1 Appendix B

PROPOSED REGU LATION ORDER

Amend section 1968.2, title 13, California Co de of Regulations, to read as follows:

Note: The amendments that were approved bythe Board at the January 23, 2012 board hearing are shown in single underline to indi cate additions and single strikeout to indicate deletions from the existing r egulatory text, while the amendments proposed during this rulemaking are shown in doubl e underline to indicate additions and double
strikeout to indicate deletions from the existing regulatory te xt. Various portions of the regulations that are not modi fied by the proposed amendments are omitted fr om the text shown and indicated by “ * * * * ”.

§1968.2. Malfunction and Diagnosti c System Requirements -- 2004 and Subsequent Model-Year Passenger Cars , Light-Duty Trucks, and Medium-Duty Vehicles and Engines

(a) Purpose. The purpose of this regulation is to r educe motor vehicle and motor vehicle engine emissions by establishing emission st andards and other requirements for onboard diagnostic systems (OBD II systems) thatare installed on 2004 and subsequent model-year passenger cars, light-duty trucks, and medium-duty vehicles and engines certified for sale in California. The OBD II systems, through the use of an onboard computer(s), sha ll monitor emission systems in-use for the actual life of the vehicle and shall be capable ofdetecting malfunctions of the monitored emission systems, illuminating a malfunction indicator li ght (MIL) to notify the vehicle operator of detected malfunctions, and storing fault codes identifying the detected malfunctions. The use and operation of OBD systems will ensure reductions in inuse motor vehicle and motor vehicle engi ne emissions through improvements of emission system durabil ity and performance.

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(c) Definitions.
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“Alternate phase-in” is a phase-in schedule that ac hieves equivalent compliance volume by the end of the last year ofa scheduled phase-in provided in this regulation. The compliance volume is t he number calculated by multiplying the percent of vehicles (based on the manufacturer’s projec ted sales volume of all vehicles unless specifically stated otherwise in section (e ) or (f)) meeting the new requirements per year by the number of years implemented pr ior to and including the last year of the sch eduled phase-in and then summing these yearly results to determine a cumulative total (e.g., a th ree year, 30/60/100 percent scheduled phase-2 in would be calculated as ( 30*3 years) + (60*2 years) + (100*1 year) = 310). On phase-ins scheduled to begin prior to t he 2004 model year, manufacturers are
allowed to include vehicles introduced befor e the first year of the scheduled phase-in (e.g., in the previous example, 10 perc ent introduced one yearbefore the scheduled phase-in begins would be calculated as ( 10*4 years) and added to the cumulative total). However, on phase-ins scheduled to begin in 2004 or subsequent model years, manufacturers are only allowed to include vehicles introduced up to one model year before the first year of t he scheduled phase-in. The Executive Officer shall consider acceptable any alternate phase- in that results in an equal or larger cumulative total by the end of the last year of the scheduled phase-in and ensures that all vehicles subject to the phase-in will comply with the respective requirements no later than two model years following the la st year of the scheduled phase-in.

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“ Emission standard ,” as it applies to OBD compli ance, relates to the emission
characteristics of a motor vehicle and engine and means: (1) a numerical limit on the amount of a given pollutant that a motor vehicle or motor vehicle engine may emit into the atmosphere; or (2) a requirement that a motor vehicle or motor v ehicle engine be equipped with a certain type of pollution-control device or some other desi gn feature related
to the control of emissions.
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“ Evaporative emission standards ” are a subset of emi ssion standards that refer to the specific motor vehicle fuel evaporative emission standards and test procedures incorporated by reference in title 13, CCR section 1976 to which a
vehicle is certified.

“ Exhaust emission standards ” or “ tailpipe emission standards” are a subset of emission standards that collectively refe r to the specific FTP standards and SET
standards to which a vehicle is certified.

