California Code of Regulations › Title 13 - Motor Vehicles › Division 3 - Air Resources Board › Chapter 1 - Motor Vehicle Pollution Control Devices › Article 2 - Approval of Motor Vehicle Pollution Control Devices (New Vehicles) › Section 1968.2 - Malfunction and Diagnostic System Requirements-2004 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines

Current through Register 2024 Notice Reg. No. 28, July 12, 2024
(a)
Purpose
.
The purpose of this regulation is to reduce motor vehicle
					 and motor vehicle engine emissions by establishing emission standards and other
					 requirements for onboard diagnostic systems (OBD II systems) that are 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), shall monitor emission
					 systems in-use for the actual life of the vehicle and shall be capable of
					 detecting malfunctions of the monitored emission systems, illuminating a
					 malfunction indicator light (MIL) to notify the vehicle operator of detected
					 malfunctions, and storing fault codes identifying the detected malfunctions.
					 The use and operation of OBD systems will ensure reductions in in-use motor
					 vehicle and motor vehicle engine emissions through improvements of emission
					 system durability and performance.
(b)
Applicability.
Except as specified elsewhere in this regulation (title 13,
					 CCR section
					 1968.2), all 2004 and subsequent
					 model-year vehicles, defined as passenger cars, light-duty trucks, and
					 medium-duty vehicles, including medium-duty vehicles with engines certified on
					 an engine dynamometer and medium-duty passenger vehicles, shall be equipped
					 with an OBD II system that has been certified by the Executive Officer as
					 meeting all applicable requirements of this regulation (title 13, CCR section
					 1968.2). Except as specified in
					 section (d)(2.2.5), medium-duty vehicles with engines certified on an engine
					 dynamometer may comply with these requirements on an engine model year
					 certification basis rather than a vehicle model year basis.
(c)
Definitions.
"Actual life"
refers to the entire period
					 that a vehicle is operated on public roads in California up to the time a
					 vehicle is retired from use.
"Active off-cycle credit technology"
refers to a technology that generates off-cycle credits in accordance with
					 title 13, CCR section
					 1961.3(a)(8) or
					 40 Code of Federal Regulations
					 (CFR) §
											86.1869-12 as it existed on August
					 5, 2015, as applicable, and that must be activated by the vehicle or driver in
					 order to provide a carbon dioxide (CO2) reduction
					 benefit. Examples of active off-cycle credit technologies include active
					 aerodynamic features (e.g., grill shutters or ride height that is automatically
					 adjusted by the vehicle control system based on vehicle speed or other
					 conditions), active engine warmup technologies, and driver coaching and/or
					 feedback systems that encourage the driver to alter his/her actions to maximize
					 efficiency. Examples of off-cycle credit technologies that are not required to
					 be tracked under section (g)(6) include non-active technologies such as solar
					 glazing and solar reflective paint, thermal control technologies specified in
					 title 13, CCR section
					 1961.3(a)(8)(A)1.a.
					 or 40 CFR §
												86.1869-12(b)(1) (viii),
					 as it existed on August 5, 2015, driver-activated technologies where the driver
					 does not have a less efficient selectable option (e.g., high efficiency
					 exterior lights), and technologies related solely to heating, ventilation, and
					 air conditioning for vehicle cabin conditioning. For 2004 through 2023 model
					 year vehicles, engine idle stop-start systems are not required to be tracked
					 under section (g)(6). For 2024 and subsequent model year vehicles, engine idle
					 stop-start systems are required to be tracked under section (g)(6).
"Alternate-fueled vehicle"
refers to a
					 vehicle with an engine using a fuel different from or in addition to gasoline
					 fuel or diesel fuel (e.g., compressed natural gas (CNG), liquefied petroleum
					 gas). For the purposes of this regulation, alternate-fueled vehicles include
					 vehicles with dedicated alternate-fueled engines (i.e., engines designed to
					 operate exclusively on the alternate fuel) and engines that can use more than
					 one type of fuel but cannot be reasonably operated in-use exclusively on
					 gasoline or diesel fuel (e.g., engines with diesel pilot injection and CNG main
					 injection where engine operation is limited to idle if CNG fuel is not
					 available or engines which use gasoline-only operation during cold start and
					 CNG-only operation for the rest of the driving cycle and engine operation
					 defaults to a limp-home restricted speed and load if CNG fuel is not
					 available). For vehicles with engines that can use more than one type of fuel
					 but can be operated in-use exclusively on gasoline or diesel fuel, the vehicles
					 are considered alternate-fueled vehicles only for the portion of operation the
					 engine uses a fuel other than exclusively gasoline or diesel (e.g., a gasoline
					 and CNG vehicle with an engine that can operate exclusively on gasoline is
					 considered an alternate-fueled vehicle only while operating on CNG and is not
					 subject to the provisions or relief of this regulation for alternate-fueled
					 vehicles while operating exclusively on gasoline). For alternate-fueled
					 vehicles, the manufacturer shall meet the requirements of section
					 (d)(7.1).
"Alternate phase-in"
is a phase-in
					 schedule that achieves equivalent compliance volume by the end of the last year
					 of a scheduled phase-in provided in this regulation. The compliance volume is
					 the number calculated by multiplying the percent of vehicles (based on the
					 manufacturer's projected sales volume of all vehicles unless specifically
					 stated otherwise in sections (d) through (g)) meeting the new requirements per
					 year by the number of years implemented prior to and including the last year of
					 the scheduled phase-in and then summing these yearly results to determine a
					 cumulative total (e.g., a three year, 30/60/100 percent scheduled phase-in
					 would be calculated as (30*3 years) + (60*2 years) + (100*1 year) = 310). On
					 phase-ins scheduled to begin prior to the 2004 model year, manufacturers are
					 allowed to include vehicles introduced before the first year of the scheduled
					 phase-in (e.g., in the previous example, 10 percent introduced one year before
					 the scheduled phase-in begins would be 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 the 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 last year of the scheduled phase-in.
