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 1968.1 - Malfunction and Diagnostic System Requirements-1994 and Subsequent Model-Year Passenger Cars, Light-Duty Trucks, and Medium-Duty Vehicles and Engines
Universal Citation: 13 CA Code of Regs 1968.1
Current through Register 2024 Notice Reg. No. 38, September 20, 2024
(a) GENERAL REQUIREMENTS
(1.0) All 1994 and subsequent
model-year passenger cars, light-duty trucks, and medium-duty vehicles shall be
equipped with a malfunction indicator light (MIL) located on the instrument
panel that will automatically inform the vehicle operator in the event of a
malfunction of any powertrain components which can affect emissions and which
provide input to, or receive output from, the on-board computer(s) or of the
malfunction of the on-board computer(s) itself. The MIL shall not be used for
any other purpose.
(1.1) The MIL
shall be of sufficient illumination and location to be readily visible under
all lighting conditions. The MIL shall illuminate in the engine-run key
position before engine cranking to indicate that the MIL is functional and
shall, when illuminated, display the phrase "Check Engine" or "Service Engine
Soon." The word "Powertrain" may be substituted for "Engine" in the previous
phrase. Alternatively, the International Standards Organization (ISO) engine
symbol may be substituted for the word "Engine," or for the entire
phrase.
(1.2) All 1994 and
subsequent model-year passenger cars, light-duty trucks, and medium-duty
vehicles required to have MIL pursuant to (1.0) above shall also be equipped
with an on-board diagnostic system capable of identifying the likely area of
malfunction by means of fault codes stored in computer memory. These vehicles
shall be equipped with a standardized electrical connector to provide access to
the stored fault codes. Specific performance requirements are listed below. A
glossary of terms is contained in subsection (n). Unless otherwise noted, all
section references refer to section
of Title
131968.1 of Title 13, CCR.
(1.3) Any reference to vehicles in this
regulation shall also include medium-duty vehicles with engines certified on an
engine dynamometer.
(1.4) For Low
Emission Vehicles (LEV), the Executive Officer shall revise the emission
threshold for a malfunction on any check if the most reliable monitoring method
developed requires a higher threshold to prevent significant errors of
commission in detecting a malfunction.
(1.5) For every case in which a malfunction
is to be noted when an emission threshold is exceeded (e.g., emissions in
excess of 1.5 times the standard), the manufacturer may perform only a
functional check (defined in section (n)(16.0)) of a specific component or
system if deterioration or failure of such would not cause the vehicle's
emissions to exceed the emission threshold.
(1.6) After the 1998 model year, for
Non-LEVs, fulfillment of federal On-Board Diagnostic (OBD) requirements shall
be deemed to be an acceptable option for the manufacturer for the purpose of
meeting these requirements.
(1.7)
For 1994 and 1995 model years only, illumination of the malfunction indicator
light upon detection of a malfunction shall be optional for catalyst, misfire,
and complete evaporative system monitoring. MIL illumination for such vehicles
shall be optional for other monitoring requirements, subject to Executive
Officer approval, on the basis of use of a new monitoring strategy which is
significantly different than that used previously by the manufacturer and/or
which entails a high degree of sophistication in its application. Irrespective
of the preceeding the MIL shall illuminate on these vehicles in accordance with
section 1968.1 for lack of function (see
section (n)(16.0)) for electronic components/systems otherwise approved for not
illuminating the MIL. Furthermore, setting fault codes for all malfunctions
shall continue to conform with requirements of section
1968.1. For components/systems not
requiring illumination of the MIL, manufacturers shall provide a plan for
approval by the Executive Officer for reporting on the correct performance of
the monitoring systems in customer use at 6 month intervals beginning from the
start of production each year for at least the first three years after
production. Approval of the plan shall be based on obtaining a statistically
valid sample size, assuring that adequate resources are available to
investigate the potential problems, and assuring that a wide variety of
vehicles, operating modes, and mileage accumulation will be included in the
evaluation. Should incorrect performance of the diagnostic system be determined
by the Executive Officer on the basis of these reports or through other means,
manufacturers shall recall the vehicles for correction of the OBD II system in
accordance with Article 2.2. Title 13 CCR, or they shall submit an alternate
plan for remedying the problem for approval by the Executive Officer on the
basis of achieving comparable capture rates and timeliness as an official
recall plan.
(1.8) Manufacturers
may employ alternate statistical MIL illumination and fault code storage
protocols to those specified in these requirements, subject to Executive
Officer approval based on comparable timeliness in detecting a malfunction and
evaluating system performance. For strategies requiring on average between
three and six driving cycles for MIL illumination, the manufacturer shall
provide data and/or an engineering evaluation which adequately demonstrate that
the monitoring system is equally effective and timely in detecting component
deterioration. Strategies requiring on average more than six driving cycles for
MIL illumination shall not be accepted.
(1.9) Regarding diagnostic system monitoring
conditions and MIL illumination requirements, manufacturers are generally
required to define appropriate operating conditions for monitoring, subject to
the limitation that the monitoring conditions shall be encountered at least
once during the first engine start portion of the applicable Federal Test
Procedure (FTP) test. Alternatively, manufacturers may request, subject to
Executive Officer approval, use of monitoring conditions encountered during the
Unified Cycle (see section (n)). In approval of the request, the Executive
Officer shall consider the extent to which use of the cycle provides for more
effective monitoring. Upon detection of a malfunction, the MIL is to be
illuminated and a fault code stored no later than the end of the next driving
cycle during which monitoring occurs provided the malfunction is again
detected. Until the 1997 model year, diagnostic strategies that illuminate the
MIL on the basis of completing a trip (trip is defined in section (n)(5.0) of
these requirements) shall be accepted. The Executive Officer shall accept trip
based diagnostic systems until the 1998 model year, provided the manufacturer
adequately demonstrates that the diagnostic strategies run with reasonable
frequency during normal driving conditions. When a trip criterion is employed,
upon detection of a malfunction, the diagnostic system shall store a fault code
and the MIL shall be illuminated no later than the end of the next trip if the
malfunction is again present.
(1.10) For other emission control devices not
identified or addressed in sections (b)(1) through (b)(12) (e.g., hydrocarbon
adsorbers), manufacturers shall submit a plan for Executive Officer approval of
the monitoring strategy and fault thresholds prior to introduction on a
production vehicle. Executive Officer approval shall be based on the
effectiveness of the monitoring strategy, the malfunction criteria utilized,
and the monitoring conditions required by the diagnostic.
