p. 1



# OAR Box 1190 Prepped by Candice Davis



### Document

Number: 

# 40 ) ll-A-32

Docket Number: 

# A-90-2 8

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

Sheet 40 of 106

# I P. 2

STAT E O F CALIFORNIA—CALIFORNI A ENVIRONMENTA L PROTECTIO N AGENC Y AI R RESOURCE S BOAR D 202 0 L STREET P.O
. BOX 281 5 SACRAMENTO , CA 95814-281 5 PET E WILSON , Governor



### March 15 , 199

4

Leil aHolme s Coo

k Attorney/Advisor U.S.EP A Manufacturer s Operation s Divisio n 40 1 M Street

S.W

. (6405J) Washington D.C

. 2046 0
Dea r Ms

. Cook : Enclosedpleas e fin

dtw o copie s o

f th e Staf f Repor t which wa s prepare dfo

r th e Septembe r 199 1 Boar

dMeeting

. Pleas e fee

l free t o contac t

our offic e if w e ca n b e o f furthe r assistance

. Sincerely ,

VerdaHaggerty " Office Technicia

n Enclosure s



# 0 Printe

d on recycle

d pape rP. 3

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. -



### Californi a Ai r Resource s Board


# Technica l Statu s Updat e an d Proposed Revision s t o Malfunctio n an d Diagnosti c Syste m Requirements Applicabl e t o 199

4 an d Subsequen t Californi a Passenge r Cars , Light-Dut y Trucks , an d Medium-Dut

y Vehicles - (OB D II )

Staf f Repor t I oaa a aaa a aaa a aaa a



# Releas e Date : Jul y26,199 1

Stat e o f Californi a Ai rResource s Boar

d OU L 

# g n wi i

AU G I 5199 5
EPA AI R DOCKE T

^P. 4

Stat e o f Californi a AI RRESOURCE S BOAR D

STAF F REPORT : INITIA L STATEMEN T O F REASON S FORRULEMAKING

Technica l Statu s Updat e an dPropose dRevision s t o Malfunctio n an dDiagnosti c Syste m

Requirement s Applicabl e t o 199 4 an dSubsequen t Californi a Passenge r Cars , Light-Dut y Trucks , an

dMedium-Dut y

Vehicle s

- (OB D II )

Dat e o f Release : 7/26/9 1 Schedule dfo r Consideration : 9/12/9 1

Agend a Item

No. : [ = - ]

Thi s repor t ha s bee nreviewe db y th e staf f o f th e Californi a Ai r Resource s Boar dan dapprove dfo r publication , Approva l doe s no t signif y tha t th e content s necessaril y reflec t th e view s an dpolicie s o f th e Ai r Resource s Board , no r doe s mentio no f trad e name s o r commercia l product s constitut e endorsemen t o r recommendatio nfo r use .



# J
.P. 5

Stat e o f Californi a AI RRESOURCE S BOARD

Staf f Report : Initia l Statemen t o f Reason s

fo r Propose dRulemakin g

PUBLI C HEARINGT O CONSIDE RTH E TECHNICA L STATU S UPDAT E AN D PROPOSE D REVISION S T O MALFUNCTIO N AN D DIAGNOSTI C SYSTE M REQUIREMENT S APPLICABL E T O 199 4 AN D SUBSEQUEN T CALIFORNI A PASSENGE RCARS , LIGHT-DUT YTRUCKS , AN D MEDIUM-DUT YVEHICLE S - (OB D II )

Dat e o f Release : 7/26/9 1 Schedule dfo r Consideration : 9/12/9 1

l a Ite m No. : [___-_-_

J

I . Sectio n1968. 1 o f Titl e 13 , Californi a Cod e o f Regulation s (CCR) , know n a s OB D II , wa s adopte db y th e Ai r Resource s Boar do nSeptembe r 14 , 1989 . Th e regulatio nrequire s manufacturer s t o implemen t ne w comprehensiv e on boar ddiagnosti c systems , replacin g th e origina l on-boar ddiagnosti c requirement s (OB D I ) foundi nTitl e 1 3 CCR , Sectio n1968 , beginnin g wit hth e 199 4 mode l year . A t th e time o f th e Boar dhearing , some o f th e OB D I I requirement s wer e considere dtechnology-forcing . Consequently , staf f wa s instructe dinResolutio n89-7 7 t o repor t bac k t o th e Boar di ntwo year s regardin g progres s o f manufacturer s indevelopin g th e require dmonitorin g strategies . Thi s repor t provide s a summar y o f progres s mad e b

y industr y

i n overcomin g th e challenge s pose db y th e OB D I I regulation . Ove r th e las t two year s staf f ha s me t wit hnumerou s vehicle , component , an demissio ncontro l system manufacturer s t o discus s thei r OB D I I developmenta l progres s an dconcerns . Whil e mos t manufacturer s ar e continuin g t o refin e thei r diagnosti c strategie s a t thi s time , staf f ca nnow repor t tha t feasibl e solution s hav e bee ndevelope db y industr y

fo r al l o f th e adopte drequirements , includin g thos e considere dtechnology-forcin g tw o year s ago . Mos t manufacturer s ar e now confiden t the y

wil l b e abl e t o implemen t thei r OB D I I monitorin g strategie s i nth e 199 4 t o 199 6 timefram e require db

y th e regulations . Base dondiscussion s wit hmanufacturer s an dth e Environmenta l Protectio nAgenc y

(EPA) , i t ha s become eviden t tha t monitorin g strategie s fo r a fe w

specifi c requirement s coul db e revise dt o b e mor e effectiv e tha n currentl y

require db

y th e OB D I I regulations . Accordingly , some regulator y modification s ar e bein g proposed , includin g appropriat e lead-time adjustments , tha t wil l kee pOB D I I requirement s consisten t wit hth e bes t capabilitie s o f industry .

1 . 

# VP. 6

Anothe r facto r necessitatin g modificatio no f th e adopte drequirement s wa s passag e o f th e 199 0 federa l Clea nAi r Ac t Amendment s (CAAA ) directin g th e EP A t o develo pfedera l on-boar ddiagnosti c requirements . Give nth e specte r o f potentiall y differen t federa l an dCaliforni a on-boar ddiagnostic s requirements , th e CAA A require s EP A

an dCaliforni a t o coordinat e th e developmen t o f federa l an dstat e OB D regulations . Manufacturer s hav e als o strongl y expresse dth e nee dt o avoi ddevelopin g separat e system s t o mee t eac hregulation . T o addres s thi s concern , th e AR B an dEP A hav e worke d togethe r t o remov e any inconsistencie s tha t woul dmak e separat e OB D system s necessary . I naddition , othe r mino r modification s hav e bee npropose di nrespons e t o issue s whic hsurface ddurin g discussion s wit hmanufacturers . Fo r example , th e requirement s fo r signalin g a malfunctio nhav e bee nmad e mor e consisten t amon g th e variou s monitorin g requirements , an dmor e time i s bein g propose di

nsome case s t o verif y th e presenc e o f a malfunctio nbefor e alertin g th e driver . Clarification s hav e als o bee nmad e t o regulator y languag e tha t has , a t times , bee nmisunderstood . II . BACKGROUN D AN D RATIONAL E FO ROB D SYSTEM S On-boar ddiagnosti c system s reduc e th e time betwee noccurrenc e o f a malfunctio nan

dit s detectio nan

drepair . Thi s wil l no t onl y reduc e emission s cause db

y a malfunctio nbu t wil l minimiz e consequentia l damag e t o othe r vehicl e component s dr systems . Virtuall y

al l curren t moto r vehicl e emissio ncontro l system s ar e integrate dint o a broa dcomputer-base dpowertrai nmanagemen t system . B y incorporatin g additiona l softwar e t o analyz e dat a already availabl e t o th e computer , an

dwit hadditio no f onl y a fe w electroni c hardwar e component s fo r providin g additiona l information , anon-boar ddiagnosti c system ca nb e develope dt o monito r th e entir e emissio ncontro l system . Whe na malfunctio n i s detected , th e on-boar ddiagnosti c system woul dnotif y

th e drive r b

y illuminatin g a Malfunctio nIndicatio nLigh t (MIL ) o nth e instrumen t panel . A cod e identifyin g th e likel y are a o f th e malfunctio nwoul dals o b e store d i nth e compute r memory . On-boar ddiagnosti c regulation s wer e originall y adopte di

nCaliforni a in198 5 fo r 198 8 an

dlate r light - an

dmedium-dut y

vehicle s equippe dwit h three-wa y

catalyst s an

dfeedbac k fue l contro l systems . Th e regulatio ni s no w know na s OB D I an

dwa s develope dbecaus e increasin g us e o f sophisticate d electroni c emissio nan dpowertrai ncontro l system s mad e i t increasingl y difficul t fo r technician s t o detec t defectiv e component s throug hus e o f visua l check s o r diagnosi s wit htes t equipmen t whic hhadbee nuse do n olde r vehicles . OB D I wa s see na s a promisin g mechanis m fo r quickl y identifyin g fault y

electronic-base demissio ncontro l system component s i

n California' s Smo g Chec k Program . I nOB D II , th e AR B broadene dth e scop e o f OB D I b y increasin g th e numbe r o f component s an dsystem s t o b e monitore db y th e system . Whe nOB D I wa s adopted , technolog y di dno t exis t o r hadno t bee nidentifie dt o monito r



### 2 . 

# ?rP. 7

some o f th e component s no w containe dinOB D I I suc ha s catalys t an d evaporativ e contro l system monitoring . OB D I I require s tha t virtuall y ever y emissio ncontro l system an delectroni c emission-relate dpowertrai ncomponen t b e monitored . I nadditio nt o th e foregoing , OB D I I system s als o requir e th e detectio no f engin e misfire . Th e underlyin g principl e behindOB D I I i s tha t mos t malfunction s shoul d b e detecte dwhe nth e performanc e o f a componen t o r system deteriorate s t o th e poin t tha t th e vehicle' s emission s excee da threshol dvalu e tie dt o th e applicabl e emissio nstandard . Thi s i s i ncontras t t o detectin g malfunction s whe nth e componen t o r system i s simpl y

n e longe r functioning . Unde r th e OB D I I approach , th e vehicl e operato r wil l b e notifie da t th e tim e whe nth e vehicl e begin s t o marginall y excee demissio nstandards . Th e regulatio na s adopte di s specifi c regardin g whe nth e vehicl e operato r mus t b e notifie dvi a th e MI L t o ensur e promp t notification . I nOB D II , th e AR B als o require s tha t additiona l informatio nbe provide dt o technician s fo r diagnosi s an drepai r o f emission-relate d problems . OB D I I system s ar e require dt o us e ne w standardize don-boar d vehiel e communicatio nsystem s t o provid e servic e technician s wit hdetaile d informatio nabou t system performanc e an

ddetecte dmalfunctions . Thi s informatio ninclude s store dfaul t code s tha t wil l lea dtechnician s t o th e likel y are a o f th e malfunction , an dcontinuousl y

update dinformatio nfo r som i angin©parameter s t o h®l pthem isolat ©th e speeifi e fault . Th e corranunicatio

nsystem s ar e t o provid e al l o f thi s informatio nina standardize dforma t througha communicatio nlin k simila r t o a telephon e line . Specification s fo r thi s lin k hav e bee ndevelope dhy th e Societ y

o f Automotiv e Engineer s (SAE) . Th e SAE ha s als o develope dspecification s fo r a lo w cost , handhel ddiagnosti c sca ntoo l tha t wil l b e capabl e o f communicatin g wit hal l vehicl e make s an dmodel s equippe dwit hOB D I I systems . Consequently , servic e center s wil l b e abl e t o acces s on-boar d diagnosti c informatio nwithou t havin g t o buy a separat e piec e o f diagnosti c equipmen t fo r ever y

vehicl e mak e the y

service . Fo r variou s reasons , ther e exist s a diversit y o f opinio nconcernin g th e valu e o f on-boar ddiagnosti c systems . I na neffor t t o develo pa neffectiv e se t o f regulation s fo r OB D I I tha t wer e presente dt o th e Boar di n1989 , th e staf f hadextensivel y reviewe dth e technica l detail s o f advance demissio n contro l system s an

dengage di

nextensiv e discussion s wit hindustry . Durin g thes e review s an ddiscussions , question s concernin g th e rational e fo r requirin g OB D system s ha dbee nraised . Answer s t o thes e question s ar e se t fort hherein . 1 . 6iv®nTha t Californi a Ha s Adopte dToug h1QQ.Q0 0 Mil e Emissio n Standards , a Formidabl e In-Us e Recal l Program . Stron g Warrant y and Defect s Reportin g Requirements , an dOther - Program s t o Contro l In-Us e Emissions . Wh y

i s QB D H Needed ? Althoug heac ho f thes e program s i s aime da t assurin g complianc e o f th e vehicl e fleet , o

naverage , wit hemissio nstandard s ove r a 100,00 0 mil e interval , ther e i s stil l a nee dt o bette r identif y exces s emission s fro m th e

3 . 

# 6>P. 8

relativel y

smal l numbe r o f malfunctionin g vehicle s i nthi s group . Further , ther e i s aneve ngreate r nee dt o addres s exces s emission s from vehicle s bevond100,00 0 miles , th e tim e whe nemissio ncomponent s ar e mos t likel y t o fail . Whe ncouple dwit hCalifornia' s Smo g Chec k Program , OB D I I i s aime da t assurin g effectiv e emissio ncontro l from vehicle s ove r thei r tota l lives . A t a tim e whe nemissio nstandard s requir e progressivel y lowe r emissio n level s from

vehicles , th e curren t Smo g Chec k Program i s les s abl e t o detec t malfunction s throug hidl e emissio ntailpip e measurement s an dunderhoo d inspections . A s previousl y stated , emissio ncontro l system s ar e increasingl y

governe dby

sophisticate delectroni c controls . OB D I I i s necessar y

t o detec t an

dproperl y

repai r malfunctions . Th e goa l o f on-boar ddiagnostic s i s t o aler t th e drive r t o th e presenc e o f a malfunctio no f th e emissio ncontro l system , an dt o identif y

th e locatio no f th e proble m inorde r t o assis t mechanic s inproperl y performin g repairs . Timely , effectiv e repair s assur e tha t in-us e vehicles , includin g thos e wit hhig hmileage , maintai nlo w emissio nlevels .

2 . QB D I I i s a Comple xRegulatio nRequirin g State-of-the-Ar t Technolog y



### - Bu t Wil l I t Work ? Th e adopte dregulatio nan dth e propose drevision s hav e bee ndevelope d t o assur e tha t vehicle s retai nemissio ncontro l capabilit y nea r tha t o f certifie demission s standard s durin g in-us e operation . T o assur e this , th e regulatio nrequire s a nup-fron t demonstratio ndurin g vehicl e certificatio n onhig hmileag e vehicle s tha t th e MI L illuminate s whe nemission s excee dth e applicabl e standard s b y a smal l threshold . A s emissio nstandard s ar e reduce di

ncomin g years , th e emissio nthreshol dwil l b e reduce daccordingly . Ever y emission-relate d componen t o r system mus t b e monitored , includin g th e catalys t system , detectio no f misfirin g cylinders , an deve ndetectio no f extremel y

smal l leak s i

nth e evaporativ e emissio ncontro l system . Th e staf f wil l als o implan t defectiv e component s i nproductio nvehicle s t o confirm tha t diagnosti c system s perform a s intended . Provision s als o exis t fo r recal l o f system s whic hd o no t functio na s require din-use . 3 . Ca nOB D I I Tak e th e Plac e o f th e Officia l Federa l Tes t Procedur e (FTP ) fo r Measurin g Emissions ? Althoug hOB D I I requirement s reflec t state-of-the-ar t diagnosti c system capability , ther e ar e limitation s whic happl y t o curren t technique s fo r detectin g malfunctionin g components . Thes e limitation s d o no t allo w OB D I I system s t o tak e th e plac e o f th e FT P tes t fo r measurin g vehicl e emissions . Thi s i s becaus e monitorin g system s i nmos t case s ca ndetec t whe n component s ar e functionin g withi nthei r norma l operatin g range , bu t ar e limite dinth e abilit y t o determin e i f the y ar e functionin g accuratel y an d precisel y

withi nth e range . Some degre e o f rationalit y checkin g ca nb e develope dt o determin e i f component s ar e "stuc k high " o r "stuc k low" , bu t gainin g additiona l informatio no nhow wel l a componen t perform s withi nit s norma l operatin g rang e i s ofte nno t feasibl e o r practical . Fortunately , fo r some o f th e mor e critica l component s (suc ha s th e oxyge nsensor) , technique s ar e availabl e t o evaluat e thei r prope r performance .



# 7P. 9

Component s operatin g improperl y withi nthei r norma l operatin g rang e can caus e emission s t o excee dapplicabl e standard s befor e the y ca nb e detecte d a s malfunctioning . Eac ho f th e OB D I I requirement s i s aimed , however , a t advancin g th e monitorin g capabilit y suc htha t emissio nstandard s ca nb e exceede dby

onl y a smal l threshol dbefor e a malfunctio nmus t b e signale do n anindividua l componen t basi s (i.e. , th e threshol dfo r a give ncomponen t i s determine dassumin g tha t al l othe r component s ar e operatin g normally) . Shoul da numbe r o f component s eac hoperat e wit hsmal l inaccuracie s withi n thei r norma l range , however , the y collectivel y

coul dcaus e a vehicl e t o excee dth e emissio nstandards . I nthes e instances , th e appropriat e detectio nthreshol do f eac hcomponen t woul db e eve nmor e difficul t t o establis htha nona

nindividua l componen t basis . Thi s latte r concer ni s moderated , though , b y requirin g manufacturer s t o demonstrat e tha t thei r malfunctio ncriteri a fo r individua l component s ar e suitabl e wit hrespec t t o remainin g withi ncertai nemissio nthreshold s usin g a highmileag e vehicle . A t highmileage , al l o f th e eraissio ncontro l component s ar e deteriorate dt o a moderat e leve l (th e demonstratio nvehicl e wil l hav e accumulate d75,000 - 100,00 0 miles) . Excep t fo r catalys t an devaporativ e system monitoring , mos t othe r component s ar e monitore dsuc htha t a malfunctio ni s signale dwhe nemission s excee d1. 5 time s th e applicable standards . Thus , fo r a 0.2 5 g/mi hydrocarbo n(HC ) standard , a malfunctio nwoul db e signale dwhe na componen t o r system

cause s emission s t o increas e abov e abou t 0. 4 g/mi H C wherea s fo r a nUltra-Lo w

Emissio nVehiel e meetin g a 0.0 4 g/mi H C standard , malfunction s woul db @ signale dwhe nH C emission s excee d0.0 6 g/mi . Fo r catalys t systems , curren t capabilit y

permit s detectin g a los s o f conversio nefficienc y o f abou t 2 0 pereen t o r more , whic hma y caus e emission s t o slightl y excee dth e threshol dapplicabl e fo r al l othe r components . A smal l threshol dincreas e i nemission s ea nb e maintained , however , b y judiciou s applicatio no f th e catalys t monitorin g technique . Th e regulator y change s bein g propose dwoul d assur e tha t strategie s ar e employe dwhic hprovid e th e earlies t possibl e notic e o f eatalys t deterioration . Usin g th e same exampl e o f a vehicl e wit h emission s a t th e .2 5 g/mi HC standard , th e propose drequirement s woul d requir e detectio no f catalys t deterioratio nbefor e .6 5 g/mi H C emission s i s reache d(i.e. , whe nemission s increas e b y abou t 0. 4 g/mi) . Fo r anUltra-Lo w Emissio nVehicl e meetin g a 0.0 4 g/mi H C standard , a catalys t malfunctio n woul db e note dwhe nemission s reac happroximatel y 0.0 8 g/mi HC . Thus , althoug hOB D I I canno t substitut e fo r a nFT P test , i t i s stil l extremel y effectiv e inidentifyin g componen t deterioratio nwhe nth e vehicl e i s onl y marginall y

abov e th e emissio nstandards .

4 . Soffitflttfj@P_s_o

f Older-Vehicle s Wit hDiagnosti c System s Coma-lai nTha t fch@JteIfimcftionLigh t Sometime s Come s Q nandThe n6oe s Off , o r Tha t Ih^i£fi_ls_a_eieaF__ } rahJ_iiEL^.g ^ Driveahilitv) . hu t th @ Malfunctio n Ligh t Doe s Mo t Illuminate . Thi s Result s i nth e Owner s Ignorin g th e Syste m o r Doubtin g It s Effectiveness . Ho w Doe s QB D I XAddres s Thes e

Considerabl e effor t ha s gon e int o establishin g appropriat e malfunctio n ligh t illuminatio nprotocol . I ngeneral , th e ligh t i s activate donl y afte r



### 5 .P.10

.

a faul t ha s bee nverifie ddurin g two successiv e drivin g trips , a t whic htim e a faul t cod e i s als o store di n th e compute r t o indicat e th e caus e o f th e problem . Onc e th e malfunctio nligh t i s illuminated , i t canno t automaticall y b e extinguishe dunles s th e faul t ha s disappeare dfo r thre e trip s i n successio n- a ver y

unlikel y

situatio ni f th e proble m wa s presen t fo r tw o trip s i n a ro w i n th e firs t place . Thus , i t i s likel y tha t onc e th e ligh t i s illuminated , i t wil l no t b e extinguishe dunles s a repai r i s made . Give nth e stringen t monitorin g threshol drequirement s fo r al l emission relate dcomponent s whic har e als o integra l t o th e engin e contro l system , i t i s unlikel y

tha t a driveabilit y proble m

coul dexis t withou t bein g detecte d by th e OB D I I system .

5 . Wha t Rol e Ca nQB D X I Pla y i n Conjunctio nwit hCalifornia' s Smo g Chec k Program ?
Fo r vehicle s equippe dwit hOB D II , th e Smo g Chec k Progra m coul devolv e int o a chec k o f th e on-boar dcompute r fo r th e presenc e o f faul t codes . Ther e n o longe r woul db e a nee dfo r underhoo dinspection s o r tailpip e emissio ncheck s sinc e th e OB D I I system woul db e a muc hbette r discriminato r o f emission-relate dfaults . A vehicl e wit hstore dfaul t code s i n it s compute r woul dnee dt o b e repaire dbefor e a Smo g Chec k Certificat e coul db e issued . Relianc e on OB D I I coul dals o reduc e th e cos t o f performin g a Smo g Chec k sinc e onl y

a singl e inexpensiv e piec e o f equipmen t coul db e use dt o acces s faul t code s fo r al l make s o f vehicles , an d th e chec k itsel f woul dno t requir e any

specifi c skil l t o perform .
S

. Cflt-ldiSL'f

c th e QBP_X

X Syste m b e Tampered ? I f Ar c Qvme rDisconnect s th e BidOMEy-M d __li«r.wb

vErase s Store d Faul t Cede s i n Th e Computer

. Cflidda' t th e Vehiel e Falsel yPass th e Smo g Chee k Test ?
OB D I I contain s measure s t o guar dagains t tampering . Shoul dth e compute r memor y

b e cleare do f troubl e code s fo r an y reason , th e compute r i s require dt o signa l tha t th e vehicl e mus t b e drive nunti l th e monitorin g system ha s ha d adequat e tim e t o interrogat e al l o f th e emission-relate d component s (usuall y

two moderat e lengt htrip s woul db e needed) . Whe nth e checkin g proces s i s complete , a readines s cod e i s store di n th e computer . A Smo g Chec k Tes t coul dno t b e conducte dunles s a readines s messag e i s present . Tamperin g provision s ar e als o require dt o protec t th e engin e contro l compute r from aftermarke t reprogrammin g device s whic hcoul daffec t th e OB D I I system .