For alternate phase-in schedules resulting in all vehicles
					 complying one model year following the last year of the scheduled phase-in, the
					 compliance volume shall be calculated as described directly above. For example,
					 a 30/60/100 percent scheduled phase-in during the 2010-2012 model years would
					 have a cumulative total of 310. If the manufacturer's planned alternate
					 phase-in schedule is 40/50/80/100 percent during the 2010-2013 model years, the
					 final compliance volume calculation would be (40*3 years) + (50*2 years) +
					 (80*1 year) = 300, which is less than 310 and therefore would not be acceptable
					 as an alternate phase-in schedule.
For alternate phase-in schedules resulting in all vehicles
					 complying two model years following the last year of the scheduled phase-in,
					 the compliance volume calculation shall be calculated as described directly
					 above and shall also include a negative calculation for vehicles not complying
					 until one or two model years following the last year of the scheduled phase-in.
					 The negative calculation shall be calculated by multiplying the percent of
					 vehicles not meeting the new requirements in the final year of the phase-in by
					 negative one and the percent of vehicles not meeting the new requirements in
					 the one year after the final year of the phase-in by negative two. For example,
					 if 10 percent of a manufacturer's vehicles did not comply by the final year of
					 the scheduled phase-in and 5 percent did not comply by the end of the first
					 year after the final year of the scheduled phase-in, the negative calculation
					 result would be (10*(-1 years)) + (5*(-2 years)) = -20. The final compliance
					 volume calculation is the sum of the original compliance volume calculation and
					 the negative calculation. For example, a 30/60/100 percent scheduled phase-in
					 during the 2010-2012 model years would have a cumulative total of 310. If a
					 manufacturer's planned alternate phase-in schedule is 40/70/80/90/100 percent
					 during the 2010-2014 model years, the final compliance volume calculation would
					 be (40*3 years) + (70*2 years) + (80*1 year) + (20*(-1 year)) + (10*(-2 years))
					 = 300, which is less than 310 and therefore would not be acceptable as an
					 alternate phase-in schedule.
"Applicable standards"
refers to the
					 specific exhaust emission standards or family emission limits (FEL) of the
					 Federal Test Procedure (FTP) to which the vehicle or engine is certified. For
					 2010 and subsequent model year diesel engines, "applicable standards" shall
					 also refer to the specific exhaust emission standards or family emission limits
					 (FEL) of either the FTP or the Supplemental Emission Test (SET) to which the
					 engine is certified, as determined according to section (d)(6).
"Auxiliary Emission Control Device (AECD)"
refers to any approved AECD (as defined by
					 40 CFR
					 86.082-2 and
					 86.094-2 as they existed on
					 January 25, 2018 and incorporated by reference herein).
"Base fuel schedule"
refers to the fuel
					 calibration schedule programmed into the Powertrain Control Module or PROM when
					 manufactured or when updated by some off-board source, prior to any learned
					 on-board correction.
"Calculated load value"
refers to an
					 indication of the percent engine capacity that is being used and is defined in
					 SAE International (SAE) J1979 "E/E Diagnostic Test Modes", (SAE J1979),
					 incorporated by reference (section (g)(1.4) [FN1]), or SAE J1979-2 "E/E
					 Diagnostic Test Modes--OBDonUDS", (SAE J1979-2), incorporated by reference
					 (section (g)(1.14)). For diesel applications, in lieu of the definitions in SAE
					 J1979 and SAE J1979-2, the calculated load value may alternatively be
					 determined by the ratio of current engine torque to maximum engine torque at
					 current engine speed as defined by suspect parameter number (SPN) 92 of SAE
					 J1939 "Serial Control and Communications Heavy Duty Vehicle Network--Top Level
					 Document" (SAE J1939), incorporated by reference.
"Charge depleting operation"
means the
					 state of vehicle operation when the current battery state of charge (SOC) is
					 higher than the charge sustaining target SOC value and, while it may fluctuate,
					 the intent of the vehicle control system is to deplete the SOC from a higher
					 level down to the charge sustaining target SOC value. For the purposes of
					 tracking grid energy consumed during charge depleting operation in section
					 (g)(6.4), charge depleting operation shall also include when the vehicle is
					 connected to the grid for charging. For the purposes of defining the transition
					 of the control system from charge depleting operation to charge sustaining
					 operating once the charge sustaining target SOC value has been met, the first
					 occurrence of fueled engine operation once the SOC is less than or equal to the
					 charge sustaining target SOC value shall be used as the transition
					 point.
"Charge sustaining operation"
means the
					 state of vehicle operation when the battery SOC may fluctuate but the intent of
					 the vehicle control system is to maintain, on average, the current SOC.
					 Examples of this state include when a plug-in hybrid electric vehicle is
					 operating as a conventional hybrid vehicle (i.e., if the vehicle has depleted
					 all of the grid energy from the battery and is controlling to the charge
					 sustaining target SOC value) as well as operation in any driver-selectable
					 modes designed to maintain the current SOC (e.g., a 'hold' button intended to
					 save electric drive operation for later in the driving cycle, a 'charge now'
					 button after it has reached its target SOC and the intent of the control system
					 is to maintain, on average, that target SOC).
"Charge sustaining target SOC value"
means
					 the nominal target SOC that the control system is designed to maintain, on
					 average, when operating as a conventional hybrid vehicle after depletion of any
					 grid energy in the battery.