(2.0) Manufacturers may request Executive
Officer approval to disable a diagnostic system designed to meet the
requirements of section (b) at ambient engine starting temperatures below
twenty degrees Fahrenheit (low ambient temperature conditions may be determined
based on intake air or engine coolant temperature at engine starting), and at
elevations above eight thousand feet above sea level provided the manufacturer
submits data and/or an engineering evaluation which adequately demonstrate that
monitoring would be unreliable when such conditions exist. Notwithstanding,
diagnostic system disablement may be requested at other ambient engine starting
temperatures if the manufacturer adequately demonstrates with data and/or an
engineering evaluation that misdiagnosis would occur due to the impact of such
ambient temperatures on the performance of the component itself (e.g.,
component freezing).
(2.1)
Manufacturers may disable monitoring systems that can be affected by running
out of fuel (e.g., misfire detection) when the fuel level is low, provided
disablement will not occur when the fuel level is above 15 percent of the
nominal capacity of the fuel tank.
(2.2) For vehicles designed to accommodate
the installation of Power Take-Off (PTO) units (defined in section (n)(19.0)),
disablement of affected monitoring systems is permitted provided disablement
occurs only while the PTO unit is active, and provided the OBD II readiness
code (specified in section (e)) is cleared by the on-board computer (i.e., all
bits shall be set to "test not complete") while the PTO unit is activated. The
code may be restored to its state prior to PTO activation upon PTO
de-activation.
(b) MONITORING REQUIREMENTS
(1.0) CATALYST
MONITORING
(1.1) Requirement:
(1.1.1) The diagnostic system shall monitor
the catalyst system for proper performance.
(1.1.2) Manufacturers are not required to
implement these catalyst monitoring requirements on diesel vehicles and
engines. Further, manufacturers of spark-ignited lean-burn vehicles and engines
may request that the Executive Officer exempt such applications from these
catalyst monitoring requirements if it can be demonstrated that a reliable
monitoring technology is not available. The Executive Officer shall approve
such a request upon determining that all reasonable monitoring technologies
have been considered to the extent possible.
(1.2) Malfunction Criteria:
(1.2.1) Low Emission Vehicles (see section
(n)(14.0)): The catalyst system shall be considered malfunctioning when its
conversion capability decreases to the point that either of the following
occurs:
1) Hydrocarbon (HC) emissions exceed
the applicable emission threshold specified in section (b)(1.2.2) below,
or
2) the average Federal Test
Procedure (FTP) Non-Methane Hydrocarbon (NMHC) conversion efficiency of the
monitored portion of the catalyst system falls below 50 percent. Regarding the
first criterion, the malfunction threshold shall be based on the emission
standards to which the vehicle is certified. For low emission vehicle
applications, hydrocarbon emissions shall be multiplied by the certification
reactivity adjustment factor for the vehicle. Regarding the second criterion,
the efficiency determination shall be based on an FTP test wherein a
malfunction is noted when the cumulative NMHC emissions measured at the outlet
of the monitored catalyst(s) are more than 50 percent of the cumulative
engine-out emissions measured at the inlet of the
catalyst(s).
(1.2.2) TLEV
applications shall employ an emission threshold malfunction criterion of 2.0
times the applicable FTP HC standard plus the emissions from a test run with a
representative 4000 mile catalyst system (125 hours of operation for
medium-duty vehicles with engines certified on an engine dynamometer). The
emission threshold criterion for LEV and ULEV applications shall be 2.5 and 3.0
times the applicable FTP HC standard, respectively, plus the emission level
with a representative 4000 mile catalyst system. Notwithstanding, beginning
with the 1998 model year, manufacturers shall phase in an emission threshold of
1.75 times the applicable FTP HC standard for all categories of low emission
vehicles, which shall not include the emission level with a 4000 mile catalyst
system. The phase in percentages (based on the manufacturer's projected sales
volume for low emission vehicle applications) shall equal or exceed 20 percent
in the 1998 model year, 40 percent in the 1999 model year, 60 percent in the
2000 model year, 80 percent in the 2001 model year, with 100 percent
implementation for the 2002 model year. Alternate phase-in schedules that
provide for equivalent emission reduction and timelines overall as defined in
section (n)(21.0) shall be accepted. Small volume manufacturers shall not be
required to meet the phase-in percentages; however, such manufacturers shall
achieve 100 percent compliance by the 2002 model year.
(1.2.3) Non-Low Emission Vehicles: The
catalyst system shall be considered malfunctioning when its conversion
capability decreases to the point that HC emissions increase by more than 1.5
times the standard over an FTP test from a test run with a representative 4000
mile catalyst system.
(1.2.4) For
1994 and 1995 model year vehicles and engines, as an option to monitoring the
catalyst during FTP driving conditions, manufacturers may monitor the front
catalyst independently of, or in combination with, the next catalyst
downstream. Each monitored catalyst or catalyst combination shall be considered
malfunctioning when total HC conversion efficiency falls below 60 percent while
in normal closed loop operation. As a guideline, the catalyst(s) should not be
considered malfunctioning when its efficiency is greater than 80 percent. The
efficiency determination shall be based on a steady state test wherein a
malfunction is noted when the total HC emission concentration measured at the
outlet of the monitored catalyst(s) is more than 20 to 40 percent of the
cumulative total engine-out emissions measured at the inlet of the catalyst(s).
Alternatively, if correlation with FTP emissions can be demonstrated,
manufacturers may use the malfunction criteria specified in (b)(1.2.1) or
(b)(1.2.3). 1994 and 1995 model year vehicles certified to this option shall
incorporate FTP based monitoring no later than the 1997 model year (vehicles
initially complying with section
1968.1 in the 1996 model year
shall utilize an FTP based catalyst monitoring system).
(1.3) Monitoring Conditions:
(1.3.1) The manufacturer shall define
appropriate operating conditions during which monitoring shall occur, subject
to the limitation that the monitoring conditions shall be encountered at least
once during the first engine start portion of the applicable FTP test. However,
vehicles utilizing steady state monitoring (as permitted by section (1.2.4)
above), may alternatively comply with the monitoring conditions specified in
section (1.3.2). The monitoring system shall operate at least once per driving
cycle during which the manufacturer-defined monitoring conditions are
met.