7 . ttottDae s the_QBD_XX

_Svste m

Assis t Mechanic s i n Repai r o f th e Engin e fil_ri.-Eji_Js_^i.Qn_,CQntrQl System ? Ca n QB D X XSignificantl y

Reduc e th e Cos t o f Repairs ?
B y alertin g th e drive r t o th e nee dfo r repair , earl y detectio nca n preven t mor e extensiv e consequentia l damag e tha t ma y resul t i f a faul t goe s undetected . Fo r example , OB D I I wil l detec t engin e misfir e wel l befor e mos t



# 1P.1 1

driver s coul ddetec t i t throug hengin e roughness . Earl y detectio nan

d correctio ncoul dpreven t seriou s damag e t o th e catalyti c converter , whic h woul db e expensiv e t o replace . OB D I I assist s mechanic s inrepairin g fault y component s by

identifyin g th e problem

are a b y mean s o f standardize dfaul t codes . Fo r example , a fault y airflo w

mete r woul dhav e assigne d a particula r numerica l cod e whic h woul db e th e same onany mak e o f vehicl e havin g suc ha component . Further , OB D I I require s a standar dacces s electrica l connecto r whic hi s identica l fo r al l make s o f vehicle s i nCaliforni a (an

dsoo nth e entir e Unite dStates) . Thi s mean s tha t a singl e inexpensiv e generi c sca ntoo l canb e use dt o rea d ou t troubl e code s an dinitializ e automati c testin g sequence s on-boar d_mx
_ mak @ o f vehicl e t o hel pisolat e th e problem component . N o longe r wil l unique , expensiv e sca ntool s b e neede dfo r eac hmak e o f vehicl e bein g repaired . Unlik e th e manufacturer-specifi c sca ntools , th e OB D I I generi c sca ntoo l wil l no t requir e frequen t updatin g t o handl e successiv e model-yea r vehicles . Les s expensiv e repai r too l requirement s translat e t o lowe r cost s o f repairs . Bein g abl e t o readou t faul t code s als o enable s mechanic s t o mak e corree t repair s th e firs t time , whic hcansav e mone y an dgreatl y

reduc e th e frustratio no f imprope r repairs . Sinc e highe r mileag e vehicle s ar e ofte nrepaire db

y independen t facilitie s rathe r tha ndealerships , th e availabilit y

o f a ninexpensiv e generi c sca ntoo l whic hconnect s t o any mak e o f vehicl e wit hOB D I I greatl y improve s th e likelihoo do f proper , les s expensiv e repairs . Th e generi c sca ntoo l canals o read-ou t ke y engin e contro l parameter s t o giv e mechanic s a vie w int o th e compute r operatio nt o bette r understan dth e natur e o f a nindicate dproblem .
OB D I I als o include s "freez e frame " requirements , whic hmean s tha t th e compute r store s i

nmemor y th e exac t engin e operatin g condition s whe na faul t occurre d(includin g coolan t temperature , vehiel e speed , an dengin e load ) s o tha t intermitten t fault s ea nb e investigate db y revisitin g th e same condition s a t whic hth ©problem

occurred . Mechanic s eanals o verif y tha t thei r repair s wer e correc t b y duplicatin g th e drivin g condition s an d eheckin g t o se e i f th e faul t cod e reappears . Fault y repair s wil l b e quickl y notice dbecaus e OB D I I wil l aler t th e drive r i f a problem persists . Finally , OB D I I include s requirement s tha t repai r informatio nb e mad e readil y availabl e a t a reasonabl e pric e t o anyon e requestin g th e information . Th e repai r procedure s specifie db y manufacturer s mus t referenc e us e o f th e generi c scantoo l an dcommonl y

availabl e repai r tool s i norde r t o perform

th e repairs , althoug hothe r procedure s usin g mor e advance dmanufacturer-specifi c equipmen t ma y als o be available . B y facilitatin g efficient , correc t repair s wit ha ninexpensiv e sca n tool , b y minimizin g consequentia l damag e throug hearl y detectio no f faults , an db y permittin g a les s costl y Smo g Check , OB D I I cansav e th e owne r time , frustration , an

dmoney .

7 .



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incentiv e t o desig nprope r diagnosti c systems , bu t enforcemen t actio n usuall y take s plac e afte r severa l year s o f productio nhav e occurred , an d the nadditiona l iteration s ma y be require dbefor e properl y designe dsystem s emerge . Fo r thes e reasons , staf f selecte dth e mor e difficul t an dtim e consuming , bu t mor e effectiv e approac ho f investigatin g technologica l feasibilit y

an dthe nsettin g minimu m performanc e requirement s up-front . I n thi s wa y manufacturer s wil l b e unabl e t o mis s th e intende dgoal , whic hha s t o b e demonstrate dthroug ha serie s o f emissio ntest s wit hcomponent s tha t ar e a t th e manufacturer' s criteri a limi t fo r signalin g a malfunction . Th e demonstratio noccur s befor e vehicle s ca nb e certifie dfo r sal e in California . III . TECHNOLOGICA L FEASIBILIT Y

I n tw o year s monitorin g th e area s monitorin g affecte di activit y i system s w

h 1989 , th e Boar ddirecte dtha t anupdat e b e provide di n concernin g progres s i ndevelopin g technolog y t o mee t th e adopte d requirements . A t tha t tira e ther e wa s uncertaint y particularl y

i n o f catalys t monitoring , misfir e detection , evaporativ e system an doxyge nsenso r monitoring . However , discussion s wit h ndustr y indicat e tha t ther e ha s bee nconsiderabl e developmen t nth e las t two years , an dth e desig no f effectiv e monitorin g ichmee t al l OB D I I requirement s now appear s feasible .

OB D I I presentl y

require s th e monitorin g o f catalys t H C conversio n efficiency . Whe nconversio nefficienc y drop s belo w

a specifie drange , a malfunctio ni s signaled . Industr y ha s develope dreliabl e monitorin g strategie s fo r assessin g catalys t conditio nby evaluatin g dat a from oxyge n sensor s place dbefor e an dafte r a catalyst . Whil e manufacturer s hav e performe dlaborator y confirmatio no f th e feasibilit y

o f eatalys t monitoring , o nroa devaluatio nha s no t bee n completed . Manufacturer s ar e movin g quickl y t o evaluat e th e oxyge nsensor base dcatalys t monitorin g techniqu e i na wid e variet y

o f exhaus t system

an d catalys t configuration s fo r differen t engin e an dvehicl e type s expose dt o numerou s environmenta l conditions . However , considerabl e testin g i s stil l neede dt o ensur e tha t th e monitorin g system doe s no t erroneousl y indicat e fault s du e t o unusua l circumstance s o nth e road . A t thi s time a fe w manufacturer s hav e expresse dconcer ntha t reliabl e catalys t monitorin g system s ma y

no t b e ready

fo r introductio ni

n1994 , bu t mos t other s hav e indicate dtha t reliabl e catalys t monitorin g canoccu r by then , a t leas t o

n some portio no f thei r produc t offerings . Thus , th e staf f doe s no t believ e i dela y i nth e phase-i no f catalys t monitoring , whic hbegin s in1994 , i s needed .



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_P.1 5

testin g requirement s fo r ne w vehicle s beginnin g i n199 5 (Titl e 1 3 CCR , Sectio n1976) . OB D I I requirement s ar e aime da t addressin g th e evaporativ e system defect s foun di

nin-us e vehicle s t o assur e tha t th e ne w evaporativ e contro l system s remai nhighl y effective . Becaus e th e monitorin g approac hsuggeste dinitiall y fo r OB D I I migh t no t mee t th e reliabilit y level s sough t b

y manufacturer s i

nterm s o f avoidin g fals e detection , an

dbecaus e smal l t o moderat e evaporativ e system leak s migh t no t necessaril y b e detected , th e staf f reacte dpositivel y whe na n ilternativ e approac hwa s suggested . Th e suggestio nconsiste do f applyin g a smal l vacuu

m t o th e entir e evaporativ e system followe db

y closin g of f th e system an dlookin g fo r a chang e i nvacuu m du e t o a leak . Thi s concep t i s furthe r describe di

nsectio nIV-2 . Thu s far , thi s approac henable s detectin g a lea k from a hol e a s smal l a s 0.04 0 inche s i ndiameter . Additiona l coraponent s require dt o carr y ou t thi s monitorin g approac hinclud e a pressur e transduce r i nth e fue l tan k an

da solenoi dt o clos e th e vapo r caniste r vent . Thes e component s themselve s coul db e monitore dfo r prope r operatio nb

y th e OB D I I system

throug hsoftwar e logi c evaluatio no f availabl e electrica l signa l information . Becaus e th e ne w

evaporativ e monitorin g approac hwoul db e muc hmor e effectiv e tha nth e on e suggeste di nth e curren t regulation , a revise d evaporativ e monitorin g requiremen t i s bein g proposed . Initia l testin g o f thi s concep t b

y EP A an dsome manufacturer s ha s demonstrate di t i s feasibl e fo r incorporatio nint o OB D II . Wit hthi s rigorou s evaporativ e monitorin g requirement , in-us e evaporativ e emissio nproblem s shoul db e greatl y reduced .

4 . flK__^__A^PJ_J__M_mMfi Wit hOB D II , oxyge nsensor s mus t b e monitore dfo r thei r abilit y t o properl y eontro l th e fue l system an dthei r usefulnes s i ndetectin g malfunction s i

nothe r component s o r system s (e.g. , catalys t efficiency , secondar y

ai r systems , evaporativ e systems , etc.) . Mos t manufacturer s hav e now indicate dtha t oxyge nsenso r deterioratio nca nb e detecte dbefor e emissio nincrease s occur , a t leas t fo r vehicle s no t meetin g Low Emissio n Vehicl e standards . Further , some manufacturer s us e a dua l oxyge nsenso r arrangemen t bot hfo r fue l system contro l an

dcatalys t monitoring . The y us e th e mor e protecte ddownstream oxyge nsenso r t o compensat e fo r deterioratio n an ddrif t i

nth e critica l primar y (upstream ) oxyge nsensor . Thus , emissio n contro l i s retaine ddespit e a shif t i nth e primar y

oxyge nsenso r switchin g poin t o r some categorie s o f deelin e i nit s respons e rate . Whe nthi s compensatio nincrease s beyonda predetermine dthreshold , a malfunctio ni s signale dfo r th e primar y sensor . A s a mor e simple , bu t ver y effectiv e approac ht o evaluatin g oxyge n sensors , othe r manufacturer s observ e th e respons e rat e o f th e oxyge nsenso r b y cyclin g th e fue l system ric han

dleana t a rat e faste r tha na noxyge n senso r i s designe dt o follow . Goo dsensor s ca ngenerat e highe r voltag e amplitud e unde r thes e condition s tha ncanpoo r ones , whic hrespon dto o slowl y t o th e fue l changes . 

# L

_ 11 .

K__E X_____>
_

IV . PROPOSE D CHANGE S T O TH E REGULATION !

Tw o majo r rulemaking s hav e precipitate dth e nee dfo r revision s t o th e adopte dOB D I I regulation : California' s Low-Emissio nVehicles/Clea nFuel s regulatio nan

dth e ne w

federa l CAAA . I naddition , some technologica l development s hav e occurre dwhic henabl e mor e effectiv e monitorin g requirements . Th e propose dchange s primaril y affec t th e catalys t monitorin g an devaporativ e system requirements . Mos t o f th e remainin g change s hav e bee nmad e t o furthe r reduc e th e likelihoo do f fals e indication s o f malfunctions , provid e clarificatio no f th e language , permi t adde d flexibilit y

inth e mean s o f compliance , an dincorporat e update dSociet y o f Automotiv e Engineer s recommende dpractices .

_ . R@viseri_eata.ysf c MonitoriJit^RggHirefaefit s Th e curren t OB D I I regulatio ncall s fo r steady-spee dmonitorin g o f onl y th e fron t catalys t o r catalyst s ina system fo r deterioratio ni nH C conversio nefficienc y t o a 4 0 t o 5 0 percen t leve l (Sectio n(b)(1)) . Th e relativel y

lo w conversio nefficienc y criterio nwa s adopte dt o ensur e tha t initia l catalys t monitorin g effort s woul dno t falsel y identif y

a catalys t i

n goodconditio na s malfunctioning . Changes t o th e catalys t monitorin g requiremen t ar e bein g propose dfo r a numbe r o f reasons :

Manufacturer s hav e foun dtha t steady-spee dmonitorin g fo r catalys t conversio nefficienc y o f 4 0 t o 5 0 percen t usin g th e dua l oxyge nsenso r approac hi s difficul t t o accomplis hwit hadequat e certainty , bu t tha t monitorin g fo r efficienc y inth e rang e o f 6 0 t o 8 0 percen t coul db e don e reliably . I ncatalys t system s incorporatin g smal l volume fron t catalysts , a reliabl e mean s o f assessin g conversio nefficienc y i s no t ye t certain , althoug hsome promisin g approache s ar e bein g pursued . EP A i s proposin g malfunctio ncriteri a fo r catalys t systems whic h ar e base donexceedin g prescribe demissio nthreshol dincreases . Fo r H C emissions , th e allowabl e increas e woul db e 0. 4 g/mi . Thi s approac hpermit s manufacturer s t o monito r th e catalys t system a s a singl e unit , thereby avoidin g th e proble m cite dabov e (i f smal l volum e catalyst s ar e damaged , th e remainin g catalys t syste m woul d stil l b e likel y

t o avoi da H C increas e greate r tha nth e 0. 4 g/mi H C threshold) . EP A catalys t monitorin g development s indicat e tha t a mor e reliabl e assessmen t o f catalys t conditio ncanb e gaine db y monitorin g unde r a variet y o f drivin g condition s rathe r tha n solel y monitorin g unde r steady-spee dconditions . Accordingly , EP A i s requirin g tha t catalys t monitorin g b e accomplishe dwithi n a Federa l Tes t Procedur e (FTP ) drivin g cycle .



### 12 .P.1 7

- Wit hadoptio no f th e AR B Lo w Emissio nVehicle/Clea nFuel s Regulation , mor e timel y detectio no f catalys t malfunctio nwoul d b e require dfo r Low

Emissio nVehicle s tha nfo r non-Lo w Emissio n vehicles . I nvie w o f th e abov e considerations , some change s t o monitorin g requirement s ar e bein g proposed . First , fo r vehicle s employin g steady-spee d monitoring , th e malfunctio ncriteri a woul db e increase dt o a deterioratio n i nHC conversio nefficienc y t o 6 0 - 8 0 percent . Thi s woul dimprov e th e reliabilit y

an dtimelines s i

ndetectin g a malfunction . T o addres s th e secon dan

dthir dissues , staf f propose s t o allo w monitorin g o f th e catalys t system a s a singl e uni t fo r non-Lo w Emissio nVehicles , sinc e technique s fo r monitorin g smal l volum e catalyst s independentl y ar e no t ye t assured . Thi s chang e woul dals o permi t desig no f a singl e catalys t monitorin g system t o satisf y requirement s bein g propose db y th e EP A

a s well . Staf f furthe r propose s a chang e t o th e curren t regulatio nt o phas e i n th e FTP-base dcatalys t monitorin g approach , although , a s note dabove , th e curren t regulatio ncall s fo r evaluatio no f catalys t HC conversio nefficienc y durin g a steady-spee ddrivin g condition , whic hi s relativel y eas y t o accomplish . Mor e sophisticate dcatalys t monitorin g ha s bee nstudie dby bot h industr y an dth e EPA . Developmen t o f catalys t monitorin g b y th e EP A

ha s show ntha t catalys t conditio ncanb e evaluate ddurin g th e FT P drivin g cycl e b y assemblin g brie f segment s o f dat a ove r a variet y o f engin e operatin g conditions . Thes e dat a ar e filtere dan devaluate dstatisticall y t o arriv e a t a naccurat e determinatio no f catalys t efficiency . Th e FTP-base d evaluatio nwoul dyiel da mor e timely , accurat e assessmen t o f catalys t conditio ntha nmonitorin g unde r steady-spee dconditions , an dwoul dallo w

in us e complianc e testin g o f catalys t monitorin g system s ove r a standar dtes t cycle . Th e propose dchang e woul drequir e indicatio no f a malfunctio nwhe n catalys t H C conversio nefficienc y base donanFT P tes t reache s 5 0 t o 6 0 percen t fo r Low

Emissio nVehicles . EP A estimate dtha t thi s criterio ni s equivalen t t o th e steady-spee dcriterio no f 6 0 t o 8 0 percen t conversio n efficiency . Fo r non-Lo w Emissio nVehicles , th e FTP-base dcriterio nwoul db e anincreas e o f 1. 5 time s th e HC standar d(whic htranslate s t o th e same increas e bein g propose db y th e EPA ) fo r signalin g a malfunction .
However , sinc e man y

manufacturer s hav e develope dsteady-spee d monitorin g strategie s fo r implementatio ni n1994 , th e regulatio nwoul dallo w thi s approac ht o b e use dfo r th e firs t tw o t o thre e years . Thereafter , a n

1 . Th e AR B i s basin g th e criterio nfo r non-Lo w Emissio nVehicle s ona 1. 5 time s th e applicabl e H C standard , a s oppose dt o EPA' s 0. 4 g/m i H C increase , becaus e OB D I I applie s t o medium-dut y truck s upt o 14,00 0 lb s tes t weight . EP A requirements , onth e othe r hand , woul dappl y onl y t o light-dut y vehicles . Sinc e Californi a medium-dut y truck s mus t mee t numericall y highe r HC standard s tha nlight-dut y trucks , anaccompanyin g increas e i nth e malfunctio ncriteri a i s appropriate .



### 13 .evaluatio no f catalys t efficienc y ove r th e FT P cycl e woul db e phased-in . Thi s chang e i s als o bein g propose dbecaus e EP A plan s t o requir e FTP-base d catalys t monitorin g i nfedera l OB D requirements , an dindustr y

ha s aske dtha t th e AR B an

dEP A coordinat e th e monitorin g requirement s t o minimiz e developmen t effort s incomplyin g wit hbot hregulations . A s a resul t o f th e Low-Emissio nVehicles/Clea nFuel s regulation , staf f conclude dtha t catalys t monitorin g requirement s shoul db e spli t int o two categories : non-Lo w Emissio nVehicle s an dLow Emissio nVehicles . Th e issu e i s tha t a s emissio nstandard s decreas e t o ver y lo w levels , th e approac ht o catalys t monitorin g woul dnee dt o chang e inorde r t o provid e an earlie r indicatio no f malfunctio n.consisten t wit hth e lowe r emissio n levels . Unde r th e propose dchang e t o th e regulation , manufacturer s o f non Low Emissio nVehicle s (certifie dt o a .2 5 g/mi HC , 3. 4 g/mi CO , 0. 4 g/mi NOx standard ) woul db e permitte dt o monito r th e entir e catalys t system a s a singl e unit . A

malfunctio nwoul db e signale dwhe na nemissio nincreas e o f 0. 4 g/mi H C occur s du e t o catalys t deterioratio nanywher e withi nth e system . Thi s approac hma y

b e easie r t o implemen t i nsom e case s tha nth e on e bein g propose dfo r Low

Emissio nVehicles , an dprovide s industr y

wit hinitia l experienc e incatalys t monitorin g befor e tacklin g mor e difficul t systems . Low Emissio nVehicle s requir e earlie r notic e o f malfunctio nwhe ncatalys t system deterioratio ninconversio nefficienc y occur s compare dt o a non-Lo w Emissio nVehicl e (allowin g a H C increas e o f 0. 4 g/mi befor e signalin g a malfunctio nfo r a vehicl e designe dt o mee t a 0.0 4 g/mi H C standard , (i.e. , 1 0 time s th e emissio nstandard) , woul dno t b e acceptable) . Therefore , staf f i s proposin g tha t th e regulatio nb e revise dfo r Low Emissio nVehicle s t o requir e monitorin g primaril y th e fron t catalys t alone . A t lowe r emissio n levels , th e fron t catalys t i s muc hmor e critica l t o achievin g lo w emission s tha na t th e non-Lo w

Emissio nVehicl e emissio nlevels . I t woul dals o b e th e firs t catalys t t o show deterioration . Providin g warnin g o f deterioratio no f th e fron t catalys t alon e signal s a malfunctio nmuc hearlie r tha nwaitin g fo r th e entir e catalys t system t o deteriorat e t o a leve l causin g a nincreas e o f 0. 4 g/mi HC . A keyston e i

nadoptin g th e Low

Emissio nVehicl e regulatio nwa s th e promis e exhibite db

y electricall y

heate dcatalyst s i

ngreatl y

reducin g col d star t emissions . Thes e catalyst s ar e heate delectricall y eithe r befor e o r subsequen t t o engin e startin g t o mor e quickl y achiev e catalys t operatin g temperatur e fo r greate r conversio no f col dstar t emissions . Accordingly , staf f i s proposin g inSectio n(b)(2 ) ne w monitorin g requirement s fo r heate d catalys t system s shoul dmanufacturer s ultimatel y choos e t o us e thi s technolog y

fo r meetin g ver y

lo w emissio nstandards . Heate dcatalyst s woul d b e monitore dindependentl y o f othe r catalysts , bot hfo r prope r H C conversio n efficienc y

an dprope r functio no f th e heatin g system .

14 . 

## llP.1 9

2 . Revise d.Evaporative Monitorin a Requiremaafc a
Beeaus e o f th e larg e emissio nimpac t o f evaporativ e system defects , AR B andEP A

staf f conclude dtha t mor e rigorou s evaporativ e system monitorin g requirement s ar e neede dinth e on-boar ddiagnosti c regulations . A s describe dearlier , Sectio n(b)(3 ) o f th e adopte dregulatio n(Sectio n(b)(4 ) wit hth e propose dchanges ) call s fo r a functiona l chec k o f th e evaporativ e system whic hwoul dverif y

tha t H C vapo r flow s int o th e engin e whe ncaniste r purg e i s activated . Whil e thi s approac hca ndetec t malfunctio no f electro mechanica l component s an dlarg e evaporativ e system leaks , smal l t o moderat e siz e leak s migh t no t b e detected . Thus , th e propose dchang e t o th e monitorin g requiremen t woul drequir e th e mor e rigorou s approac ho f verifyin g ther e ar e n o leak s inth e evaporativ e system . Th e suggeste dstrateg y woul d b e a vacuu

m o r pressur e leakdow ntest . Th e presenc e o f a lea k woul dcaus e th e trappe dvaeuu

m o r pressur e t o decay ; i f the - deca y rat e exceed s a specifie dthreshold , a malfunctio nwoul db e indicated . A very smal l leak , a s smal l a s a "pinhole" , canb e detecte db y thi s vary

effectiv e monitorin g system . Th e propose dchang e t o th e evaporativ e monitorin g requiremen t constitute s a significan t departur e from th e curren t monitorin g approach . Accordingly , unde r th e propose damendment , industr y woul db e permitte d additiona l lea

dtime fo r implementation . Additiona l lea dtim e i s require d becaus e eac hvehiel e mode l wil l requir e calibratio nan dtestin g base don evaporativ e system

volume an

dconfiguratio n(includin g fue l tan k siz e an d optiona l fue l tan k availability) , evacuatio ntim e fo r variou s fue l fil l levels , sensitivit y

t o ambien t temperatur e an dfue l propertie s suc ha s vapo r pressure , fue l sloshin g i nth e tank , an

dothe r desig nconsiderations . I t i s propose dtha t thi s ne w approac hbe phased-i ni naccordanc e wit hrevise d evaporativ e system s designe dt o mee t ARB' s recentl y adopte dhig h temperature , 3-da y

evaporativ e emissio ntestin g procedure . Thes e ne w evaporativ e monitorin g system s woul dthe nbe phased-i ndurin g th e 1995-199 8 mode l years . Whil e i t i s propose dtha t evaporativ e monitorin g system s wil l no t b e require dunti l th e hig htemperatur e evaporativ e requirement s ar e met , i t shoul db e note dtha t al l electroni c evaporativ e system component s woul d eontinu e t o requir e monitoring . Outpu t components , suc ha s th e purg e valv e mus t b e monitore dfo r prope r functio ni nrespons e t o compute r commands . 

