output and corrected NOx sensor output (e.g., raw sensor signal corrected

for estimated ammonia con centrations 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 include the fault code which caused the data to be stored and all of the signals requi red in sections (h)(4.2.1)(A) and (4.2.2)(A). Freeze frame conditions shall also include all of the signals required on the engine in sections (h)(4.2.1)(B), (4.2.2)(B), (4.2.2)(E), (4.2.3)(A) , and (4.2.3)(B) that are used for diagnostic or control113 purpos es 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 provided 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 sy stems, stored pending, confirmed, and permanent fault codes shall be made 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 fullest extent possible, pinpoint the likely cause of the malfunction. To the extent 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 diagnostics. Additionally, input component circuit continuity diagnostics shall use different fault cod es for distinct malfunctions (e.g., out

- of

- range low, out

- of

- range high, open circuit). (C) Manufacturers shall use appropriate SAE

- defined fault codes of SAE J2012 (e.g., P0xxx, P2xxx) whenever possible. With Executive Officer approval, manufacturers may use manufacturer

- 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, uniqueness of the diagnostic or

monito red component, expected future usage of the diagnostic or component, and estimated usefulness in providing additional diagnostic and repair information to service technicians. Manufacturer

- defined fault codes shall be used consistently (i.e., the same fau lt 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

withi n 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 monitored components) shall be

made available th rough 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 monitored114 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 available if the most recent monitoring event indicates the component is malfunctioning). (iii) Manufacturers using alternate statistical 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 determining that, overall, it is equivalent to the requirements in sections (h)(4.4.1)(E)(i) and (ii) and that it effectively provides service technicians with a quick and accurate indication of a pending fa ilure. (F) Permanent fault codes: (i) Permanent fault codes for all 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 self

healing 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 eras ed when the control module containing the permanent fault code is reprogrammed unless the

readiness status bits (refer to section (h)(4.1)) for all monitored components and systems in all modules that reported supported

readines s for a readiness bit other than the comprehensive components readiness bit are set to “not complete” i n conjunction with the reprogramming event. (v) The OBD system shall have the ability to store a minimum of four current confirmed fault codes as permanent fault 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 store 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, the OBD system may not replace any existing permanent fault code with the additional confirmed fault

codes.
(4.4.2) For vehicles usi ng the SAE J1939 protocol for the standardized functions required in section (h):115 (A) For all monitored components and systems, stored pending, MIL

- on , and previously MIL

- on fault codes shall 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 fullest extent possible, pinpoint the likely cau se of the malfunction. To the extent 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 sha ll use different fault codes than the respective circuit continuity diagnostics. 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 circui t). (C) Manufacturers shall use appropriate SAE

- defined fault codes of SAE J939 whenever possible. With Executive Officer approval, manufacturers may use manufacturer

- defined fault codes in accordance with SAE J1939 specifications. Factors to be considered b y 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 di agnostic and repair information to service

technicians. 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 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 avail able 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 monitored components) shall be made available through the diagnostic connector in accordance with SAE J1939 specifications ( i. e., DM6). (ii) Manufacturers using alternate statistical pr otocols 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 determining that, overall, it is equivalent t o the requirements in sections (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 all components and systems shall be made

availa ble through the diagnostic connector in a standardized format that distinguishes permanent fault codes from pending fault codes,

MIL

- on fault codes, and previously MIL

- on fault codes.116 (ii) A MIL

- on fault code shall be stored as a permanent fault code no later

t han the end of the ignition cycle and subsequently 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 (gene ric or enhanced) or by disconnecting power to the on

- board computer. (iv) Permanent fault codes may not be eras ed when the control module containing the permanent fault codes is reprogrammed unless the

readiness status bits (refer to section (h)(4.1)) for all monitored components and systems in all modules 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 ability to store a minimum of four

current MIL

- on fault codes as permanent fault codes in NVRAM. If the

number of MIL

- on fault codes currently commanding the MIL on exceeds the maximum number of permanent fault codes that can be stored, the OBD system sh all 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 fau lt 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 components and syste ms 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 te st 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 limits. 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 can 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 the OBD system computer is clear ed.
(4.5.5) If the OBD system fault memory is cleared

, : (A) For vehicles using the ISO 15765

- 4 protocol for the standardized functions required in section (h), all test results shall report values of zero

for the test result and test limits . The test results sha ll be updated once117 the applicable monitor has run and has valid test results and limits to
report. (B) For vehicles using the SAE J1939 protocol for the standardized functions required in section (h): (i) For 2010 through 2015 model year engines, all test results shall either (a) report values of zero for the test results and test limits, or (b) report values corresponding to ‘test not complete’ in accordance with SAE

J1939

- 73 specifications. The test results shall be updated once the applicable monitor ha s run and has valid test results and limits to
report. (ii) For 2016 and subsequent model year engines, all test results shall
report values corresponding to ‘test not complete’ in accordance with

SAE J1939

- 73 specifications. The test results shall be upd ated once the applicable monitor has run and has valid test results and limits to
report. (4.5.6) All test results and test limits shall always be reported. The OBD system shall store and report unique test results for each separate diagnostic.
(4.5.7) The requirements o f section (h)(4.5) do not apply to gasoline fuel system

monitor s 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 monitor s 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 monitor s , circuit and

out

- of

- range monitor s that are required to be continuous

, and diesel

feedback control monitor s specified under sections ( e)( 1.2.4), (e)(3.2.4), (e)(4 .2.5), (e)(6.2.2)(D), (e)(7.2.3), and (e)(8.2.7)

. (4.6) Software Calibration Identification:
(4.6.1) Except as provided for in section (h)(4.6.3), o n all vehicles, a single software calibration identification number (CAL ID) for each diagnostic or

emission critical con trol 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 bit of d ifferent data from any other

emission

- related calibration and/or software set. Control units coded with multiple emission or diagnostic calibrations and/or software sets shall indicate a unique CAL ID for each variant in a manner that enables an off

board device to determine which variant is being used by the vehicle. Control units that utilize a strategy that will result in MIL illumination if the incorrect variant is used (e.g., control 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 manufacturer to ensure each control unit will respond to a generic scan tool with the CAL IDs in order of highest to118 lowest prior ity 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 verifies the on