(1.3.2) If steady state
efficiency is being monitored (see section (b)(1.2.4)), the manufacturer shall
choose a non-closed throttle, reasonably steady speed condition for monitoring
the catalyst with the constraints that the check shall (i) occur between 20 mph
and 50 mph, or within an engine rpm and torque range determined by the
manufacturer to be representative of medium-duty vehicle operating conditions
between 20 and 50 mph steady speed conditions with a load equivalent to 50
percent of the maximum load carrying capacity, (ii) take no more than a 20
second interval to determine both that the vehicle is operating in a proper
window to perform the check and to actually perform the check, and (iii) be
conducted at the earliest such condition encountered after the beginning of
closed-loop operation for each driving cycle. Performance of the check may be
delayed after engineer startup until stabilized coolant temperature is achieved
and/or a suitable cumulative time interval of non-closed throttle vehicle
operation has elapsed to ensure the catalyst is warmed-up for properly
performing the monitoring check. The specified cumulative time interval shall
begin from the first non-closed throttle operation after achieving a stabilized
coolant temperature or after engine starting and shall not exceed 180 seconds.
These monitoring constraints and conditions may be altered, subject to
Executive Officer Approval. Such approval shall be granted if the manufacturer
submits data and an engineering evaluation justifying the need for the
exception and demonstrates that the requested alteration would yield improved
catalyst monitoring. "Reasonably steady" speed interval in this instance means
a 20 second period where all accelerations and decelerations are of an average
magnitude equivalent to 0.5 mph/second or less over any two second interval
during this period. The manufacturer may abort the check if engine operating
conditions change during the check so that the vehicle exceeds the speed or
acceleration/deceleration tolerance before the end of the checking interval.
The manufacturer may base performance of the catalyst check upon engine RPM and
loan conditions equivalent to the above monitoring conditions. If a
manufacturer develops a means of monitoring catalyst efficiency which cannot
utilize a steady state monitoring period (e.g., examining time vs. temperature
during catalyst warmup), it may present a monitoring proposal to the Executive
Officer for approval based on equivalent accuracy and timeliness as the steady
state monitoring protocol in detecting a malfunctioning
catalyst.
(1.4) MIL
Illumination and Fault Code Storage:
(1.4.1)
Except as noted below, upon detection of a catalyst malfunction, the MIL shall
illuminate and a fault code stored no later than the end of the next driving
cycle during which monitoring occurs provided the malfunction is again
present.
(1.4.2) For steady state
catalyst efficiency checks, upon detection of catalyst efficiency below 60
percent, the diagnostic system may perform up to two successive monitoring
checks prior to informing the vehicle operator of a malfunction. These
monitoring checks need not occur on the same driving cycle, but shall be
performed as soon as proper monitoring conditions occur. If catalyst efficiency
remains below 60 percent for the three sequential checks, a fault code shall be
stored and the MIL shall then be activated.
(1.4.3) The diagnostic system shall
temporarily disable catalyst monitoring when a malfunction exists which could
affect the proper evaluation of catalyst efficiency.
(1.4.4) The monitoring method for the
catalyst(s) shall be capable of detecting when a catalyst trouble code has been
cleared (except diagnostic system self-clearing), but the catalyst has not been
replaced (e.g., catalyst over temperature approaches may not be
acceptable).
(2.0) HEATED
CATALYST MONITORING
(2.1)
Requirement:
(2.1.1) The diagnostic system
shall monitor all heated catalyst systems for proper heating.
(2.1.2) The efficiency of heated catalysts
shall be monitored in conjunction with the requirements of section
(b)(1).
(2.2) Malfunction
Criteria:
(2.2.1) The catalyst heating system
shall be considered malfunctioning when the catalyst does not reach its
designated heating temperature within a requisite time period after engine
starting. The time period is to be determined by the manufacturer subject to
the requirement that the system shall detect a heating system malfunction
causing emissions from a vehicle equipped with the heated catalyst system to
exceed 1.5 times any of the applicable FTP standards.
(2.2.2) Manufacturers using other heating or
monitoring strategies may submit an alternate plan for approval by the
Executive Officer to monitor heated catalyst systems based on comparable
reliability and timeliness to these requirements in detecting a catalyst
heating malfunction.
(2.3) Monitoring Conditions: Manufacturers
shall define appropriate operating conditions for monitoring of the catalyst
heating system, subject to the limitation that the monitoring conditions shall
be encountered at least once during the first engine start portion of the
applicable FTP test. The monitoring system shall operate at least once per
driving cycle during which the manufacturer-defined monitoring conditions are
met.
(2.4) MIL Illumination and
Fault Code Storage: Upon detection of a catalyst heating malfunction, the MIL
shall illuminate and a fault code stored no later than the end of the next
driving cycle during which monitoring occurs provided the malfunction is again
present.
(3.0) MISFIRE
MONITORING
(3.1) Requirement: The
diagnostic system shall monitor engine misfire and shall identify the specific
cylinder experiencing misfire. Manufacturers may request Executive Officer
approval to store a general misfire fault code instead of a cylinder specific
code under certain operating conditions provided the manufacturer submits data
and/or an engineering evaluation which adequately demonstrate that the
misfiring cylinder cannot be reliably identified when such conditions occur. If
more than one cylinder is misfiring, a separate code shall indicate that
multiple cylinders are misfiring (specifying the individual misfiring cylinders
under this condition is optional, however, identifying only one misfiring
cylinder shall not occur when a multiple misfire code is stored).
(3.2) Malfunction Criteria: The manufacturer
shall specify in the documentation provided for certification (see subsection
(g) and (h) infra.) a percentage of misfires out of the total number of firing
events necessary for determining a malfunction for each of the conditions
listed below.
(A) The percent misfire
evaluated in 200 revolution increments for each engine speed and load condition
which would result in catalyst damage. Subject to Executive Officer approval, a
longer interval may be employed (but only for determining, on a given driving
cycle, the first misfire exceedance in section (3.4.1)(A) below) provided the
manufacturer submits data and/or an engineering evaluation which adequately
demonstrate that catalyst damage would not occur due to unacceptably high
catalyst temperatures before the interval has elapsed. The manufacturer shall
submit in the certification documentation catalyst temperature data versus
percent misfire over the full range of engine speed and load conditions. The
data shall be obtained from a representative cross section of a manufacturer's
engine offerings from small to large displacements. Up to three such engine
evaluations shall be documented per manufacturer, though a manufacturer may
submit more data if desired. An engineering evaluation shall be provided for
establishing malfunction criteria for the remainder of engine families in the
manufacturer's product line. The Executive Officer shall waive the evaluation
requirement each year if, in the judgment of the Executive Officer,
technological changes do not affect the previously determined malfunction
criteria;
(B) The percent misfire
evaluated in 1000 revolution increments which would cause emissions from a
durability demonstration vehicle to exceed 1.5 times any of the applicable FTP
standards if the degree of misfire were present from the beginning of the test.