### 3 . Othe r Changa s
Mos t o f th e remainin g changes , liste dbelow , constitut e refinement s t o th e regulatio nan dar e generall y

non-controversial . Furthe r explanatio n o f thes e modification s canbe foundi nth e accompanyin g Technica l Suppor t Document .
I norde r t o furthe r ensur e agains t fals e malfunctio nindications , mor e tira

e fo r th e diagnosti c system t o determin e tha t a misfir e i s presen t (excep t whe nmisfir e condition s ar e likel y t o caus e immediat e

_ 15 . 

# If

_____ _P.2 0

catalys t damage ) woul db e provided . Mor e tim e fo r monitorin g evaluatio nwoul dals o b e give nfo r long-term fue l tri m

malfunction s fo r simila r reasons . Becaus e AR B testin g indicate s tha t prope r secondar y ai r flo w

i s critica l fo r vehicle s t o mee t Low Emissio nVehicl e standards , enhance dsecondar y

ai r system

monitorin g i s bein g proposed . Th e regulatio nwoul drequir e th e diagnosti c system t o quantif y

actua l flowrat e rathe r tha nperform a functiona l chec k onl y (unles s i t ca n b e show ntha t th e ai r deliver y system canno t corrode , i

nwhic hcas e a functiona l chec k woul dsuffice) . Th e nee dfo r checkin g th e rationalit y o f inpu t signal s t o th e on boar dcompute r woul db e clarified . Certificatio ndemonstratio ntest s fo r FTP-base dcatalys t monitoring , ^fter-star t catalys t heatin g systems , an dsecondar y

ai r system s ar e bein g propose dt o demonstrat e th e appropriatenes s o f th e criteri a selecte dfo r determinin g a malfunction . A statemen t concernin g th e availabilit y o f repai r informatio ntha t reference s th e generi c sca ntoo l i s propose dt o assure tha t th e too l i s full y effectiv e fo r diagnosi s an drepai r o f emission-relate d malfunctions . Base do nth e progres s o f th e SAE committee s responsibl e fo r finalizin g th e recommende dpractice s reference dinth e regulations , staf f ha s modifie dth e OB D I I regulation s t o referenc e th e mos t recen t version s o f thes e practices . However , a numbe r o f th e practice s hav e no t bee nfinalized . Th e regulator y languag e wil l b e modifie dt o referenc e th e fina l version s onc e the y hav e bee n completed . On e o f th e recommende dpractices , J1930 , "Electrical/Electroni c System s Diagnosti c Terms , Definitions , Abbreviation s an

dAcronyms" , i s als o reference dinSectio n197 7 o f Titl e 1 3 an

dwil l b e update da s wel l t o maintai nconsistency . Thi s update ha s bee nrequeste db y industry . Othe r non-substantiv e change s hav e als o bee ninclude dt o clarif y th e requirements .

V . COORDINATIO N

WIT H TH E ENVIRONMENTA L PROTECTIO N AGENC Y Th e federa l CAA

A direct s th e EP A

t o develo pa se t o f OB D regulation s whic hmus t include , a t a minimum , requirement s t o monito r th e oxyge nsenso r an dth e catalyti c converter . Thes e requirement s ar e t o b e implemente d beginnin g wit hth e 199 4 mode l year . Th e amendment s als o requir e coordinatio nwit hCalifornia' s OB D I I program .
I norde r t o ensure tha t a nOB D system

canb e designe dtha t wil l mee t bot hagencies ' requirements , th e AR B an dEP A worke dtogethe r t o develo pth e

16 . 

# i1

. -P.2 1

mos t appropriat e an

deffectiv e diagnosti c system requirements . Th e OB D I I regulations , wit hth e propose dmodifications , reflec t a consensu s o nth e bes t diagnosti c approaches . Th e EP A i s currentl y

inth e proces s o f proposin g regulator y languag e t o satisf y

th e federa l CAAA , Th e EP A i s proposin g a genera l performanc e requiremen t applicabl e t o al l emission-relate dsystems . Th e failur e o r deterioratio no f a

nemission-relate dsystem o r componen t tha t wil l caus e emission s t o increas e beyonda specifie demissio nthreshol dmus t b e detecte d b y th e OB D system . Excep t fo r misfire , oxyge nsenso r an dcatalys t monitoring , manufacturer s woul db e responsibl e fo r determinin g whic h component s an

dsystem s nee dmonitoring , whic hfailur e mode s woul db e critical , an

dho w th e failur e woul db e detected . Th e EP A woul drel y strongl y onin=us e testin g an drecal l t o ensur e tha t OB D system s ar e effective . California , o nth e othe r hand , emphasize s mor e comprehensiv e requirement s wit hmor e emphasi s place do na nup-fron t demonstratio no f monitorin g system

effectiveness . Californi a als o require s tha t _U_ L emission-relate dcomponent s b e monitore dt o bette r ensur e tha t hig hmileag e vehicle s perform

a t eraissio

nlevel s i

nth e vicinit y

o f th e standards . Base dondiscussion s betwee nAR B an dEP A staff , i t appear s tha t a reasonabl e approac ht o ensurin g prope r OB D coordinatio nan dimplementatio n woul db e fo r EP A

t o accep t Californi a OB D I I system s a s complying wit h federa l requirement s inth e earl y years , an

dthe nfo r Californi a t o accep t federa l OB D system s a s meetin g Californi a requirement s fo r non-Lo w Emissio n Vehicle s (0.2 5 g/mi HC , 3. 4 g/mi CO , an d0. 4 g/mi NOx ) afte r 1998 . B y then , mos t o f thes e vehicle s wil l b e phasing-ou t inCaliforni a a s th e numbe r o f Low Emissio nVehicle s increase s (whic hwil l al l hav e Californi a OB D I I systems) . Therefore , th e staf f wil l b e strongl y recommendin g t o EP A tha t i t accep t Californi a OB D II-equippe dvehicle s nationwid e a t leas t throughth e 199 8 mode l year . Unde r thi s proposal , afte r 1998 , manufacturer s woul db e abl e t o desig nsystem s tha t mee t th e EP A requirement s fo r 4 9 stat e vehicles , althoug hi t i s expecte dtha t n o majo r desig nchange s woul db e necessar y t o compl y wit hth e federa l requirement s a t tha t time . Similarly , Californi a woul daccep t any

federa l OB D system s afte r 199 8 a s satisfyin g non-Lo w Emissio nVehicl ©

Californi a OB D I I requirements . Becaus e th e malfunctio n criteri a propose db

y EP A ar e independen t o f th e vehicle' s certifie demissio n levels , AR B staf f feel s i t woul dno t b e appropriat e t o accep t Low Emissio n Vehicle s i

nCaliforni a tha t ar e equippe dwit hfedera l OB D systems . Otherwise , a s mentione dpreviously , a malfunctio nwoul dprobabl y no t b e detecte dunti l th e vehicle' s emissio nlevel s wer e severa l time s th e standards .

VI . EXPANDE D APPLICABILIT YQ F TH E REOUIRFMFNT S Adopte dOB D I I regulation s appl y t o vehicle s wit hfeedbac k fue l contro l systems , (Titl e 13 , CCRSectio n1968. 1 (a ) (1.0)) , whic hcover s virtuall y

al l vehicle s fo r sal e i nCaliforni a a t thi s time wit hth e exceptio no f diesels . Althoug hdiese l engin e emissio ncontro l system s d o no t ye t incorporat e oxyge nsensor-base dfeedbac k contro l systems , ther e i s



### 17 .P^ 2

expandin g us e o f advance delectroni c control s inorde r t o mee t lowe r emissio nstandards . Give nth e expandin g rol e o f electronic s i ndiesels , OB D I I requirement s shoul db e implemente dt o th e exten t feasible . Sinc e th e Californi a Smo g Chec k Program i s expecte dt o evolv e int o a chec k o f th e on boar ddiagnosti c system , an dth e us e o f advance delectroni c system s i s neede dt o mee t mor e stringen t emissio nstandards , diagnosti c syste m requirement s shoul dappl y t o al l vehicles . EP A i s als o plannin g t o includ e al l vehicle s unde r federa l OB D rules . Becaus e inclusio no f diesel s wa s decide dlat e relativ e t o ARB' s regulator y

proces s fo r th e OB D I I change s bein g proposed , ther e wa s littl e opportunit y

t o discus s thi s issu e wit hindustry . Staf f consulted , however , wit hth e majo r manufacturer s o f diese l engines inearl y Jun e t o determin e th e exten t t o whic hdiese l engines coul dcompl y wit hOB D I I requirements , an dwhethe r inclusio no f al l diese l vehicle s inOB D I I wa s practica l withi n th e 1994-9 6 timeframe . Afte r some discussion , staf f an dindustr y

generall y agree donth e exten t o f monitorin g requirement s feasibl e fo r diese l engines . Becaus e diese l engine s lac k ful l feedbac k fue l system contro l an

ddo no t utiliz e oxyge nsensors , man y o f th e OB D I I requirement s fo r feedbac k fue l system vehicle s eanno t apply . Nonetheless , mos t o f th e emission-relate d component s an

dsystem s ca nb e monitore db y th e diagnosti c system wit hth e exceptio no f th e catalyst , whic hi s use dfo r differen t purpose s ona diese l engin e tha nfo r othe r engines . Diese l engin e catalyst s primaril y contro l particulat e emissions , an dar e les s efficien t inobtainin g H C o r carbo n monoxid e (CO ) reduction s tha ncurren t gasolin e engin e designs . Becaus e oxygensensor s ar e no t use dt o contro l th e system , ther e presentl y

i s n o feasibl e mean s o f detectin g los s o f catalys t particulat e conversio nefficiency . Components/system s whic hca nb e monitore dinclud e th e electroni c fue l injectio nsystem , exhaus t ga s recirculatio nsystem function , wastegate , electronically-controlle d transmissio ncomponents , an d others . Th e diese l engin e manufacturer s agree dt o includ e diagnosti c capabilit y

i nthei r electronicall y controlle dengines . Du e t o th e latenes s o f thi s propose dchange , ful l complianc e wit hOB D I I woul db e delaye dunti l 199 6 inCaliforni a fo r diesels . AR B staf f an dmanufacturer s agree dtha t a monitorin g pla nshoul db e submitte dby eac hmanufacture r fo r approva l b y th e Executiv e Offieer . Th e pla nwoul dindicat e th e emission-relate dcomponent s an dsystem s tha t ar e feasibl e t o monito r a t a cos t comparabl e t o othe r engines meetin g th e OB D I I requirements . Al l othe r applicabl e requirements , includin g implementatio no f th e diagnosti c link , demonstratio ntesting , etc. , woul dals o b e met . Mos t o f th e diese l engine s affecte db y thi s requiremen t ar e outfitte di nmedium-dut y

truck s buil t b

y Genera l Motors , For d(Navistar) , an

dChrysle r (Cummins ) an dina fe w

model s inth e light dut y class , primaril y

fro m Europea nmanufacturers . Mos t o f thes e vehicle s includ e a moderat e leve l o f diagnosti c capabilit y already , bu t woul drequir e additiona l developmen t t o compl y wit hOB D II .

18 . 

## .2 /P.2 3

VII . AI RCONDITIONIN GSYSTE M MONITORING Resolutio n89-7 7 direct s AR B staf f t o revie w th e OB D I I requiremen t t o detec t th e leakag e o f chlorofluorocarbon s (CFCs ) fro m vehicl e ai r conditionin g system s i nvie w o f othe r monitorin g program s regardin g th e us e o f CFCs . Th e Montrea l Protocol , wit hit s 199 0 amendments , call s fo r reduction s inth e amoun t o f CFC s produce dthroughou t th e 1990's , wit hcomplet e eliminatio no f CF C productio nb y th e yea r 2000 . Th e OB D I I ai r conditionin g monitorin g requiremen t ha s provide d vehicl e manufacturer s a nincentiv e t o phas e ou t th e us e o f CFC s i n199 6 b

y waivin g th e monitorin g requiremen t i nsuc ha case . A t thi s time , AR B staf f i s unawar e o f any

manufacturer s whic hwil l develo pai r conditionin g monitorin g systems ; al l wil l phase-ou t th e us e o f CFC s b y th e 199 6 mode l year . Whil e th e phase-ou t o f CF C us e i nCaliforni a vehicle s i nitsel f woul d probabl y hav e littl e impac t onCF C emission s worldwide , AR B staf f believe s i t i s a positiv e ste pi nth e directio no f promotin g a mor e accelerate d phase-out o f CF C production . A s ha s happene dwit hpas t requirements , othe r states/countrie s ma y follo w th e lea

d o f th e ARB , whic hi ntur ncoul dcaus e th e deman dfo r CFC s t o dro pbelow predicte dfutur e levels . Therefore , i t i s suggeste dtha t thi s requiremen t shoul dremai na s par t o f th e OB D I I regulations . VXH . ISSUE S O F CONTROVERS Y
Despit e unprecedente damount s o f time spen t wit hmanufacturer s i n developin g th e OB D I I regulation s an dth e propose dchanges , ther e ar e a fe w remainin g issue s fo r whic hagreemen t wa s no t achieved .


### 1 . 3fc£iflflane

v .o f Emissio nThreshold s Excep t fo r eatalys t monitorin g an da fe w othe r monitorin g requirements , th e regulatio ngenerall y specifie s tha t a malfunctio ni s t o b e signale dwhe nemission s excee d1. 5 time s th e applicabl e standard s (thus , fo r a .2 5 H C level , a malfunctio nwoul db e signale dbefor e emission s reac h0. 4 g/mi , wherea s fo r a NOxstandar do f 0. 4 g/mi a malfunctio nwoul db e signale d befor e emission s reac h0. 6 g/mi) . Som e manufacturer s believ e thes e emissio n threshold s ar e to o stringent . The y maintai ntha t some components canno t b e diagnose da s malfunctionin g unti l a nemissio nincreas e large r tha nth e allowabl e threshol dha s occurre do r tha t tryin g t o mee t to o smal l a threshol dcoul dfalsel y trigge r a malfunctio nindication. Obviously , manufacturer s woul dneithe r wan t t o anno y owner s b

y illuminatin g th e MI L unnecessaril y

early , no r woul dthe y wan t t o pa y

unnecessar y

warrant y expense .
I nrespons e t o thi s concern , staf f reexamine dth e behavio r o f feedbac k fue l contro l system s wit hadaptiv e learnin g capabilitie s an d



### 19 .conclude dtha t a t leas t a t th e non-Lo w Emissio nVehicl e emissio nlevel , th e threshold s bein g propose dar e reasonable . Excep t fo r th e catalys t system , exhaus t ga s recirculatio n(EGR ) an dsecondar y

ai r system , mos t othe r electroni c emissio ncontro l component s gover nth e fue l contro l system . B y design , th e feedbac k contro l system automaticall y

compensate s an

dadapt s in respons e t o componen t deterioration , an dth e degre e o f contro l cover s a ver y wid e range . A s lon

g a s th e fue l contro l system maintain s precisel y th e air/fue l rati o neede db y th e catalyti c converte r t o operat e a t maximu m conversio nefficienc y (stoichiometric) , emission s belo w th e standard s shoul d als o b e maintained . Give nth e wid e compensatio ncapabilit y o f th e fue l contro l system , a

nindividua l componen t deteriorate denoug ht o driv e th e fue l system

t o it s rang e o f authorit y limi t shoul db e relativel y eas y t o discer nfro

m a notherwis e normall y operatin g component . Takin g th e oxyge n senso r a s a

nexampl e (th e mos t critica l componen t i nth e fue l system ) som e manufacturer s indicate dtha t thi s componen t coul db e nearl y failed , an

d emission s woul dlikel y remai nbelow

th e emissio nstandard s a t th e non-Lo w Emissio nVehicl e level , becaus e th e fue l system stil l ha s sufficien t correctiv e capabilit y t o maintai na stoichiometri c air/fue l ratio . Similarly , some manufacturer s hav e indicate dtha t complet e failur e o f th e EG Rsystem

woul db e unlikel y

t o caus e anincreas e inNOxabov e th e propose d emissio nthreshol dsinc e EG Ri s use dmor e fo r minimizin g knock an dimprovin g fue l econom

y tha nfo r substantia l NOxcontrol . I nthes e cases , a reliabl e chec k shoul db e possible , sinc e th e monitorin g criteri a coul dapproac hth e crudenes s o f a functiona l chec k onl y an dprovid e a reliabl e indicatio no f malfunction . A t thi s time , i t appear s tha t failur e o f man y component s woul d no t necessaril y

caus e emission s t o excee dth e standard s ains . a nemission , threshold . Unti l manufacturer s provid e convincin g evidenc e tha t th e establishe dcriteri a ar e to o stringent , th e staf f ha s n o basi s fo r proposin g a change .
Fo r Low Emissio nVehicles , espeeiall y fo r th e Ultra-Lo w

Emissio n Vehicl e category , ther e ma y b e some basi s fo r concern , thoug hno on e ha s sufficien t dat a t o b e certai na chang e i nth e threshol di s needed . Fo r thi s reason , fo r Low

Emissio nVehicles , th e staf f i s proposin g tha t incase s wher e a manufacture r usin g bot hth e bes t monitorin g technique s an dth e mos t advance dadaptiv e learnin g strategie s fo r th e fue l system ca ndemonstrat e tha t significan t error s o f commissio nwoul doccu r usin g th e specifie d threshold , th e Executiv e Office r ma y revis e th e threshol dupward . I nth e cas e o f misfir e detection , fo r example , staf f ha s already limite dth e threshol dfo r detectin g misfir e sinc e littl e benefi t woul db e gaine din detectin g misfir e any earlie r fo r a Low

Emissio nVehicl e tha nfo r a non-Lo w Emissio nVehicl e (wher e misfir e wil l b e detecte da t abou t th e 1 t o 2 percen t misfir e level) . I norde r t o maintai nth e maximu m effectivenes s o f OB D I I eve na t th e Low Emissio nVehicl e level , i t i s desirabl e t o maintai npressur e onindustr y t o develo pimprove dmonitorin g strategie s fo r detectin g deterioratin g components . I norde r t o maintai nemission s from highmileag e vehicle s nea r th e emissio nstandards , a neffectiv e OB D I I syste m i s necessary . Settin g a n emissio nthreshol da t 2 o r 3 time s th e standar dwoul dseriousl y undermin e emissio nreductio ngoals . Judgin g fro m staff' s experienc e wit hARB' s ow n

20 . 

# ^ 3P.2 5

Ultr a Lo w

Emissio nVehicles , maintainin g th e emissio n emissio nlevel s wil l no t b e significantl y mor e likel y illuminatio no f th e MI L tha na t th e highe r emissio n1 eurren t emissio nsystem s already contro l emission s t o warmed-u pnorma l operatin g condition s becaus e o f th e contro l system s an

dcatalysts . Also , mos t o f th e ad d emission s fo r Low

Emissio nVehicle s come s from heate d eatalys t performanc e threshol di s no t tie dt o th e 1. 5 a percen t conversio nefficienc y tha t ha s already

bee n threshol da t lo w t o caus e erroneou s evels . Th e bes t nea r zer o unde r excellen t adaptiv e fue l itiona l reductio nin catalys t system s whos e factor , bu t rathe r t o show nt o b e feasible .

.2 . Insufficien t lea dTim ®Fo r Implementin g Som ©QB D X I Monitorin g

I ndiscussion s wit hnumerou s manufacturer s concernin g progres s i n developin g OB D I I monitorin g strategies , i t ha s becom e clea r some companie s hav e bee nmor e aggressiv e i nfindin g solution s tha nothers . Thi s i s evidence db

y th e fae t tha t a fe w manufacturer s believ e the y d o no t hav e sufficien t tim e t o implemen t some requirement s b y 1994 , particularl y

th e catalys t requirements . Whil e nearl y al l manufacturer s agre e tha t catalys t monitorin g i s feasibl e base donsome laborator y an dlimite don-roa dtesting , a fe w believ e ther e i s stil l insufficien t tim e remainin g befor e 199 4 introductio nt o tes t thes e systems . The y stil l nee dt o ensur e thei r monitorin g strategie s wor k properl y unde r al l drivin g condition s an dacros s a wid e variet y

o f vehicles , particularl y a t highe r mileages . Others , however , hav e expresse dconfidenc e tha t implementatio no f catalys t monitorin g ona t leas t a portio no f thei r produc t lin e canb e accomplishe d b y 1994 . Base dondiscussion s wit hsome o f th e manufacturer s whic happea r abl e t o implemen t catalys t monitorin g fo r th e fe w engin e familie s likel y t o begi n phase-i no f OB D I I in1994 , th e on-roa ddevelopmen t phas e ma y no t prov e a s troublesom e a s some ma y suggest . Muc ho f thi s concer nseem s t o originat e from th e lac k o f experienc e wit hthes e system s t o date . O nth e othe r hand , some manufacturer s ma y b e willin g t o accep t mor e ris k tha nothers . Nevertheless , th e AR B doe s no t wan t unreliabl e OB D system s inth e fiel d either , an

drecommend s tha t th e staf f repor t bac k t o th e Boar dinNovember , 1992 , t o determin e i f a dela y unti l 199 5 i

nth e eatalys t monitorin g requiremen t o r some othe r particula r requiremen t woul db e warranted . Reportin g t o th e Boar da t tha t tim e woul dpermi t manufacturer s t o mak e last minute , softwar e change s t o delet e a particula r requirement , i f necessary , i n time fo r 199 4 production .