* * * * (d) General Requirements. Section (d) sets forth the general require ments of the OBD II system. Specific performance requirements for components and systems that shall be monitored are set forth in sections (e) and (f) below.
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(3) Monitoring Conditions. Section (d)(3) sets forth the general moni toring requirements while sections (e) and (f) set forth the specific monitoring requirements as well as identify which of the following general monitoring requirement s in section (d)(3) are applicable for each monitored component or system i dentified in sections (e) and (f).
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(3.2) As specifically provided for in secti ons (e) and (f), manuf acturers shall define monitoring conditions in accordance with the criteria in sections (d)(3.2.1)3 through (3.2.3). The requirements of section (d)(3.2) shall be phased in as follows: 30 percent of all 2005 model y ear vehicles, 60 per cent of all 2006 model year vehicles, and 100 percent of all 2007 and subsequent model year vehicles. Manufacturers may use an al ternate phase-in schedule in lieu of the required phase-in schedule if the alternate phase- in schedule provides for equivalent compliance volume as defined in section (c) with the exception that 100 percent of 2007 and subsequent model year vehicles shall comply with the requirements. Small volume manuf acturers shall meet the requirements on 100 percent of 2007 and subsequent model year vehicles but shall not be required to meet the specific pha se-in requirements for the 2005 and 2006 model years. (3.2.1) Manufacturers shall define monitori ng conditions that, in addition to meeting the criteria in section (d)(3. 1), ensure that the monitor yields an in-use performance ratio (as defined in section (d)(4)) that meets or exceeds the minimum acceptable in-u se monitor performance ratio on inuse vehicles. For purposes of this r egulation, except as provided below in section (d)(3.2.1)(D), the minimum acceptable in -use monitor performance
ratio is: (A) 0.260 for secondary air system monito rs and other cold start related monitors utilizing a denominator incr emented in accordance with section (d)(4.3.2)(E); (B) For evaporative system monitors: (i) 0.260 for monitors designed to detec t malfunctions identified in section (e)(4.2.2)(C) (i.e., 0.020 inch leak detection); and (ii) 0.520 for monitors designed to detec t malfunctions identified in section (e)(4.2.2)(A) and (B) (i.e ., purge flow and 0.040 inch leak detection); (C) 0.336 for catalyst, oxygen sensor , EGR, VVT system, and all other monitors specifically requi red in sections (e) and (f ) to meet the monitoring condition requirements ofsection (d)(3.2); (D) For introductory interim years: (i) through the 2007 model year, for t he first three years a vehicle is certified to the in-use performanc e ratio monitoring requirements of section (d)(3.2), 0.100 for all monitors specified in section (d)(3.2.1)(A) through (C) above. For example, t he 0.100 ratio shall apply to the 2004, 2005, and 2006 model years for vehicles first certified in the 2004 model year and to the 2007, 2008, and 2009 model years for vehicles first certified in the 2007 model year.; (ii) through the 2014 model year, for fuel system air-fuel ratio cylinder imbalance monitors, 0.100; (iii) through the 2011 model year, fo r secondary exhaust gas sensor monitors specified in (e)(7.2.2)(C), 0.100; (iv) through the 2012 model year, for v ehicles subject to the monitoring requirements of section (f), 0.100 for all monitors specified in section (d)(3.2.1)(C) above.; (v) through the 2016 model year for plug-in hybrid electric vehicles, 0.1004 for all monitors specifically required in sections (e) and (f) to meet the monitoring condition requirements of section (d)(3.2) an d that are for systems or components that r equire engine operation.; (vi) for 2016 through 2018 model year medi um-duty vehicles certified to an engine dynamometer tailpipe emissi on standard, 0.100 for diesel PM filter filtering performance monito rs (section (f)(9.2.1)) and missing substrate monitors (section (f)(9 .2.5)) not using the denominator criteria in section(d)(4.3.2)(G).

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(4) In-Use Monitor Perfo rmance Ratio Definition.
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(4.3) Denominator Specifications
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(4.3.2) Specifications for incrementing:
* * * * (F) In addition to the requirements ofsection (d)(4.3.2)(B) above, the denominator(s) for the following moni tors of output components (except those operated only at engine start-up and subject to the requirements of the previous section (d)(4.3.2)(E)) s hall be incremented if and only if the component is commanded to function (e.g., commanded “on”, “open”, “closed”, “locked”, etc.) on two or mo re occasions for greater than two seconds during the driving cycle or for a cumulative time greater than or equal to ten seconds, whichever occurs first: (i) Air conditioning system (section (e)(12)) (ii) Variable valve timing and/or control system (sections (e)(13) and (f)(13)) (iii) “Other emission control or source device” (sections (e)(16) and (f)(16)) (iv) Comprehensive component output component (sections (e)(15) and (f)(15)) (e.g., turbocharger waste- gates, variable length manifold runners, torque converter clutch lock-up solenoids, etc.) (v) PM sensor heater (s ection (f)(5.2.4)(A)) (vi) PM filter active/intrusive injection (section (f)(9.2.6)) For the PM sensor heater monitor, as an alternative for 2013 through 2015 model year vehicles, the manufacture r may use the criteria in section (d)(4.3.2)(B) in lieu of the criteria spec ified in section (d)(4.3.2)(F) above.
For the PM filter active/intrusive in jection monitor, as an alternative for 2013 through 2015 model year vehicles , the manufacturer may use the criteria in section (d)(4.3.2)(I) in li eu of the criteria specified in section (d)(4.3.2)(F) above. (G) For the following moni tors, the denominator(s) shall be incremented by one during a driving cycle in which the following two criteria are met: (1) the requirements of section (d)(4.3.2)(B) have been met on at least one driving cycle since the denominator was last incremented, and (2) the
number of cumulative miles of vehi cle operation sinc e the denominator5 was last incremented is greater than or equal to 500 miles: (i) Diesel NMHC converting cata lyst (section (f)(1.2.2)) (ii) Diesel NMHC converting catalyst other aftertreatment assistance functions (sections (f)(1.2. 3)(B) and (f)(1.2.3)(D)) (iii) Diesel PM filter NMHC conversion (sections (f)(9.2.1), (f)(9.2.4), and (f)(9.2.5)) (iv) Diesel PM filter filtering performance and missing substrate (sections (f)(9.2.1) and (f)(9.2.5)) for passe nger cars, light-duty trucks, and MDPVs certified to a chassis dyna mometer tailpipe emission standard (v) Diesel PM filter filtering perfo rmance and missing substrate (sections (f)(9.2.1) and (f)(9.2.5)) for 2004 through 2015 model year mediumduty vehicles certified to an engine dynamometer tailpipe emission
standard
* * * * (I) For 2013 and subsequent model y ear vehicles, in addition to the requirements of section (d)(4.3.2)( B) above, the denomi nator(s) for the following monitors shall be increment ed if and only if a regeneration event is commanded for a time greater than or equal to ten seconds: (i) Diesel NMHC converting catalyst other aftertreatment assistance functions (sections (f)(1.2. 3)(A) and (f)(1.2.3)(C)) (ii) PM filter incomplete regeneration (section (f)(9.2.3)) (iii) PM filter active/intrusive injection (section (f)(9.2.6))

* * * * (e) Monitoring Requirements for Ga soline/Spark-Ignited Engines.