"Cold start emission reduction strategy (CSERS)
					 monitoring conditions"
is defined as a set of criteria that meet all
					 the following conditions in a single driving cycle:
(1) at least 6 hours of engine-off time
				  before the initial combustion engine start for non-hybrid vehicles, or the
				  continuous time the vehicle is not in a state of "propulsion system active"
				  during the period immediately preceding the start of "propulsion system active"
				  is at least 6 hours for hybrid vehicles,
(2) the ambient temperature is greater than
				  or equal to 20 degrees Fahrenheit (or -6.7 degrees Celsius), and
(3) the engine coolant temperature is less
				  than or equal to 27 degrees Fahrenheit (or 15 degrees Celsius) higher than the
				  ambient temperature.
"Confirmed fault code"
is defined as the
					 diagnostic trouble code stored when an OBD II system has confirmed that a
					 malfunction exists (e.g., typically on the second driving cycle that the
					 malfunction is detected) in accordance with the requirements of sections (e),
					 (f), and (g)(4.4).
"Continuously,"
if used in the context of
					 monitoring conditions for circuit continuity, lack of circuit continuity,
					 circuit faults, and out-of-range values, means monitoring is always enabled,
					 unless alternate enable conditions have been approved by the Executive Officer
					 in accordance with section (d)(3.1.1), and sampling of the signal used for
					 monitoring occurs at a rate no less than two samples per second. If for control
					 purposes, a computer input component is sampled less frequently, the signal of
					 the component may instead be evaluated each time sampling occurs.
"Deactivate"
means to turn-off, shutdown,
					 desensitize, or otherwise make inoperable through software programming or other
					 means during the actual life of the vehicle.
"Diagnostic or emission critical"
electronic powertrain control unit refers to the engine and transmission
					 control unit(s). For the 2005 and subsequent model years, it also includes any
					 other on-board electronic powertrain control unit that:
(1) has primary control over any of the
				  monitors required by sections (e)(1) through (e)(14), (e)(16), (f)(1) through
				  (f)(14), and (f)(16), but does not include circuit or out-of-range fault
				  monitors required by sections (e)(7.2.1)(B), (e)(7.2.2)(B), (e)(7.2.2)(D),
				  (e)(7.2.3)(B), (e)(10.2.2)(A), (f)(5.2.1)(A)(ii), (f)(5.2.1)(B)(ii),
				  (f)(5.2.2)(B), (f)(5.2.4)(B), and (f)(11.2.2)(A); or,
(2) except for anti-lock brake system (ABS)
				  control units or stability/traction control units, has primary control over any
				  rationality fault diagnostic or functional check for more than four input
				  components or more than two output components required to be monitored by
				  sections (e)(15) and (f)(15); or
(3) for 2019 and subsequent model year
				  vehicles, except for anti-lock brake system (ABS) control units or
				  stability/traction control units, is field reprogrammable and has primary
				  control over any rationality fault diagnostic or functional check for any input
				  or output component required to be monitored by sections (e)(15) and (f)(15).
For purposes of criteria (1) through (3) above, "primary
					 control" over a monitor means the control unit does any of the
					 following:
(a) determines if any
				  enable conditions are satisfied;
(b)
				  calculates all or part of the diagnostic decision statistic or metric by which
				  pass or fail decisions are made (e.g., the comparison of a component's measured
				  or calculated level of performance to a fault threshold); or
(c) makes or processes pass or fail decisions
				  (e.g., debounces diagnostic decision statistics or commands MIL illumination or
				  fault code storage). Further, for purposes of criterion (2) above, all glow
				  plugs in an engine shall be considered "one" component in lieu of each glow
				  plug being considered a separate component. For purposes of criteria (2) and
				  (3) above, "input component" and "output component" includes hybrid components
				  required to be monitored in accordance with the requirements under section
				  (e)(15.2.1), (e) (15.2.2), (f) (15.2.1), or (f)(15.2.2).
"Diesel engine"
refers to an engine using
					 a compression ignition thermodynamic cycle.
"Diesel vehicle"
refers to a vehicle with
					 a diesel engine.
"Driver-selectable charge increasing
					 operation"
means the state of vehicle operation where both:
(a) the driver has selected a mode of
				  operation different than the default or normal mode of the vehicle that is
				  intended to increase the battery SOC (e.g., 'charge now' button); and
(b) that the current intent of the vehicle
				  control system is to increase the battery SOC from its current level to a
				  higher SOC target value (i.e., the current SOC is lower than the target SOC).
				  This state does not include operation in a driver-selectable mode where the
				  control system has reached the target SOC and is now operating with the intent
				  to maintain, on average, the target SOC. For the purposes of defining the
				  transition of the control system from an intent to increase the SOC to an
				  intent to maintain the SOC once the target has been reached, either the first
				  time the SOC is greater than or equal to the target SOC or the first occurrence
				  of engine off once the SOC is greater than or equal to the target SOC shall be
				  used as the transition point. For continued operation in the driver-selectable
				  mode once the system has transitioned to an intent to maintain the SOC, the
				  operation shall be considered charge sustaining operation unless the actual SOC
				  falls below the target SOC by more than five percent at which time the system
				  will be considered as transitioned back to an intent to increase the SOC
				  (driver-selectable charge increasing operation).
"Driving cycle"
is defined as a trip that
					 consists of engine start and engine shutoff and may include the period of
					 engine off time up to the next engine start. For monitors that run during
					 engine-off conditions, the period of engine off time following engine shutoff
					 and up to the next engine start shall be considered part of the driving cycle.
					 For vehicles that employ engine shutoff strategies (e.g., engine shutoff at
					 idle), the manufacturer may request Executive Officer approval to use an
					 alternate definition for driving cycle (e.g., key on and key off). Executive
					 Officer approval of the alternate definition shall be based on equivalence to
					 engine start and engine shutoff signaling the beginning and ending of a single
					 driving event for a conventional vehicle. For applications that are used in
					 both medium-duty and heavy-duty classes, the manufacturer may use the driving
					 cycle definition of title 13, CCR, section
					 1971.1 in lieu of this definition.