3 . Som e QB D I I Requirement s Ma y Limi t Dus.q pFUlflMIHi y
A fe w manufacturer s hav e bee ncritica l o f som e o f th e catalys t efficienc y

monitorin g requirements containe di nth e propose dOB D I I revisions . I nparticular , the y hav e bee ncritica l o f th e requiremen t fo r Lo w Emissio nVehicle s tha t an y fron t catalys t shal l be monitore dfo r prope r conversio nefficiency . Th e problem stem s fro

m th e inabilit y

o f



### 21 .JEL2__

-

manufacturer s t o develo pa metho do f reliabl y detectin g catalys t conversio n efficienc y

whe nth e catalys t i s a ver y smal l volum e unit . Manufacturer s sometime s prefe r t o us e smal l volume "light-off " catalyst s becaus e the y hea t upquickl y

du e t o thei r lo

w mas s whe nexpose dt o exhaus t gas , an dcan provid e effectiv e contro l o f col dstar t eraissions . Unfortunately , however , thes e catalyst s ar e locate dclos e t o th e engin e an dar e les s abl e t o dissipat e hea t a s quickl y a s large r catalysts . The y ar e therefor e mor e pron e t o damage , particularl y i f malfunction s suc ha s misfir e tak e place . Manufacturer s ma y

gambl e onth e us e o f thes e smal l catalyst s fo r controllin g emission s durin g th e firs t 75,00 0 mile s o f vehicl e us e afte r whic htim e thei r in-us e liabilit y ends . Befor e 75,00 0 mile s i s als o whe n catalys t damagin g malfunction s ar e probabl y unlikel y

(highenerg y

ignitio n system s incurren t vehicle s an dunleade dgasolin e permi t spar k plug s t o las t beyon d60,00 0 miles) . However , vehicle s remai ni nus e wel l beyon dthi s poin t an

dbecome increasingl y subjec t t o malfunctions . Th e staf f i s no t necessaril y

oppose dt o us e o f thes e smal l catalyst s s o lon g a s thei r failur e wil l b e detecte db

y th e OB D I I system . I naddition , th e staf f believe s tha t i t ma y b e possibl e t o combin e a smal l volume catalys t wit hanothe r smal l volume catalys t inserie s a s on e wa y o f increasin g th e overal l volume t o enabl e reliabl e monitoring . Thi s arrangemen t i s als o particularl y effectiv e a t improvin g light-of f characteristics , compare dt o us e o f onl y on e smal l fron t catalys t followe d b y a larg e volum e catalyst . Sinc e ther e ar e way s o f achievin g quic k warm-u p wit hminima l revision s t o th e catalys t system an dstil l b e abl e t o detec t a damage dsmal l volum e catalyst , staf f believe s tha t th e restriction s on inadequat e design s ar e warranted .

X . COS T AN D COS T EFFECTIVENES S
Th e adde dcos t pe r vehicl e t o implemen t th e propose dOB D I I modifications , abov e th e cos t o f th e previousl y adopte dOB D I I system , i s estimate dt o b e abou t $18 , retai l pric e equivalent . Thi s cos t i s attribute d t o th e additio no f th e necessar y hardwar e t o mee t th e ne w evaporativ e system monitorin g requirements , an dinclude s th e cos t o f a pressur e sensor , a solenoi dfo r closin g th e caniste r vent , an dth e associate dwirin g an d mountin g hardware .
Base dona

nanalysi s o f th e emissio nbenefi t fro m th e enhance d evaporativ e system

monitorin g requirement , th e estimate dcos t effectivenes s i s $1.1 1 pe r poundo f diurna l an dho t soa k evaporativ e hydrocarbons . Becaus e o f limite ddata , n o evaporativ e emissio nreductio nwa s calculate d fo r runnin g los s emission s whic hwoul db e prevente db y detectio nan

d correctio no f evaporativ e contro l system malfunctions . Therefore , AR B staf f believe s tha t th e abov e cos t effectivenes s i s very conservative . Dat a obtaine dfo r th e EMFAC7 E runnin g los s emissio nfactor s indicat e tha t runnin g losse s ma y

increas e b

y a facto r o f 1 0 t o 2 0 oncurren t technolog y vehicle s whe nevaporativ e system malfunction s ar e present .



### 22 . 

# 2<fP.2 7

XI . CONCLUSIO N Th e automobil e industr y ha s demonstrate dinnovativ e an dprogressiv e engineerin g skill s i nfindin g solution s t o th e OB D I I requirement s adopte d i n1989 . Althoug hsome wor k remain s befor e implementin g thes e solution s int o productio nvehicles , effectiv e an dreliabl e monitorin g strategie s hav e bee ndemonstrate dfo r al l o f th e requirement s bot hi nth e laborator y

an di n limite dtestin g o f on-roa dvehicle s wit hprototyp e systems . Durin g th e las t two years , staf f ha s me t regularl y wit hindustr y

t o monito r progres s an

dt o develo pimprovement s t o th e regulatio nwher e improve deffectiveness , greate r reliability , lowe r cost , correction s o r othe r change s woul db e indicated . Staf f ha s mad e every effor t t o accommodat e request s b y manufacturer s t o mee t an dopenl y

discus s OB D I I issue s an

dconcerns . Th e propose dchange s t o th e adopte dregulatio nar e a resul t o f thi s length y process , an

dar e expecte dt o resul t ina highl y effectiv e too l fo r properl y controllin g in-us e vehicl e emissions . OB D I I system s shoul dals o provid e importan t benefit s t o vehicl e owners . Sinc e AR B mus t maintai na s it s highes t priorit y th e protectio no f publi c health , th e propose drequirement s ar e toug han dcontinu e t o requir e th e bes t tha t industr y i s judge dcapabl e o f achieving . Thus , whil e industr y ma y sometime s estimat e thei r capabilit y differentl y

tha nARB , ther e i s goo d agreemen t tha t mos t o f th e numerou s technica l requirement s inOB D I I ar e bot hworthwhil e an

dfeasible .



### 23 .P.2 8

1968. 1 Malfunctio n Model-Yea r Passenge r Diagnosti c Syste m Requirements—199 4 and Subsequen t

, Light-Dut y

Trucks , and Medium-Dut y Vehicle s W4fc

h feedbac k Fae 4 GeRfcFe 4 System s

(a ) GENERA L REQUIREMENT S (1.0 ) Al l 199 4 an

d subsequen t model-yea r passenge r cars , light-dut y trucks , an

d medium-dut y

vehicle s wit hfeedbac k fue l contro l systems shal l b e equippe d wit ha malfunctio nindicato r ligh t (MIL ) locate d onth e instrumen t pane l tha t wil l automaticall y inform th e vehicl e operato r inth e even t o f a malfunctio no f any efa4ss4eR pe4afee

_powertrai ncomponent s whic hca naffec t emission s tha t provid e inpu t to , o r receiv e outpu t from , th e on-boar d computer(s ) o r o f th e malfunctio no f th e on-boar d computer(s ) itself . Th e MI L shal l no t b e use d fo r an y othe r purpose . (1.1 ) Th e MI L shal l b e o f sufficien t illuminatio nan d locatio nt o b e readil y visibl e unde r al l lightin g conditions . Th e MI L shal l illuminat e inth e engine-ru nke y positio nbefor e engin e crankin g t o indicat e tha t th e MI L i s functiona l an d shall , whe n illuminated , displa y th e phras e "Chec k Engine " o r "Servic e Engin e Soon" . Th e wor d "Powertrain " ma y b e substitute d fo r "Engine " in th e previou s phrases . (1.2 ) Al l 199 4 and subsequen t model-yea r passenge r cars , light-dut y trucks , and medium-dut y vehicle s w4fe

hfeedbae k ?ue 4 eeRfeFe 4 require d t o hav e MI L pursuan t t o (1.0 ) abov e shal l als o b e equippe d wit ha non-boar d diagnosti c syste m capabl e o f identifyin g th e likel y

are a o f th e malfunctio nby mean s o f faul t code s store d incompute r memory . Thes e vehicle s shal l b e equippe d wit ha standardize d electrica l connecto r t o provid e acces s t o th e store d faul t codes . Specifi c performanc e requirement s ar e liste d below . A glossar y

o f term s i s containe d insubsectio n(n ) a t th e end o f thi s section . (1.3 . Manufacturer s o f diese l engine s utilizin g computer-base d eleetroni e powertrai ncontro l system s shal l submi t a pla nfo r eomplvin o wit hthes e reguirement s t o th e Executiv e Office r fo r 

## approval * Th s pla nshal l b s appr.p_yftri-ba.ssd , pnmonitorin g al l powertrai ncomponent s vhic hpa naffec t emission s andfo r whic h reliabl e monitorin g technique s ar e availabl e a t cost s comparabl e t o othe r engine s meetin g thes e requirements , an d o nmeetin g al l othe r applicabl e requirement s (e.g. . storin g freez e fram e conditions , meetin g standardizatio nreguirements . etc.) . (1.4 ) Fo r Low

Emissio nVehicle s fLEV. . th e Executiv e Office r shal l revis e th e emissio nthreshol d fo r a malfunctio nonanv chec k i f th e mos t reliabl e monitorin g metho d develope d require s a highe r threshol d t o preven t significan t error s o f commissio ni ndetectin g 

## a.malfunction , (1.5 ) Fo r ever y

cas e i nwhic ha malfunctio ni s t o b e note d whe na n emissio nthreshol d i s exceede d (e.g. . emission s inexces s o f 1. 5

^time s th e standard) , th e manufacture r ma yperformonl v a functiona l chec k o f a specifi c componen t o r svste mi f complet e failur e o f suc h woul d no t caus e th e vehicle' s emission s t o excee d th e emissio n threshold

. (1.6 ) Afte r th e 199 8 mode l vear . fo r Non-LEVs
. fulfillmen t o f federa l On-Boar d Diagnosti c (QBD ) requirement s shal l b e deeme d t o be a n acceptabl e optio n fo r th e manufacture r fo r th e purpos e o f meetin g thes e reguirements

. (b ) MONITORIN

G REQUIREMENT S (1.0 ) CATALYS T MONITORIN G (1.1 ) Requirement : (1.1JL ) LEVs : Th e diagnosti c syste mshal l individuall ymonito r th e fron t catalys t o r catalyst s (excep t bypas s eata4ysts ) (i.e.

. an ycatalvst(s ) 64eses t t e th e en§4R e whic h receiv e engine-ou t untreate d exhaus t gasl_

. excep t tha t fron t catalyst s ma v be monitore d i

n combinatio n wit h th e nex t catalvs t downstreami f i t can b e demonstrate d tha t a malfunctio n wil l b e indicate d whe n th e fron t catalvs t i s alon e malfunctionin g (se e (b ) (1.2.1))

. Sue h e£ata!yst s arrange d in paralle l wit h th e sam e inle t an d outle t i

n a singl e exhaus t pip e shal l b e considere d a s on e catalyst

. A

_ separat e catalvs t incorporate d int o th e same containe r a s a fron t catalvs t shal l b e considere d a downstreamcatalvst

. (1.1.2 ) I f th e fron t catalvs t i s a smal l volum e catalvs t (se e (b ) (1.2.2))

. th e diagnosti c svstemshal l als o monito r th e nex t catalvs t downstreamo f th e smal l volum e catalvs t eithe r independentl yof

. o r (i f th e condition s i n sectio n (1.1.1 ) ar e met ) in combinatio n with , th e smal l volum e catalvst

. (1.1.3 ) Manufacturer s ma v submi t othe r monitorin g strategies , subjec t t o Executiv e Office r approval , base d o n eoua l timelines s an d reliabilit yi

n detectin g a catalvs t malfunctio n a s thes e requirements

. (1.1.4 ) No n LEYS ! Th e diagnosti c svste mshal l monito r th e catalvs t svstemfo r prope r performance

. (1.2 ) Malfunctio n Criteria : (1.2.1 ) LEVs : Eac h monitore d catalvst

. o r combinatio n o f catalysts , shal l b e considere d malfunctionin g whe n averag e Federa l Tes t Procedur e (FTP ) tota l hydrocarbo n (HC ) conversio n efficienc y fall s betwee n 4 0 fee S O 5 0 t o 6 0 percen t wM4 e 4 R neFma 4 e4ese d 4ee p epepat4eR

. Th e efficienc ydeterminatio n shal l b e base d o n a stead ystat e tes t a

n FT P tes t wherei n a malfunctio n i s note d whe n th e cumulativ e tota l HC emissions

. eeReen.Fa.4e n measure d a t th e outle t o f th e monitore d catalvst(s ) i s mor e tha n 6 0 t e 6 9 4 0 t o 5 0 percen t o f th e cumulativ e tota l engine-ou t emission ! 6eneeRtFafe4e R measure d a t th e inle t o f th e catalvst(s)

. I n addition , i f a fron t



### A- 2



# _ 7catalvs t i s monitore d i n combinatio nwit ha downstrea m catalvst , th e fron t catalvs t shal l b e considere d malfunctionin g whe nit s efficienc y

ha s deteriorate d betwee n4 0 t o 5 0 Percen t from It s 4QQ 0 mil e averag e FT P tota l H C efficiency . Th e E»eeut4v e 9ff4ee F sha4 4 Fev4s e th e te4@FaRe e S R th e ehee k 4 ? th e raest Fe44ab4 e raeR4teF4n§ raethed deve4epe d peq_4pe s a w4de p te4epafle e t e pFeveR t s4gR4f4eaR t eppeF S e f 6emm4ss4e R4 R deteet4R § a raa4fHRet4eR4R§ eata4yst - (1.2.2 ) She_4 d a sraa4 4 waFm-a p eata4ys t b e _sed T th e raaRHfaetdFeF §R_4 4 SHBRW . a p4a nfe? apppeva 4 b

y th e EseeuUv e 9f£4se F i- e a©R4te p @as hsue s wapra-_ p sata4ys t 4RdepefldeRfe4y ©f - aRy ©the p s_ta4ysl v

e p 4 R6emb4Rat4e Rw4t hth e Res t eafea4ys t 4 R sep4es T Q F b y aRethe p metho d t e 4deRt4f y eata4ys t eff4e4eRe y 4ess - AppF©va 4 sha4 4 b e gpante d 4 ? th e raaflafaefeapep pp©v4de s an equa44 y Fe44ab4 e and t4rae4y

4Rd4eat4e ne f raa4?_Rst4ea a s fep eafea4ys t system s 4 R (_T2._4 T Fo r LEVs . eac hsmal l volum e catalvs t (i.e. , those

_ designe d wit ha conversio nefficienc y to o lo

w t o b e practicall y monitore d fo r 5 0 t o 6 0 percen t averag e FT P tota l HC efficiency ) monitore d independentl y shal l b e considere d malfunctionin g whe n it s averag e FT P conversio nefficienc y ha s deteriorate d b v betwee n 

### __-_-^_-IQ_jmrcen t fro mit s 400 0 mil e conversio n efficiency,

. (1.2.3 ) Non-LEVs : Th e catalvs t svste m shal l b e considere d malfunctionin g whe nit s conversio ncapabilit y decrease s t o th e poin t tha t H C emission s increas e b v mor e tha n1. 5 time s th e standar d ove r a

n FT P tes t from

a tes t run wit ha representativ e 400 0 mil e catalvs t svstem . (1.2.4 ) Fo r LEV s an d Non-LEVs . a s an optio nt o monitorin g th e eatalvs t durin g FT P drivin g conditions , fo r 199 4 an d 199 5 mode l vea r vehicle s onlv . manufacturer s ma v monito r th e fron t catalvs t independentl y

of . o r i

n combinatio nwith , th e nex t catalvs t diMlSJXaafl . Eac hmonitore d catalvs t o r eatalvs t combinatio nshal l be , considere d malfunctionin g whe ntota l H C conversio nefficienc y f*

_L s .between . 6 0 t o 8 0 percen t whil e in norma l close d loo p MflCfl-LiPD , Th e efficienc y determinatio nshal l b e base d o n a stead y stat e tes t wherei na malfunctio ni s note d whe nth e tota l H C emissio nconcentratio nmeasure d a t th e outle t o f th e monitore d catalvst(s ) i s mor e tha n2 0 t o 4 0 percen t o f th e cumulativ e tota l engine-ou t emission s measure d a t th e inle t o f th e catalvst(s) . 199 4 an d 199 5 mode l vea r vehicle s certifie d t o thi s optio nshal l incorporat e FT P base d monitorin g n o late r tha nth e 199 7 mode l vea r /vehicle s initiall y complyin g wit hsectio n1968. 1 in th e 199 6 mode l vea r shal l utiliz e a n FT P base d catalvs t monitorin g svstem) .

(1.3 ) Monitorin g Conditions : •(1.3.1 ) A

catalvs t monitorin g chec k shal l occu r a t leas t onc e pe r tri p excep t fo r vehicle s utilizin g stead y stat e monitoring , whic h Shal l Compl y

wit hSectio n(1,3,2) , "Trio " i s define d in sectio n (n ) (S.Q).—Thi s tri p definitio napplie s throughou t sectio n

__________ _

A- 3



### Earn(1.3..2 ) I f steady stat e efficienc y

i s bein g monitore d(sefi - ^e^tio n(b ) (1.2.4)) . Tth e manufacture r shal l choose a non-close d throttle , reasonabl y steady spee dconditio nfo r monitorin g th e catalys t wit hth e constraint s tha t th e chec k shal l (i ) occu r betwee n2 0 mphan

d5 0 mph , (ii ) tak e n o mor e tha na 2 0 second interva l t o determin e bot htha t th e vehicl e i s operatin g i na prope r windo w

t o perform

th e chec k an

dt o actuall y

perform

th e check , an

d(iii ) b e conducte da t th e earlies t suc hconditio n encountere dafte r th e beginnin g o f closed-loo poperatio nfo r eac h drivin g cycle . Performanc e o f th e chec k ma y b e delaye dafte r engin e startu punti l stabilize dcoolan t temperatur e i s achieve d and/o r a suitabl e cumulativ e tim e interva l o f non-close dthrottl e vehicl e operatio nha s elapse dt o ensur e th e catalys t i s warmed-u p fo r properl y

performin g th e monitorin g check . Th e specifie d cumulativ e tim e interva l shal l begi nfrom th e firs t non-close d throttl e operatio neithe r afte r achievin g a stabilize dcoolan t temperatur e o r afte r engin e startin g an dshal l no t excee d18 0 seconds . Thes e monitorin g constraint s an dcondition s ma y

b e altered , subjec t t o Executiv e Office r Approval . Suc happrova l shal l b e grante di f th e manufacture r submit s dat a an da n engineerin g evaluatio njustifyin g th e nee dfo r th e exceptio nan d demonstrate s tha t th e requeste dalteratio nwoul dyiel dimprove d catalys t monitoring . (£-3-2 ) "Reasonabl y

steady " spee dinterva l inthi s instanc e mean s a 2 0 secondperio dwher e al l acceleration s an ddeceleration s ar e o f a naverag e magnitud e o f 0. 5 mph/secon d o r les s ove r any two secondinterva l durin g thi s period . Th e manufacture r ma y abor t th e chec k i f th e engin e operatin g condition s change durin g th e chec k s o tha t th e vehicl e exceed s th e spee do r acceleration / deceleratio ntolerance s befor e th e en do f th e checkin g interval . Th e manufacture r ma y bas e performanc e o f th e catalys t chec k upo n engine RP M

an dloa dcondition s equivalen t t o th e abov e monitorin g conditions . I f a manufacture r develop s a mean s o f monitorin g catalvs t efficienc y

whic hcanno t utiliz e a steady stat e monitorin g perio d(e.g. . examinin g time vs . temperatur e durin g catalvs t warmup) . i t ma v

presen t a monitorin g proposa l t o th e Executiv e 

## Pfflse xfo r ap.Br.oYa

_base do nequivalen t accurac y andtimelines s a s th e steady

stat e monitorin g protoco l i ndetectin g a malfunctionincL-cafca-yst . (4v3.3 } A t th e _4ssFet4e n©f - th e taanufaetupePy

any seeendap y

a4 p 4njest4©nraay

b e d4sab4e d _HP4R § a sata4ys t sheeky bu t n e map e tha nthpe e sas heheek s sha4 4 b e 6©nduete d pe pdp4v4n § eye4e - (i-3*4 ) I f a raanufastHFepdeve4ep s a mean s e f men4t©p4n § eata4ys t eff4s4ens y

wh4e heanne t ut444i e a steady stat e meR4tep4R § pep4e d (e-§- 7 e«ara4a4R § t4me vs - tempepatup e dup4R § eata4ys t wapmup^ T 4 t ma y ppesen t a men4t©p4R § pp©pesa 4 t e th e Eae6at4v e 9ff4ee p f© F appp©va4 - ?h e Eae6ut4v e 9f?4ee p sha4 4 apppev e sue ha ppepesa 4 4f4 t ppev4de s equ4va4en t aeeupae y an dfe4me44ness a s th e steady stat e men4t©p4n § ppst©6© 4 4 ndeteet4R § a ma4funet4en4R § eata4yst - (1.4 ) MI L Illuminatio nan dFaul t Cod e Storage :

A- 4 

# 3 /P.3 2

(1.4.1 ) Excep t a s note dbelow , upo ndetectio nof . a_cata1vs t malfunction , th e diagnosti c svstem shal l stor e
_

a faul t COd e and . 

### ^ MI L shal l b e illuminate dno later..tha nth e en d.of-th e nex t tri o i f th e malfunctio nj s agai npresent . (1.4._2 ) Fo r steady

stat e eatalvs t ef f icienc v _che.c__s_

_Uupo n detectio no f catalys t efficienc y betwee n4 9 fifl t o 5 9 S Q percent , th e diagnosti c syste m ma y perform

upt o two successiv e monitorin g check s prio r t o informin g th e vehicl e operato r o f a malfunction . Thes e monitorin g check s nee dno t occu r o nth e same drivin g cycle , bu t shal l b e performe da s soo na s prope r monitorin g condition s occur . I f catalys t efficienc y remain s betwee n4 9 6fl t o 5 9 gfl percen t o r les s fo r th e thre e sequentia l checks , a faul t cod e shal l b e store dan

dth e MI L shal l the nb e activated . (1.4.21 ) Th e diagnosti c syste m shal l temporaril y

disabl e catalys t monitorin g whe na malfunctio nexist s whic hcoul daffec t th e prope r evaluatio no f catalys t efficiency . (1.4.34 J Th e monitorin g metho dfo r th e eatalyst(s ) shal l b e capabl e o f detectin g whe na catalys t troubl e cod e ha s bee ncleare d (exeep t diagnosti c system self-clearing) , bu t th e catalys t ha s no t bee nreplace d(e.g. , eatalys t overteraperatur e approache s ma y no t b e acceptable) . (2.0 ) HEATE D CATALYS T MONITORIN G (2..1 ) RegHi£e_ie__;

_ (2.1.1 ) Th e diagnosti c svstem shal l monito r al l heate dcatalvs t system s fo r prope r heating . (2.1.2 ) I nadditio nt o th e non-heate dcatalvs t requirement s i n se_ctiofl_(b ) (1) . th e H C conversio nefficienc y o f al l heate d catalyst s shal l eac hb e monitored . Manufacturer s ma v monito r heate dcatalyst s incombinatio nwit hanothe r catalvs t i f i t canb e demonstrate dtha t a malfunctio nwil l b e indicate dwhe nth e heate d catalvs t i s malfunctioning . Otherwise , th e heate dcatalvs t shal l b e monitore dindependently . I f a heate dcatalvs t i s a smal l volum e fron t catalvst . th e diagnosti c svste m shal l als o monito r th e nex t eatalvs t downstrea m eithe r independentl y of . o r (i f th e condition s abov e ar e met ) incombinatio nwith , th e smal l volum e heate dcatalvst . (2.2 ) Malfunctio nCriteria : X_-__-J J Pre-Star t Heate dCatalvs t Systems : Th e svste m shal l b e considere dmalfunctionin g whe nth e designate dore-star t catalvs t temperatur e i s no t attaine dbefor e engin e starting . 1Z.Z.Z) After-Star t Heate dCatalvs t Systems : Th e svstem shal l b e cojLS_Mei_ed_malfunctionin qwhe nth e eatalvs t doe s no t reac hit s des_Lg__at_;d

_hea t ino temperatur e withi na reguisit e tim e perio d alte r engine.Starting . Th e time perio di s t o be determine db v th e

A- 5 

# 32P.3 3

manufacture r subjec t t o th e reguiremen t tha t th e SVStemShal l detec t a heatin g svstemmalfunctio n causin g emission s fro ma vehicl e equippe d wit h th e heate d catalvs t svste mt o excee d 1. 5 time s an

v o f th e applicabl e FT P standards

. (2.2.3 ) Manufacturer s using othe r heatin g o r monitorin g strategie s ma v submi t a n alternat e pla n fo r approva l b v th e Executiv e Office r t o monito r heate d catalvs t system s base d o n comparabl e reliabilit yan d timelines s t o thes e reguirement s i n detectin g a catalvs t heatin g malfunction

. (2.2.4 ) Excep t a s note d i n sectio n (b ) (1.2.4)

. th e diagnosti c systemshal l us e th e malfunctio n criteri a specifie d i n sectio n (b ) (1.2.1 ) o r sectio n (b ) (1.2.2)

. whicheve r i s applicable , whe n monitorin g th e conversio n efficienc yo f a heate d catalvst

.