Subject to Executive Officer approval, a manufacturer may employ other
revolution increments if the manufacturer adequately demonstrates that the
strategy is equally effective and timely in detecting misfire. For the purpose
of establishing the percent misfire, the manufacturer shall conduct the
demonstration test(s) with misfire events occurring at equally spaced complete
engine cycle intervals, across randomly selected cylinders throughout each 1000
revolution increment. However, the percent misfire established shall be
applicable for any misfire condition (e.g. random, continuous, equally spaced,
etc.) for the purpose of identifying a malfunction. This criterion may be used
for all vehicles with engines containing the same number of cylinders as the
demonstration vehicle. The number of misfires in 1000 revolution increments
which was determined for the durability demonstration vehicle malfunction
criterion may be used to establish the corresponding percent misfire
malfunction criteria for engines with other numbers of cylinders. The
malfunction criteria for a manufacturer's product line shall be updated when a
new durability demonstration vehicle is tested which indicates more stringent
criteria are necessary than previously established to remain within the above
emission limit;
(3.3)
Monitoring Conditions:
(3.3.1) Pre-1997 Model
Year Vehicles: misfire shall be monitored continuously during, at a minimum,
positive torque operating conditions within the range of engine speed and load
condition combinations encountered during an FTP test; nonetheless, subject to
Executive Officer approval, manufacturers may employ higher misfire percentage
malfunction criteria under specific conditions within the range of operating
conditions encountered during an FTP test if the manufacturer provides data
and/or an engineering evaluation which adequately demonstrate that the
detection of lower levels of misfire would not be reliable for the vehicle
model in question when such conditions are encountered without making
fundamental engine of control unit design modifications. If the manufacturer
can so demonstrate that even the detection of a higher misfire percentages is
not feasible under specific FTP operating conditions, the manufacturer may
request Executive Officer approval to disable the monitoring system when such
conditions are encountered.
(3.3.2)
1997 and Later Model Year Vehicles: Manufacturers shall phase in expanded
misfire monitoring conditions beginning with the 1997 model year. The phase in
percentages (based on the manufacturer's projected sales volume for all
vehicles and engines) shall equal or exceed 50 percent in the 1997 through 1999
model years, 75 percent in the 2000 model year, 90 percent in the 2001 model
year, with 100 percent implementation for the 2002 model year. Alternate
phase-in schedules that provide for equivalent emission reduction and
timeliness overall shall be accepted. Small volume manufacturers shall not be
required to meet the phase-in percentages; however, 100 percent implementation
of these monitoring conditions shall be required beginning with the 2002 model
year. On vehicles meeting these phase-in percentages, except as provided for in
section (3.3.3) below, monitoring for misfire shall be continuous from engine
starting (see section (n)) and under all positive torque engine speeds and load
conditions. Vehicles not meeting the monitoring conditions of this section
shall meet the monitoring conditions specified in section (b)(3.3.1)
above.
(3.3.3) As an exception to
monitoring misfire during all positive torque operating conditions,
manufacturers may disable misfire monitoring in the engine operating region
bound by the positive torque line (i.e., engine load with the transmission in
neutral), and the two following engine operating points: an engine speed of
3000 rpm with the engine load at the positive torque line, and the redline
engine speed (defined in section (n)(18.0)) with the engine's manifold vacuum
at four inches of mercury lower than that at the positive torque line. Misfire
detection systems unable to detect all misfire patterns under all required
conditions shall be evaluated for compliance by the Executive Officer based on,
but not limited to, the following factors: the magnitude of the region(s) in
which misfire detection is limited, the degree to which misfire detection is
limited in the region(s) (i.e., the probability of detection of misfire
events), the frequency with which said region(s) are expected to be encountered
in-use, the type of misfire patterns for which misfire detection is
troublesome, and demonstration that the monitoring technology employed is not
inherently incapable of detecting misfire under required conditions (i.e.,
compliance can be achieved on other engines). The evaluation shall be based on
the following misfire patterns: equally spaced misfire occurring on randomly
selected cylinders, single cylinder continuous misfire, and paired cylinder
(cylinders firing at the same crank angle) continuous misfire. Further, with
Executive Officer approval, the manufacturer may disable misfire monitoring or
employ higher malfunction criteria when misfire cannot be distinguished from
other effects (e.g., rough roads, transmission shifts, etc.) when using the
best available monitoring technology. The manufacturer shall present data
and/or an engineering evaluation to the Executive Officer to justify the
proposed action. Executive Officer approval shall be based on the extent to
which monitoring is expected to be disabled in relation to the capabilities of
the best available monitoring technologies as applied to other engines.
However, through the 2000 model year, any such disablement occurring within the
first 5 seconds after engine starting shall not require Executive Officer
approval. Additionally, for engines with greater than eight cylinders, the
Executive Officer shall waive the requirements of this section provided the
manufacturer submits data and/or an engineering evaluation which adequately
demonstrates that misfire detection throughout the required operating region
cannot be achieved when employing proven monitoring technology (i.e., a
technology that provides for compliance with these requirements on other
engines) and provided misfire is detected to the fullest extent permitted by
the technology, but under no circumstances shall acceptance be granted for
misfire detection systems not meeting the requirements of section (b)(3.3.1)
above.
(3.4) MIL Illumination with Fault Code
Storage:
(3.4.1) Upon detection of the level
of misfire specified in subsection (3.2)(A), the following criteria shall apply
for MIL illumination and fault code storage:
(A) A temporary fault code shall be stored
and the MIL shall blink once per second during actual misfire conditions no
later than after the third exceedance of the specified misfire level when
operating in the region bound by the maximum engine speed and load conditions
encountered during the FTP cycle and no later than after the first exceedance
of the specified misfire level when operating at any other engine speed and
load condition during a single driving cycle. While a temporary fault code is
stored, the MIL shall blink during every subsequent exceedance during the
driving cycle but may remain extinguished when misfire is not present. If the
level of misfire is exceeded again (a single exceedance) during the following
driving cycle or the next driving cycle in which similar conditions are
encountered (as defined in section (3.4.3) or while a temporary fault code for
the level of misfire specified in subsection (3.2)(B) is present, the MIL shall
blink as specified above, a fault code shall be stored, and the MIL shall
remain continuously illuminated, even if the misfire ceases. The initial
temporary code and stored conditions may be erased if misfire is not detected
during the following driving cycle and similar conditions have been encountered
without an exceedance of the specified misfire level. The code and conditions
may also be erased if similar driving conditions are not encountered during 80
driving cycles subsequent to the initial detection of a malfunction.
(B) Notwithstanding, in vehicles which
provide fuel shutoff and default fuel control to prevent overfueling during
misfire conditions, the MIL need not blink. Instead, the MIL may illuminate
continuously in accordance with the requirements for continuous MIL
illumination in section (3.4.1)(A) above upon detection of misfire provided
that the fuel shutoff and default control shall be activated as soon as misfire
is detected. Fuel shutoff and default fuel control may be deactivated only to
permit fueling outside of the misfire range.