					 Engine restarts following an engine shut-off that has been neither commanded by
					 the vehicle operator nor by the engine control strategy but caused by an event
					 such as an engine stall may be considered a new driving cycle or a continuation
					 of the existing driving cycle.
"Emission Increasing Auxiliary Emission Control
					 Device (EI-AECD)"
refers to any approved AECD that reduces the
					 effectiveness of the emission control system under conditions which may
					 reasonably be expected to be encountered in normal vehicle operation and use,
					 and meets (1) or (2):
(1) the need for
				  the AECD is justified in terms of protecting the vehicle against damage or
				  accident, or
(2) for 2024 and
				  subsequent model year medium-duty vehicles certified to an engine dynamometer
				  tailpipe emission standard and 2026 and subsequent model year passenger cars,
				  light-duty trucks, and medium-duty vehicles certified to a chassis dynamometer
				  tailpipe emission standard, is related to adaptation or learning (e.g.,
				  selective catalytic reduction (SCR) system adaptation). For medium-duty
				  vehicles certified to an engine dynamometer tailpipe emission standard, an AECD
				  that is certified as an NTE deficiency shall not be considered an EI-AECD. An
				  AECD that does not sense, measure, or calculate any parameter or command or
				  trigger any action, algorithm, or alternate strategy shall not be considered an
				  EI-AECD. An AECD that is activated solely due to any of the following
				  conditions shall not be considered an EI-AECD:
(1) operation of the vehicle above 8000 feet
				  in elevation;
(2) ambient
				  temperature;
(3) when the engine is
				  warming up and is not reactivated once the engine has warmed up in the same
				  driving cycle;
(4) failure
				  detection (storage of a fault code) by the OBD system;
(5) execution of an OBD monitor; or
(6) execution of an infrequent regeneration
				  event.
"Emissions neutral default action"
refers
					 to any compensating control action or default mode of operation that meets all
					 the following conditions:
(1) it
				  cannot measurably increase emissions during any reasonable in-use driving
				  condition,
(2) it does not cause
				  any OBD II monitoring system to complete monitoring less frequently than
				  required or cause its monitoring to be inaccurate,
(3) the compensating control action or
				  default mode of operation remains activated for the remainder of the driving
				  cycle. If the emissions neutral diagnostic and emissions neutral default action
				  in the worst case take more than 30 seconds (from engine start or the first
				  effect of the monitored system or component in the driving cycle) to detect the
				  associated malfunction and completely achieve the emissions-neutral state, it
				  must remain activated across driving cycles until:
(a) the diagnostic that activated it has run
				  and determined that a malfunction is no longer present or
(b) the fault has been cleared with an
				  external diagnostic tool,
(4) the OBD II system monitors and
				  illuminates the MIL for any fault that prevents the compensating control action
				  or default mode of operation from being activated (e.g., communication failure
				  between modules prevents the default action from occurring) when the emissions
				  neutral diagnostic that controls the control action or default mode of
				  operation has detected that a fault is present, and
(5) if the default mode of operation prevents
				  propulsion of the vehicle (e.g., no start condition, stuck in park condition),
				  it is not activated by a component with a cost meeting or exceeding that of a
				  "high-price" warranted part as defined by title 13, CCR section
				  2037(c).
"Emissions neutral diagnostic"
refers to a
					 monitoring strategy required pursuant to section (e)(15) or (f)(15) that meets
					 the following conditions:
(1) the
				  diagnostic activates an emissions neutral default action (as defined in section
				  (c)) when it detects a malfunction that would otherwise increase emissions or
				  negatively impact OBD II system performance, and
(2) the diagnostic is located within a
				  diagnostic or emission critical electronic powertrain control unit or a control
				  unit meeting the automotive safety integrity level C or D specifications as
				  defined in International Organization for Standardization (ISO) 26262-5:2011
				  "Road vehicles -- Functional Safety -- Part 5: Product development at the
				  hardware level", November 15, 2011, which is incorporated by reference herein,
				  unless the manufacturer demonstrates to the satisfaction of the Executive
				  Officer that the control unit the diagnostic is located within is not likely to
				  be tampered with in-use. An example of an emissions neutral diagnostic is a
				  cruise control system with a default action that disables cruise control when a
				  system malfunction has been detected. Another example of an emissions neutral
				  diagnostic is a monitoring system that overrides disablement of the engine
				  start-stop system based on inputs from the steering angle sensing system when a
				  malfunction in the steering angle sensing system has been detected.
"Engine stall"
is defined as a drop in the
					 engine speed to zero revolutions-per-minute (rpm) at idle. For vehicles that
					 employ engine shutoff strategies (e.g., hybrid vehicles or vehicles with a
					 start-stop system that shut off the engine at idle), engine states where the
					 engine speed is zero rpm due to the vehicle commanding the engine to shut off
					 are not considered "engine stalls."
"Engine start"
is defined as the point
					 when the engine reaches a speed 150 rpm below the normal, warmed-up idle speed
					 (as determined in the drive position for vehicles equipped with an automatic
					 transmission). For hybrid vehicles or for engines employing alternate engine
					 start hardware or strategies (e.g., integrated starter and generators, etc.),
					 the manufacturer may request Executive Officer approval to use an alternate
					 definition for engine start (e.g., ignition key "on"). Executive Officer
					 approval of the alternate definition shall be based on equivalence to an engine
					 start for a conventional vehicle.
"Family Emission Limit (FEL)"
refers to
					 the exhaust emission levels to which an engine family is certified under the
					 averaging, banking, and trading program incorporated by reference in title 13,
					 CCR section
					 1956.8.
"Fault memory"
means information
					 pertaining to malfunctions stored in the onboard computer, including fault
					 codes, stored engine conditions, and MIL status.