(2.3 ) Monitorin g Conditions : (2.3.1 ) Pre-Star t Heate d Catalvs t Systems : Th e diagnosti c svstem shal l monito r th e heatin g svstemfo r prope r operatio n onc e pe r trip

. Manufacturer s ma ydisabl e th e monitorin g systemfo r on e engin e star t i f durin g th e previou s drivin g cvcl e th e vehicl e travele d les s tha n on e mile

. (2.3.2 ) After-Star t Heate d Catalvs t Systems : Th e diagnosti c svstemshal l monito r th e heatin g svstemfo r prope r operatio n onc e 

### pe r trip . (2.3.3 ) Excep t a s note d i n sectio n (b ) (1.2.4)

. th e diagnosti c svstemshal l monito r th e conversio n efficienc yo f al l heate d catalyst s a t leas t onc e pe r trip

. (2.4 ) MI L Illuminatio n an d Faul t Cod e Storage : (2.4.1 ) Uoo n detectio n o f a catalvs t heatin g malfunction , th e diagnosti c svste mshal l stor e a faul t cod e an d th e MI L shal l b e illuminate d n o late r tha n th e en d o f th e nex t tri p i f th e malfunctio n i s agai n present
. (2.4.2 ) Fo r heate d catalvs t efficienc ymalfunctions , th e MI L Shal l b e illuminated , an d a faul t cod e store d accordin g t o sectio n 

### (b ) (1.4) . (22.0 ) MISFIRE MONITORIN G (22-1 ) Requirement : Th e diagnosti c systemshal l monito r engin e misfir e an d shal l identif yth e specifi c cylinde r experiencin g misfire

. I f mor e tha n on e cylinde r i s misfiring , a separat e cod e shal l

, indicat e tha t multipl e cylinder s ar e misfirin g (specifyin g th e individua l misfirin g cylinder s unde r thi s conditio n i s optional , however , identifying onl yon e misfirin g cylinde r shal l no t occu r whe n a multipl e misfir e cod e i s stored)

.

A- 6 

# 53

# fr

(22.2 ) Malfunctio nCriteria : Th e manufacture r shal l specif y i nth e documentatio nprovide dfo r certificatio n(se e subsectio n(g ) and(h ) infra. ) a percentag e o f misfire s ou t o f th e tota l numbe r o f firin g event s necessar y fo r determinin g a malfunctio nfo r eac h o f th e condition s liste dbelow . XAJ. T Th e percen t misfir e evaluate din20 0 revolutio nincrement s fo r eac hengin e spee dan dloadconditio nwhic hwoul dresul t i n eatalys t damage . Th e manufacture r shal l submi t i nth e certificatio ndocumentatio ncatalys t temperatur e dat a versu s percen t misfir e ove r th e ful l rang e o f engin e spee dandload conditions . Th e dat a shal l b e obtaine dfrom a representativ e cros s sectio no f a manufacturer' s engin e offering s from smal l t o larg e displacements . U pt o thre e suc hengin e evaluation s shal l b e documente dpe r manufacturer , thoug ha manufacture r ma y submi t mor e dat a i f desired . A

nengineerin g evaluatio nshal l b e provide dfo r establishin g malfunctio ncriteri a fo r th e remainde r o f engin e familie s i

nth e manufacturer' s produc t line . Th e Executiv e Office r shal l waiv e th e evaluatio nrequiremen t eac hyea r if , i n th e judgmen t o f th e Executiv e Officer , technologica l change s d o no t affec t th e previousl y determine dmalfunctio ncriteria ; IBX* Th e percen t misfir e evaluate din100 0 revolutio nincrement s whic hwoul dcaus e emission s fror a a durabilit y

demonstratio n vehicl e t o fa4 4 excee danFT P tes t b y raepe thaf l 1. 5 time s anv o f th e applicabl e £I £ standard ! i f th e degre e o f misfir e wer e presen t from th e beginnin g o f th e test . I f th e leve l o f misfir e determine dunde r thi s reguiremen t i s significantl y lowe r fo r a

n LE V a s oppose dt o a Non-LEV wit ha simila r engin e design , th e 

### manufacture r ma y

re_me_i

_approva l from

th e Executiv e Office r t o us e a highe r percentag e o f misfir e a s th e malfunctio ncriteri a fo r th e LEV , no t t o excee dth e leve l o f th e Non-LEV . Fo r th e purpos e o f establishin g th e percen t misfire , th e manufacture r shal l eondue t th e demonstratio ntest(s ) wit hth e misfir e event s occurrin g a t equall y space dcomplet e engin e eyel e intervals , acros s randoml y

selecte dcylinder s throughou t eac h100 0 revolutio n increment . However , th e percen t misfir e establishe dshal l b e applicabl e fo r any

misfir e eonditio n(e.g . random , continuous , equall y spaced , etc. ) fo r th e purpos e o f identifyin g a malfunction . Thi s criterio nshal l b e use dfo r al l vehicle s wit h engine s containin g th e sam e numbe r o f cylinder s a s th e demonstratio nvehicle . Th e numbe r o f misfire s i n100 0 revolutio n increment s whic hwa s determine dfo r th e durabilit y demonstratio n vehicl e malfunctio ncriterio nma y b e use dt o establis hth e correspondin g percen t misfir e malfunctio ncriteri a fo r engine s wit hothe r number s o f cylinders . Th e malfunctio ncriteri a fo r a manufacturer' s produc t line shal l b e update dwhe na ne w durabilit y demonstratio nvehicl e i s teste dwhic hindicate s mor e stringen t criteri a ar e necessar y tha npreviousl y

establishe dt o remai n withi nth e abov e emissio nlimit ; X.CJ.-S - Th e degre e o f misfir e evaluate di n100 0 revolutio nincrement s whic hwoul dcaus e a durabilit y demonstratio nvehiel e t o fai l a n Inspectio nan

dMaintenanc e program tailpip e emissio ntest . Thi s



### A- 7 

# ^ v

, _.._ •criterio nshal l appl y t o vehicle s wit hth e same numbe r o f cylinder s a s th e demonstratio nvehicle . Th e numbe r o f misfire s i n 100 0 revolutio nincrement s whic hwa s determine dfo r th e durabilit y demonstratio nvehicl e malfunctio ncriterio nma y b e use dt o establis hth e correspondin g percen t misfir e malfunctio ncriteri a fo r engine s wit hothe r number s o f cylinders . Th e malfunctio n criteri a fo r a manufacturer' s produc t lin e shal l b e update dwhe na ne w durabilit y

demonstratio nvehicl e i s teste dwhic hindicate s mor e stringen t criteri a ar e necessar y tha npreviousl y

establishe d t o ensur e passin g anInspectio nan dMaintenanc e test , o r whe nth e Inspectio nan

dMaintenanc e tes t i s revised . (22.3 ) Monitorin g Conditions : Misfir e shal l b e monitore dcontinuousl y an dunde r al l positiv e torqu e engin e speed s an dconditions . Wit h Executiv e Office r approval , th e manufacture r ma y disabl e misfir e monitorin g whe nmisfir e canno t b e distinguishe dfrom othe r effect s whe nusin g th e bes t availabl e monitorin g technolog y o r th e metho d o f detectio ni s no t operabl e unde r some identifiabl e conditions . Th e manufacture r shal l presen t dat a an da nengineerin g evaluatio n t o th e Executiv e Office r t o justif y th e propose dactio n(e.g . as e s f an©ayge nsense p4 s QR ©petent4a 4 mean s e f assess4n § ra4s£4Febu t 4 t ea nd e s e en4 y whe n4 1 ha s wapraed-up) . (22-4 ) MI L Illuminatio nan dFaul t Cod e Storage : (22.4.1 ) Excep t a s provide dbelo w i nsubsectio n(22.4.22) , upo n detectio no f any

© £ th e spes4f4e d 4eve4 § ef- a4sf4p

_th e leve l o f misfir e specifie dinsubsectio n(3.2 ) (A) , th e MI L shal l blin k onc e pe r secon ddurin g actua l misfir e condition s andremai n continuousl y

illuminate dotherwise . I nvehicle s whic hprovid e fue l shutof f an

ddefaul t fue l contro l t o preven t overfueling

_ durin g misfir e conditions , th e MI L neeti no t blin k an

dma v instea d illuminat e continuousl y upo ndetectio no f misfir e provide dtha t th e fue l shutof f an

ddefaul t contro l shal l b e activate da s soo na s misfir e i s detected . Fue l shutof f an ddefaul t fue l contro l ma v b e 

### deactivate donl y

t o permi t fuelin g outsid e o f th e misfir e rangiL , (3.4.2 ) Upo ndetectio no f th e misfir e level s specifie di n subsectio n(3.2 ) (B ) o r (C) . th e MI L shal l b e illuminate dan da faul t cod e store dn o late r tha nth e en do f th e nex t drivin g cvcl e i nwhic hmisfir e i s detected , unles s drivin g condition s simila r t o thos e unde r whic hmisfir e wa s originall y detecte dhav e bee n 

### encountere d(se e sectio n(3.4.3) ) withou t anindicatio no f misfire, , inwhic hcas e th e initia l temporar y cod e an dstore d condition s ma v

be erased . Furthermore , i f simila r drivin g condition s ar e no t encountere dduring.8 0 trio s subsequen t t o th e initia l detectio no f a malfunction , th e initia l temporar y cod e an

d store dcondition s ma v b e erased . (3,4.3 ) Upo ndetectio no f misfire , manufacturer s shal l stor e th e engin e speed , load , an dwarm-u pstatu s (i.e. . col do r warmed-up ) unde r whic hth e firs t misfir e even t wa s detected . A tri o o r drivin g cvcl e shal l be considere dt o hav e simila r condition s i f t_ie

_store d engin e spee dcondition s ar e encountere dwithi n37 5 rom .



### A- 8 

# 35 ^P.3 6

loa dcondition s withi n1 0 percent , an dth e same warm-H P statu s 13 , present . Wit hExecutiv e Office r approval , othe r strategie s fo r determinin g i f simila r condition s hav e begr__encounterer i ma v he. . employed . Approva l shal l b e base doncomparabl e timelines s an d reliabilit y

i ndetectin g simila r conditions ^ (2*4-2 } S nveh4s4e s wh4e hpp©v4d e fae 4 shatef f an ddefaa4 t fae 4 eentp© 4 t ©ppeven t ev©pfa©44R § dup4R § m4s?4p e e©Rd4t4©RS v th e MI L Ree dne t fe44nk aR

dma y instea d444am4nat e 6©nt4nH©as4 y ape n _etest4©ns f ra4sf4pe ppsv4de dtha t th e fae 4 shutef f an ddefaa4 t sentp© 4 sha4 4 b e aet4vate da s see na s K?4S£4F @ 4 S dete6ted T an dma y b e deast4vate d©n4 y

t e pepm4 t fae44n § aats4d e s f th e sa4sf4p e

(2T4T3 ) Upe ndeteet4©Rs f th e spee4?4e d4eve4 s e f ra4sf4Fe T a faa4 t eed e sha4 4 b e stepe d4Rd4eat4R § wh4e hey44Rde p4 s ra4sf4F4n§ eptha t mu4t4p4 e ra4sf4Fes ap e eseaFF4R§ - (31.0 ) EVAPORATIV E PURG E SYSTE M MONITORIN G (34.1 ) Requirement : (4.1.1 ) Th e diagnosti c system shal l raen4t©pth e ppepe p fan©t4en4R § © f th e evap©pat4v e papg e system aR dsha4 4 verif y

puF§ e _U T flo w

from th e complet e evaporativ e svstem a4 4 6aR4steF(s 4 (4ne4ud4n § ©an4step s _es4§ne dfs ppefa@44n § vaps ppeeevepy ) © Rth e veh4s4e . I naddition , th e diaqnostic_svste m shal l als o monito r th e evaporativ e svstem

fo r th e los s o f HC vaoo r int o th e atmospher e b v performin g a pressur e o r vacuu m chec k o f th e complet e evaporativ e svstem . (4.1.2 ) Manufacturer s ma v temporaril y

disabl e th e evaporativ e purg e svstem

t o perform

a check . (4.1.3 ) Manufacturer s ma v regues t Executiv e Office r approva l t o abor t a nevaporativ e svstem chec k unde r specifi c condition s i f i t ca nb e demonstrate dtha t a reliabl e chec k canno t b e mad e whe n 

### theS A J ; 

### .0 a dIJL I 

### ons- e x. i s t , (4.1.4 ) Subject.t o Executiv e Office r approval , othe r monitoring . strategie s may•bfL.i-seri . provide dth e manufacture r provide s a descriptio no f th e strateg y an dsupportin g dat a showin g eguivalen t monitorin g reliabilit y an dtimelines s i

ndetectin g anevaporativ e svstem malfunctio no r leak . (4.1.5 ) Implementatio no f thi s requiremen t i s no t mandator y unti l vehicle s ar e designe dt o compl y wit hth e reguirement s o f Titl e 13 . Californi a Cod e o f Regulations . Sectio n1976 . "Standard s an dTes t Procedure s fo r Moto r Vehicl e Fue l Evaporativ e Emissions. " fo r 199 5 an dsubseouen t mode l vea r vehicles . (34.2 ) Malfunctio nCriteria : A nevap©Fat4v e puF§ e system sha4 4 b e 6©Rs4depe dma4faRsfe4©R4n § whe nhydeFeaFbe nf4e w 4flt e th e eng4n e 4 s ne t deteetab4 e whe nth e eafl4ste pp_F§ e 4 s ast4vate daR da

A- 9 

## 3 £P.3 7

pequ4s4t e amount e f hydFeeaFbe n vap© F 4 s pFesenf

e 4 n th e 6an4ste F t e pepfep

m th e eheek r A n evaporativ e svstemshal l b e considere d malfunctionin g whe n n o ai r flo w fro mth e svstemcan b e detected

. o r whe n a svstemlea k i s detecte d tha t i s greate r tha n o r equa l in magnitud e t o a lea k cause d b

v a 0.04 0 inch diamete r orifice.—Ihfi

_ Executiv e Office r shal l revis e th e siz e o f th e orific e i f th e mos t reliabl e monitorin g metho d availabl e canno t reliabl ydetec t a svstemlea

k o f thi s magnitude

. (34.3 ) Monitorin g Conditions : Th e monitorin g svstemshal l monito r th e evaporativ e svstema t leas t onc e pe r trio

. Subjec t t o Executiv e Office r approval , i f performanc e o f th e chec k cause s vehicle s t o excee d applicabl e emissio n standard s whe n using th e bes t availabl e technology , manufacturer s ma v perfor mevaporativ e svste m monitorin g during a steadv-soee d condition , a s define d in sectio n (b ) (1.3.2)

. betwee n 2 0 an d 5 0 moh

. (3-3-i ) {Rtegpate

d Refue44n § Vape

p Re6evep

y Systems * A

ehee k fe F

' ma4fuR6t4eR sha4 4 S66U F e n th e dp4v4n

g eye4 e 4mmed4ate4 y f©44ew4R § eac hpefae44R § eveRt wh4e h4ead s th

e 6an4ste

p w4thfae 4 vape

p s e tha t a men4tep4n

g 6hee k e f the evapepat4v e papge syste

m ea R b e made (e-g - th

e ehee k ma y b e 4nfee§pate

d w4t h a F©qu4s4t e ©haRg e 4 R th e fue 4 gauge pead4n§) - (3-3-2 ) N©R-Refae44n § Vape p Reeevep

y (Evapp©at4v

e 9n4y 4 Systems
. A m©R4t©p4n

g 6hee k e f th e pupge syste

m sha4 4 eeea

p a t 4eas t ene e pe p tp4p - (3-3.3 ) Nen-integpated Refue44n g Vape p ReeeveF

y Systems . Th

e pefue44n § vape

p P66©vep

y syste m aR d th e evap©pat4v

e e©Rtp© 4 system sha4 4 b e m©n4t©pe

d sepapate4 y

ae©©Fd4R § t e (3-3-1 ) aR d (3-3.2 ) Fespeet4ve4y

T

(34.4 ) MI L Illuminatio n an d Faul t Cod

e Storage : 

### (4.4.1 ) Upo ndetectio no f a nevaporativ e system

malfunction , th e diagnosti c svstemshal l stor e a faul t cod e an d th e MI L shal l 

### illuminat e no late r tha nth e en do f th e nex t tri pi f th e malfunctio n i s agai n detected

. (4.4.2 ) I f th e diagnosti c svstemi s capabl e o f discernin g tha t a svstemlea

k i s being cause d b v a missin g o r improperl ysecure d fue l cap , th e manufacture r ma v notif yth e vehicl e operato r through th e us e o f a

n indicato r ligh t othe r than th e MIL
. Th e manufacture r i s no t require d t o stor e a faul t cod e i n thi s case . Th e indicato r ligh t shal l confor mt o th e requirement s outline d i n sectio n (a ) (1.1 ) fo r locatio n an d illumination

. A s anothe r option , th e manufacture r ma v extinguis h th e MIL , provide d no othe r malfunction s hav e bee n detected , an d ma v eras e th e faul t cod e correspondin g t o th e problemonc e th e on-boar d diagnosti c svstem ha s verifie d tha t th e fue l ca p specificall yha s bee n securel y fastened

. Othe r eouivalen t strategie s shal l be considere d b v th e Executiv e Officer

.

A-1 0



# *1(3-4-1 ) integrate d Refae44n § Vape pReeeveF y Systems * Fe44ew4n § a sa4tab4 @ pefue44n § even t an dape ndetest4e ne f a ma4fan6t4eR T th e d4a§R©st4 ©system

sha4 4 step e a faa4 t sed e an dth e M_ L sha4 4 444ura4nat e n e 4ate ptha nth e eR de f th e Res t dp4v4n g sye4 e (ne t nes t tp4p ) 4 f papg e H Gf4e w 4 § st44 4 ne t detested ? (3-4v_ ) Nen-Refae44n g Vape pReeevep y (Ivap©pat4v e 9n4y ) Systems * S4th@ p a s4ng4©-stag e © P a twe-stag e shee k fs pma4fanet4s nma y b e made ? S f afte p tw

® geqaent4a 4 tp4p s a sheet s fs p evap©pat4v e em4ss4©n s 4nd4sate s a pp©b4er a (s4n§4e-sta§ e sheek ) S P petent4a 4 pp©b4@ m (tws-stag e cheek)- ? a eed e wh4s h4nd4eate s e4the pth e pp@s@ne @ s f a ma4faR6t4e n(s4§ne4=sta§ ©sheek ) S F tha t a seseR d stag e ehee k e f th e eafi4ste p papg e system

4 s tak4n § p4ae e (twe stag e eheek ) sha4 4 be steped - I Ra twe-stag e eheek r th e pupg e system ma y b e deaet4vate d dap4n § th e nea t tw ©tp4p s (© P 4©R§e p 4 f a manafaetape p demanstpate s sabjee t t e Eaesat4v e 9ff4ee pappF©va 4 tha t a 4©R§@ P p@p4e d4 s neeessapy t e av©4 dfa4s e eedes ) 4 R©pde p t e f4fla44

y eva4aat e th e eaR4ste p pupg e system T a s 4©R § a s a ehee k 4 s mad e fe pth e ppesene e e f pupg e a t 4eas t evepy te nm44e s e f veh4e4 e epepat4e nS F a s ses nafte peae hte nm44 e 4ntepva 4 e f dp4v4n § a s en§4n e ©p©pat4n § 6©nd4t4©n s ap e en6©antepe d wh4e h pepm4 t a pe44ab4 e ehee k fe ppapg e f4ew - Th e f4Ra 4 ehee k fe p ma4fan6t4e nsha4 4 be eemp4ete d n e 4ate ptha nth e eR d © f th e tp4 p f©44©w4n § th e en

ds f pupg e system

deaet4vat4en - Sheu4 d fue 4 vape p b e deteste ddap4n § a sesew d stag e ehe6k T th e stepe dtwe-stag e ehee k eed e ma y

b e epass d an

dn©praa 4 papg e pesaraed ? i f th e manafaetape p make s a peqaes t an dpp©v4de s a©6eptab4 e sappept4n § dat a t ©th e _Heeat4v ©9ff4eep . th e E8@6Ht4v s 9ff4ee p sha4 4 pepm4 t th e papg e system

ehee k t s b e temp©pap44 y d4sab4e daRde p6©Rd4t4©R S wh4s hma y

4eadt©

fa4s ©©sdes . A

faa4 t ©ed e sha4 4 b e stepe dan d th e MS L sha4 4 444am4nat e w4th4 n§ seeend s s f dete©t4n § a paFg e system ma4fanet4© nfe psystem s us4n g e4the pth e ©Re-stag e © P th e twe-stag e shes k ppseedape ? Sabjes t t e _aeeat4v e 9ff4se p appp©va4 T a4tepnat e men4t©p4R g ppesedape s ma y b s asedpp©v4de d th e manafaetape p sabm4t s a men4t©p4R § stpateg y demenstpate d t e hav e equ4va4en t Pe44ab444t y an dt4me44nes s 4 Rdete©t4R § ma4fan©t4©Ra s th e ppeeedap©

4 Rth4 s papagpaph - (3.4*3 ) N©R-lRte§pate d Refae44n § Vape pReeeveF y Systems * MJ L 444am4Rat4s nan

dfaa4 t stepag e ep4tep4 a fe pth e pefue44n § vape F peesvepy system aR d th e evap©pat4v e 6©Rtp© 4 system sha4 4 b e a©6©Pd4R § t e (3x4-4 ) aR d (3.4-2 ) Fespeet4ve4y - (45.0 ) SECONDAR YAI RSYSTE M MONITORING (45.1 ) Requirement : An y vehicl e equippe dwit han y form o f secondar y

ai r deliver y system shal l hav e th e diagnosti c system monito r th e prope r functionin g o f (i ) th e secondar y ai r deliver y

system an d (ii ) an y ai r switchin g valve . (4j_.2 ) Malfunctio nCriteria : (4JL.2JJ Th e diagnosti c syste m shal l indicat e secondar y ai r deliver y syste m malfunctio nwhe nsem e degFe e © f seeandaF y a4Ff4e w

A-1 1P.3 9

4 s ne t deteetab4 e 4 nth e exhaus t system dup4n g a ehe6 k e f th e se6©ndap y

a4 pd©44v©p y

system th e flo w

rat e falls belo w

th e manufacturer' s specifie dlo w flo w limi t suc htha t a vehicl e woul d excee d1. 5 times anv o f th e applicabl e FT P emissio nstandards . (5.2.2 ) Manufacturer s demonstratin g tha t deterioratio no f th e flo w distributio nsvstem i s unlikel y

ma v reoues t Executiv e Office r approva l t o perform

onl v a functiona l chec k o f th e svstem.—L_L

_ suc ha case , th e diagnosti c svstem shal l indicat e a malfunctio n whe nsome degre e o f secondar y airflo w

i s no t detectabl e inth e exhaus t svstem

durin g a check . (45.3 ) Monitorin g Conditions : Th e monitorin g o f th e secondar y ai r deliver y system an dth e ai r switchin g valv e shal l occu r onc e pe r trip . (45.4 ) MI L Illuminatio nan dFaul t Cod e Storage : Th e diagnosti c system shal l stor e a faul t cod e w4th4 n5 seeaRd s e f deteet4R g a ma4fun6t4en . an

dth e MI L shal l illuminat e n o late r tha nth e en do f th e nex t tri pi f th e malfunctio ni s agai ndetected . (5fi.O ) AI RCONOITIONIN GSYSTE M REFRIGERAN T MONITORIN G (Sfi.l ) Requirement : (Sfi.1.1 ) Th e diagnosti c system shal l monito r ai r conditionin g system s fo r los s o f refrigerant s whic hcoul dharm th e stratospheri c ozon e laye r o r ar e reactiv e i nformin g atmospheri c ozone . An y

senso r use dfo r suc hmonitorin g shal l itsel f b e monitore dfo r prope r circui t continuit y an dprope r rang e o f operation . A

provisio nfo r ensurin g tha t a leak ha s bee n correcte dbefor e extinguishin g th e MI L shal l b e provided . (6fi.l.2 ) Manufacturer s o f a mode l vehicl e whic hwil l phas e ou t th e us e o f sue hpefp4gepant s chlorofluorocarbon s i nit s ai r conditionin g system s b y th e 199 6 model-yea r o r whic hwil l us e federally-approve drefrigerant s wit hsubstantiall y les s atmospheri c ozon e depletin g potentia l tha nCFC-1 2 nee dno t compl y wit hthi s requiremen t fo r tha t model . (Ifi.2 ) Malfunctio nCriteria : Manufacturer s shal l provid e a monitorin g strateg y fo r approva l b

y th e Executiv e Office r fo r monitorin g a refrigeran t leak . Th e approva l shal l b e base do ntimelines s an d reliabilit y

indetectin g a leak . (Sfi.3 ) Monitorin g Conditions : Th e diagnosti c system shal l monito r th e ai r conditionin g system a t leas t onc e pe r trip . (Sfi.4 ) MI L Illuminatio nan dFaul t Cod e Storage : Th e diagnosti c system shal l stor e a faul t cod e w4th4 nS se6©nd s e f deteet4R g a pe.en.4a 4 ma4fun6t4en T an

dth e MI L shal l illuminat e n o late r tha nth e endo f th e nex t tri pi f th e malfunctio ni s agai npresent . Th e diagnosti c system shal l no t clea r a faul t cod e an dth e MI L shal l no t tur nof f unles s th e leak ha s bee ncorrected .