- board computer software integrity for each diagnostic or emission critical 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 capab le 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 powertrain con trol units with more than one CAL ID, each CVN shall be output to a generic scan tool in the same order as the CAL IDs are output to the generic scan tool to allow the scan tool to match each CVN to the corresponding CAL ID.
(4.7.3) Manufacturers shall submit info rmation for Executive Officer approval of the algorithm used to calculate the CVN. Executive Officer approval of the algorithm shall be based on the complexity 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 oper ation 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 available 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

a vailable

. 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 en gine 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 s pecifications 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 vehic les in a standardized electronic format that allows for119 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 Identification Number s : (4.8.1) All vehicles shall have the vehicle id entification number (VIN) available in a standardized format through the standardized data link connector in accordance with SAE J1979/J1939 specifications. Only one electronic control unit per vehicle shall report the VIN to an SAE J1978/J1939 scan

tool.
(4.8.2) All 2013 and subsequent model year engines shall have the engine serial number (ESN) available in a standardized 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.
(4.8.3) If the VIN or ESN is reprogrammable, 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 support e d 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 th at responds to an SAE J1978/J1939 scan tool with a unique address or identifier shall be communicated in a standardized format in accordance with SAE J1979/J1939 (e.g., ECUNAME in Service/Mode $09, InfoType $0A in SAE J1979)

. (4.10) Erasure of Emission

- Related Di agnostic 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 (section (h)(4.2)) including number of stored

confirmed/ MIL

- on fault codes, distance 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 previously MIL

- on fa ult 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 computer is discon nected. Except as provided for in sections (h)(4.4.1)(F)(iv), (h)(4.4.2)(F)(iv), and (h)(4.8.3), I i f any of the emission

- related diagnostic information is commanded to be erased by a scan tool (generic or enhanced), all emission

- related diagnostic informa tion 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 OBD120 system may not allow a scan tool to erase only one of thr ee 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 se parately 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 Speci fications: (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. (ii) Each number shall be reset to zero only when a non

- volatile r andom access memory (NVRAM) reset occurs (e.g., reprogramming event) or, if the numbers are stored in keep

- alive memory (KAM), when KAM is lost due to an interruption in electrical power to the control module (e.g., battery disconnect). Numbers may not be 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 denominator for a specific component reaches the maximum value of 65,535 ±2, both numbers shall be

div ided by two before either is incremented 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 pr oblems. (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 component shall always be reported as

zero. (B) For the ratio: (i) The ratio shall have a minimum value of zero and a maximu m 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 numerator divided by the denominator

exceeds the maximum value of 7.99527.121 (5.2) Engine Run Time Tracking Requirements:
(5.2.1) For all gasoline and diesel engines, manufacturers shall implement software algorithms to individually track and 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” defi ned 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 ve hicle 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 #1acti ve; (ii) total run time with EI

- AECD #2 active; and so on up to (iii) total run time with EI

- AECD #n active.
(5.2.2) Numerical Value Specifications: For each counter specified in section (h)(5.2.1): (A) 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 including when a scan tool (generic or enhanced) command to clear fault code s or reset KAM is received. (C) If any of the individual counters reach the maximum value, all counters shall be divided by two before any are incremented again to avoid overflow problems. (D) The counters shall be made available to a generic scan tool in

acc ordance with the SAE J1979/J1939 specifications 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 specific component/element act that is

commanded when the EI

- AECD i s activated (e.g., EGR system is derated); (iii) “Parameter” is defined as a component/element (e.g., ECT, oil temperature) used to determine when to activate the EI

- AECD; and (iv) “Condition” is defined as the specific characteristic/state exhibited by the paramete r (e.g., ECT above 100 degrees Celsius) that triggers

activation of the EI

- AECD. (B) Each unique combination of action, parameter, and condition within a purpose shall be tracked as a separate EI

- AECD and increment the timer(s) at all times the condition nec essary to activate the EI

- AECD is122 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 temperature continues to increase), the EI

AECD shall be tracked by incrementing 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 shall be incremented whenever the EI

AECD is commanding some amount of reduced emission control effectiveness up to but not including 75 percent of the maximum

reduced emission control effectiveness that the EI

- AECD is capable of commanding during in

- use vehicle or engine operation. For example, an overheat protection strategy that progressively

der ates 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 a second example, an overheat protection strategy

that adva nces fuel injection timing progressively up to a maximum advance of 15 degrees crank angle as the engine coolant temperature increases would accumulate time for the first timer from the time advance is applied up to the time that advance reaches 11.25 degr ees (75 percent of the maximum 15 degrees).

b. The second of the two timers shall be incremented whenever the EI

AECD is commanding 75 percent or more of the maximum reduced

emission control effectiveness that the EI

- AECD is capable of commanding during in

- us e 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 accumulate time from the time that EGR is derated 75 percent up to and including when EGR is completely shut off. For th e second example EI

- AECD identified in section (h)(5.2.3)(B)(i), the second 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 Execut ive 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 condition relative to the measure of

EI

- AECD activity under section (h)(5.2.3)(B). (D) Fo r 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 s hall be incremented only when the EI

AECD 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 shall123 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 increment the timer during initial

warm

- up but would increment the timer if coolant temperature

sub sequently dropped below the low temperature and reactivated the EI

AECD later in the drive cycle). (F) If more than one EI

- AECD is currently active, the timers for both EI

AECDs shall accumulate time, regardless if there is overlap or redundancy in the command ed 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

indu stry emission

- related service information as set forth in sections (h)(6.3) through (6.5).
(6.2) The Executive Officer shall waive the requirements of sections (h)(6.3) through (6.5) upon determining that 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 time frame that is equivalent to or exceeds the timeframes set forth below; and (C) at fair and reasonable cost.
(6.3) Manufacturers shall make readily available, at a fair and reasonable price to the automotive repair industry, vehicle repair procedures whic h 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 repair procedures required under secti on (h)(6.3), a manufacturer may publish repair procedures referencing the use of

manufacturer

- specific or enhanced equipment provided the manufacturer meets one of the following conditions:
(6.4.1) makes available to the aftermarket scan 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 manufacturer

- specific diagnostic scan tool, or
(6.4.2) makes available for purcha se, at a fair and reasonable price to the automotive repair industry, a manufacturer

- 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 results reported as required in section (h)(4.5). The information must include 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 the124 requirements of this regulation. The generic description must include a text description of how the d iagnostic is performed, typical enable conditions, typical malfunction thresholds, 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) thro ugh (f)(9). The information must include either a description of sample driving patterns designed to be operated in

- use or a written description of the conditions the vehicle needs to operate in to execute each of the diagnostics necessary to change the r eadiness 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 the monitors to individually change the rea diness status for each specific monitor from “not complete” to “complete”.