* * * * ( 6 ) Fuel System Monitoring ( 6.1 ) Requirement: ( 6.1.1 ) The OBD II system shall monitor the fuel delivery system to determine its ability to provide compliance with emission applicable standards.
* * * * (f) Monitoring Requirements for Die sel/Compression-Ignition Engines. (1) Non-Methane Hydrocarbon (NMHC) Converting Catalyst Monitoring
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(1.2) Malfunction Criteria:
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(1.2.3) Other Aftertreatment Assistance Functions. Additionally, for 2010 and subsequent model year vehicles, the catalyst(s) shall be monitored for
other aftertreatment assistance functions:
* * * *6 (B) For 20105 and subsequent model year passenger cars, light-duty trucks, and MDPVs certified to a chassis dy namometer tailpip e emission standard and 20135 and subsequent model year m edium-duty vehicles (including MDPVs) certified to an engine dynamom eter tailpipe emission standard, for catalysts used to generate a f eedgas constituency to assist SCR systems (e.g., to increase NO 2 concentration upstream of an SCR system), the OBD II system shall detec t a malfunction when the catalyst is unable to generate the necessary feedgas constituents for proper SCR system operation. Catalysts ar e exempt from feedgas generation monitoring if no malfunction of the ca talyst’s feedgas generation ability can cause emissions to (1) increase by 15 percent or more of the applicable
full useful life standard as measur ed from an applicable emission test cycle; or (2) exceed the applicable fu ll useful life standard as measured from an applicable emission test cycle.
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(2) Oxides of Nitrogen (NOx) Conv erting Catalyst Monitoring
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( 2.2) Malfunction Criteria:
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(2.2.2) Conversion Efficiency: (A) The OBD II system shall detect a NOx catalyst malfunction when the catalyst conversion capability decreases to the point that NOx or NMHC
emissions exceed:
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(ii) For medium-duty vehicles (inc luding MDPVs) certified to an engine dynamometer tailpi pe emission standard: a. the applicable NOx standard by more than 0.5 g/bhp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp- hr if the emi ssion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 3.5 times the applicable NMHC standard for 2007 through 2009 model year vehicles; b. the applicable NOx standard by more than 0.4 g/bhp-hr (e.g., cause NOx emissions to exceed 0.6 g/bhp- hr if the emi ssion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.5 times the applicable NMHC standard for 2010 through 2012 model year vehicles; and c. the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp- hr if the emi ssion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013 through 2015 model year vehicles; and7 cd. the applicable NOx standard by mo re than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp- hr if the emi ssion standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 2.0 times the applicable NMHC standard for 2013 2016 and subsequent model year vehicles.
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(3) Misfire Monitoring

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(3.1) Requirement: (3.1.1) The OBD II system shall monitor the engine for misfire causing excess emissions. The OBD II system shall be capable of detecting misfire occurring in one or more cylinders. To the extent possible without adding hardware for this specific purpose, t he OBD II system shall also identify the specific misfiring cylinder.
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(3.2) Malfunction Criteria: (3.2.1) The OBD II system shall detect a misf ire malfunction when one or more cylinders are continuously misfiring. (3.2.2) Additionally, for 2010 and subsequent model year vehicles passenger cars, light-duty trucks, and MDPVs ce rtified to a chassis dynamometer tailpipe emission standard and 2010 through 2015 model year mediumduty vehicles equipped with sensor s that can detect combustion or combustion quality (e.g., for use in homogeneous charge compression ignition (HCCI) control systems), and for 20 percent of 2016 model year, 50 percent of 2017 model year, and 100 percent of 2018 model year medium-duty vehicles (percentage bas ed on the manufacturer’s projected California sales volume for all medium-duty diesel vehicles): (A) The OBD II system shall detect a mi sfire malfunction that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed as follows: (i) For passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission st andard, the OBD II system shall
detect a misfire malfunction that would cause a vehicle’s NMHC, CO, NOx, or PM emissions to exceed 1. 5 times any of the applicable FTP
standards. (ii) For medium-duty vehicles (inclu ding MDPVs) certified to an engine dynamometer tailpipe emission st andard, the OBD II system shall
detect a misfire malfunction when t he percentage of misfire is equal to or exceeds five percent 2.0 time s any of the applicable NMHC, CO, and NOx standards or 0.03 g/bhp-hrPM as measured from an applicable cycle emission test. (B) The manufacturers shall evaluate the percentage of misfire as follows:8 (i) For passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standard, Mmanufacturers shall determine the percentage of misfire evaluated in 1000 revolution increments that would cause NMHC, CO, NOx, or PM emissions from an emission durability demonstrati on vehicle to exceed the levels specified in section (f)(3.2.2)(A) if the percentage of misfire were present from the beginning of the test. To establish this percentage of misfire, the manufacturer shall ut ilize misfire events occurring at equally spaced, complete engine cycle intervals, across randomly selected cylinders throughout each 1000 -revolution increment. If this percentage of misfire is determined to be lower than one percent, the manufacturer may set the malfuncti on criteria at one percent. (ii) For medium-duty vehicles (inclu ding MDPVs) certified to an engine dynamometer tailpipe emission st andard, the manufacturer shall evaluate the percentage of misfire in 1000 revolution increments. (C) Subject to Executive Officer approva l, a manufacturer may employ other
revolution increments. The Execut ive Officer shall grant approval upon determining that the manufacturer has demonstrated that the strategy would be equally effective and timely in detecting misfire. (3.2.3) A malfunction shall be detec ted if the percentage of misfire established in section (f)(3.2.2)(B) is exceeded regardl ess of the pattern of misfire events (e.g., random, equally spaced, continuous). (3.2.4) For multiple cylinder misfire situations that result in a misfire rate greater than or equal to 50 percent of all engi ne firings, the OBD II system shall only be required to detect a misfire ma lfunction for situations that are caused by a single component failure. (3.2.5) Upon request by the manufactu rer and upon determining that the manufacturer has submitted data and/ or engineering evaluation which support the request, the Executive Office r shall revise the percentage of
misfire malfunction criteria in secti on (f)(3.2.2)(A)(ii) upward to exclude
detection of misfire that cannot c ause the vehicle’s NMHC, CO, and NOx
emissions to exceed 2.0 times t he applicable standards and the vehicle’s PM emissions to exceed 0.03 g/bhp-hras measured from an applicable cycle emission test.