A-1 2 

# «* ?P.4 0

(62.0 ) FUE L SYSTE M

MONITORIN G (61.1 ) Requirement : Th e diagnosti c system shal l monito r th e fue l deliver y system fo r it s abilit y

t o provid e complianc e wit h emissio nstandards . (62.2 ) Malfunctio nCriteria : Th e manufacture r shal l establis h malfunctio ncriteri a t o monito r th e fue l deliver y syste m suc htha t a vehicle' s emission s woul dno t excee d1. 5 time s any o f th e applicabl e FT P era4ss4e nstandard s befor e a faul t i s detected . I f th e vehicl e i s equippe dwit hfue l tri m eireuitry , th e manufacture r shal l includ e a s on e o f th e malfunctio ncriteri a th e conditio n wher e th e tri m

circuitr y

ha s use dupal l o f th e tri m adjustmen t allowe dwithi nth e manufacturer' s selecte dlimit(s) . Manufacturer s ma y

compensat e th e criteri a limit(s ) appropriatel y fo r change s i

naltitud e o r fo r temporar y introductio no f larg e amount s o f purg e vapo r o r fo r othe r simila r identifiabl e operatin g condition s whe nthe y

occur . (62-3 ) Monitorin g Conditions : Th e fue l system shal l b e monitore d continuousl y

fo r th e presenc e o f a malfunction . (62.4 ) MI L Illuminatio nan dFaul t Cod e Storage : (62.4.1 ) Fo r fue l system s wit hshort-term tri m onl y capability , th e diagnosti c system shal l stor e a faul t eod e afte r th e fue l system ha s attaine dth e criteri a limi t fo r a manufacturer-define d tim e interva l sufficien t t o determin e a malfunction . Th e M_ L sha4 4 444am4nat ©

4I f th e malfunctio ncriteri a limi t an dtim e interva l ar e exceeded , th e MI L shal l b e illuminate dan da faul t 

## e_?dji_Ata___t__

plate r tha nth e en do f th e nex t drivin g cycl e i n whie hth e criteri a an dinterva l ar e agai nexceeded, unles s drivin g condition s simila r t o thos e unde r whie hth e proble m wa s originall y detecte dhav e bee nencountere d(se e sectio n(7.4.3) ) withou t suc h an-fi__eeeri_mce . i

nwhic hcas e th e initia l temporar y cod e an

dstore d condition s ma v

b e erased . Furthermore , i f simila r drivin g condition s ar e no t encountere ddurin g § 0 trj-a s .subsequen t t o th e 

## initia l detectio no f a malfunction , th e initia l temporar y cod e and store dcondition s ma v be erased , entw

©ssnsesat4v e dF4v4n § ©y©4e s © pentw © eye4e s WRSF S th e spee daR d4ea de©Rd4t4en s © f th e seeeRd eye4 ©ap @ w4th4 n
_ 9 p©P6en t © f th e eend4t4©R S tha t ea4ste ddap4R g th e f4ps t ma4faRet4© n(th e t4m e 4ntepva 4 fe pdetepm4n4R g a ma4faR6t4e n4 s pestp4ete dbase de ndem©nstpat4e ntest4n g Fequ4Fe d 4 Rsabseet4©R(§)) - (62.4.2 ) Fo r fue l system s wit hlong-ter m fue l tri m

capability , upo nattainin g a long-ter m base dmalfunctio ncriteri a limi t independen t of . o r i

ncombinatio nwith , th e short-ter m tri m svstem status , th e MI L shal l b e illuminate dan da faul t cod e store dn o late r tha nth e en

do f th e nex t tri o i nwhic hth e malfunctio ni s agai ndetected , unles s drivin g condition s simila r t o thos e unde r whic hth e problem

wa s originall y

detecte dhav e bee nencountere d (se e subsectio n(7.4.3) ) withou t a nindicatio no f a malfunction . i nWhic hcas e th e initia l temporar y cod e an

dstore dcondition s ma v

A-1 3 

## YOP.4 1

b e erased . Furthermore , i f simila r drivin g condition s ar e no t encountere ddurin g 8 0 trip s subsequen t t o th e initia l detectio no f a malfunction , th e initia l temporar y cod e an

dstore dcondition s ma y b e erased , th e d4agnest4 e system sha4 4 step e a fau4 t ced e aR d th e MIf c sha4 4 444um4nat e w4th4 n6 seeeRd s e f atta4n4n g a 4©Rg-teFm base dma4fanet4e n6P4tep4 a 44m4 t 4ndependen t SF T S P 4 Reemb4Rat4e R w4th T th e shept-tepm tp4 m system status - (7.4.3 ) Upo ndetectio no f a fue l svstem malfunction , manufacturer s shal l stor e th e engine speed , loa dan dwarm-u o statu s (i.e. . col d o r warmed-up ) unde r whic hth e malfunctio nwa s detected . A tri o o r drivin g cvcl e shal l b e considere dt o hav e simila r condition s i f th e store dengin e spee di s encountere dwithi n37 5 rpm . loa d condition s withi n1 0 percent , an dth e sam

e warm-u pstatu s i s present . Wit hExecutiv e Office r approval , othe r strategie s fo r determinin g i f simila r condition s hav e bee nencountere dma v b e employed . Approva l shal l b e base doncomparabl e timelines s an d reliabilit y

indetectin g simila r conditions . (72.0 ) OXYGE N

SENSO RMONITORING (76.1 ) Requirement : (78.1.1 ) Th e diagnosti c system shal l monitor , a t a minimum , th e outpu t voltag e an

drespons e rat e o f al l primar y (fue l control ) oxyge n(lambda ) sensor s fo r malfunction . I t shal l als o monito r al l secondar y

oxyge nsensor s (fue l tri m contro l o r us e a s a monitorin g device ) fo r prope r outpu t voltag e and/o r respons e rate . Respons e rat e i s th e tim e require dfo r th e oxyge nsenso r t o switc h fro m lean-to-ric honc e i t i s expose dt o a riche r tha n stoichiometri c exhaus t ga s o r vic e vers a (measurin g oxyge nsenso r switchin g frequenc y

4 s ma y no t b £ a

nadequat e indicato r o f oxyge n senso r respons e rate , particularl y at lo w speeds) . (75.1.2 ) Eithe r th e lean-to-ric ho r bot hth e lean-to-ric han d rich-to-lea nrespons e rate s shal l b e checked . Respons e rat e check s shal l evaluat e th e portion s o f th e sensor' s dynami c signa l tha t ar e mos t affecte db y senso r malfunction s suc ha s agin g o r poisoning . (7-1-3 ) Fe p6©Rvent4ena 4 SSRSSP S w4t ha nem4na 4 ISF B t e en s v©4 t s4gna4 T th e pespeRs e pat e detepm4Rat4©Ra4g©p4th m ma y ne t as e a beg4nR4R g epen_4R § s4gna 4 4eve 4 fe pth e 4ead44m4 t abev e 15 9 m4444v©4ts - A4tepnat4ve4y T mManufacturer s ma y observ e th e voltag e envelop e o f th e senso r whe ncycle da t a frequenc y o f 1. 5 Hert z o r greater , a s determine db y th e manufacturer , t o evaluat e a slo w respons e rat e senso r (i.e . a slow senso r canno t achiev e maximu m and/o r minimu

m voltag e a s wil l a goodsenso r give na properl y chose nswitchin g frequenc y an dfue l ste pchang e fo r th e check) . Wit hExecutiv e Office r approval , manufacturer s ma y us e othe r voltag e requirements/fuel-ai r switchin g frequencie s o r monitorin g strategie s base dona determinatio no f accurat e an dtimel y evaluatio no f th e sensor .

A-1 4 

# H(71.1.42 ) Fo r sensor s wit hdifferen t characteristics , th e manufacture r shal l submi t dat a an da nengineerin g evaluatio nt o th e Executiv e Office r fo r approva l base do nshowin g equivalen t evaluatio no f th e sensor . (71.1.54 ) Fo r vehicle s equippe dwit hheate doxyge nsensors , th e heate r circui t shal l b e monitore dfo r prope r curren t o r voltag e dro p(note : a continuit y chec k o f oxyge nsensor s i s no t required) . Othe r heate r cireui t monitorin g strategie s woul drequir e approva l b y th e Executiv e Office r base donequall y reliabl e an

dtimel y indicatio no f malfunctio na s curren t o r voltage-base dmonitoring . (72.2 ) Malfunctio nCriteria : (72.2.1 ) A noxyge nsenso r shal l b e considere dmalfunctionin g whe n th e voltag e and/o r respons e rat e criteri a ar e exceede dan dcause s emission s fro

m a dapab444t y

deraanstpat4©

nvehicl e equippe dwit h th e sensor(s ) t o excee da nFT P tes t b

y map ©tha n1. 5 time s an y o f th e applicabl e £I Rstandards , o r whe nth e voltag e and/o r respons e rat e criteri a o f sensor s fo r us e a s a diagnosti c system monitorin g devie e (e.g. , fo r catalys t efficienc y monitoring ) ar e exceeded . (71.2.2 ) Fo r heate doxyge nsensors , th e heate r circui t shal l b e considere dmalfunctionin g whe nth e curren t o r voltag e dro pinth e circui t i s n o longe r withi nth e manufacturer' s specifie dlimit s fo r prope r operation . Subjec t t o Executiv e Office r approval , othe r monitorin g strateg y malfunctio ncriteri a fo r detectio no f heate r circui t malfunction s ma y be use dprovide dth e manufacture r submit s dat a showin g monitorin g reliabilit y an dtimelines s t o be equivalen t t o th e state dcriteri a inthi s paragraph . (?2.3 ) Monitorin g Conditions : (72.3.1 ) Fo r primar y

oxyge nsensor(s ) use dfo r fue l control , th e respons e rat e an

doutpu t voltag e shal l b e monitore dfo r malfunctio nbefor e th e en do f th e firs t idl e perio dafte r th e vehicl e ha s commence delosed-loo poperation , i f th e necessar y eheekin g conditio nfo r acceptable oxyge nsensor(s ) performanc e ha s bee nencountered . Th e performanc e o f th e senso r canonl y b e judge dacceptabl e b

y on e o r mor e o f th e followin g means : withi n any 2 0 secondreasonabl y steady spee dconditio n(-peassnab4 y steady - 4 s
__

_define di

nX_U(1.3.2) , withi nany deceleratio no f 3 second s o r more , o r durin g th e firs t idl e perio do f a t leas t 2 0 second s afte r close dloopoperatio nbegin s (i.e. , no t durin g a n acceleratio ncondition) ; heweve F no t withstanding , unacceptabl e performanc e eanbe determine da t any time . Othe r monitorin g condition s ma y

be use dprovide dth e manufacture r provide s a monitorin g strateg y

an dsupportin g dat a showin g equivalen t monitorin g reliabilit y an dtimelines s i

ndetectin g a malfunctionin g senso r compare dt o th e abov e monitorin g condition s an dth e Executiv e Office r approves .

A-1 5P.4 3

(72.3.2 ) Fo r secondar y oxyge nsensor s use dfo r catalys t monitorin g and/o r fue l system

trim , th e respons e rat e and/o r outpu t voltag e shal l b e monitore dfo r malfunctio na t leas t onc e pe r trip . (72-3.3 ) Fo r heate doxyge nsensors , th e heate r circui t shal l b e monitore dfo r malfunctio na t leas t onc e pe r trip .

. ) MI L Illuminatio nan dFaul t Cod e Storage : Upo ndetectio no f any oxyge nsenso r malfunction , th e diagnosti c system shal l stor e a faul t cod e an

dth e MI L shal l illuminat e n o late r tha nth e en do f th e nex t tri pi f th e malfunctio ni s agai npresent . (28.5 ) Othe r (non^lambda ) Oxyge nSensors : (72.5.1 ) Fo r vehicle s equippe dwit huniversa l exhaus t ga s oxyge n sensor s (i.e . sensor s whic hprovid e a noutpu t proportiona l t o exhaus t ga s oxyge nconcentration) , th e diagnosti c system shal l provid e a respons e rat e chec k (th e time require dt o respon dt o a specifi c chang e infuel/ai r ratio ) a t leas t onc e pe r tri pan da n out-of-rang e chec k fo r whic hmonitorin g shal l b e continuous . Fo r malfunctions , MI L illuminatio nan dfaul t cod e storag e shal l b e a s in(72.4) . (72.5.2 ) I f a manufacture r utilize s othe r type s o f oxyge n sensors , th e manufacture r shal l submi t a monitorin g pla nt o th e Executiv e Office r fo r approva l base donequivalen t monitorin g wit h conventiona l sensors . (82.0 ) EGRSYSTE M

MONITORIN G (02-1 ) Requirement : X-LJ-JL) . Th e diagnosti c system shal l monito r th e EG Rsystem

on vehicle s so-equippe dfo r lo w an dhig hflo w

rat e malfunctions . (9.1.2 ) Manufacturer s ma v reques t Executiv e Office r approva l t o temporaril y

disabl e th e EG

Rsvstem

chec k unde r specifi c condition s i f i t ca nb e demonstrate dtha t a reliabl e chec k canno t b e mad e whe nthes e condition s exist . (82-2 ) Malfunctio nCriteria : Th e EG Rsystem

shal l b e considere d malfunctionin g whe non e o r bot ho f th e followin g occurs : (1 ) any componen t o f th e system fail s t o perform

withi nmanufacture r specifications. , o r X_L i th e EG Rflow rat e exceed s th e manufacturer' s specifie dlo w an ds xhighflow

limit s suc htha t a vehicl e woul dexcee d1. 5 time s _myL_Q l th e applicabl e FT P emissio n standards . (82.3 ) Monitorin g Conditions : Th e diagnosti c system shal l monito r th e EG Rsystem

a t leas t onc e pe r trip . (82.4 ) MI L Illuminatio nan dFaul t Cod e Storage : Th e diagnosti c system shal l stor e a faul t cod e w4th4 nf4v e seeend s e f deteet4R g a

A-1 6 

# HSraa4fuRet4©R- ?_u__L£h e MI L shal l illuminat e n o late r tha nth e en d o f th e nex t tripi f th e malfunctio ni s agai npresent . (912.0 ) COMPREHENSIV E COMPONEN T MONITORIN G (912.1 ) Requirement : (912.1.1 ) Inpu t Components : (A ) Th e diagnosti c system shal l monito r fo r malfunctio nany electroni c era4ss4©R-pe4ate dpowertrai ncomponent/syste m whic hcan affec t eraission s no t otherwis e describe dabov e tha t provide s inpu t directl y o r indirectl y

t o th e on-boar dcomputer . (B ) Suc hmonitorin g shal l b e base da t a minimum onprope r circui t continuit y

an dou t o f rang e value s (whic hinclude s rationalit y Checkin g (logi c evaluatio no f availabl e informatio nt o determin e i f a componen t i s operatin g properl y withi nit s norma l range) , t o ensur e prppe r operatio no f th e inpu t devic e (e.g. . indicatin g a malfunctio ni

nth e eas e o f highfue l tan k pressur e whe nth e coolan t temperatur e i s low , a naeeeleromete r outpu t indicatin g continuou s roug hroa dconditions , etc.)) . (C ) Inpu t component s
___ y include , bu t ar e no t limite dto , th e vehicl e spee dsensor , cran k angl e sensor , knoc k sensor , throttl e positio nsensor , coolan t temperatur e sensor , ca m positio nsensor , fue l compositio nsenso r (e.g . methano l flexibl e fue l vehicles) , transmissio nelectroni c component s suc ha s sensors , modules , an d solenoid s whic hprovid e signal s t o th e en§4n e managemen t 

### powertrai ncontro l syste m (se e section(b ) (10.5)) . (D ) Th e coolan t temperatur e senso r shal l b e monitore dfo r achievin g a stabilize dminimum temperatur e leve l whic hi s neede d t o achiev e closed-loo poperatio nwithi na manufacturer-specifie d tim e interva l afte r startin g th e engine . Th e Executiv e Office r shal l allow

disablemen t o f thi s chec k unde r extremel y lo w ambien t temperatur e condition s provide da manufacture r submit s dat a demonstratin g non-attainmen t o f a stabilize dminimu m temperature . (912.1.2 ) Outpu t Components : (A ) Th e diagnosti c system shal l monito r fo r prope r functiona l respons e t o eae hcompute r command , any era4ss4©n-pe4ate dpowertrai n outpu t component/syste m receivin g command s from th e compute r eithe r directl y

o r indirectl y

whic hca naffec t emission s an dwhic h i s no t otherwis e monitore da s a component/syste m inth e abov e monitorin g requirements . (B ) Component s fo r whic hfunctiona l monitorin g i s no t feasibl e shal l b e monitored , a t a minimum , fo r prope r circui t continuit y an dou t o f rang e values , i f applicable . (C ) Outpu t component s ma y include , bu t ar e no t limite dto , th e automati c idl e spee dmotor , emission-relate delectroni c onl y

A-1 7P.4 5

transmissio ncontrols , heate dfue l preparatio nsystems , an da warmu pcatalys t bypas s valv e (se e sectio n(b ) (10.5)) . (912.2 ) Malfunctio nCriteria : (912.2.1 ) Inpu t Components : Inpu t components/system s shal l b e considere dmalfunctionin g when , a t a minimum , lac k o f circui t continuit y

o r manufacturer-specifie d out-of-rang e value s occur . Additionally , th e coolan t temperatur e senso r shal l b e considere d malfunctionin g i f i t doe s no t achiev e a stabilize dminimum temperatur e necessar y fo r closed-loo poperatio nwithi na manufacturer-speeifie d tim e interva l afte r startin g th e engine . (912.2.2 ) Outpu t Components : Outpu t components/system s shal l b e considere dmalfunctionin g whe na prope r functiona l respons e t o eac hcompute r commanddoe s no t occur . Shoul da functiona l chec k fo r malfunctio nno t b e feasible , the na noutpu t component/syste m shal l b e considere dmalfunctionin g when , a t a minimum , lac k o f circui t continuit y

o r manufacturer-specifie d out-of-rang e value s oceur . (912.3 ) Monitorin g Conditions : Components/system s i nthi s subsectio n shal l b e monitore dcontinuously . (912.4 ) MI L Illuminatio nan dFaul t Cod e Storage : Upo ndetectin g a malfunction , th e diagnosti c system shal l stor e a faul t cod e w4th4 R 5 seeend s an

dth e MI L shal l illuminat e no late r tha nth e en do f th e nex t tri pi f th e malfunctio ni s agai ndetected . (912.5 ) Componen t Determination : Th e manufacture r shal l determin e whethe r anpowertrai ninpu t o r outpu t componen t no t otherwis e covere d4 s era4ss4en-pe4ate d ca naffec t emissions . I f th e Executiv e Office r reasonabl y believe s tha t a manufacture r ha s incorrectl y

determine dtha t a componen t 4 s ne t em4ss4en-pe4ate d canno t affec t emissions , th e Executiv e Office r shal l requir e th e manufacture r t o provid e emissio ndat a showin g tha t suc ha component , whe nfault y an dinstalle di

na suitabl e tes t vehicle , doe s no t hav e a

nemissio neffect . (c ) ADDITIONA L MI L ILLUMINATIO N AN D FAUL T COD E STORAG E PROTOCO L (1.0 ) MI L ILLUMINATIO N Fo r al l emission-relate dcomponents/systems , upo nfina l determinatio no f malfunction , th e MI L shal l remai n continuousl y

illuminate d(excep t tha t i t shal l blin k a s indicate d previousl y

fo r misfir e detection) . I f any malfunction s ar e identifie dinadditio nt o misfire , th e misfir e conditio nshal l tak e precedence , an

dth e MI L shal l blin k aceordingly . Th e diagnosti c system

shal l stor e a faul t cod e fo r MI L illuminatio n wheneve r th e MI L i s illuminated . Th e diagnosti c system shal l illuminat e th e MI L an dshal l stor e a cod e wheneve r th e engin e contro l enter s a defaul t o r "lim phome " mod e o f operation . Th e diagnosti c system

shal l illuminat e th e MI L an dshal l stor e a cod e wheneve r th e engin e contro l system fail s t o ente r closed-loo p operatio nwithi na manufacture r specifie dminimu m tim e interval .