"Federal Test Procedure (FTP) test"
refers
					 to an exhaust emission test conducted according to the test procedures
					 incorporated by reference in title 13, CCR section
					 1961(d) that is
					 used to determine compliance with the FTP standard to which a vehicle is
					 certified.
"FTP cycle".
For passenger vehicles,
					 light-duty trucks, and medium-duty vehicles certified on a chassis dynamometer,
					 FTP cycle refers to the driving schedule in Code of Federal Regulations (CFR)
					 40, Appendix I, Part 86, section (a) entitled, "EPA Urban Dynamometer Driving
					 Schedule for Light-Duty Vehicles and Light-Duty Trucks" (i.e., the FTP-72 cycle
					 or LA-4 cycle) as it existed on July 8, 2019 and incorporated by reference
					 herein. For medium-duty engines certified on an engine dynamometer, FTP cycle
					 refers to the engine dynamometer schedule in CFR 40, Appendix I, Part 86,
					 section (f)(1), entitled, "EPA Engine Dynamometer Schedule for Heavy-Duty
					 Otto-Cycle Engines," or section (f)(2), entitled, "EPA Engine Dynamometer
					 Schedule for Heavy-Duty Diesel Engines," as those sections existed on January
					 25, 2018 and incorporated by reference herein.
"FTP standard"
refers to the certification
					 tailpipe exhaust emission full useful life standards and test procedures
					 applicable to the FTP cycle and to the class to which the vehicle is
					 certified.
"FTP full useful life standard"
refers to
					 the FTP standard applicable when the vehicle reaches the end of its full useful
					 life as defined in the certification requirements and test procedures
					 incorporated by reference in title 13, CCR section
					 1961(d).
"50°F FTP"
refers to the "50°F
					 Emission Test Procedure" defined in the "California 2015 and Subsequent Model
					 Criteria Pollutant Exhaust Emission Standards and Test Procedures and 2017 and
					 Subsequent Model Greenhouse Gas Exhaust Emission Standards and Test Procedures
					 for Passenger Cars, Light Duty Trucks, and Medium Duty Vehicles," incorporated
					 by reference in title 13, CCR section
					 1961.2.
"Field reprogrammable
" means a control
					 unit or device is capable of supporting a manufacturer service procedure
					 intended to be executed in a dealership or other vehicle service environment
					 (e.g., by over-the-air reprogramming) that results in the downloading of new
					 software and/or calibration data into the control unit or device.
"Fuel trim"
refers to feedback adjustments
					 to the base fuel schedule. Short-term fuel trim refers to dynamic or
					 instantaneous adjustments. Long-term fuel trim refers to much more gradual
					 adjustments to the fuel calibration schedule than short-term trim
					 adjustments.
"Fueled engine operation"
is the state
					 where any fuel is introduced into the engine for the purpose of
					 combustion.
"Functional check"
for an output component
					 or system means verification of proper response of the component and system to
					 a computer command.
"Gasoline engine"
refers to an engine
					 using a spark ignition thermodynamic cycle.
"Gasoline vehicle"
refers to a vehicle
					 with a gasoline engine.
"Grid energy"
, for the purposes of
					 tracking grid energy parameters in section (g)(6.4), means all energy into the
					 battery while connected to grid power (e.g., plugged-in) and with the engine
					 off. Grid energy shall not include electrical losses between the grid and the
					 battery (e.g., from on-board charger inefficiency) or energy directly used by
					 the vehicle without first going into the battery (e.g., electricity utilized
					 directly from before or after the on-board charger to power on-vehicle devices
					 for cabin conditioning, charging control, etc.). For the purposes of tracking
					 grid energy consumed during charge depleting operation in section (g)(6.4),
					 energy consumed (i.e., out of the battery) shall be considered non-grid energy
					 until all non-grid energy is depleted. Additionally, on any trip where the
					 vehicle transitions from charge depleting operation to charge sustaining
					 operation once the charge sustaining target SOC value has been met, the values
					 currently assumed for grid and non-grid energy remaining in the battery shall
					 be reset to zero to minimize the accumulation of errors over time.
"Non-grid energy"
, for the purposes of
					 tracking grid energy parameters in section (g)(6.4), means all energy into the
					 battery during charge depleting operation and during driver-selectable charge
					 increasing operation from any source other than grid power (i.e., while not
					 connected to a source of power for charging). Examples of non-grid energy
					 include energy recovered during braking and energy supplied to the battery
					 during engine operation. If an engine running condition exists while connected
					 to a source of grid power for charging, all energy going into the battery
					 during the engine running event shall be considered non-grid energy. Non-grid
					 energy may not include any energy into the battery during charge sustaining
					 operation.
"Highway Fuel Economy Driving Cycle"
refers to the "Highway Driving Schedule" defined in Part II of the "California
					 2015 and Subsequent Model Criteria Pollutant Exhaust Emission Standards and
					 Test Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission
					 Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium
					 Duty Vehicles," incorporated by reference in section
					 1961.2, title 13, CCR.
"Highway Fuel Economy Test (HWFET)"
refers
					 to the test defined in 40
					 CFR 600 Subpart B or
					 40 CFR §
													1066.840 with the migration provisions of
					 40 CFR §
													600.111-08 introduction, as those sections
					 existed on August 5, 2015.
*"Hybrid vehicle"
refers to a vehicle
					 (including a plug-in hybrid electric vehicle) that can draw propulsion energy
					 from either or both of the following on-vehicle sources of stored
					 energy:
1) a consumable fuel
				  and
2) an energy storage device
				  such as a battery, capacitor, or flywheel.
"Ignition cycle,"
except as noted below
					 for hybrid vehicles, means a trip that begins with engine start, meets the
					 engine start definition for at least two seconds plus or minus one second, and
					 ends with engine shut-off. For hybrid vehicles, "ignition cycle" means a trip
					 that begins when the propulsion system active definition is met for at least
					 two seconds plus or minus one second, and ends when the propulsion system
					 active definition is no longer met.