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(3.3) Monitoring Conditions:
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(3.3.1) Except as provided in section (f)(3.3 .2), Tthe OBD II system shall monitor for misfires identified in section (f)(3 .2.1) during engine idle conditions at least once per driving cycle in which the monitoring conditions for misfire are met. A manufacturer shall submit monitoring conditions to the Executive Officer for approval. T he Executive Officer shall approve manufacturer-defined monitoring condi tions that are determined (based on9 manufacturer-submitted data and/or otherengineering documentation) to: (i) be technically necessary to ensu re robust detection of malfunctions (e.g., avoid false passes and false detec tion of malfunctions), (ii) require no more than 1000 cumulative engine re volutions, and (iii) do not require any single continuous idle operation of more than 15 seconds to make a determination that a malfunction is pr esent (e.g., a decision can be made with data gathered during several idle op erations of 15 seconds or less); or satisfy the requirements of (d)(3. 1) with alternative engine operating
conditions. (3.3.2) Manufacturers may request Executive Officer approval to use alternate monitoring conditions (e.g ., off-idle) in lieu of the monitoring conditions specified in section (f)(3.3.1). The Executive Officer shall approve alternate monitoring conditions that are determined (based on
manufacturer-submitted data and/or otherengineering documentation) to ensure equivalent robust detection ofmalfunctions and equivalent
timeliness in detection of malfunctions. (3.3.3) Additionally, fFor misfires identif ied in section (f)(3.2.2) 2010 and subsequent model year vehicles subject to (f)(3.2.2), th e OBD II system
shall monitor for misfire as follows: (A) For passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emission standar d, Tthe OBD II system shall continuously monitor for misfire underall positive torque engine speeds
and load conditions. (B) For medium-duty vehicles (inclu ding MDPVs) certified to an engine dynamometer tailpipe emission st andard, the OBD II system shall continuously monitor for misfire under the following conditions: (i) For 2010 through 2018 model yearvehicles and 2019 and subsequent model year vehicles that are not in cluded in the phase-in specified in section (f)(3.3.3)(B)(ii), under pos itive torque condi tions with engine speed up to 75 percent of the maximum-rated engine speed and engine load up to 75 percent maxi mum-rated load except within the following range: the engine operat ing region bound by the positive torque line (i.e., engine load with tr ansmission in neutral) and the two following engine-operating points: engine speed of 50 percent of maximum-rated engine speed with the engine load at the positive torque line, and 75 percent of t he maximum-rated engine speed with the engine load 5 percent above the positive torque line. (ii) For 20 percent of 2019 model y ear, 50 percent of 2020 model year, and 100 percent of 2021 model y ear medium-duty vehicles (percentage based on the manufacture r’s projected California sales volume for all medium-duty diesel v ehicles), under all positive torque engine speed and load conditions. (B)(C) If a monitoring syst em cannot detect all misfire patterns under all required engine speed and load conditions as required in sections (f)(3.3.3)(A) and (B), the manufac turer may request Executive Officer10 approval to accept the monito ring system. In evaluating the manufacturer’s request, the Executive Officer shall consider the following factors: the magnitude of the region(s) in which misf ire detection is limited, the degree to which misfire detection is limited in the region(s) (i.e., the probability of detection ofmisfire events), the frequency with which said region(s) are expected to be encount ered in-use, the type of misfire patterns for which misfire detecti on is troublesome, and demonstration that the monitoring technology employ ed is not inherently incapable of detecting misfire under required conditions (i.e., compliance can be achieved on other engines), and the extent to which the most reliable monitoring method developed is unabl e to ensure robust detection of misfire in the region(s). The eval uation shall be based on the following misfire patterns: equally spaced mi sfire occurring on randomly selected cylinders, single cylinder continuous mi sfire, and paired cylinder (cylinders firing at the same crank angle) continuous misfire. (3.4) MIL Illumination and Fault Code Storage: (3.4.1) General requirements for MIL illumi nation and fault code storage are set forth in section (d)(2). (3.4.2) Additionally, for 2010 and subsequent m odel year vehicles subject to (f)(3.2.2): (A) Upon detection of the percentage of misfire specified in section (f)(3.2.2)(B), the followi ng criteria shall apply fo r MIL illumination and fault code storage: (i) A pending fault code shall be stor ed no later than after the fourth exceedance of the percentage of mi sfire specified in section (f)(3.2.2)(B) during a single driving cycle. (ii) If a pending fault code is stored, the OBD II system shall illuminate the