(3.4.2) Upon detection of the misfire levels
specified in subsection (3.2)(B), the following criteria shall apply for MIL
illumination and fault code storage:
(A) A
temporary fault code shall be stored no later than after the fourth exceedance
of the specified misfire level during a single driving cycle and the MIL shall
be illuminated and a fault code stored no later than the end of the following
driving cycle or the next driving cycle in which similar conditions are
encountered (as defined in section (3.4.3)) if the level of misfire is again
exceeded four times. The initial temporary code and stored conditions may be
erased if misfire is not detected during the following driving cycle and
similar conditions have been encountered without an exceedance of the specified
misfire level. The code and conditions may also be erased if similar driving
conditions are not encountered during 80 driving cycles subsequent to the
initial detection of a malfunction.
(B) Notwithstanding, a temporary fault code
shall be stored no later than after the first exceedance of the specified
misfire level during a single driving cycle if the exceedance occurs within the
first 1000 revolutions from engine start (defined in section (n)(20.0)) during
which misfire detection is active. The MIL shall be illuminated and a fault
code stored no later than the end of any subsequent driving cycle if misfire is
again detected in the first 1000 revolutions. If similar conditions are
encountered during a subsequent driving cycle without an exceedance of the
specified misfire level, the initial temporary code and stored conditions may
be erased. Furthermore, if similar driving conditions are not encountered
during 80 driving cycles subsequent to the initial detection of a malfunction,
the initial temporary code and stored conditions may be
erased.
(3.4.3) Upon
detection of misfire, manufacturers shall store the engine speed, load, and
warm-up status (i.e., cold or warmed-up) under which the first misfire event
which resulted in the storage of a temporary fault code was detected. A driving
cycle shall be considered to have similar conditions if the stored engine speed
conditions are encountered within 375 rpm, load conditions within 20 percent,
and the same warm-up status is present. With Executive Officer approval, other
strategies for determining if similar conditions have been encountered may be
employed. Approval shall be based on comparable timeliness and reliability in
detecting similar conditions.
(3.5) MISFIRE MONITORING FOR DIESELS
(3.5.1) Requirement: Beginning with the 1998
model year, the diagnostic system on a diesel engine shall be capable of
detecting the lack of combustion in one or more cylinders. To the extent
possible without adding hardware for this specific purpose, the diagnostic
system shall also identify the specific cylinder for which combustion cannot be
detected. If the lack of combustion is present in more than one cylinder, a
separate code shall indicate that multiple cylinders are malfunctioning
(specifying the individual malfunctioning cylinders under this condition is
optional; however, identifying one malfunctioning cylinder shall not occur when
a multiple cylinder code is stored).
(3.5.2) Malfunction Criteria: A cylinder
shall be considered malfunctioning when combustion cannot be
detected.
(3.5.3) Monitoring
Conditions: Manufacturers shall define appropriate operating conditions for
monitoring, subject to the limitation that the monitoring conditions shall be
encountered at least once during the first engine start portion of the
applicable FTP test. The monitoring system shall operate at least once per
driving cycle during which the manufacturer-defined monitoring conditions are
met.
(3.5.4) MIL Illumination and
Fault Code Storage: The MIL shall illuminate and a fault code shall be stored
no later than the end of the next driving cycle during which monitoring occurs
provided the malfunction is again present.
(4.0) EVAPORATIVE SYSTEM MONITORING
(4.1) Requirement:
(4.1.1) The diagnostic system shall verify
air flow from the complete evaporative system. In addition, the diagnostic
system shall also monitor the evaporative system for the loss of HC vapor into
the atmosphere by performing a pressure or vacuum check of the complete
evaporative system.
(4.1.2)
Manufacturers may temporarily disable the evaporative purge system to perform a
check.
(4.1.3) Manufacturers may
request Executive Officer approval to abort an evaporative system check under
specific conditions (e.g., when the fuel tank level is over 85 percent of
nominal tank capacity) if data and/or an engineering evaluation are provided
which adequately demonstrate that a reliable check cannot be made when these
conditions exist.
(4.1.4) Subject
to Executive Officer approval, other monitoring strategies may be used provided
the manufacturer provides a description of the strategy and supporting data
showing equivalent monitoring reliability and timeliness in detecting an
evaporative system malfunction or leak.
(4.1.5) Implementation of this requirement is
mandatory only for 1996 and later model year vehicles designed to comply with
the requirements of Title 13, California Code of Regulations, Section
1976, "Standards and Test
Procedures for Motor Vehicle Fuel Evaporative Emissions," for 1995 and
subsequent model year vehicles.
(4.2) Malfunction Criteria:
(4.2.1) An evaporative system shall be
considered malfunctioning when no air flow from the system can be detected, or
when a system leak is detected that is greater than or equal in magnitude to a
leak caused by a 0.040 inch diameter orifice in any portion of the evaporative
system excluding the tubing and connections between the purge valve and the
intake manifold.
(4.2.2) Beginning
with the 2000 model year, manufacturers shall phase-in diagnostic strategies to
detect system leaks greater than or equal in magnitude to a leak caused by a
0.020 inch diameter orifice. The phase-in percentages (based on the
manufacturer's projected sales volume for all vehicles) shall equal or exceed
20 percent for the 2000 model year, 40 percent for the 2001 model year, 70
percent for the 2002 model year, and 100 percent implementation for the 2003
model year. Alternate phase-in schedules that provide for equivalent emission
reduction and timeliness overall shall be accepted. Small volume manufacturers
shall not be subject to the phase-in requirements; however, 100 percent
implementation shall be required for the 2003 model year.
(4.2.3) On vehicles with fuel tank capacity
greater than 25 gallons, the Executive Officer shall revise the size of the
orifice if the most reliable monitoring method available cannot reliably detect
a system leak of the magnitudes indicated above. Further, on vehicles with fuel
tank capacity from 18 to 25 gallons, the Executive Officer may allow a larger
size orifice (e.g., 0.050 inch diameter rather than 0.040 inch diameter) to be
detected at low fuel levels (e.g., less than 50 percent of capacity) through
the 1999 model year if the manufacturer demonstrates that it is necessary to
avoid false MILs for a particular application due to a unique fuel tank
configuration that would require hardware modifications to facilitate reliable
monitoring.
(4.2.4) Upon request by
the manufacturer and submission of data and/or engineering evaluation which
adequately support the request, the Executive Officer shall revise the orifice
size upward to exclude detection of leaks that cannot cause evaporative or
running loss emissions to exceed 1.5 times the applicable
standards.