A-1 8 

# «f(2.0 ) EXTINGUISHIN GTH E MI L

(2.1 ) Misfir e an

d Fue l System

Malfunctions : Fo r misfir e o r fue l system malfunctions , th e MI L ma y b e extinguishe di f th e faul t doe s no t recu r whe nmonitore ddurin g tw ©thre e subsequen t sequentia l drivin g cyele s i

n whic hcondition s ar e s4raa4taneeus4 y w4th4 n1 9 pepeen t © f th e spee dan d 4ead6©nd4t4en s simila r t o thos e unde r whic he»4ste d whe nth e malfunctio nwa s firs t determine d(se e sections_(b ) (3.4.3 ) an d (b ) (7.4.3U . (2.2 ) Al l Othe r Malfunctions : Excep t a s note di n sectio n(b ) (6.4) . fPo r al l othe r faults , th e MI L ma y b e extinguishe dafte r thre e subsequen t sequentia l trip s i n whic hth e malfunctio nha s no t recurre dan

d no othe r malfunctio nha s bee nidentifie dtha t woul d independentl y

illuminat e th e MI L accordin g t o th e requirement s outline d above . (3.0 ) ERASINGA

FAUL T COD E Th e diagnosti c system ma y eras e a faul t cod e i f th e sam

e faul t i s no t re-registere di n a t leas t 4 0 engin e warm-u p cycles , an d the MI L i s no t illuminate d fo r tha t faul t

______ _ (d ) TAMPERINGPROTECTIO N Computer-code dengin e operatin g parameter s shal l no t b e changeabl e withou t th e us e o f specialize dtool s an d procedure s (e.g . soldere do r potte dcompute r component s o r seale d(o r soldered ) compute r enclosures) . Subjec t t o Executiv e Offiee r approval , manufacturer s ma y exemp t fro

m thi s requiremen t thos e produc t line s whic har e unlikel y t o requir e protection . Criteri a t o b e evaluate di n makin g an exemptio n include , bu t ar e no t limite dto , curren t availabilit y o f performanc e chips , highperformanc e capabilit y o f th e vehiele , an

d sale s volume . An y reprogrammabl e compute r cod e system (e.g . EEPROM ) shal l includ e prove n write-protee t feature s whie hma y includ e copyrightabl e executabl e routine s o r othe r methods . (e ) READINESS/FUNCTIO N COD E I f a diagnosti c ehee k o f al l monitore d component s an

d system s ha s no t bee ncomplete dsinc e th e compute r memor y wa s las t cleared , th e manufacture r shal l stor e a cod e indicatin g th e nee dfo r additiona l mixe deit y an d highwa y

drivin g t o complet e th e check . Th e diagnosti c system ehee k fo r continuou s monitorin g o f misfir e an d fue l system

fault s shal l b e considere dcomplet e fo r purpose s o f determinin g th e readines s indicatio ni f malfunction s ar e no t detecte di n thes e area s b

y th e tim e al l othe r diagnosti c system check s ar e complete . Ppepe p epepat4e R s f a n integpate dRefae44n g Vape pReeeveF y System e p th e Fefae44R g p©pt4e Re f a Nen-lRtegpate d Refea44R § Vape pReeevep y System sha4 4 ne t b e eeRs4depe d 4 R deteFm4n4R § d4a§R©st4 e system Fead4Ress - FS P Evap©pat4v e 9n4 y Systems ? a pead4nes s shee k sha4 4 b e esRs4depe d eemp4et e afte pa f4ps t stag e ehee k 4 s eamp4ete . I f monitorin g i s temporaril y disable dunde r condition s whic hma y lea dt o fals e code s fo r an y system , tha t chec k shal l no t be considere di n determinin g diagnosti c system readiness . Th e diagnosti c system shal l als o includ e a cod e o r acknowledg e messag e indicatin g tha t th e diagnosti c system itsel f i s functionin g properly .

A-1 9

•.•_,_.__._ _(f ) STORE D ENGIN E CONDITION S F© F a fue 4 syste mma4fanet4© R © P f© F

R,4 5 f4 F e T wh4eheve p eeeup s f4pst T Upo n detectio n o f th e firs t malfunctio n o f an v componen t o r svstem
. "freez e frame " engin e condition s presen t a t th e tim e a fau4 t ced e 4 s peg4stepe d shal l b e store d i n compute r memory . Shoul d a subseguen t fue l svste mo r misfir e malfunctio n occur , an v previousl yStore d freez e fram e condition s shal l b e replace d b v the fue l svstem

o r misfir e condition s (whicheve r occur s first)

. Store d engin e condition s shal l include , bu t ar e no t limite d to , calculate d loa d valu e (4 f ava44ab4e) , engin e RPM , fue l tri mvalue(s) , fue l pressur e (i f available) , vehicl e spee d (i f available) , coolan t temperature , intak e manifol d pressur e (i f available) , closed

- o r open-loo p operation , an d th e faul t cod e whic h cause d th e dat a t o b e stored

. Th e manufacture r shal l ma ychoos e th e mos t appropriat e se t o f condition s facilitatin g effectiv e repair s fo r freez e fram e storag e whe n th e fau4 t eeeuFS
. Onl yon e fram e o f dat a i s required

. Manufacturer s ma ya t thei r discretio n choos e t o stor e additiona l frame s provide d tha t a t leas t th e require d fram e ca n b e rea d b ya generi c sca n too l meetin g SA E specification s establishe d i n Draf t SA E Recommende d Practice s o n "Generi c Sca n Tool " (J1978) , FebFHap y__JH £ 198921 , an d "Diagnosti c Tes t Modes " (J1979) , Jun e 198921 , whic h ar e incorporate d byreferenc e herein

. If

_ th e faul t cod e causin g th e condition s t o b e store d i s erase d i n accordanc e wit h sectio n (c ) (3.0)

. th e store d engin e condition s ma v b e cleare d a s well

. (g ) DURABILIT YDEMONSTRATION VEHICL E (1.0 ) REQUIREMEN T Eac h yea r a manufacture r shal l provid e emissio n tes t dat a fo r on e certificatio n durabilit yvehicl e tha t ha s no t bee n use d previousl yfo r purpose s o f thi s section

. Th e Executiv e Office r shal l waiv e thi s requiremen t i f a manufacture r doe s no t hav e a certificatio n durabilit yvehicl e availabl e whic h i s suitabl e fo r thi s demonstratio n i n a give n year , provide d a manufacture r submit s othe r dat a fro ma representativ e hig h mileag e vehicl e o r vehicle s acceptabl e t o th e Executiv e Office r t o demonstrat e tha t malfunctio n criteri a ar e base d o n emissio n performance

. Th e AR B shal l determin e th e demonstratio n vehicle

. Eac h manufacture r shal l notif yth e Executiv e Office r prio r t o runnin g a Californi a durabilit yvehicl e i n orde r t o allo wpossibl e selectio n a s th e demonstratio n vehicl e fo r a give n mode l yea r unles s a vehicl e ha s previousl ybee n chose n fo r th e give n mode l year . Demonstratio n test s shal l b e conducte d o n th e certificatio n durabilit yvehicl e a t th e end o f th e require d mileag e accumulation

. Th e demonstratio n tes t fo r th e EG R system , however , ma yb e conducte d a t 50,00 0 mile s unti l ther e i s a standar d fo r NO x emission s applicabl e fo r mor e tha n 50,00 0 miles

. I n th e cas e o f NO x testin g pas t 50,00 0 miles , NO x standard s ma yb e applie d a t th e en d o f mileag e accumulatio n base d o n th e 0-50,00 0 mil e deterioratio n rate
. Upo n adoptio n o f a NO x standar d applicabl e fo r a highe r mileag e interval , th e EGR syste mdemonstratio n shal l als o tak e plac e o n th e certificatio n durabilit yvehicl e a t th e en d o f it s mileag e accumulatio n period

. (1.1 ) Flexibl e fue l vehicle s shal l perfor meac h demonstratio n tes t usin g 8 5 percen t methano l and 1 5 percen t gasoline , and gasolin e PJ_J X Fo r vehicle s capabl e o f operatin g o n othe r fue l combinations , th e manufacture r shal l submi t a pla n fo r performin g

A-2 0 

# V7P.4 8

demonstratio ntestin g fo r approva l b v th e ExecutLlY.fi Office r o nth e basi s o f providin g accurat e an dtimel y

evaluatio no f th e monitore d -_y_ttJ_D-L

_ (2.0 ) APPLICABILIT YTh e manufacture r shal l perform single-faul t testin g base donth e FT P tes t cycl e wit hth e followin g components/system s a t thei r malfunctio ncriteri a limit s a s determine dby th e manufacturer : (2.1 ) Oxyge nSensors . Th e manufacture r shal l conduc t two demonstratio n tests : Th

© firs t tes t involve s testin g al l primar y an dsecondar y (i f equipped ) oxyge nsensor s use dfo r fue l contro l simultaneousl y possessin g norma l outpu t voltag e bu t respons e rat e deteriorate dt o th e malfunctio ncriteri a limi t (secondar y oxyge nsensor s fo r whic h respons e rat e i s no t monitore dshal l b e wit hnorma l respons e characteristics) . Th e secondtest..shal l includ e testin g wit hal l primar y an dsecondar y

(i f equipped ) oxyge nsensor s use dfo r fue l contro l simultaneousl y possessin g outpu t voltag e a t th e malfunctio ncriteri a limit . Th e Executiv e Office r ma y approv e othe r demonstratio nprotocol s i f th e manufacture r ca nsho w comparabl e assuranc e tha t th e malfunctio ncriteri a ar e chose n base do nmeetin g emissio nrequirements . (2.2 ) EG RSystem : Th e manufacture r shal l conduc t onl y on e flo w

rat e demonstratio ntes t a t th e lo w flo w limit . (2.3 ) Fue l Meterin g System : (2.3.1 ) Fo r vehicle s wit hshort-term o r long-terra fue l tri m circuitry , th e manufacture r shal l conduc t on e demonstratio ntes t a t th e borde r o f th e ric hlimi t an don e demonstratio ntes t a t th e borde r o f th e leanlimi t establishe dby th e manufacture r fo r emissio ncompliance . (2.3.2 ) Fo r othe r systems , th e manufacture r shal l conduc t a demonstratio ntes t a t th e criteri a limit(s) . F4e»4b4 e fae 4 veh4e4e s sha4 4 pepfep m th e dem©RStpat4e ntes t en8 6 pepeen t methan® 4 an

dI S pepeen t §ase44ne ? an d© n§as©44n e en4y - Fe p veh4e4e s sapab4 e e f ©peFat4n g ensthe pfae 4 eemb4nat4enS T th e raanafaetapepsha4 4 sabm4 t a p4a Rfe pp©pf©pm4R § th e dem©RStpat4©R f© pappp©va 4 b

y th e _aeeat4v e 9ff4ee penth e bas4 s e f pp©v4d4R g aeeapat e aR

dt4me4 y

eva4aat4e ne f fae 4 system faa4ts - (2.3.3 ) Fo r purpose s o f th e demonstration , th e fault(s ) induce d ma y resul t i

na uniform

distributio no f fue l an dai r amon g th e cylinder s (sevep e d4stp4bat4e npp©b4era s w44 4 a4t4raate4 y b e deteste dwhe nra4sf4p4R§ eeeaps) . Non-unifor m distributio no f fue l an dai r use dt o induc e a faul t shal l no t caus e a nindicatio no f misfire . Th e manufacture r shal l describ e th e fault(s ) induce di n th e fue l system

causin g it t o operat e at th e criteri a limit(s ) fo r th e demonstratio ntes t (e.g. , restricte do r increase dflo w fue l injectors , a

naltere doutpu t signa l airflo w meter , etc.) . Compute r modification s t o caus e th e fue l system t o operat e a t th e

A-2 1 

# Yr

EMU 

# JP.4 9

adaptiv e limi t fo

r malfunctio

n shal l not b

e allowe

d fo r th e demonstratio

n tests . (2.4 ) Misfire : Th

e manufacture r shal l conduc t one FT P demonstratio n tes t a t th e criteri a limi t specifie d i n (b)(3.1)(B ) for malfunction an

d a secon

d demonstratio

n tes t showin

g tha t th

e vehicl e i s capabl e o f passin g a Californi a Inspection/Maintenanc e tes t whe

n operatin

g a t th e misfir e criteri a limit . (2.5 ) Secondar

y Ai r Svstem : Th

e manufacture r shal l conduc t a flo w rat e demonstratio

n tes t a

t th e lo w flo w limit , unles s onl v a functiona l check i s permitted . (2.6 ) Catalvs t Efficiency : (2.6.1 ) Non-LEVs : Th e manufacture r shal l conduc t a baseline FTP tes t witha representativ e 400 0 mil e catalvs t followe d b v on e FTP demonstratio

n tes t usin

g a catalvs t svste

m deteriorated t o it s malfunctio

n limit . I f a manufacture r i s employin g a stead

y stat e catalvs t efficiency chec k i n accordanc e wit hsectio n (b ) (1.2.4) . demonstratio

n o f th

e catalvs t monitorin g svste m i s not required . (2.6.2 ) LEVs : Th

e manufacture r shal l conduc t a catalvs t efficienc

y demonstratio

n usin g a catalvs t deteriorated to withi n th e malfunctio

n criteria . I f tw o substrate s are integrate d into the sam e container , onl v

th e upstrea

m substrat e shal l b e deteriorated fo

r th e demonstration . (2.7 ) Heate

d Catalys t Systems ; Fo r heate d catalvs t system

s tha t us e a

n after star t heatin

g strategy , th

e manufacture r shal l conduc t a demonstratio

n tes t wher e th

e designate

d heatin

g temperatur e is reache d a t th e tim e limi t for malfunctio n after engine starting . (2.8 ) Manufacturer s ma v electronicall y

simulat e deteriorated components . bu t ma v not mak e an

v vehicl e contro l uni t modification s when Performin

g demonstratio

n teStS . Al l equipment necessar y t o duplicat e th

e demonstratio

n tes t mus t b

e made availabl e to th e AR B 

## upo nrequest . (3.0 ) PRECONDITIONIN G Th e manufacture r shal l us e one CVS-7 2 fu4 4 FTP drivin g cycl e (thpe e -bags. - tw © en§4ne stapts ) (tw o "bags. " on

e engine start ) fo

r preconditionin

g befor e eac

ho f th e abov e emissio n tests.. . 4

n 44ea e f th

e 6VS-7 2 dp4v4n

g 6ye4 e (tw

©-ba§s T - ©R e eng4ne stapt ) n©Fma44 y ase d fe p ppeeend4t4en4n

g fa p a n FTP em4ss4e n test - I f a manufacture r ca n demonstrat e tha t additiona l preconditionin

g i s necessar

y t o stabiliz e th

e emissio

n contro l system , th

e Executiv

e Office r shal l allo w a n additiona l preconditionin

g CVS-7S2_

_ drivin g cvcle . o

r a Federa l Highwa y Fue l Econom y Drivin g Cvcle . followin

g a ten-minut e ho t soa k afte r th

e intia l preconditionin g cycle . (4.0 ) EVALUATIO

N PROTOCOL

A-2 2,1 ) Wit hth e exceptio no f short-term tri m onl y vehicle s aR

d f© pra4sf4p©, th e manufacture r shal l se t th e system o r componen t a t th e criteri a limit(s ) from th e beginnin g o f an dthroughou t th e preconditionin g eyel e an dFT P test . .2 ) Fo r short-term

tri m onl y vehicles , th e fue l system shal l operat e a t th e criteri a limi t fror a th e beginnin g o f closed-loo poperatio n fo r th e manufacturer-define dtim e interva l fo r determinin g malfunctio n(an

dnormall y

otherwise ) fo r bot hth e preconditionin g an dFT P tes t cycles . M4sf4p e sha4 4 b e sa t a t 4t s sp4tep4 a 44m4 t a s §p©e4f4e dpapsaan t t ©sabseet4en(b)(2.2)(B ) fper a th e beg4RR4R § ® f th ©FT P tes t ©n4y - (4.3 ) Fo r misfir e demonstration , misfir e shal l be se t a t Jt s criteri a limi t a s specifie dpursuan t t o sectio n(b ) (3.2 ) (B ) throughou t th e preconditionin g cvcl e an dFT P test . (4.34 ) Fo r al l demonstrations , eaeep t thes e spee4f4ea44 y nete dbe4ew T th e MI L shal l b e illuminate db y th e ©R de f th e ppeeeRd4t4eR4R g sye4 ©befor e th e ho t star t portio no f th e FT P tes t i naccordanc e wit hrequirement s o f subsectio n(b) : (4?3?4 ) F© F a shept-tep m tp4m-©n4 y

fae 4 system ? th e MI L sha4 4 be 444am4nate ddap4n § th e FT P test es?! ) FS P a

nEG R th©FT P test system th e MS L sha4 4 444am4nat e b y th e end© f

(4-3-3 ) Fe pth e m4sf4p e dem©nstpat4©nth ©MS L sha4 4 444am4nat e afte p29 9 t e 199 9 eng4n e p©v©4at4en s fpem th e beg4nn4n g e f th e FT P tes t (S P afte p29 9 t e 199 9 eng4R @ p@v©4at4en s fpem th e be§4na4R § s f e4esed-4ee pspepat4e R4 f a nesyge nsens8 P 4 s use dfe pm4sf4p e

(4.34-1 ) I f th e MI L doe s no t illuminat e whe nth e system s o r component s ar e se t a t thei r lirait(s) , th e criteri a limi t o r th e OB D system

i s no t acceptable . (4.34.52 ) Excep t fo r catalvs t efficienc y demonstration . „i f th e MI L illuminate s an

demission s d o no t excee d1. 5 time s an y o f th e applicabl e FT P emissio nstandards , no furthe r demonstratio nshal l b e required. 0 (4.34-62 ) Excep t fo r catalvs t efficienc y demonstration . ?i f th e MI L illuminate s an

demission s excee d1. 5 time s an y o f th e applicabl e FT P emissio nstandards , th e vehicl e shal l b e reteste d wit hth e component' s malfunctio ncriteri a limi t valu e rese t suc h tha t vehicl e emission s ar e reduce db v no mor e tha n3 0 percen t t e w4th4 nf4ftee npeFeefl t e f 4t s ma4fanet4e nep4teF4 a 44ra4 t va4a e (4-e- 7 w4th4 n8 5 t e 19 9 pepeen t e f th e 44ra4t va4ue) . Limi t valu e a t a minimu

m includes , i

nth e cas e o f oxyge nsensors , respons e rat e an dvoltage ; fo r EG

Rsystems , EG

Rflo w rate ; fo r secondar y ai r systems , ai r flo w rate : fo r short-term fue l trim-onl y systems , time interva l a t th e fue l system rang e o f authorit y

A-2 3

aMmP.5 1

limit ; fo r long-ter m fue l tri m

systems , shif t i

nth e bas e fue l calibration : fo r heate d catalvs t systems , th e tim e limi t betwee n engin e startin g an

d attainin g th e designate d heatin g temperatur e (i f anafter-star t heatin g strateg y i s used) : an

d fo r misfire , percen t misfire . Fo r th e OB D syste m t o b e approved , th e vehicl e mus t the nmee t th e abov e emissio nlevel s whe nteste d wit hth e fault y components . Th e MI L shal l no t illuminat e durin g thi s demonstration . (4.4.4 ) Fo r Non-LE V catalvs t efficienc y demonstration , i f H C emission s d o no t increas e b v mor e tha n1. 5 time s th e standar d from th e baselin e FT P tes t an d th e MI L i s illuminated , n o furthe r demonstratio nshal l b e required . However , i f H C emission s increas e b

v mor e tha n1. 5 time s th e standar d from th e baselin e FT P tes t an d th e MI L i s illuminated , th e vehicl e shal l b e reteste d wit hth e averag e FT P H C conversio ncapabilit y o f th e catalvs t svstem increase d b

v n o mor e tha n1 0 percen t (i.e. . 1 0 percen t mor e engin e ou t hydrocarbon s ar e converted) . Fo r th e OB D svste m t o b e approved , th e vehicl e mus t the nmee t th e abov e emissio nlevel s 

## whe nre-tested . Th e MI L shal l no t illuminat e durin g thi s demonstration . (4.4.5 ) Fo r LE

V catalvs t efficienc y demonstration , i f catalvs t efficienc y

i s withi nth e malfunctio ncriteri a rang e ove r th e FT P 

## tes t an dth e MI L i s illuminated , no furthe r demonstratio ni s required . I f catalys t efficienc y fall s outsid e o f th e malfunctio n criteri a range , th e catalyst's efficienc y shal l b e adjusted , o r th e catalvs t shal l b e replace d wit hanothe r deteriorate d catalvst . 

## an dth e system

re-tested . I f catalys t efficienc y i s withi nth e malfunctio ncriteri a rang e ove r th e FT P tes t an d th e MI L i s no t illuminated , th e catalvs t ma v b e deteriorate d furthe r bu t no t below th e lowe r limi t o f th e malfunctio ncriteri a range , an d th e System retested . I f th e catalyst's efficienc y i s belo w

th e lowe r limi t o f th e malfunctio ncriteri a rang e an d th e MI L i s no t illuminated , th e OB D svstem i s no t acceptable . (4.5 ) I f a

nOB D svstem

i s determine d unacceptabl e b v th e abov e criteria . th e manufacture r ma v re-calibrat e an

d re-tes t th e svstem onth e Same DDV . An v

affecte d monitorin g system s demonstrate d prio r t o
-. th e re-calibratio nshal l be re-verified .

. (h ) CERTIFICATIO N DOCUMENTATIO N

Th e manufacture r shal l submi t th e followin g documentatio nfo r eac hengin e famil y a t th e tira

e o f certification : (1 ) A writte ndescriptio no f th e functiona l operatio no f th e diagnosti c syste m

t o b e include d i

nSectio n8 o f manufacturers ' certificatio napplications . (2 ) A tabl e providin g th e followin g informatio nfo r eac hmonitore d componen t o r system (eithe r computer-sense d o r -controlled ) o f th e emissio ncontro l system : i . correspondin g faul t cod e ii . monitorin g metho d o r procedur e fo r malfunctio ndetectio n

A-2 4P.5 2

iii . primar y

malfunctio ndetectio nparamete r an d it s typ e o f outpu t signa l iv . faul t criteri a limit s use dt o evaluat e outpu t signa l o f primar y paramete r v . othe r monitore dsecondar y parameter s an

d condition s (i n engineerin g units ) necessar y fo r malfunctio ndetectio n vi . monitorin g tim e lengt han d frequenc y

o f check s vii . criteri a fo r storin g faul t cod e viii . criteri a fo r illuminatin g malfunctio nindicato r ligh t ix . criteri a use dfo r dpt, arm1n<n P ouf c o f rang e value s an d inpu t componen t rationalitv.Jtififiks . (3 ) A logi c flowchart describin g th e genera l metho do f detectin g malfunction s fo r eac hmonitore demission-relate dcomponen t o r system . T o th e exten t possible , abbreviation s i n Societ y

o f Automotiv e Engineers ' (SAE ) J193 0 "Diagnosti c Acronyms , Terms , an d Definition s fo r Electrical/Electroni c Systems" , June , 198821 , shal l b e used . J193 0 i s incorporate db y referenc e herein . Th e informatio nrequire di n th e char t unde r (2 ) abov e ma y instea db e include din thi s flo w chart , provide dal l o f th e informatio n require di

n (2 ) i s included . (4 ) A listin g an

d bloc k diagram

o f th e inpu t parameter s use dt o calculat e o r determin e calculate dloadvalue s an d th e inpu t parameter s use dt o calculat e o r determin e fue l tri m values . (5 ) A scal e drawin g o f th e MIL ? an d th e fue l ca p indicato r light . i f present , whic hspecifie s locatio nin th e instrumen t panel , wording , color , an

d intensity . (6 ) Emissio ntes t dat a specifie din subsectio n(g) . (7 ) Dat a supportin g th e selecte ddegre e o f misfir e whic hca n b e tolerate dwithou t damagin g th e eatalyst . (8 ) Dat a sapp©pt4n § th e m4n4mam fae 4 f44 4 neede dt e ensap e adeqaat e san4ste pvape p4ead4n g fs p men4tep4n § th e ©vap©pat4v e pup§ @ system

fe p veh4e4e s eqa4ppe d w4t hen-beap d p©fae44R § vape p 

### peeevep y system s Dat a supportin g th e limi t fo r th e tim e betwee n engin e startin g an

d attainin g th e designate dheatin g temperatur e fo r after-star t heate dcatalvs t systems . (9 ) Fo r LEVs . Bdat a supportin g th e criteri a use db y th e diagnosti c system fo r establishin g a 4 9 t©5 9 5 0 t o 6 0 percen t catalys t 

### tota l H C efficienc y

level , o r a 4 0 t o 5 Q percen t -rieterioration !___§ ! (e p ethe pt©4epane e 4eve 4 peqa4pe db y th e Eseeat4v e
/IQ ) Fo r Non-LEVs , dat a supportin g th e criteri a use dt o indicat e a malfunctio nwhe ncataLvsJL-ctetedioratio nlead s t o a 1. 5 .time s th e 

### standar dincreas e inH(Lg-J__sJ,o__s, . i f a stead y stat e catalvs t efficienc y

chec k i s employe di n accordanc e wit hsectio n(b ) q_2_4- . dat a supportin g th e criteri a use db v th e diagnosti c

A-2 5=_____ -

system fo r establishin g a 6 0 t o 8 0 percen t catalVS t efflCienCY leve l shal l b e provide dinstead., . (11 ) Dat a supportin g th e criteri a use dt o detec t evaporati-it puro e svstem

leaks . (192 ) A descriptio no f th e modifie do r deteriorate dcomponen t use d fo r th e faul t simulatio nt o driv e th e fue l system t o th e criteri a limit(s ) fo r demonstratin g fue l system complianc e wit hth e requirement s o f subsectio n(g) . (112 ) An y

othe r informatio ndetermine db y th e Executiv e Office r t o b e necessar y

t o demonstrat e complianc e wit hth e requirement s o f thi s section .