(7) Exceptions to Standardization Require men ts.
(7.1) For 2020 and subsequent model year alternate

- fueled engines derived from a

diesel

- cycle engine, a manufacturer may meet the standardized requirements of section (h) that are applicable to diesel engines in lieu of the requirements applicable to gasoline engines.

(i) Monitoring System Demonstration Requirements for Certification.
(1) General.
(1.1) Certification requires that manufacturers submit emission test data from one or more durability demonstration test engines (test engines).
(1.2) The Executive Officer may approve other demonstration protocols if the manufacturer can provide comparable assurance that the malfunction criteria

are chosen based on meeting the malfunction 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 operating on more than one fuel or fuel

combin ations, the manufacturer shall submit 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 pro vides 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 Executive Officer of the engine families and engine ratings w ithin each family planned for that model year. The Executive Officer will then select the engine family(ies) and the specific engine rating within the engine family(ies) that the manufacturer shall use as demonstration test engines to provide emission tes t data. The selection of test vehicles for production vehicle evaluation, as specified in section (l) (2) , may take place during this selection process.125 (2.2) Number of test engines:
(2.2.1) For the 2010 model year, a manufacturer shall provide emission test data

of a t est engine from the OBD parent rating.
(2.2.2) For the 2011 and 2012 model years, a manufacturer certifying one to seven engine families in a model year shall provide emission test data of a test engine from one OBD child rating. A manufacturer certifying eight

o r 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 of one or more of the test engines if data have been previously submi tted for all of the OBD parent and OBD child ratings.
(2.2.3) For the 2013 and subsequent model years, 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 c ertifying six to ten engine families in a model year shall provide emission test data from test engines from two engine ratings. A manufacturer certifying eleven or more engine families in a model year shall provide emission test data of test engines from three engine ratings. The Executive Officer may waive the requirement for submittal of data of one or more of the test engines if data have been previously submitted for all of the engine ratings.
(2.2.4) For a given model year, a manufacturer may elect to provi de emission data of test engines from more engine 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 e xhaust aftertreatment emission controls aged by an accelerated aging process to be representative of full useful life. Manufacturers are required to submit for Executive Officer approval a description of the accelerated aging process and/or supporting dat a. The Executive Officer shall approve the process upon determining that the submitted description and/or data demonstrate that the process ensures that deterioration 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 m anufacturer shall collect emission and deterioration data from an actual high mileage system(s) ( consisting of the engine, eng ine emission controls, and aftertreatment) to validate its accelerated aging process.

The manufacturer shall collect the data from a 2010 or newer model year system that is the most representative of system design s planned for the 2013 model year and has a minimum actual mileage of full useful life or126 185,000 miles, whichever is lower

. The manufacturer shall collect and report the data to ARB prior to the end of 2011. The m anufacturer shall submit a plan for system selection, procurement, and data collec tion 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 emis sion 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 manu facturer shall use a system (engine, engine emission 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 acce lerated aging process and supporting data. The Executive Officer shall approve the process upon determining that the submitted description and data demonstrate that the aging process will result in a system representative of the manufacturer’s best estima tes of the system performance at full useful life and that the manufacturer has

utilize d the data collected under section (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 1 85,000 miles.
(2.3.3) For 2016 and subsequent model year test engines : (A) A manufacturer shall collect emission and deterioration data from an actual high mileage system(s) (consisting of the engine, engine emission controls, and aftertreatment) to validate its accel erated aging process. The manufacturer shall collect the data from a 2010 or newer model year system that is the most representative of system designs planned for the

201 6 model year and has a minimum actual mileage of full useful life.

The manufacturer shall collect and report the data to ARB prior to the end

of 201 4 . 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 Executi ve 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 d eterioration 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 emission controls, and aftertreatment) aged by an accel erated 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. The Executive Officer shall approve the process upon de termining that the submitted description and data demonstrate that the aging process will result in a system representative of the manufacturer’s best estimates of the system performance at full useful life and that the manufacturer has

utilized the data c ollected under section (i)(2.3. 3 )( A ) to validate the127 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 d urability test engine(s) system (i.e., consisting of the engine, engine emission controls, and aftertreatment) , 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 alternative durability procedure (ADP).
(3) Required Testing: Except as provided below, the manufacturer shall perform single

- fault testing based on the applicable test with the following components/systems set at their malfunction criteria limits as determined by the ma nufacturer 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 each malfunction limit established by the manufacturer for the fuel system parameters (e.g., fuel pressure, injection timing) and calibrated to the

emission threshold malfunction criteria (e.g., 2.0 times the standard) specified in sections (e)(1.2.1) through (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 applicable parameter only. All other parameters shall be with normal characteristics. In conducting the fu el system demonstration tests, the manufacturer may use computer modifications to cause the fuel system to operate at the malfunction limit if

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

hardware malfunction.
(3.1.2) Misfire Monitoring: For 2010 through 2012 model year engines, a For 2013 model year engines subject to section (e)(2.2.5), the manufacturer shall perform a test at the malfunction limit specified in section (e) (2.2.5).