(4.3)
Monitoring Conditions: Manufacturers shall define appropriate operating
conditions for monitoring, subject to the limitation that the monitoring
conditions shall be encountered at least once during the first engine start
portion of the applicable FTP test. The monitoring system shall operate at
least once per driving cycle during which the manufacturer-defined monitoring
conditions are met. However, monitoring conditions may be further limited with
respect to detecting leaks equivalent to a 0.020 inch diameter orifice, subject
to Executive Officer approval, on the basis that the monitoring conditions will
be reasonably-occurring in-use, and provided that a check for leaks equal or
greater in magnitude than a 0.040 inch orifice will continue to be conducted at
least once per driving cycle as indicated above. Subject to Executive Officer
approval, if performance of the check causes vehicles to exceed applicable
emission standards when using the best available technology, manufacturers may
perform evaporative system monitoring during a steady-speed condition, as
defined in section (b)(1.3.2), between 20 and 50 mph.
(4.4) MIL Illumination and Fault Code
Storage:
(4.4.1) Upon detection of an
evaporative system malfunction or a malfunction that prevents completion of an
evaporative system check, the MIL shall illuminate and a fault code shall be
stored no later than the end of the next driving cycle during which monitoring
occurs provided the malfunction is again present.
(4.4.2) If the diagnostic system is capable
of discerning that a system leak is being caused by a missing or improperly
secured fuel cap, the manufacturer may notify the vehicle operator through the
use of an indicator light other than the MIL. The manufacturer is not required
to store a fault code in this case. The indicator light shall conform to the
requirements outlined in section (a)(1.1) for location and illumination. As
another option, the manufacturer may extinguish the MIL, provided no other
malfunctions have been detected, and may erase the fault code corresponding to
the problem once the on-board diagnostic system has verified that the fuel cap
specifically has been securely fastened. Other equivalent strategies shall be
considered by the Executive Officer.
(5.0) SECONDARY AIR SYSTEM
MONITORING
(5.1) Requirement: Any
vehicle equipped with any form of secondary air delivery system shall have the
diagnostic system monitor the proper functioning of (a) the secondary air
delivery system and (b) any air switching valve.
(5.2) Malfunction Criteria:
(5.2.1) The diagnostic system shall indicate
secondary air delivery system malfunction when the flow rate falls below the
manufacturer's specified low flow limit such that a vehicle would exceed 1.5
times any of the applicable FTP emission standards.
(5.2.2) Manufacturers adequately
demonstrating that deterioration of the flow distribution system is unlikely
may request Executive Officer approval to perform only a functional check of
the system. As part of this demonstration, manufacturers shall demonstrate that
the materials used for the secondary air system (e.g., air hoses, and tubing)
are inherently resistant to corrosion or other deterioration. If a functional
check is approved, the diagnostic system shall indicate a malfunction when some
degree of secondary airflow is not detectable in the exhaust system during a
check.
(5.3) Monitoring
Conditions: Manufacturers shall define appropriate operating conditions for
monitoring of the secondary air system, subject to the limitation that the
monitoring conditions shall be encountered at least once during the first
engine start portion of the applicable FTP test. The monitoring system shall
operate at least once per driving cycle during which the manufacturer-defined
monitoring conditions are met.
(5.4) MIL Illumination and Fault Code
Storage: The diagnostic system shall store a fault code and the MIL shall
illuminate no later than the end of the next driving cycle during which
monitoring occurs provided the malfunction is again present.
(6.0) AIR CONDITIONING SYSTEM REFRIGERANT
MONITORING
(6.1) Requirement:
(6.1.1) The diagnostic system shall monitor
air conditioning systems for loss of refrigerants which would harm the
stratospheric ozone layer or are reactive in forming atmospheric ozone. Any
sensor used for such monitoring shall itself be monitored for proper circuit
continuity and proper range of operation. A provision for ensuring that a leak
has been corrected before extinguishing the MIL shall be provided.
(6.1.2) Manufacturers of a model vehicle
which will phase out the use of chlorofluorocarbons in its air conditioning
systems by the 1996 model-year or which will use federally-approved
refrigerants with substantially less atmospheric ozone depleting potential than
CFC-12 need not comply with this requirement for that
model.
(6.2) Malfunction
Criteria: Manufacturers shall provide a monitoring strategy for approval by the
Executive Officer for monitoring a refrigerant leak. The approval shall be
based on timeliness and reliability in detecting a leak.
(6.3) Monitoring Conditions: Manufacturers
shall define appropriate operating conditions for monitoring, subject to the
limitation that the monitoring conditions shall be encountered at least once
during the first engine start portion of the applicable FTP test. The
monitoring system shall operate at least once per driving cycle during which
the manufacturer-defined monitoring conditions are met.
(6.4) MIL Illumination and Fault Code
Storage: The diagnostic system shall store a fault code and the MIL shall
illuminate no later than the end of the next driving cycle during which
monitoring occurs provided the malfunction is again present. The diagnostic
system shall not clear a fault code and the MIL shall not turn off unless the
leak has been corrected.
(7.0) FUEL
SYSTEM MONITORING
(7.1)
Requirement: The diagnostic system shall monitor the fuel delivery system for
its ability to provide compliance with emission standards. For diesel vehicles
and engines, the manufacturer shall monitor the performance of all electronic
fuel system components to the extent feasible with respect to the malfunction
criteria specified in section (7.2) below.
(7.2) Malfunction Criteria: The manufacturer
shall establish malfunction criteria to monitor the fuel delivery system such
that a vehicle's emissions would not exceed 1.5 times any of the applicable FTP
standards before a fault is detected. If the vehicle is equipped with fuel trim
circuitry, the manufacturer shall include as one of the malfunction criteria
the condition where the trim circuitry has used up all of the trim adjustment
allowed within the manufacturer's selected limit(s). Manufacturers may
compensate the criteria limit(s) appropriately for changes in altitude or for
temporary introduction of large amounts of purge vapor or for other similar
identifiable operating conditions when they occur.
(7.3) Monitoring Conditions: The fuel system
shall be monitored continuously for the presence of a malfunction.
(7.4) MIL Illumination and Fault Code
Storage:
(7.4.1) For fuel systems with
short-term trim only capability the diagnostic system shall store a fault code
after the fuel system has attained the criteria limit for a
manufacturer-defined time interval sufficient to determine a malfunction. If
the malfunction criteria limit and time intervals are exceeded, the MIL shall
be illuminated and a fault code stored no later than the end of the next
driving cycle in which the criteria and interval are again exceeded, unless
driving conditions similar to those under which the problem was originally
detected have been encountered (see section (7.4.3)) without such an
exceedance, in which case the initial temporary code and stored conditions may
be erased. Furthermore, if similar driving conditions are not encountered
during 80 driving cycles subsequent to the initial detection of a malfunction,
the initial temporary code and stored conditions may be erased.