"Keep-alive memory (KAM),"
for the
					 purposes of this regulation, is defined as a type of memory that retains its
					 contents as long as power is provided to the on-board control unit. KAM is not
					 erased upon shutting off the engine but may be erased if power to the on-board
					 control unit is interrupted (e.g., vehicle battery disconnected, fuse to
					 control unit removed). In some cases, portions of KAM may be erased with a scan
					 tool command to reset KAM.
"Key on, engine off position"
refers to a
					 vehicle with the ignition key in the engine run position (not engine crank or
					 accessory position) but not in the state of propulsion system active and not
					 with the engine running.
"Light-duty truck"
is defined in title 13,
					 CCR section
					 1900 (b).
"Low Emission Vehicle I application"
refers to a vehicle or engine certified in California to the exhaust emission
					 standards defined in title 13, CCR sections
					 1956.8(g),
					 1960.1(g)(1), and
					 1960.1(h)(1) for
					 any of the following vehicle emission categories: Transitional Low Emission
					 Vehicle (TLEV), Low Emission Vehicle (LEV), Ultra Low Emission Vehicle (ULEV),
					 or Super Ultra Low Emission Vehicle (SULEV). Additionally, vehicles certified
					 to Federal emission standards (bins) in California but categorized in a Low
					 Emission Vehicle I vehicle emission category for purposes of calculating
					 non-methane organic gas (NMOG) fleet average in accordance with the
					 certification requirements and test procedures incorporated by reference in
					 title 13, CCR section
					 1961 (d) are
					 subject to all monitoring requirements applicable to Low Emission Vehicle I
					 applications but shall use the Federal tailpipe emission standard (i.e., the
					 Federal bin) for purposes of determining the malfunction thresholds in sections
					 (e) and (f).
"MDV SULEV vehicles"
refer only to
					 medium-duty Low Emission Vehicle I applications certified to the SULEV vehicle
					 emission category.
"TLEV vehicles"
refer only to Low Emission
					 Vehicle I applications certified to the TLEV vehicle emission category.
"LEV vehicles"
refer only to Low Emission
					 Vehicle I applications certified to the LEV vehicle emission category.
"ULEV vehicles"
refer only to Low Emission
					 Vehicle I applications certified to the ULEV vehicle emission category.
"Low Emission Vehicle II application"
refers to a vehicle or engine certified in California to the exhaust emission
					 standards defined in title 13, CCR section
					 1961, or optionally certified to
					 the exhaust emission standards defined in title 13, CCR section
					 1956.8, for any of the following
					 emission categories: LEV, ULEV, or SULEV. Additionally, except as provided for
					 in sections (e)(17.1.3) and (f)(17.1.2), vehicles certified to Federal emission
					 standards (bins) in California but categorized in a Low Emission Vehicle II
					 vehicle emission category for purposes of calculating NMOG fleet average in
					 accordance with the certification requirements and test procedures incorporated
					 by reference in title 13, CCR section
					 1961 (d) are
					 subject to all monitoring requirements applicable to Low Emission Vehicle II
					 applications but shall use the Federal tailpipe emission standard (i.e., the
					 Federal bin) for purposes of determining the malfunction thresholds in sections
					 (e) and (f).
"PC/LDT SULEV II vehicles"
refer only to
					 passenger car and light-duty truck Low Emission Vehicle II applications
					 certified to the SULEV vehicle emission category.
"MDV SULEV II vehicles"
refer only to
					 medium-duty Low Emission Vehicle II applications certified to the SULEV vehicle
					 emission category.
"LEV II vehicles"
refer only to Low
					 Emission Vehicle II applications certified to the LEV vehicle emission
					 category.
"ULEV II vehicles"
refer only to Low
					 Emission Vehicle II applications certified to the ULEV vehicle emission
					 category.
"Low Emission Vehicle III application"
refers to a vehicle or engine certified in California to the exhaust emission
					 standards defined in title 13, CCR section
					 1961.2. Additionally, vehicles
					 certified to Federal emission standards (bins) in California but categorized in
					 a Low Emission Vehicle III vehicle emission category for purposes of
					 calculating NMOG+NOx fleet average in accordance with the certification
					 requirements and test procedures incorporated by reference in title 13, CCR
					 section 1961.2 (d) are
					 subject to all monitoring requirements applicable to Low Emission Vehicle III
					 applications but shall use the Federal tailpipe emission standard (i.e., the
					 Federal bin) for purposes of determining the malfunction thresholds in sections
					 (e) and (f).
"
LEV160 vehicles
"
refer
					 only to Low Emission Vehicle III applications certified to the LEV160 vehicle
					 emission category.
"
ULEV125 vehicles
"
refer
					 only to Low Emission Vehicle III applications certified to the ULEV125 vehicle
					 emission category.
"
ULEV70 vehicles
"
refer
					 only to Low Emission Vehicle III applications certified to the ULEV70 vehicle
					 emission category.
"
ULEV50 vehicles
"
refer
					 only to Low Emission Vehicle III applications certified to the ULEV50 vehicle
					 emission category.
"
SULEV30 vehicles
"
refer
					 only to Low Emission Vehicle III applications certified to the SULEV30 vehicle
					 emission category.
"
SULEV20 vehicles
"
refer
					 only to Low Emission Vehicle III applications certified to the SULEV20 vehicle
					 emission category.
"
Low Emission Vehicle IV
" application
					 refers to a vehicle or engine certified in California to the exhaust emission
					 standards defined in title 13, CCR section
					 1961.4. References to vehicle
					 emission categories preceded by "LEV IV" refer to Low Emission Vehicle IV
					 applications certified to that specific vehicle emission category defined in
					 title 13, CCR section
					 1961.4 (e.g., "LEV IV SULEV15
					 vehicles" refer to Low Emission Vehicle IV applications certified to the Low
					 Emission Vehicle IV SULEV15 vehicle emission category).