MIL and store a confirmed fault code within 10 seconds if the percentage of misfire specified in section (f)(3.2.2)(B) is again exceeded four times during: (a) the driving cycle immediately following the storage of the pending fault code, regardless of the conditions encountered during the driving cycle; or(b) on the next driving cycle in which similar conditions (see section (c)) to the engine conditions that occurred when the pending fault code was stored are encountered. (iii) The pending fault code may be eras ed at the end of the next driving cycle in which similar conditions to the engine conditions that occurred when the pending fault code was stored have been encountered without an exceedance of the specifi ed percentage of misfire. The pending code may also be erased if similar conditions are not encountered during the next 80 driv ing cycles immediately following
initial detection of the malfunction.
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( 4 ) Fuel System Monitoring ( 4.1 ) Requirement:11 The OBD II system shall monitor the f uel delivery system to determine its ability to comply with emission applicable standards. The individual electronic components (e.g., actuators, valves, sens ors, pumps) that are used in the fuel system and not specifically addressed in this section shall be monitored in accordance with the comprehensive co mponent requirements in section (f)(15).
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(5) Exhaust Gas Sensor Monitoring
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(5.2) Malfunction Criteria:
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(5.2.2) NOx and PM sensors: (A) Sensor performance faults: The OBD II system shall detect a malfunction prior to any failure or deterioratio n of the sensor voltage, resistance, impedance, current, response rate, amplitude, offset, or other characteristic(s) that would cause a vehicle’s emissions to exceed:
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(ii) For medium-duty vehicles (inclu ding MDPVs) certified to an engine dynamometer tailpi pe emission standard: a. 2.5 times the applicable NMHC standards, the applicable NOx standard by more than 0.5 g/bhp-hr (e.g., cause NOx emissions to exceed 0.7 g/bhp-hr ifthe emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle em ission test or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2007 through 2009 model year vehicles; b. 2.5 times the applicable NMHC standards, the applicable NOx standard by more than 0.4 g/bhp-hr (e.g., cause NOx emissions to exceed 0.6 g/bhp-hr ifthe emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle emission test or 0.05 g/bhp-hr PM as measured from an applicable cycle emission test for 2010 through 2012 model year vehicles; and c. 2.0 times the applicable NM HC standard, the applicable NOx standard by more than 0.3 g/bhp-hr (e.g., cause NOx emissions to exceed 0.5 g/bhp-hr ifthe emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle em ission test, or 0.03 g/bhp-hr PM as measured from an applicable cycle emission test for 2013 through 2015 model year vehicles; and cd. 2.0 times the applicable NMHC standards, the applicable NOx standard by more than 0.2 g/bhp-hr (e.g., cause NOx emissions to exceed 0.4 g/bhp-hr ifthe emission standard is 0.2 g/bhp-hr) as measured from an applicable cycle em ission test or 0.03 g/bhp-hr12 PM as measured from an applicab le cycle emission test for 2013 2016 and subsequent model year vehicles.
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(5.3) Monitoring Conditions: (5.3.1) Exhaust Gas Sensors (A) Manufacturers shall define the mo nitoring conditions for malfunctions identified in sections (f)(5.2.1)(A)(i ), (5.2.1)(B)(i), and (5.2.2)(A), and (5.2.2)(D) (e.g., sensor performance f aults) in accordance with sections (d)(3.1) and (d)(3.2) (i.e., minimum ratio requirements). For all 2010 and subsequent model year vehicles, for purposes of tracking and reporting as required in section (d)(3.2.2), all m onitors used to detect malfunctions identified in sections (f)(5.2.1)(A)(i), (5.2.1)(B)(i), and (5.2.2)(A), and for 2016 and subsequent model year medium- duty vehicles certified to an engine dynamometer tailpipe emission st andard, section (f )(5.2.2)(D) shall be tracked separately but reported as a si ngle set of values as specified in section (d)(5.2.2). (B) Manufacturers shall define the mo nitoring conditions for malfunctions identified in sections (f)(5.2.1)(A)(i v), and (5.2.1)(B)(iv) , and (5.2.2)(D) (e.g., monitoring capability) in a ccordance with sect ions (d)(3.1) and (d)(3.2) (i.e., mini mum ratio requirements) with the exception that monitoring shall occur every time the monitoring conditio ns are met during the driving cycle in lieu of once per driving cycle as required in section (d)(3.1.2).
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(9) Particulate Matt er (PM) Filter Monitoring
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(9.2) Malfunction Criteria: (9.2.1) Filtering Performance: (A) The OBD II system shall detect a malf unction prior to a decrease in the filtering capability of the PM filt er that would cause a vehicle's PM
emissions to exceed:
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(ii) For medium-duty vehicles (inc luding MDPVs) certified to an engine dynamometer tailpi pe emission standard: a. 0.09 g/bhp-hr PM as measur ed from an applicable cycle emission test for 2004 through 2009 model year vehicles; b. 0.07 g/bhp-hr PM as measur ed from an applicable cycle emission test for 2010 through 2012 model year vehicles; and c. 0.03 g/bhp-hr PM as measur ed from an applicable cycle emission test for 2013 and subsequent model year vehicles. (iii) For 2014 through 2015 model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission13 standard, the manufacturer shall use t he malfunction criteria in section (f)(9.2.1)(A)(ii)c. above wit hout using the provisions of section (f)(17.1) to exclude specific failure modes on vehicles under one of the following two options below: a. At least 20 percent of 2014 mode l year vehicles and at least 20 percent of 2015 model year vehicles (percentage based on the manufacturer’s projected California sales volume for all mediumduty diesel vehicles), or b. At least 50 percent of 2015 mode l year vehicles (percentage based on the manufacturer’s projected Ca lifornia sales volume for all medium-duty diesel vehicles). (iv) For the phase-in schedules descri bed in section (f)(9. 2.1)(A)(iii) above, the manufacturer may not use an alternate phase-in schedule as defined in section (c) in lieu of the required phase-in schedules.
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(9.2.4) NMHC conversion: For 20105 and s ubsequent model year passenger cars, light-duty trucks, and MDPVs ce rtified to a chassis dynamometer tailpipe emission standard and 20135 and subsequent model year medium-duty vehicles (including MDPVs) certified to an engine dynamometer tailpipe emission standard with catalyzed PM filters that convert NMHC emissions, the OBD II system shall monitor the catalyst
function of the PM f ilter and detect a malfunction when the NMHC conversion capability decreases to the point that NMHC emissions exceed the applicable emission levels specif ied in section (f )(9.2.2)(A). If no
failure or deterioration of the NMHC conversion capab ility could result in a vehicle’s NMHC emissions exceeding these emission levels, the OBD II system shall detect a malfunction when the system has no detectable amount of NMHC conversion capability . PM filters are exempt from NMHC conversion capability monitoring if no malfunction of the PM filter’s NMHC conversion capability can cause emissions to (1) increase by 15 percent or more of the applicable full useful life standard as measured from an applicable emission test cycle; or (2) exceed the applicable full
useful life standard as measured from an applicable emission test cycle.
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(15) Comprehensive Component Monitoring
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(15.2) Malfunction Criteria:
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(15.2.2) Output Components/Systems:
* * * *14 (F) For 20132015 and subsequent model year v ehicles that utilize fuel control system components (e.g., injectors, fuel pump) that have tolerance compensation features implemented in hardware or software during production or repair procedures (e.g., indi vidually coded in jectors for flow characteristics that are programmed into an electronic control unit to compensate for injector to injector to lerances, fuel pumps that use in-line
resistors to correct for differences in fuel pump volume output), the components shall be monitored to ensure the proper compensation is being used. (i) The system shall detect a fault if the compensation being used by the control system does not match the compensation designated for the installed component (e.g., the flow characteristic coding designated on a specific injector does not match the compensation being used by the fuel control system for that injecto r). If a manufacturer demonstrates that a single component (e.g., in jector) using the wrong compensation
cannot cause a measurable incr ease in emissions during any reasonable driving condition, t he manufacturer shall detect a
malfunction for the minimum numberof components using the wrong compensation needed to cause an emi ssion increase. Further, the
stored fault code shall identify the specific component that does not match the compensation. (ii) Monitoring of the fuel c ontrol system components under section (f)(15.2.2)(F)(i) is not r equired if the manufacturer demonstrates that no fault of the components’ tolerance co mpensation features (e.g., wrong compensation being used) could cause emissions to (1) increase by 15 percent or more of the applicable fu ll useful life standard as measured from an applicable emission test cycle; or (2) exceed the applicable full
useful life standard as measured fr om an applicable emission test cycle. For purposes of determining if the emission criteria above are met, the manufacturers shall request Executive Officer approval of the test plan for which the emission impact will be determined. The test plan shall include the combinatio n of failed components and the degree of mismatch (e.g., wrong co mpensation) used as well as the test procedure and emission test cycles used to demonstrate the emission impact, including the necessary preconditioning cycles used by the system to correct or adapt for any mismatch and mitigate the emission impact. Executive Offi cer approval shall be granted upon determining that the manufactu rer has submitted data and/or engineering analysis that demonstrate that the conditions necessary for the system to correct or adapt wil l readily occur in a timely manner during in-use operation and that the test conditions represent worst case emissions from typical in-use service actions when considering
the distribution and variance of th e compensation values and parts (e.g., replacement of one or more plus-one-sigma injectors with minusone-sigma injectors without updating of the compensation value).15 * * * *