(7.4.2) For fuel systems with long-term
capability, upon attaining a long-term based malfunction criteria limit
independent of, or in combination with, the short-term trim system status, the
MIL shall be illuminated and a fault code stored no later than the end of the
next driving cycle if the malfunction is again detected. If the malfunction is
not detected during the second driving cycle, the MIL shall be illuminated and
a fault code stored no later than the next driving cycle in which the
malfunction is again detected, unless driving conditions similar to those under
which the problem was originally detected have been encountered (see section
(7.4.3)) without an indication of a malfunction, in which case the initial
temporary code and stored conditions may be erased. Furthermore, if similar
driving conditions are not encountered during 80 driving cycles subsequent to
the initial detection of a malfunction, the initial temporary code and stored
conditions may be erased.
(7.4.3)
Upon detection of a fuel system malfunction, manufacturers shall store the
engine speed, load and warm-up status (i.e., cold or warmed-up) under which the
malfunction was detected. A driving cycle shall be considered to have similar
conditions if the stored engine speed is encountered within 375 rpm, load
conditions within 20 percent, and the same warm-up status is present. With
Executive Officer approval, other strategies for determining if similar
conditions have been encountered may be employed. Approval shall be based on
comparable timeliness and reliability in detecting similar
conditions.
(8.0) OXYGEN
SENSOR MONITORING
(8.1)
Requirement:
(8.1.1) The diagnostic system
shall monitor the output voltage, response rate, and any other parameter which
can affect emissions, of all primary (fuel control) oxygen (lambda) sensors for
malfunction. It shall also monitor all secondary oxygen sensors (fuel trim
control or use as a monitoring device) for proper output voltage and/or
response rate. Response rate is the time required for the oxygen sensor to
switch from lean-to-rich once it is exposed to a richer than stoichiometric
exhaust gas or vice versa (measuring oxygen sensor switching frequency may not
be an adequate indicator of an oxygen sensor response rate, particularly at low
speeds).
(8.1.2) Either the
lean-to-rich or both the lean-to-rich and the rich-to-lean response rates shall
be checked. Response rate checks shall evaluate the portions of the sensor's
dynamic signal that are most affected by sensor malfunctions such as aging or
poisoning.
Manufacturers may observe the voltage envelope of the sensor when cycled at a frequency of 1.5 Hertz or greater, as determined by the manufacturer, to evaluate a slow response rate sensor (i.e. a slow sensor cannot achieve maximum and/or minimum voltage as will a good sensor given a properly chosen switching frequency and fuel step change for a check). With Executive Officer approval, manufacturers may use other voltage requirements/fuel-air switching frequencies or monitoring strategies based on a determination of accurate and timely evaluation of the sensor.
(8.1.3) For sensors with different
characteristics, the manufacturer shall submit data and an engineering
evaluation to the Executive Officer for approval based on showing equivalent
evaluation of the sensor. (8.1.4) For vehicles equipped with heated oxygen
sensors, the heater circuit shall be monitored for proper current and voltage
drop (note: a continuity check of oxygen sensors is not required). Other heater
circuit monitoring strategies would require approval by the Executive Officer
based on equally reliable and timely indication of malfunction as current or
voltage-based monitoring.
(8.2) Malfunction Criteria:
(8.2.1) An oxygen sensor shall be considered
malfunctioning when the voltage, response rate, or other criteria are exceeded
and causes emissions from a vehicle equipped with the sensor(s) to exceed 1.5
times any of the applicable FTP standards, or when the sensor output
characteristics are no longer sufficient (e.g., lack of sensor switching) for
use as a diagnostic system monitoring device (e.g., for catalyst efficiency
monitoring).
(8.2.2) For heated
oxygen sensors, the heater circuit shall be considered malfunctioning when the
current or voltage drop in the circuit is no longer within the manufacturer's
specified limits for normal operation (i.e., within the criteria required to be
met by the component vendor for heater circuit performance at high mileage).
Subject to Executive Officer approval, other monitoring strategy malfunction
criteria for detection of heater circuit malfunctions may be used provided the
manufacturer submits data and/or an engineering evaluation adequately showing
monitoring reliability and timeliness to be equivalent to the stated criteria
in this paragraph.
(8.3)
Monitoring Conditions:
(8.3.1) For primary
oxygen sensor(s) used for fuel control, the response rate and output voltage
shall be monitored for malfunction before the end of the first idle period
after the vehicle has commenced closed-loop operation, if the necessary
checking condition for acceptable oxygen sensor(s) performance has been
encountered. The performance of the sensor can only be judged acceptable by one
or more of the following means: within any 20 second reasonably steady speed
condition as defined in (b)(1.3.2), within any deceleration of 3 seconds or
more, or during the first idle period of at least 20 seconds after closed loop
operation begins (i.e., not during an acceleration condition); not
withstanding, unacceptable performance can be determined at any time. Other
monitoring conditions may be used provided the manufacturer provides a
monitoring strategy and supporting data showing equivalent monitoring
reliability and timeliness in detecting a malfunctioning sensor compared to the
above monitoring conditions and the Executive Officer approves.
(8.3.2) For secondary oxygen sensors used for
catalyst monitoring and/or fuel system trim, the manufacturer shall define
appropriate operating conditions for response rate and/or output voltage
malfunction monitoring, subject to the limitation that the monitoring
conditions shall be encountered at least once during the first engine start
portion of the applicable FTP test. The monitoring system shall operate at
least once per driving cycle during which the manufacturer-defined monitoring
conditions are met.
(8.3.3) For
heated oxygen sensors, the manufacturer shall define appropriate operating
conditions for malfunction monitoring of the heater circuit, subject to the
limitation that the monitoring conditions shall be encountered at least once
during the first engine start portion of the applicable FTP test. The
monitoring system shall operate at least once per driving cycle during which
the manufacturer-defined monitoring conditions are met.
(8.4) MIL Illumination and Fault Code
Storage: Upon detection of any oxygen sensor malfunction, the diagnostic system
shall store a fault code and the MIL shall illuminate no later than the end of
the next driving cycle during which monitoring occurs provided the malfunction
is again present.