A misfire demonstration test is not required for diesel engines not subject to section (e)(2.2.5)

. For 2013 and subsequent model year engines, the manufacturer shall perform a test at the malfunction criteria limit specified in section (e)(2.2.2 ).
(3.1.3) EGR System: The manufacturer shall perform a test at each flow, slow response, and cooling limit calibrated to the 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 conductin g the EGR cooler performance demonstration test, t he EGR cooler(s) being evaluated shall be deteriorated to the applicable malfunction criteria using methods established by the manufacturer in accordance with section (e)(3.2. 9 ). In conducting the EGR syst em slow response demonstration tests, the manufacturer may use computer modifications to cause the EGR system to operate at the malfunction limit if the manufacturer can demonstrate to the Executive Officer that the computer modifications produce test resu lts equivalent to an induced hardware malfunction or that there is no reasonably feasible method to induce a hardware malfunction

. (3.1.4) Boost Pressure Control System: The manufacturer shall perform a test at128 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, t he charge air cooler(s) being

evaluated shall be deterior ated 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 e ach 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 malfunction c riteria limit (s) established by

the manufacturer and calibrated to the emission threshold malfunction criteria (e.g., 2.0 times the standard) in section (e)(5.2.2) (A) and (e)(5.2.2)(B) using methods established by the manufacturer in

accordance with sectio n (e)(5.2.4). For each monitored NMHC catalyst(s), the manufacturer shall also demonstrate that the OBD system will detect a catalyst malfunction with the catalyst at its maximum level of deterioration (i.e., the substrate(s) completely removed from the c atalyst 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 applicable malfunction criteria limit (s) established by the manufacturer and calibrated to the emission threshold malfunction criteria (e.g., 2.0 times 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 detec t a catalyst 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 empty can demonstration.
(3.1.7) NOx Adsorber: The manu facturer shall perform a test using a NOx adsorber(s) deteriorated to the malfunction limit calibrated to the emission

threshold malfunction criteria (e.g., 2.0 times the standard) in section (e)(7.2.1). The manufacturer shall also demonstrate that the OBD system
will detect a NOx adsorber malfunction with the NOx adsorber at its maximum level of deterioration (i.e., the substrate(s) completely removed from the container or “empty” can). Emission data are not required for the empty can demonstration.
(3.1.8) PM Fi lter: The manufacturer shall perform a test using a PM filter(s) deteriorated to each applicable malfunction 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 detect a PM filter malfunction with the filter at its maximum level of deterioration (i.e., the filter(s) completely129 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 feature 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 times the FTP standard) in sections (e)(10.2.1) and (e)(10.2.2). In conducting the VVT system demonstration tests, the manufacturer may use computer m odifications to cause the VVT system to operate at the malfunction limit if the manufacturer can demonstrate to the Executive Officer that the computer modifications produce test results equivalent to an induced hardware malfunction.
(3.1.11) Cold Start Emission Re duction Strategy: The manufacturer shall perform

a test at the malfunction limit calibrated 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 e ach of the testing requirements of section (i)(3.1), if the manufacturer has established that only a functional check is required because no failure or deterioration of the specific tested system could result in an engine’s emissions exceeding the emission threshold malfunction criteria (e.g., 2.0 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 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 based on the primary fuel control sensor(s), the manufacturer shall perform a test with the adaptive feedback based on the primary fuel control sensor(s) at the rich limit(s) and a test at the lean limit(s) established by the manufacturer and

calibrated to the emission threshold malfunction 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 result in a uniform distribution of fuel and air among the cylinders. Non

- uniform distribution 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 criteria 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 lean130 limit(s) established by the manufacturer 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 malf unction before emissions exceed 1.5 times the applicable standards

. (C) For engines subject to the malfunction criteria in section (f)(1.2.1)(C) (monitoring of air

- fuel ratio cylinder imbalance faults), the manufacturer shall perform a test at the malfunc tion 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 fault induced on the worst case cylinder for each limit. The manufacturer shall submit data and/or analysis demonstrating that a fault of the cylinder (s) will result in the worst

case emissions for each malfunction limit. (C) (D) For other fuel metering or control systems, the manu facturer 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 air among the cylinders. Non

- uniform

distribution of fuel and air used to induce a f ault may not cause misfire. In conducting the fuel system demonstration tests, the manufacturer may use computer modifications to cause the fuel system to operate at the

malfunction limit if the manufacturer can demonstrate to the Executive

Officer that t he 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 threshold malfunction criteria (e.g., 1.5

times the st andard) 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 malfunction criteria (e.g., 1.5 times the standard) in sections (f)(3.2.1) and (f)(3.2.2).
(3.2.4) Cold Start Emiss ion 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 threshold 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

deter iorated 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 OBD system wi ll detect a catalyst system malfunction with the catalyst system 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 empty can

demonstration.
(3.2.7) Exhaust Gas Sensor: (A) The manufacturer shall perform a test with all primary oxygen sensors (conventional switching sensors and wide range or universal sensors)131 used for fuel control simultaneously possessing a response rate

deteriorated to the malfunction criteria 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 sin gle 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 worst case response rate malfunction among all symmetric and asymmetric patterns required by section (f)(8.2.1 )(A), and (2) the symmetric response rate malfunction that results in delays during transitions from rich

- 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 demonstrat ion test is required. For the response rate patterns not tested, the manufacturer is required to provide the data and/or engineering analysis used to determine that the tested response pattern for criterion (1) will result in the worst case emissions comp ared 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 emission threshold malfunction thr eshold

criteria (e.g., 1.5 times the applicable standards due to a shift in air/fuel ratio at which oxygen sensor switches, decreased amplitude). When performing additional test(s), all primary and secondary (if applicable)

oxygen sensors used for fuel co ntrol shall be operating at the malfunction criteria limit for the applicable parameter only. All other primary and secondary oxygen sensor parameters shall be with normal characteristics. (B) For engines utilizing sensors other than oxygen sensors for primar y 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 parameters that can cause engine emissions to

exceed the emission threshold mal function 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 sensors, consistent with the i ntent
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 the 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 computer modifications produ ce test results equivalent to an induced hardware malfunction.
(3.2.9) For each of the testing requirements of section (i)(3.2), if the manufacturer has established that only a functional check is required because no failure132 or deterioration of the specific tested system could result in an engine’s emissions exceeding the emission threshold 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 analysis used to determine that only a functional test of the system(s) is required.
(3.3) Required Testing for All Engines:
(3.3.1) Other Emission Control Systems: The manufacturer shall conduct

demonstration tests for all other emi ssion control components (e.g., hydrocarbon traps, adsorbers) designed 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 requirem ents 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 tested system could result in an engine’s emissions exceeding the emission threshold malfunction crit eria (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 analysis used to determine that only a

functional test of the system(s) is required.
(3.4) The manufacturer may electronically simulate deteriorated components if the manufacturer can demonstrate to the Executive 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 equipment necessary to duplicate the demonstration test must be made available to ARB up on request. A manufacturer may request Executive Officer approval to electronically simulate a deteriorated component with engine 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 difficult, and/or resource intensive to implant the fault with modifications external to the engine control unit.
(3.5) For each of the testing requirements of (i)(3), when perfo rming 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 simultaneously deterio rated to the