(17) Exceptions to Monitoring Requirements (17.1) Except as provided in sections (f )(17.1.1) through ( 17.1.4) below, upon request of a manufacturer orupon the best engineering judgment of ARB, the Executive Officer may revise the emissi on threshold for a malfunction on any diagnostic required in secti on (f) for medium-duty vehicl es if the most reliable monitoring method developed requires a higher threshold to prevent significant errors of commission in detec ting false indications of a malfunction. Additionally, except as specified in se ction (f)(9.2.1)(A)(iii), for 2007 through 20092013 model year light-duty v ehicles and 2007 through 20122013 2015 model year medium-duty vehicles, the Executive Officer may revise the PM
filter malfunction criteria of section (f)(9.2.1) to ex clude detection of specific failure modes (e.g., combined failure ofpartially melted and partially cracked substrates) if the most reliable m onitoring method developed requires the exclusion of specific failure modes to prevent significant e rrors of commission in detecting false indicati ons of a malfunction.
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(17.1.5) For 2004 through 2015 model year mediu m-duty diesel vehicles (except MDPVs) certified to a chassis dynam ometer tailpipe emission standard, the monitoring requirem ents and malfunction crit eria in section (f) applicable to medium-duty diesel v ehicles certified to an engine dynamometer tailpipe emission standar d shall apply. However, the manufacturer shall request Executive Officer approval of manufacturerproposed medium-duty chassis dynamom eter-based malfunction criteria in lieu of the engine dynamometer-based malfunction criteria required for each monitor in section (f). T he Executive Officer shall approve the request upon finding that: (A) the manufacturer has used good engine ering judgment in determining the malfunction criteria, (B) the malfunction criteria will provide for similar timeliness in detection of malfunctioning components with respect to detection of malfunctions on medium-duty diesel vehicles certif ied to an engine dynamometer tailpipe emission standard, (C) the malfunction criteria are set as stringently as technologically feasible with respect to indicating a malfuncti on at the lowest possible tailpipe emission levels (but not lower than 1.5 times the chassis dynamometer tailpipe emission standard t he vehicle is certified to), considering the best available monitoring technology to the extent that it is known or should have been known to the manufacturer, (D) the malfunction criteria will prevent detection ofa malfunction when the monitored component is within the performance specifications for components aged to the end of the full useful life, and16 (E) the manufacturer has provided emissi on data showing the emission levels
at which the malfunctions are detected. (17.1.6) For 2016 and subsequent model year medium-duty diesel vehicles (except MDPVs) certified to a cha ssis dynamometer tailpipe emission standard, the following monitoring r equirements and malfunction criteria shall apply: (A) Except as provided for in secti ons (f)(17.1.6)(B) and (C) below, the monitoring requirements and malfunction cr iteria in section (f) applicable to passenger cars, light-duty trucks, and MDPVs certified to a chassis dynamometer tailpipe emissi on standard shall apply. (B) For NMHC catalyst conversion effi ciency monitoring (section (f)(1.2.2)),
the manufacturer shall detect an NMHC catalyst malfunction when the catalyst conversion capability decreas es to the point that emissions exceed 1.75 times the applicable FTP NMHC or NOx standards. (C) For misfire monitoring (section (f )(3)), the manufacturer shall use the monitoring requirements and malfunction criteria applicable to mediumduty vehicles certified to an engine dynamometer tailpipe emission
standard.
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(17.2) Whenever the requirements in secti on (f) of this r egulation require a
manufacturer to meet a s pecific phase-in schedule: (17.2.1) The phase-in percentages shall be based on the manufacturer’s projected sales volume for all vehicles subject to the requirements of title 13, CCR section 1968.2 unless specifica lly stated otherwise in section (f). (17.2.2) Manufacturers may use an alternat e phase-in schedule in lieu of the required phase-in schedul e if the alternate phase-in schedule provides for equivalent compliance volume as defined in section (c) except as specifically noted for the phase-in of for in-use monitor performance ratio monitoring conditions in section (d)(3 .2) and the PM filter monitor in section (f)(9.2.1)(A). ( 17.2.3 ) Small volume manufacturers may use an alternate phase-in schedule in accordance with section (f)(17.2.2) in lieu of the required phase-in schedule or may use a diffe rent schedule as follows: (A)For the diesel PM filter m onitor phase-in schedule in section (f)(9.2.1)(A)(iii), the manufacturer ma y use the malfunction criteria in section (f)(9.2.1)(A)(ii)c. for a ll 2014 and 2015 model year medium-duty
vehicles in lieu of the malfunction criteria and required phase-in schedule in section (f)(9.2.1)(A)(iii). (B) For phase-in schedules not listed in section (f)(17.2.3)(A) above, the manufacturer may meet the requirement on all vehicles by the final year of the phase-in in lieu of meeting the s pecific phase-in requirements for each model year.
* * * *17 (h) Monitoring System Demonstration Requirements For Certification
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(4) Required Testing for Diesel/Co mpression-ignition vehicles: Except as provided below, the manufac turer shall perform single-fault testing based on the applicable test with the following compone nts/systems set at their
malfunction criteria limits as determi ned by the manufacturer for meeting the requirements of section (f).
* * * * (4.3) Misfire Monitoring: For 2010 and subsequentmodel year vehicles subject to section (f)(3.2.2)(A)(i), the manufac turer shall perform a test at the malfunction criteria limit specified in section (f)(3.2.2). A misfire monitor demonstration test is not required fo r vehicles not subject to section (f)(3.2.2)(A)(i).