(r ) IN-US E RECAL L TESTINGPROTOCO L Th e manufacture r shal l adher e t o th e followin g procedure s fo r vehicle s subjec t t o in-us e recal l testin g require d b y th e ARB : (1 ) I f th e MI L illuminate s durin g a tes t cycl e o r durin g a preconditionin g cycle , th e faul t causin g th e illuminatio nma y b e identifie dan

drepaire d followin g publishe dprocedure s readil y availabl e t o th e publi c includin g th e independen t servic e sector . (2 ) Th e tes t ma y

b e rerun , an

dth e result s fro

m th e repaire d vehicl e ma y b e use dfo r emissionreportin g purposes . (3 ) I f a vehicl e contain s a par t whic hi s operatin g outsid e o f desig n specification s wit hn o MI L illumination , th e par t shal l no t b e replace d prio r t o emissio ntesting . (4 ) Failur e o f a vehiele , o r vehicle s onaverage , t o mee t applicabl e emissio nstandard s wit hn o illuminatio no f th e MI L shal l no t by itsel f b e ground s fo r requirin g th e OB D system t o b e recalle dfo r recalibratio no r repai r sinc e th e OB D system eanno t predic t precisely whe nvehicle s excee d emissio nstandards . (5 ) A decisiont o recal l th e OB D system fo r recalibratio no r repai r wil l depen donfactor s including , bu t no t limite dto , leve l o f emission s abov e applicabl e standards , presenc e o f identifiabl e fault y o r deteriorate d component s whic haffec t emission s wit hn o MI L illumination , an dsystemati c erroneou s activatio no f th e MIL . (j ) CONFIRMATOR YTESTINGTh e AR B ma y perform

confirmator y

testin g o f manufacturers ' diagnosti c system s fo r complianc e wit hrequirement s o f thi s sectio ni

naccordanc e wit hmalfunctio ncriteri a submitte di nth e manufacturer' s approve dcertificatio ndocumentation . Th e AR B o r it s designe e ma y

instal l appropriatel y deteriorate do r malfunctionin g component s i na notherwis e properl y functionin g tes t vehicl e o f a nengin e famil y represente db

y th e demonstratio ntes t vehicle(s ) (or simulat e a deteriorate d o r malfunctionin g componen t response ) i norde r t o tes t th e fue l system , misfir e detectio nsystem , oxyge nsensor , secondar y ai r svstem . catalvs t efficienc y

monitorin g svstem . heate dcatalvs t svstem . an dEG Rsystem malfunctio ncriteri a fo r complianc e wit hth e applicabl e emissio n constraint s i

nthi s section . Confirmator y testin g t o verif y

tha t malfunctio ncriteri a ar e se t fo r complianc e wit hemissio nrequirement s o f thi s sectio nshal l b e limite dt o vehicle s i nengin e familie s derive dfro m

A-2 6



## - S- 3P.5 4

th e demonstratio nvehicle(s) . Diagnosti c system s o f a representativ e sampl e o f vehicle s whic huniforml y fai l t o mee t th e requirement s o f thi s sectio n ma y b e recalle d fo r correction . (k ) STANDARDIZATIO N Standardize d acces s t o emission-relate d faul t codes , emission-relate d powertrai ntes t informatio n(i.e. , paramete r values ) a s outline d i

nsubsectio n(1) , emissio nre l ate d _d_i_ignosti. c _aEP_cedureS» , and store d freez e fram e dat a shal l b e incorporate d base d o nSA E specifications . (1.0 ) ______§

£ «3185 9 SA E Recommende d Practic e J185Q . "Clas s B Dat a Communieatio nNetwor k Interface " (J18S9) , Neverabep
______ _198821 , o r IS O 914 1 CARB . "Roa d vehicle s - Diagnostic . SvsJAem s - CAR B Requirement s fo r Interchang e o f Digita l InformatlPJL_

_whic h4 s
___

£ incorporate d b

y reference , shal l b e use d a s th e on-boar d t o off boar d networ k communieation s protocol . Al l emissio nrelate d messages , sen t t o th e J197 8 sca ntoo l ave___a__U__5Q dat a link Shal l us e th e Cycli c Redundanc y Chec k and th e thre e bvt e head.e___-a___

_ shal l no t us e inter-bvt e separatio no r checksums . (lrl ) Th

©Gye44 s Redandane y Shee k (6RS ) an

d aeknew4edg e byt e ept4sn s 4 R .185 9 sha4 4 b e eempat4b4 e w4t hth e eemman4eat4e nmessage s pefepsnee d 4 nJ197 8 an d J1979 ? 9th@ p J185 9 ©pt4©n s ma y b © p@pm4tte d by

th ©Eaeeat4v©Qff4ss p base d ape na p©v4e w e f eerap4©H4t y

an d ees t 4mpa6 t e nth e §enep4 e sea nte©4 - (1T2 ) I f Intepnat4ena 4 StandaFd s 9p§an4iat4e n(£S8 ) 914 1 beeeme s 8©8§4st©n t w4t hSA i ^1962 T «31978 y J1979 ? aRd J291 2 sae htha t en4 y ®n®pp©t©e© 4 weu4 d eent4na @ t e b @ neede d t ©at444_ e th e sea ntee4 T th e S„.sat4v s 9ff4ee p ma y a44e w th e pev4se d _S 9 914 1 t e b e ase d a s a s _4!@pnat ©phys4ea 4 4aye p and b4 t peppes@ntat4© nfep th4 s i©^mun4eat4©n T Th

© appp©va 4 sha4 4 b

©base d ©nt4m@4 y

ava44ab444t y ® f IS O 914 1 fep 4ntegpat4e n4nt e th ©genep4 e sea nts© 4 w4t h K34a4raa 4 add4t4ena 4 ees t e p eemp4en4ty ? (2.0 ) .197 8 & .197 9 Standardizatio no f th e messag e conten t (includin g tes t mode s an

d tes t messages ) a s wel l a s standardizatio no f th e downloadin g protoco l fo r faul t codes , paramete r value s an d thei r units , and freez e fram e dat a ar e se t fort hi nDraf t SA E Recommende d Practice s o n"Generi c Sca nTool " (J1978) , FebpaaFy , 198921 , and "Diagnosti c Tes t Modes " (J1979) , June , 198921 , whic h hav e bee nincorporate d b y reference . Faul t codes , paramete r values , and freez e fram e dat a shal l b e eapabl e o f bein g downloade d t o a generi c sca ntoo l meetin g thes e SA E specifications . (2.1 ) Manufacturer s shal l mak e readil y availabl e a t a fai r an d reasonabl e pric e t o th e automotiv e repai r industr y vehicl e repai r procedure s whic hallo w effectiv e emissio nrelate d diagnosi s an d r_efl_-ij- s t o b e performe d usin g onl v th e J197 8 Generi c Sca nToo l an d commonl y

available , non-microorocesso r base d tools . I nadditio n t o thes e .procedures , manufacturer s ma v publis hrepai r procedure s referencin g th e us e o f manufacture r specifi c o r enhance d ei-UP-_.e_3.t- .

A-2 7

### (2.2 ) Th e J197 8 scantoo l shal l be capabl e o f notifyin g th e use r whe n on e o r mor e o f th e require dmonitorin g system s ar e no t include da s par t o f th e OB D svstem . (3.0 ) .20X 2

________

_ Uniform

faul t code s base do n SA E specification s shal l b e employed . SA E Draf t Informatio nRepor t "Recommende d Forma t an

d Message s fo r Diagnosti c Troubl e Codes " (J2012) , FebFaap y

June . 198921 , i s incorporate dby reference . (4.0 ) _196 2 A

standar ddat a lin

k connecto r in a standar dlocatio nin eac hvehicl e base do n SA E specification s shal l b e incorporated . An y pin s in th e standar dconnecto r tha t provid e an y electrica l powe r shal l b e properl y fuse dt o protec t th e integrit y and usefulnes s o f th e diagnosti c connecto r fo r diagnosti c purposes . Th e SA E Draf t Recommende dPractic e "Diagnosti c Connector " (J1962) , Fefepaap y
______ _198921 , i s incorporate dby reference . (1 ) SIGNA L ACCES S (1.0 ) Th e followin g signal s in additio nt o th e require dfreez e fram e informatio nshal l b e mad e availabl e o n deman dthroug hth e seria l por t o n th e standardize ddat a lin k connector : calculatedloa d valu e (4 f ava44ab4e) , diagnosti c troubl e codes , engin e coolan t temperature , fue l contro l system statu s (ope nloop , close dloop , other) , fue l tri m

(i f equipped) , fue l pressur e (i f available) , ignitio ntimin g advance , intak e ai r temperatur e (i f equipped) , manifol dai r pressur e (i f equipped) , ai r flo w rat e from

mas s ai r flo w mete r (i f equipped) , engin e RPM , throttl e positio nsenso r outpu t valu e (i f equipped) , secondar y ai r statu s (upstream , downstream , o r atmosphere ; i f equipped) , an d vehicl e spee d(i f equipped) . Th e signal s shal l b e provide di n standar dunit s base d onth e SA E specification s incorporate db y referenc e in thi s regulation , an

d actua l signal s shal l b e clearl y identifie d separatel y

from defaul t valu e o r lim phome signals . (2.0 ) Th e manufacture r shal l publis hi n factor y

servic e manual s a norma l rang e fo r th e calculate dloa d valu e an

d mas s ai r flo w

rat e a t idle , an

d a t 250 0 RP M

(n o load , i

n neutra l o r park) . I f th e tota l fue l commandtri m

i s mad e u

p b y mor e tha non e sourc e (e.g . short term tri m an d long-ter

m trim) , al l fue l tri m signal s shal l b e available . Th e signal s shal l b e provide din standar dunit s base d onth e incorporate dSA E specifications , an d actua l signal s shal l b e clearl y

identifie dseparatel y fro m defaul t valu e o r lim p home signals . (3.0 ) A sepapat e ana4e § s4gna 4 fe p sas hegyge nsense pase dsha4 4 b e ava44ab4 ©4 n th

© dat a 44nk ssnneets p ©geep t a s nete dbe4ew - Th e 4eeat4e n4 n th

© standap ddat a 44nk eenneete p fe p ap t e fea pegyge R sense ps4gna4s 7 4 f needed ? sha4 4 b e deteFm4ne db y SA E spe64f46at4e n4 n J1962 - Th e s4gna 4 4ev© 4 sha4 4 b e R©m4Ra44 y zeF e t e ©R ©ve4t . b @ 4se4ate dfFer a th e 6entpe 4 e4pea4 t (4-e - baffeFe d s4gna4) T an

d sha4 4 aeeupate4 y

FepFeseR t th e egyge nsense F s4gna4s 4 npespens e pat e an

d f4de44t y

(4-e - n e smeeth4n§) - In 44e a e f th e abeve T egyge nsense pdat a ma y b e pp©v4de d thFeag hth e dat a 44R k

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# _r ~sp©64f4e d4 n SA E J197 9 4 f a n eff-beap degyge nsense peva4uat4e n pp©v4de s eqaa 4 ©

p bette pd4sep4m4Rat4e ne f ma4fanet4eR S tha Rth e ©R-b©ap dcheek - Oxvge nsenso r dat a tha t wil l allo w diagnosi s o f 

### malfunctionin g oxvoe nsensor s shal l h e provide dthroug hth e dat a link . Suc hdat a shal l b e transmitte di n accordanc e wit hJ1979 , Alternativ e method s shal l b e approve db y th e Executiv e Office r if , i nth e judgmen t o f th e Executiv e Officer , the y provid e fo r a n standapd4ie d equivalen t off-boar devaluatio no f th e oxyge n sensor(s) . (m ) IMPLEMENTATIO N

SCHEDUL E (1.0 ) Thes e OB

D I I requirements , except evaporativ e pure e svste

m monitorin g (se e seetio n(b ) (4.1.5) . shal l b e implemente d beginnin g wit hth e 199 4 mode l year . (2.0 ) Th e Executiv e Office r shal l gran t an extensio nfo r complianc e wit h th e requirement s o f thes e subsection s wit hrespec t t o a specifi c vehicl e mode l o r engin e famil y i f th e vehicl e mode l o r engin e famil y meet s previousl y

applicabl e on-boar ddiagnosti c system requirement s an

d a manufacture r demonstrate s tha t i t canno t modif y a presen t electroni c contro l system b y th e 199 4 model-yea r becaus e majo r desig nsystem

change s no t consisten t wit hth e manufacturer' s projecte dchangeove r schedul e woul db e neede dt o compl y wit h provision s o f thes e subsections . (2.21 ) Th e manufacture r whic hha s receive da n extensio nfrom

th e Executiv e Office r shal l compl y wit hthes e regulation s whe n modificatio no f th e electroni c system occur s i

n accordanc e wit h th e manufacturer' s projecte dchangeove r schedul e o r i n th e 199 6 mode l year , whicheve r firs t occurs . (2.32 ) An y

manufacture r requestin g a n extensio nshall , no late r tha n Octobe r 15 , 1991 , submi t t o th e Executiv e Office r a n applicatio n specifyin g th e perio dfo r whic hth e extensio ni s required . (3.0 ) Smal l volume manufacturer s a s define di n (n ) (16.0 ) shal l mee t thes e requirement s by th e 199 6 mode l year . (4.0 ) Manufacturer s ma y a t thei r discretio nimplemen t a portio no f thes e regulation s prio r t o th e require dimplementatio ndat e provide d tha t th e system

complie s wit hpreviousl y applicabl e on-boar d diagnosti c system

requirements . (5.0 ) Vehicle s certifie dt o ru n o n alternat e fuels , an d diese l vehicles . shal l mee t thes e requirement s b v th e 19 % mode l vear . (n ) GLOSSAR YFo r purpose s o f thi s section : (1.0 ) "Malfunction " mean s th e inabilit y o f a n emission-relate dcomponen t o r system

t o remai nwithi ndesig nspecifications . Further , malfunctio nrefer s t o th e deterioratio no f an y o f th e abov e component s o r system s t o a degre e tha t woul dlikel y caus e th e emission s o f a

n averag e certificatio ndurabilit y vehicl e wit hth e

A-2 9 

## Sir 

# I
.deteriorate dcomponent s o r system s presen t a t th e beginnin g o f a CVS-7 5 tes t t o excee db y mor e tha n1. 5 time s anv o f th e emissio n standards , unles s otherwis e specified , applicabl e pursuan t t o Subchapte r 1 (commencin g wit hSectio n1900) , Chapte r 3 o f Titl e 13 . (2-9 ) -Bypas s eata4yst - pefep s t e a eata4ys t pp4map44 y ut444ze dt e deepeas s era4ss4en s dap4R g ee4 d stap t eend4t4ens - Whe nth e eng4n e peaehe s a ra4n4raara epepat4n g tempepatap© (a s detepm4ne d b

y te h manafa6tapep) T th e eghaus t ga s 4 s pe-peate ds e tha t 4 t dee s Re t pas s thpeag hth4 s 6ata4ys t dup4n g eapmed-a p epeFat4en - (32.0 ) "Secondar y

air " refer s t o ai r introduce dint o th e exhaus t system b y mean s o f a pum

po r aspirato r valv e o r othe r mean s tha t i s intende dt o ai dinth e oxidatio no f H C an dC O containe dinth e exhaus t ga s stream . (42.0 ) "Engin e misfire " mean s lac k o f combustio ninth e cylinde r du e t o absenc e o f spark , poo r fue l metering , poo r compression , o r any othe r cause . (54.0 ) Oxyge nsenso r "respons e rate " refer s t o th e dela y (measure di

n milliseconds ) betwee na switc ho f th e senso r from leant o ric ho r vic e vers a i

nrespons e t o a chang e i nfuel/ai r rati o abov e an d belo w stoichiometric . (62.0 ) A "trip " mean s vehicl e operatio n(followin g a nengine-of f period ) o f duratio nan

ddrivin g mod e suc htha t al l component s an d system s ar e monitore da t leas t onc e b y th e diagnosti c system excep t catalvs t efficienc y o r evaporativ e svstem monitorin g whe n a steadv-soee d chec k i s used , subjec t t o th e limitatio ntha t th e manufacturer-define d tri pmonitorin g condition s shal l al l b e encountere da t leas t onc e durin g a CVS-75 2 cycle . (72-0 ) A "warm-u pcycle " mean s sufficien t vehicl e operatio n(fe44ew4n g aneng4ne-ef f pep4e dwhep e eee4aR t tempeFatap e ha s stab444ze da t th e amb4eR t tempepatap e 4eve4 ) suc htha t a m4R4mum eee4aR t tempeFatap e e f 16 9 degpee s FahFenhe4 t 4 s aeh4eved - th e coolan t temperatur e ha s rise nb v a t leas t 4 0 degree s Fahrenhei t from engine startin g an

dreache s a minimu

m temperatur e o f 16 0 degree s 

## Eflhrenheit . (82.0 ) A "drivin g cycle " consist s o f engin e startup , vehicl e operatio n beyondth e beginnin g o f close dloo poperation , an

dengine shutoff . (9-9 ) -iRtegFate d pefae44R § vape pp'eeevep y system - meaR S a system eeRta4n4n g en e 6an4ste pfe peaptap4n g evapepat4v e em4ss4en s fFem any veh4e4 e seape e an

dfpe m pefae44R g a s we44 - (19-9 ) -NeR-4RtegFate dFefae44fl g vape pFeeeveF y system - raesns a system seRta4R4R § 6R S ean4ste p fe peaptap4R g pefae44n g vapep s an danethe F ean4step(s ) fe peaptap4n g veh4e4 e evapFeat4v e em4ss4eRS A-3 0 

# 5 7P.5 8

(112-0 ) "Continuou s monitoring " mean s samplin g a t a rat e n o les s tha n two sample s pe r second . (122-0 ) "Fue l trim " refer s t o feedbac k adjustment s t o th e bas e fue l schedule . Short-ter m fue l tri m

refer s t o raepe dynami c o r instantaneou s adjustments . Long-term fue l tri m

refer s t o sh4ft s t e muc hmor e gradua l adjustment s t o th e fue l calibratio n schedul e (S P spee4f4 e va4ues ) tha t w44 4 b e tempepap44 y sabst4tate dfe pth

©bas e seheda4 ©(e pva4aes) T an dth4 s ppeees s typ4ea44 y

essap s mae hmep ©gpadaa44 y tha nshort-ter m

tri m adjustments . Thes e lon g terr a adjustment s compensat e fo r vehicl e difference s an

dgradua l changes-tha t occu r ove r time . (1312.0 ) "Bas e Fue l Schedule " refer s t o th e fue l calibratio nschedul e

programme dint o th e Powertrai nContro l Modul e o r PROM whe n manufacture do r whe nupdate dby som e off-boar dsource- , prio r t o an v learne don-boar dcorrection . (14H.0 ) "Calculate dloadvalue " refer s t o th e f4Ra 4 va4ue . afte F a4 4

e©ppeet4en s ap

©detepm4ne dby

th e Peweptpa4 nG©Rtp© 4 Msda4 e t e peppesen t th

©4nstaRtaR©©a s a4 pf4ew 7 wh4e h4 s the nase dt e s@4ee t S P ea4ea4at e th e apppepp4at e fae 4 f4e w fpe m th e bas e fa© 4 seheda4e - a

nindicatio no f th e curren t airflo w divide dbv 

### pea kairflow , wher e pea kairflo w i s correcte dfo r altitude , i f available . Thi s definitio nprovide s a unitles s numbe r tha t i s no t engin e specific , an dprovide s th e servic e technicia nwit h anindicatio no f th e percen t engin e capacit y tha t i s bein g use d (wit hwid e ope nthrottl e a s 100%) .

Purren t airflo w

Atm . pressur e ( . se a level ) CL V X Pea k airflo w

( 9 Se a level ) Barometri c pressur e (1512-0 ) "Medium-dut y vehicle " i s define di nTitl e 13 , Sectio n190 0 (b)(9) . (1612.0 ) "Smal l volum e manufacturer " i s any manufacture r wit hCaliforni a sale s no t exceedin g 3,00 0 ne w moto r vehicle s pe r mode l year . .14.0 ) "Lo

w Emissio nVehiele " refer s t o a vehicl e certifie di n Californi a a s a Transitiona l Low Emissio nVehicle , a Low emissio n Vehicle , o r a

nUltr a Low

Emissio nVehicle . Thes e vehicl e categorie s ar e furthe r define di nTitl e 13 . section s 1956. 8 an d 1960.1 .

A-3 1P.5 9

Seetioin i 1977 . Cer t If l cu t lo o andServic e Docuraents=199 3 andSubsequen t Mode l

M@.@ P Veto.eles . (a ) I nadditio nt o al l othe r requirements , al l document s require db y Caiforni a certificatio nprocedure s includin g emission-relate dvehicl e an d engin e servic e procedure s shal l conform t o th e emissio nrelate dnomenclatur e an dabbreviation s provide di nth e Societ y

o f Automotiv e Engineers ' procedur e J1930 , -B4a§n®st4 s Aepenyms ? T©pms T an dDef4n4t4en s fe p _4@6tp4ea4j*i4©6tp©n4 6 Systems" ? Seet4e n6 T Jan e 198 8 "Electrical/Electroni c System s Diagnosti c Terms . Definitions . Abbreviation s an dAcronyms" . Jun e 1591 . whic hi s incorporate dherei nb y reference . (b ) Subsectio n(a ) shal l appl y t o al l ne w

document s printe do r update d b y a manufacture r startin g wit hth e 199 3 mode l year .



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