malfunction criteria limit.
(3.6) For each of the testing requirements under section (i)(3), if the manufacturer has established that only a functional check is required because no failure or deterioration of the specific tested system co uld result in an engine’s emissions exceeding the emission threshold malfunction criteria (e.g., 1.5 times the standards), the manufacturer is not required to perform a demonstration test; however the manufacturer is required to provide the data133 and/or eng ineering analysis used to determine 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 e mission

tests. The Executive Officer shall approve the request u pon 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 manuf acturer may also request Executive Officer approval to use an additional identical preconditioning cycle following a 20 minute hot soak after the initial preconditioning cycle. T he Executive Officer

shall approve the request upon determining that a manufa cturer 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 preco nditioning 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 before conducting the second preconditioning cycle. The manufa cturer may not replace, modify, or adjust the system 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 malfunct ion criteria limit(s) prior to conducting the applicable emission test (or preconditioning, if approved)

. (4.2.2) T he test engine shall be operated over the first engine start of the FTP

emission test (i.e., the cold start) or a SET cycle to allow for the initia l detection of the tested system or component malfunction. If required by the designated monitoring strategy, a n 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 two

- 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 p rotocol if it is unnecessary (e.g., one

- trip fault detection strategies that run on the SET).
(4.3) Test Data Collection:
(4.3.1) During the test sequence of section (i)(4.2), the manufacturer shall collect data immediately prior to each engine shut

- down (e.g., the end of each preconditioning cycle in section (i)(4.2.1) , the end of the cold start FTP cycle in section (i)(4.2.3) , the end of the warm start FTP cycle in section (i)(4.2.3) ) . If the data cannot be collected immediately prior to engine

shut

- down, the data sh all be collected immediately after engine shut

down.
(4.3.2) The manufacturer shall be required to collect the following data: (A) Approximate time o n the test cycle (in seconds after engine start ) when

the MIL illuminates (e.g., MIL illuminated at 402 seconds into t he cold start134 FTP cycle) ; (B) All data required by section s (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 o fficial test procedures to obtain the emission test data required in section (i) for all but one of the required test engines. The manufacturer may elect this option if the data from the alternative test procedure are representative of official

emission t est results. Manufacturers using this option are still responsible for meeting the malfunction criteria specified in sections (e) through (g) when emission tests are performed in accordance with official test procedures.
(4.5) A manufacturer may request Executi ve 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 to 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 operation with the malfunctioning component will properly result in MIL illumination.
(5) Evaluation Protocol:
(5.1) Full OBD engine ratings subject to sections (d)(7.1.1), (d)(7.2.2), or (d)(7.3)

sha ll 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 component malfunction before the end

of the emission test specified in (i)(4.2.3) in accord ance with the requirements of sections (e) through (g).
(5.1.2) If the MIL illuminates prior to emissions exceeding the applicable emission

threshold malfunction criteria specified in sections (e) through (g), no further demonstration is required. With 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 further demonstration is required if the

MIL illuminates with m isfire 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 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)) , i I f 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 that the MIL will illuminate before

without emissions exceed ing the applicable emission threshold malfunction criteria specified in sections (e) through (g). If the system or135 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 eng ine shall be retested with the system or component adjusted to the worst acceptable limit (i.e., the applicable

monitor indicates the system or component ’s is perform ance ing is passing

but at the closest possible value relative to the monitor threshold val ue at which a fault would be detected that would invoke the default strategy and

illuminate the MIL or slightly better than the malfunction criteria ). The manufacturer may request the Executive Officer to accept test data when the system or component’s per formance 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 te st data upon determining that the test data adequately demonstrate that emissions do not exceed the applicable malfunction criteria at the tested worst acceptable limit and that emissions will not exceed the applicable

emission threshold malfunction crit er ia before performance exceeds the

monitor threshold for fault detection. When tested with the component adjusted to the worst acceptable limit, the MIL must not illuminate during the test and the engine emissions must be below the applicable

malfunction c riteria specified in sections (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 strategy upon detection of the relevant catalyst malfunction. Otherwise, the provisions of section (i)(5.1.3)(B) shall apply to testing of the catalyst or PM filter system. (B) Except as pr ovided for in section (i)(5.1.3)(A), i I n 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 the applicable emission

threshold (s) malfunction criteria specified in sections (e) and (f), the tested engine shall be retested with a less deteriorated catalyst/PM filter system (i.e., more of the applicable engine out pollutants are converted or trapped). Adjustment and testing of the catalyst or PM filter system’s performance may be repeated until successful results are obtained. For

the OBD system to be approved, testing shall 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

threshold s malfunction criteria specified in sections (e) or (f); or (ii) The manufacturer demonstrates that the MIL illuminates within the upper and lower limits o f the threshold malfunction criteria identified

below. The manufacturer shall demonstrate acceptable limits by continuing testing until The demonstration shall be deemed appropriate when the test results show:

a. The MIL is illuminated and emissions exceed t he emission

threshold s malfunction criteria specified in sections (e) or (f) by 10136 20 percent or less of the applicable standard (e.g., emissions are

less than 1.85 2.2 times the applicable standard for a n emission

threshold malfunction criterion of 1.75 2 .0 times the standard); and

b. The MIL is not illuminated and emissions are below the emission

threshold s malfunction criteria specified in sections (e) or (f) by no more than 20 percent of the standard (e.g., emissions are between

1.55 1.8 and 1.75 2.0 times the applicable standard for a n emission

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

recalibrated.
(5.2) OBD child ratings subject to se ctions (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 component malfunction before th e end

of the emission test specified in (i)(4.2.3) in accordance with the malfunction 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 af ter the tested component or system significantly exceeds the applicable malfunction criteria established by the manufacturer, the test engine shall be retested with the tested system or component adjusted so that the MIL will illuminate at the applicable m alfunction 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 significantly exceeds the applicable malfunction criteria established by the manufacturer, t he tested engine shall be retested with a less deteriorated catalyst/PM filter system (i.e., more of the applicable engine out pollutants are converted or trapped). For the OBD system to be approved, testing shall be continued until either

of the followin g conditions are satisfied: (A) The MIL is illuminated and the tested component or system is at the applicable malfunction criteria established by the manufacturer; or (B) The manufacturer demonstrates that the MIL illuminates within the upper

and lower limits o f the threshold identified below. The manufacturer shall demonstrate acceptable limits by continuing testing until the test results