"Malfunction"
means any deterioration or
					 failure of a component or system that causes the performance to be outside of
					 the applicable limits in sections (e) and (f).
"Medium-duty vehicle"
or
"MDV"
is defined in title 13, CCR section
					 1900 (b).
"Medium-duty passenger vehicle"
or
"MDPV"
is defined in Title 40, Section
					 86.1803-01, Code of Federal
					 Regulations.
"Mild hybrid electric vehicle"
means a
					 hybrid vehicle that has start/stop capability and regenerative braking
					 capability, where the recaptured braking energy over the FTP is at least 15
					 percent but less than 75 percent of the total braking energy, where the percent
					 of recaptured braking energy is measured and calculated according to
					 40 CFR §
														600.116(d), as it existed on
					 August 5, 2015.
"Misfire"
means lack of combustion in the
					 cylinder due to absence of spark, poor fuel metering, poor compression, or any
					 other cause. This does not include lack of combustion events in non-active
					 cylinders due to default fuel shut-off or cylinder deactivation
					 strategies.
"Non-volatile random access memory
					 (NVRAM),"
for the purposes of this regulation, is defined as a type of
					 memory that retains its contents even when power to the on-board control unit
					 is interrupted (e.g., vehicle battery disconnected, fuse to control unit
					 removed). NVRAM is typically made non-volatile either by use of a back-up
					 battery within the control unit or through the use of an electrically erasable
					 and programmable read-only memory (EEPROM) chip.
"Not-To-Exceed (NTE) control area"
refers
					 to the bounded region of the engine's torque and speed map, as defined in
					 40 CFR
					 86.1370-2007, where emissions must not exceed
					 a specific emission cap for a given pollutant under the NTE requirement.
"Manufacturer-specific NOx NTE carve-out
					 area"
refers to regions within the NTE control area for NOx where the
					 manufacturer has limited NTE testing as allowed by
					 40 CFR
					 86.1370-2007(b)(7).
"Manufacturer-specific PM NTE carve-out
					 area"
refers to regions within the NTE control area for PM where the
					 manufacturer has limited NTE testing as allowed by
					 40 CFR
					 86.1370-2007(b)(7).
"NTE deficiency"
refers to regions or
					 conditions within the NTE control area for NOx or PM where the manufacturer has
					 received a deficiency as allowed by
					 40 CFR
					 86.007-11(a)(4)(iv).
"Normal production"
is the time after the
					 start of production when the manufacturer has produced two percent of the
					 projected volume for the test group or calibration, whichever is specified in
					 sections (j) and (k).
"Over-the-air reprogramming"
refers to the
					 remote reprogramming of a vehicle or engine controller using wireless
					 technologies. No physical connection between any reprogramming equipment and
					 the vehicle is made when using over-the-air reprogramming.
"Passenger car"
is defined in title 13,
					 CCR section
					 1900(b).
"Pending fault code"
is defined as the
					 diagnostic trouble code stored upon the initial detection of a malfunction
					 (e.g., typically on a single driving cycle) prior to illumination of the MIL in
					 accordance with the requirements of sections (e), (f), and (g)(4.4).
"Percentage of misfire"
as used in
					 (e)(3.2) and (f)(3.2) means the percentage of misfires out of the total number
					 of intended combustion events for the specified interval.
"Permanent fault code"
is defined as a
					 confirmed fault code that is stored in NVRAM as specified in sections (d)(2)
					 and (g)(4.4).
"Plug-in hybrid electric vehicle"
means an
					 "off-vehicle charge capable" hybrid electric vehicle as defined in the
					 "California Exhaust Emission Standards and Test Procedures for 2018 and
					 Subsequent Model Zero-Emission Vehicles and Hybrid Electric Vehicles, in the
					 Passenger Car, Light-Duty Truck and Medium-Duty Vehicle Classes," incorporated
					 by reference in title 13, CCR section
					 1962.2.
"Power Take-Off (PTO) unit"
refers to an
					 engine driven output provision for the purposes of powering auxiliary equipment
					 (e.g., a dump-truck bed, aerial bucket, or tow-truck winch).
"Propulsion system active"
is the state
					 where the powertrain (e.g., engine, electric machine) is enabled by the driver
					 (e.g., after ignition on for conventional vehicles, after power button pushed
					 for some hybrid vehicles, or after remote start activation) such that the
					 vehicle is ready to be used (e.g., vehicle is ready to be driven, ready to be
					 shifted from "park" to "drive", heating, ventilation, and air conditioning
					 (HVAC) turned on to condition cabin prior to driving). For purposes of this
					 definition, "the state where the powertrain is enabled" does not include
					 activations that are not driver-initiated (e.g., conditions where portions of
					 the vehicle system wake up to perform OBD II monitoring or off-board charging).
					 This state also does not include remote start activations that cannot cause the
					 engine to start (e.g., in a remote activation to condition the cabin, the
					 engine will not start until there is further action by the driver to enable the
					 vehicle for operation regardless of cabin conditioning demand or length of
					 cabin conditioning operation).
"Rationality fault diagnostic"
for an
					 input component means verification of the accuracy of the input signal while in
					 the range of normal operation and when compared to all other available
					 information.
"Redline engine speed"
shall be defined by
					 the manufacturer as either the recommended maximum engine speed as normally
					 displayed on instrument panel tachometers or the engine speed at which fuel
					 shutoff occurs.