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(i) Certification Documentation ( 1 ) When submitting an application for certification of a testgroup, the manufacturer shall submit the following documentation. If any of the items listed below are
standardized for all of a manufacturer’s test groups, the manufacturer may, for each model year, submit one set of docum ents covering the standardized items for all of its test groups. ( 1.1 ) For the required documentation not st andardized across all test groups, the manufacturer may propose to the Ex ecutive Officer that documentation covering a specified combination of test groups be used. These combinations shall be known as “OBD II groups”. Executive Officer approval shall be granted for those groupings that include test groups using the same OBD II strategies and similar calibrations. Ifapproved by the Executive Officer, the manufacturer may submit one set of documentation from one or more representative test group(s) that ar e a part of the OBD II group. The
Executive Officer shall determine whet her a selected test group(s) is representative of the OBD II group as a whole. To be approved as representative, the testgroup(s) must possess t he most stringent exhaust emission standards and OBD II monitori ng requirements and cover all of the emission control devices within the OBD II group.
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(2) The following information shall be submi tted as “Part 1” ofthe certification application. Except as provided belo w for demonstration dat a, the Executive Officer will not issue an Executive Order ce rtifying the covered vehicles without the information having been provided. The information must include:
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(2.5) Data supporting t he misfire monitor:18 (2.5)(2.5.1) For gasoline vehicles, data support ing the misfire monitor, shall includinge: (A) The established percentage of misf ire that can be tolerated without damaging the catalyst over the full range of engine speed and load
conditions. (B) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over the full engine speed and load operating range for the following misfire patterns: random cylinders misfiring at the
malfunction criteria established in section (e)(3.2.2), one cylinder continuously misfiring, and paired cy linders continuously misfiring. (C) Data identifying all disablement of misfire monitoring that occurs during the FTP and US06 cycles. For every di sablement that occurs during the cycles, the data should ident ify: when the disablement occurred relative to the driver’s trace, the number of engine revolutions that each disablement was present for, and which disabl e condition documented in the certification application caused t he disablement. The data shall be
submitted in the standardized format det ailed in Attachment A: Misfire Disablement and Detection Chart of ARB Mail-Out #06-23, December 21, 2006, incorporated by reference. (D) Manufacturers are not required to use the durability demonstration vehicle
to collect the misfire data for se ctions (i)(2.5.1)(A) though (2.5.3C). (2.5.2) For diesel medium-duty vehicles subj ect to the monitoring requirements of section (f)(3.2.2), data supporting the misfire monitor shall include: (A) Data demonstrating the probability of detection of misfire events of the misfire monitoring system over th e required engine speed and load operating range for the following mi sfire patterns: random cylinders misfiring at the malfuncti on criteria established in section (f)(3.2.2), one cylinder continuously misfiring, and pair ed cylinders continuously misfiring. (B) Data identifying all disablement of misfire monitoring that occurs during the chassis dynamometer FTP and Unif ied cycles. For every disablement that occurs during the cycles, the data shall identify: when the disablement
occurred relative to the driver’s trac e, the number of engine revolutions that each disablement was presen t for, and which disable condition documented in the certification app lication caused the disablement. The
number of 1000-revolution interval s completed and the number of 1000-
revoluation intervals in which the misfire threshold was exceeded shall
also be identified. The data shall be submitted in the standardized format
detailed in Attachment A: Misfire Disablement and Detection Chart of ARB
Mail-Out #06-23.
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(j) Production Vehicle Ev aluation Testing.
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( 2 ) Verification of Monitoring Requirements.
* * * *19 ( 2.3 ) Evaluation requirements:
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( 2.3.4 ) Malfunctions may be mechanically impl anted or electronically simulated but internal on-board computer hardw are or software changes may not be
used to simulate malfunctions. Emi ssion testing to confirm that the
malfunction is detected before t he appropriate emi ssion standards are malfunction threshold (e.g., 1.5 ti mes the applicable standards) is exceeded is not required.
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NOTE: Authority cited: Sections 39010, 39600, 39601, 43000.5, 43013, 43016, 43018, 43100, 43101, 43104, 43105, 43105.5, and 43106, Health and Safety C ode. Reference: Sections 39002, 39003, 39010, 39018, 39021.5, 39024, 39024.5, 39027, 39027.3, 390 28, 39029, 39031, 39032, 39032.5, 39033, 39035, 39037.05, 39037.5, 39038, 39039, 39040, 39042, 3 9042.5, 39046, 39047, 39053, 39054, 39058, 39059, 39060, 39515, 39600,-39601, 43000, 43000.5, 43004, 43006, 43013, 43016, 43018, 43100, 43101, 43102, 43104, 43105, 43105.5, 43106, 43150, 43151, 43152, 43153, 43154, 43155, 43156, 43204, 43211, and 43212, Health and Safety Code.