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

and (ii) The MIL is not illuminated and monitoring results indicate the tested component or system is below the malfunction criteria established by the manufacturer by 10 percen t or less of the monitored parameter.
(6) Confirmatory Testing:137 (6.1) ARB may perform confirmatory testing 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 malfun ction criteria identified in sections (e) through (g). This confirmatory testing is limited to the engine rating represented by the demonstration engine(s).
(6.2) ARB or its designee may install appropriately deteriorated or malfunctioning components (or simula te a deteriorated or malfunctioning component) in an otherwise properly functioning test engine of an engine rating represented by the demonstration test engine(s) in order to test any of the components or systems required to be tested in section (i). Upo n 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

requ est within six months of reviewing and approving the demonstration test engine data submitted by the manufacturer for the specific engine rating.

(j) Certification Documentation.
(1) When submitting an application for certification of an engine, the manufacturer shall submit the following documentation. If any of the items listed below are 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 not standardized 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 possess es the most stringent exhaust emission standards and OBD monitoring requirements and cover s 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 waived or modified if the information required would be redunda nt or unnecessarily burdensome to generate.
(1.3) To the extent possible, the certification documentation shall use SAE J1930 or J2403 terms, abbreviations, and acronyms.
(2) The following information shall be submitted as part of the certification application. Exc ept as provided below for demonstration data, the Executive Officer will not issue an Executive Order certifying the covered engines without the information having been provided. The information must include:
(2.1) A description of the functional operation of t he OBD system including a complete written description for each monitoring strategy that outlines every step in the decision

- making process of the monitor. Algorithms, diagrams, samples of data, and/or other graphical representations of the monitoring

str ategy shall be included where necessary to adequately describe the

information.
(2.2) A table, in the standardized format detailed in Attachment C of ARB Mail

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# MSC 09

- 22 July 7, 2009 , incorporated by reference

.138 (2.2.1) The table must include the following informatio n for each monitored component or system (either computer

- sensed or

- controlled) of the emission control system: (A) Corresponding fault code (B) Monitoring method or procedure for malfunction detection (C) Primary malfunction detection parameter and its type of outpu t signal (D) Fault criteria limits used to evaluate output signal of primary parameter (E) Other monitored secondary parameters and conditions (in engineering units) necessary for malfunction detection (F) Monitoring time length and frequency of checks (G) Criteria for st oring 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 shall 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 criteria (D) Pascals (Pa) for all pressure criteria 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) for all fuel quantity

- based per ignition

event criteria for diesel engines, and P p er crankshaft revolution (/rev) for

all other changes per ignition event based criteria (e.g., airflow in g/rev instead of g/stroke or g/ firing ) for gasoline and diesel engi nes (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 eac h monitored 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), the data required to be collected in section (i)(4.3) , and a description of the modified or deteriorated components used for fault simulation with respect to the demonstration tests specified in 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 section (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 demonst rated previous success of the manufacturer in submitting the data prior to certification.
(2.5) For gasoline engines, data supporting the misfire monitor, including:139 (2.5.1) The established percentage of misfire 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 # MSC 09

- 22 for the follow ing 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 misfire monitoring that oc curs during the FTP. For every disablement that occurs during the cycles, the data

should shall identify: when the disablement occurred relative to the driver’s trace, the number of engine revolutions that each disablement was present for, and which disab le condition 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 shall also be identified. The data

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

Misfire Disablement and Detection Ch art of ARB Mail

- Out #MSC 09

- 22

. (2.5.4) Manufacturers are not required to use the durability demonstration engine

to collect the misfire data for s ections (j)(2.5.1) through (2.5.3).
(2.6) Data supporting the limit for the time between engine starting and attaining the designated heating temperature for after

- start heated catalyst systems. For diesel engines subject to the monitoring requirements of secti on (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 operati ng range for the following misfire patterns: random cylinders misfiring at the malfunction criteria specified in section ( e )(2.2.2), one cylinder continuously 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 shall identify: when the disablement

occ urred relative to the driver’s trace, the number of engine revolutions that each disablement was present for, and which disable condition documented in the certification application caused the disablement . The number of 1000

- revolution intervals completed and the number of 1000

- 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 #M SC 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, exh aust gas sensors, and other emission controls which causes emissions to exceed the applicable malfunction criteria specified in sections (e), (f), and (g). For diesel engine monitors in sections140 (e) and (g) that are required to indicate a malfunction befo re 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 the adjustment factors determined by the manufacturer for each applicable monitor in accordance with section (d)(6.2)

. (2.8) A listing of all electronic powertrain input and output signals (including those not monitored by the OBD system) that identifies which signals are monitored by the OBD system. For input and output signals that are monitored as comprehensive components, the listing shall 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 parameters and conditions necessary to begin

closed

- loop/feedback control of emission control systems (e.g., fuel system, boost pressure, EGR flow, SCR reductant delivery, 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.
(2.11) A pictorial representation or written description of the diagnostic connector

and its location including any covers or labels.
(2.12) A written description of the method used 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 utilized by the manufacturer including the sensor signals and/or calculated values used to invoke each AECD, the engineering data and/or analysis demonstrating the need for such an AECD,

the actions taken when each AECD is activated, the expected in

- use frequency of operation of each AECD, the expected emission impact from

each AECD activation , and , f or diesel engine s , the identification of each AECD that has been determined by the manufacturer to be an EI

- AECD and

the ass ignment 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 determined by coolant temperature greater

than...” is an EI

- AECD and is repor ted 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 manufacturer including the sensor signals and/or calculated values used to invoke each NTE deficiency or carve

- out, th e engineering data and/or analysis demonstrating the need for such an NTE deficiency or carve

- out, the actions taken when each NTE deficiency or

carve

- out is activated, the expected 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 engine purchasers or chassis manufacturers detailing all specifications or limitations imposed on the engine purchaser relevant to OBD requirements or emission compliance (e.g., allowable MIL locations, connector location specifications, cooling system heat rejection141 rates). A description of the method or copies 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 current model year engine , and all other known issues that apply to the current model year engine (e.g., concerns or deficiencies of another engine that also apply to this engine)