"Response rate"
for exhaust gas sensors
					 refers to the delay from when the sensor is exposed to a different make-up of
					 exhaust gas constituents until it outputs a signal reflecting the different
					 make-up of exhaust gas constituents. For example, for oxygen sensors, response
					 rate is the delay from when the oxygen sensor is exposed to a change in exhaust
					 gas from richer/leaner than stoichiometric to leaner/richer than stoichiometric
					 to the time when the oxygen sensor indicates the lean/rich condition. This
					 includes delays in the sensor to initially react to a change in exhaust gas
					 composition (i.e., delayed response) as well as slower transitions from a
					 rich-to-lean (or lean-to-rich) sensor output (i.e., slow response). Similarly,
					 for wide-range air-fuel (A/F) sensors, response rate is the delay from when the
					 sensor is exposed to a different A/F ratio to the time it indicates the
					 different A/F ratio. For NOx and PM sensors, response rate is the delay from
					 when the sensor is exposed to a different NOx or PM exhaust gas level until it
					 indicates the different NOx or PM exhaust gas level.
"Safety-only component or system"
refers
					 to a component or system that is designed and intended to be used by the
					 vehicle solely to prevent or mitigate personal injury to the vehicle
					 occupant(s), pedestrians, and/or service technicians. Examples include traction
					 control systems, anti-lock braking systems, hybrid high voltage containment
					 systems (e.g., high voltage interlock loop, high voltage isolation detection),
					 and lane departure control systems.
"SC03 emission standards"
refers to the
					 certification tailpipe exhaust emission standards for the air conditioning
					 (A/C) test of the Supplemental Federal Test Procedure Off-Cycle Emission
					 Standards specified in title 13, CCR section
					 1961(a)
					 applicable to the class to which the vehicle is certified.
"Secondary air"
refers to air introduced
					 into the exhaust system by means of a pump or aspirator valve or other means
					 that is intended to aid in the oxidation of HC and CO contained in the exhaust
					 gas stream.
"Similar conditions"
as used in sections
					 (e)(3), (e)(6), (f)(3), and (f)(4) means engine conditions having an engine
					 speed within 375 rpm, load conditions within 20 percent, and the same warm-up
					 status (i.e., cold or hot) as the engine conditions stored pursuant to
					 (e)(3.4.4), (e)(6.4.5), (f)(3.4.2)(C), and (f)(4.4.2)(E). The Executive Officer
					 may approve other definitions of similar conditions based on comparable
					 timeliness and reliability in detecting similar engine operation.
"Small volume manufacturer"
is defined in
					 title 13, CCR section
					 1900(b). However,
					 for a manufacturer that transitions from a small volume manufacturer to a
					 non-small volume manufacturer, the manufacturer is still considered a small
					 volume manufacturer for the first three model years that it no longer meets the
					 definition in title 13, CCR section
					 1900(b).
"Smart device"
refers to an electronic
					 powertrain component or system that uses a microprocessor or microcontroller
					 and does not meet the criteria to be classified as a "diagnostic or emission
					 critical electronic powertrain control unit." Devices that provide high level
					 control of transmissions or battery packs are excluded from this definition.
					 Any component or system externally connected to the smart device shall not be
					 considered part of the smart device unless:
(1) It is a subcomponent integral to the
				  function of the smart device;
(2)
				  It is permanently attached to the smart device with wires or one-time
				  connectors; and
(3) The smart
				  device and subcomponent are designed, manufactured, installed, and serviced
				  (per manufacturer published procedures) as a single component.
"Strong hybrid electric vehicle"
means a
					 hybrid vehicle that has start/stop capability and regenerative braking
					 capability, where the recaptured braking energy over the FTP is at least 75
					 percent of the total braking energy, where the percent of recaptured braking
					 energy is measured and calculated according to
					 40 CFR §
													600.116(d), as it existed on
					 August 5, 2015.
"Supplemental Emission Test (SET) cycle"
refers to the driving schedule defined as the "supplemental steady state
					 emission test" in 40 CFR
					 86.1360-2007, as amended July 13,
					 2005.
"Supplemental Federal Test Procedure (SFTP)
					 Composite Emission Standard"
refers to the "SFTP NMOG+NOx and CO
					 Composite Exhaust Emission Standards" defined in the "California 2015 and
					 Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test
					 Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission
					 Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium
					 Duty Vehicles," incorporated by reference in title 13, CCR section
					 1961.2.
"SET standard"
refers to the certification
					 exhaust emission standards and test procedures applicable to the SET cycle
					 incorporated by reference in title 13, CCR sections
					 1956.8(b) and (d)
					 to which the engine is certified.
"Unified cycle"
refers to the "Unified
					 Cycle Driving Schedule" defined in Part II of the "California 2015 and
					 Subsequent Model Criteria Pollutant Exhaust Emission Standards and Test
					 Procedures and 2017 and Subsequent Model Greenhouse Gas Exhaust Emission
					 Standards and Test Procedures for Passenger Cars, Light Duty Trucks, and Medium
					 Duty Vehicles," incorporated by reference in title 13, CCR section
					 1961.2.
"US06 cycle"
refers to the driving
					 schedule in 40 CFR
					 86, Appendix 1, section (g), as amended July
					 13, 2005, entitled, "EPA US06 Driving Schedule for Light-Duty Vehicles and
					 Light-Duty Trucks."
"Warm-up cycle"
means a driving cycle with
					 sufficient vehicle operation such that the coolant temperature has risen by at
					 least 40 degrees Fahrenheit or 22.2 degrees Celsius from engine start and
					 reaches a minimum temperature of at least 160 degrees Fahrenheit or 71.1
					 degrees Celsius (140 degrees Fahrenheit or 60 degrees Celsius for applications
					 with diesel engines). Alternatively, manufacturers may define warm-up cycle as
					 a driving cycle with vehicle operation in which the criteria specified in
					 sections (d)(2.5.2)(B)(iii)a. (or f. if applicable), b., and c. are
					 met.