. (2.17) A checklist of all the mal function criteria in 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 b y reference.
(2.18) Any other information determined by the Executive Officer to be necessary to demonstrate compliance with the requirements of this regulation. A list of all components/systems required to track and report in

- use performance under

sect ion (d)(3.2.1), the corresponding diagnostic(s) noted by fault code used to increment the numerator for each component/system, and a description of the incrementing specifications for the in

- use monitor performance numerator and denominator for each diagno stic

. (2. 19 ) A list of the test results required to be made available under section ( h )(4.5) and the corresponding diagnostic(s) noted by fault code for each test result.
(2.20) A timeline showing the start of engine production and the start of vehicle production for the engine family

, and the required deadlines for production vehicle evaluation testing of the standardized requirements (according to section (l)(1.2)) and the monitoring requirements (according to

section (l)(2.1)).
(2.18) (2.2 1 ) Any other information determined by the Executive Officer to be necessary to demonstrate compliance with the requirements of this regulation.

(k) Deficiencies.
(1) The Executive Officer, upon receipt of an application from the manufacturer, may certify OBD systems install ed on engines even though the systems do not comply with one or more of the requirements of title 13, CCR section 1971.1. In granting the certification, the Executive Officer shall consider the following factors: the extent to which the requirements of se ction 1971.1 are satisfied overall based on a review of the engine 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 eff ort 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 the 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 section142 43016 of the California Health and Safety Code. The specified fines apply to: (1) the third and subsequently identified deficiency(ies), ordered according to section (k)(3), and (2) a monitoring system deficiency 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 requirement of section 1971,1. In determining the identified order of deficiencies, deficiencies subject to a $50 fine

are identified first. Total fines per engine under section (k) may not exceed $500 per engine and are payable to the State Treasurer for deposit in the Air Pollution

Control Fund.
(4) Manufacturers must re

- apply for Executive Officer approval of a deficiency each model year. In co nsidering the request to carry

- over a deficiency, the Executive Officer shall consider the factors identified in section (k)(1) including the manufacturer’s progress towards correcting the deficiency. Except as provided for in sections (k)(4.1) and (k)(4. 2) below, t T he Executive Officer may not allow manufacturers to carry over monitoring system deficiencies for more than two model years unless it can be demonstrated that substantial engine hardware modifications and additional lead time beyond two years w ould be necessary to correct the deficiency, in which case the Executive Officer shall allow the deficiency to be carried over for three model years.
(4.1) For deficiencies first granted in the 2010 model year, the Executive Officer may allow manufacture rs to carry over the deficiency into the 2013 model year unless it can be demonstrated that substantial engine hardware modifications and additional lead time beyond the 2013 model year would be necessary to correct the deficiency, in which case the Execut ive Officer shall allow the deficiency to be carried over into the 2014 model year.
(4.2) For deficiencies first granted in the 2011 model year, the Executive Officer may allow manufacturers to carry over the deficiency into the 2014 model

year

. (5) Except a s allowed in section (k)(6), deficiencies may not be retroactively granted

after certification.
(6) Request for retroactive deficiencies
(6.1) During either the first 6 months after commencement of the start of engine production or the first 3 6 months after commence ment 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 each aspect of the monitoring system : (a) identified by the manufacturer (during testing required by section (l)(2) or any other testing) to be functioning different than the certified system or otherwise not meeting the requirements of any aspect of section 1971.1; and (b) reported to the E xecutive Officer. If the Executive Officer grants the

deficienc y( ies ) and amend s the 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 the143 manufacturer could not have reasonably anticipated the identified problem before commencement of production

. (6.3) In granting the amended certification, the Executive Officer shall include any approved post

- production deficiencies together with all previously approved deficiencies in computing fines in accordance with section (k)(2).
(7) For 2013 through 2015 model year engines that utilize PM sensors for PM filter filtering performance monitoring (section ( 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 sen sor (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 the deficiency shall not be included in the count of deficiencies used in (k)(2) to determine the number o f deficiencies subject to fines.
( 8 ) For hybrid vehicles:
(8.1) For 2014 model year hybrid vehicles previously certified with deficiencies for the 2013 model year, the 2014 model year shall be considered the first model year for the deficiency with rega rds to the carry

- over provisions in section (k)(4)

. (8.2) For deficienc ies related to issue s with the implementation of the hybrid system or of the hybrid system itself on 2013 through 2015 model year engines

, two additional deficienc ies shall be exemp t from the specified fines of section (k)(3) and the deficienc ies shall not be included in the count of deficiencies used in (k)(2) to determine the number of deficiencies subject to

fines

. ( 9 ) Any OBD system installed on a production engine/ vehicle that fails to conform with

the certified OBD system for that engine/ vehicle or otherwise fails to meet the requirements of section 1971.1 and has not been granted a deficiency pursuant to the provisions of section (k)(1) through (k)( 6 ) are considered non

- compl iant.

The engines/ vehicles are subject to enforcement pursuant to applicable provisions of the Health and Safety Code and title 13, CCR section 19 71 .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 vehicle s 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 u nique 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 either three months after the start of engine production or one month after the 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 r equest upon144 finding that the software and hardware designed to comply with the standardization requirements of section (h) (e.g., communication protocol message timing, number of supported data stream parameters, engine

and vehicle communication network ar chitecture) 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, th e Executive Officer shall

reduce the maximum required number of vehicles 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 mo del year engines, the Executive Officer shall further reduce the maximum required number of vehicles to be tested to three per engine family for a manufacturer based on the demonstrated previous success of the manufacturer to meet the requirements of secti on ( 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 three consecutive years.
(1.2.4) The Executive Officer may waive the requirement for submittal of data

from one or more of the production vehicles if data have been previously

submitted for all of the production vehicles . Manufacturers may request Executive Officer approval to carry over data collected in pre vious model years. The Executive Officer shall approve the request upon finding that 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 softwa re 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 testing. Prior to conducting testing,

manufa cturers are required to request and receive Executive Officer approval

of the off

- board device that the manufacturer will use to perform the testing.
(1.3.1) For vehicles using the ISO 15765

- 4 protocol for the standardized functions required in section (h), the Ex ecutive Officer shall approve the request upon determining that the manufacturer has submitted data, specifications, and/or engineering analysis that demonstrate that the off

board device meets the minimum requirements to conduct testing according to SAE J 1699

- 3 using the software developed and maintained

for the SAE J1699

- 3 committee and available through www.sourceforge.net and SAE J2534 compliant hardware configured specifically for SAE J1699

- 3 testing.
(1.3.2) For veh icles using the SAE J1939 protocol for the standardized functions required in section (h), t he Executive Officer shall approve the request upon determining that the manufacturer has submitted data,145 specifications, and/or engineering analysis that demonstra te that the off

board 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 specificat ions.
(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 sectio n (h)(3);
(1.4.2) The testing shall verify that all emission

- related information is properly

communicated between all emission

- related on

- board computers and any SAE J1978/J1939 scan tool in accordance with the requirements of section (h) and the applicable ISO an d SAE specifications including specifications for physical layer, network 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 curr ent readiness status from all on

- board computers required to support readiness status in accordance 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 co mmanded 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 function al check and, if applicable, (h)(4.1. 3 6 ) during the MIL readiness status check while the engine is off; (C) All data stream parameters required in section (h)(4.2) in accordance with SAE J1979/J1939 including, if applicable, the proper identification of each data stream parameter as supported in SAE J1979 (e.g., Mode/Service $01, PID $00); (D) The CAL ID, CVN, ESN, and VIN in accordance with SAE J1979/J1939 and sections (h)(4.6) through (4.8); (E) An emission

- related fault code (permanent, confirmed, pending, MIL

- on

, and previously MIL

- on ) in accordance with SAE J1979/J1939

- 73 (including correctly indicating the number of stored 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 emi ssion critical electronic powertrain control unit ; (1.4.4) The testing shall also verify that the on

- board computer(s) can properly respond to any SAE J1978/J1939 scan tool request to clear emission

related fault codes and reset readiness status in accordance wit h 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:146 (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 requirements of section (l)(1.4), a written report to the Executive Officer for approval within one month of testing the specific variant. The written report shall include the problem(s) identified and the manufacturer’s proposed corrective action (if any) to remedy the problem(s). Factors to be considered by the Executive Officer in approving the proposed corrective action shall include the severity of the

pr oblem(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 t ool 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 Execu tive 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. Manufacturers 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 requirements to the requirements of section (l)(1).

(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 production, whichever is lat er, manufacturers shall conduct a complete evaluation of the OBD system of one or more production vehicles (test vehicles) and submit the results of the evaluation to

the Executive Officer.
(2.2) Selection of test vehicles:
(2.2.1) For each engine selected for monitorin g system demonstration in section (j), the manufacturer shall evaluate one production vehicle equipped with an engine from the same engine family and rating as the demonstration engine

. The Executive Officer shall select the 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 o r more of the 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 the ability of the OBD system on the selected production vehicle to detect a malfunctio n, illuminate the MIL, and, where applicable, store an appropriate fault code readable by a scan147 tool conforming to SAE J1978/J1939 when a malfunction is present and the monitoring conditions have been satisfied for each individual diagnostic required by t itle 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 sensor) 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 hardware or software changes may not be used to simulate malfunctions. For monitors that are required to indicate

a malfunction before emissions exceed an emission th reshold 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 their malfunction criteria limits. Emission testing to confirm that the malf unction is detected before the appropriate emission standards emission 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 evalu ation testing being performed. The test plan shall identify the method used to induce a malfunction for each diagnostic. If the Executive Officer determines that the 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 approve a manufacturer's request if the demonstration cannot be reasonably performed without causing physical damage to the ve hicle (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 selected in accordance with section (l)(2.2), manufacturers are not required to demonstrate diagn ostics that were previously demonstrated prior to certification as required in section (i).
(2.4) Manufacturers shall submit a report of the results of all testing conducted pursuant to section (l)(2) to the Executive Officer for review. This report shall

ident ify the method used to induce a malfunction in each diagnostic, the MIL illumination status, and the fault code(s) stored.
(2.5) In accordance with section (k)(6), manufacturers may request Executive Officer approval for a retroactive deficiency to be granted fo r 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 representative of production vehicles (i.e., engine rating

and chassis application combination). Manufacturers shall collect and report

the data to ARB within twelve months after the production vehicles were first

introduced into commerce.148 (3.2) Manufacturers shall separate production vehicles into monitoring performance groups

, as defined by section s (l) (3.2.1) and (3.2.2) below, and submit data representative of each group:
(3.2.1) Emission architecture. E ngines shall be separated by emission

architecture

. A ll engines that use the same or similar emission control

architecture and moni toring system shall be in the same emission architecture category

. (3.2.2) Monitoring performance group

. Within a n emission architecture category

, engines shall be separate d by vehicle application . The separate monitoring performance groups shall be based on thr ee 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

group ing method to collect representative data. Executive Officer approval shall be granted upon determining that the proposed groupings include production vehicles using similar emission controls, OBD strategies, monitoring condition calibrations, and vehicle app lication driving/usage patterns such that they are expected 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 all of the in

- use performance tracking data reported through SAE J1979/J1939 (i.e., all numerators, denominators, the general denominator, and the ignition cycle counter), the engine model

year

, the engine manufacturer, the engine family, the engi ne serial number, the engine HP rating (for diesels) , the engine torque rating (for diesels)

, the date the data were collected, the odometer reading, the vehicle/chassis VIN,

the monitor ing 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 production vehicles in each group , the

numb er of vehicles per group to be sampled, 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 provides for effective collection of data from a sample of vehi cles that, at a minimum, is fifteen vehicles per group, will likely result in the collection and submittal of data within the required time frame, will generate data that are representative of California drivers and temperatures, and does not, by design, e xclude 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 i n section (l)(3.1) up to a

maximum of eighteen months. In granting additional time, the Executive Officer shall consider, among other things, information submitted by the manufacturer to justify the delay, sales volume of the group(s) , and the sampling me chanism utilized by the manufacturer to procure vehicles for data

collection . If an extension beyond twelve months is granted, the149 manufacturer shall additionally be required to submit an interim report within

twelve months for data collected up to the ti me 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 Cal ifornia Code of Reg ulation s, title 13, section 1971.5(c).

NOTE: A uthority 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, 39 027.3, 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.