(8.5) Other
(non-lambda) Oxygen Sensors:
(8.5.1) For
vehicles equipped with universal exhaust gas oxygen sensors (i.e. sensors which
provide an output proportional to exhaust gas oxygen concentration), the
manufacturer shall define appropriate operating conditions for the diagnostic
system to perform a response rate check (the time required to respond to a
specific change in fuel/air ratio), subject to the limitation that the
monitoring conditions shall be encountered at least once during the first
engine start portion of the applicable FTP test. The monitoring system shall
operate at least once per driving cycle during which the manufacturer-defined
monitoring conditions are met. The diagnostic system shall also perform an
out-of-range check for which monitoring shall be continuous. For malfunctions,
MIL illumination and fault code storage shall be as in (8.4).
(8.5.2) If a manufacturer utilizes other
types of oxygen sensors, the manufacturer shall submit a monitoring plan to the
Executive Officer for approval based on equivalent monitoring with conventional
sensors.
(9.0) EXHAUST
GAS RECIRCULATION (EGR) SYSTEM MONITORING
(9.1) Requirement:
(9.1.1) The diagnostic system shall monitor
the EGR system on vehicles so-equipped for low and high flow rate
malfunctions.
(9.1.2) Manufacturers
may request Executive Officer approval to temporarily disable the EGR system
check under specific conditions provided the manufacturer submits data and/or
an engineering evaluation which adequately demonstrated that a reliable check
cannot be made when these conditions exist.
(9.2) Malfunction Criteria: The EGR system
shall be considered malfunctioning when one or both of the following occurs:
(1) any components of the system fails to
perform within manufacturer specifications, or
(2) the EGR flow rate exceeds the
manufacturer's specified low or high flow limits such that a vehicle would
exceed 1.5 times any of the applicable FTP emission
standards.
(9.3)
Monitoring Conditions: Manufacturers shall define appropriate operating
conditions for monitoring the EGR system, subject to the limitation that the
monitoring conditions shall be encountered at least once during the first
engine start portion of the applicable FTP test. The monitoring system shall
operate at least once per driving cycle during which the manufacturer-defined
monitoring conditions are met.
(9.4) MIL Illumination and Fault Code
Storage: The diagnostic system shall store a fault code and the MIL shall
illuminate no later than the end of the next driving cycle during which
monitoring occurs provided the malfunction is again present.
(10.0) POSITIVE CRANKCASE VENTILATION (PCV)
SYSTEM MONITORING
(10.1)
Requirement: Beginning with the 2002 model year, manufacturers shall phase-in
diagnostic strategies to monitor the PCV system on vehicles so-equipped for
system integrity. The phase-in percentages (based on the manufacturer's
projected sales volume for all vehicles and engines subject to this section)
shall equal or exceed 30 percent in the 2002 model year, 60 percent in the 2003
model year, with 100 percent implementation of the 2004 model year. Small
volume manufacturers are not required to meet the phase-in percentages;
however, 100 percent implementation of these monitoring requirements shall be
required beginning with the 2004 model year. Alternate phase-in percentages
that provide for equivalent emission reduction and timeliness overall in
implementing these requirements shall be accepted.
(10.2) Malfunction Criteria:
(10.2.1) Except as provided below, the PCV
system shall be considered malfunctioning when disconnection occurs between
either the crankcase and the PCV valve, or between the PCV valve and the intake
manifold.
(10.2.2) If the PCV
system is designed such that the PCV valve is fastened directly to the
crankcase in a manner which makes it significantly more difficult to remove the
valve from the crankcase rather than disconnect the line between the valve and
the intake manifold (taking aging effects into consideration), the Executive
Officer shall exempt the manufacturer from detection of disconnection between
the crankcase and the PCV valve. Subject to Executive Officer approval, system
designs that utilize tubing between the valve and the crankcase shall also be
exempted from this portion of the monitoring requirement provided the
manufacturer submits data and/or engineering which adequately demonstrate that
the connections between the valve and the crankcase are resistant to
deterioration or accidental disconnection, are significantly more difficult to
disconnect than the line between the valve and the intake manifold, and are not
subject to disconnection per manufacturer's repair procedures for non-PCV
system repair work.
(10.2.3)
Manufacturers shall not be required to detect disconnections between the PCV
valve and the intake manifold if said disconnection (1) causes the vehicle to
stall immediately during idle operation; or (2) is unlikely due to a PCV system
design that is integral to the induction system (e.g., machined passages rather
than tubing or hoses).
(10.3) Monitoring Conditions: Manufacturers
shall define appropriate operating conditions for monitoring the PCV system,
subject to the limitation that the monitoring conditions shall be encountered
at least once during the first engine start portion of the applicable FTP test.
The monitoring system shall operate at least once per driving cycle during
which the manufacturer-defined monitoring conditions are met.
(10.4) MIL Illumination and Fault Code
Storage: The diagnostic system shall tore a fault code and the MIL shall
illuminate no later than the end of the next driving cycle during which
monitoring occurs provided the malfunction is again present. The fault code
need not specifically identify the PCV system (e.g., a fault code for idle
speed control or fuel system monitoring can be stored) if the manufacturer
demonstrates that additional monitoring hardware would be necessary to make
this identification, and provided the manufacturer's diagnostic and repair
procedures for the indicated fault include directions to check the integrity of
the PCV system.
(11.0) THERMOSTAT
MONITORING
(11.1) Requirement:
Beginning with the 2000 model year, manufacturers shall phase-in diagnostic
strategies to monitor the thermostat on vehicles so-equipped for proper
operation. The phase-in percentages (based on the manufacturer's projected
sales volume for all vehicles and engines) shall equal or exceed 30 percent in
the 2000 model year, 60 percent in the 2001 model year, with 100 percent
implementation for the 2002 model year. Small volume manufacturers are not
required to meet the phase-in percentages; however, 100 percent implementation
of these monitoring requirements shall be required beginning with the 2002
model year. Alternate phase-in percentages that provide for equivalent emission
reduction and timeliness overall in implementing these requirements shall be
accepted.
(11.2) Malfunction
Criteria: The thermostat shall be considered malfunctioning if within a
manufacturer-specified time interval after starting the engine, (a) the coolant
temperature does not reach the highest temperature required by the manufacturer
to enable other diagnostics; or (b) the coolant temperature does not reach a
warmed-up temperature within 20 degrees Fahrenheit of the manufacturer's
thermostat regulating temperature. Manufacturers shall provide data and/or
engineering evaluation to support specified times. Subject to Executive Officer
approval, manufacturers any utilize lower temperatures for criterion (b) above
if they adequately demonstrate that the fuel, spark timing, and/or other
coolant temperature-based modifications to the engine control strategies would
not cause an emission increase of 50 or more percent of any of the applicable
standards (e.g., 50 degree Fahrenheit emission test, etc.). With Executive
Officer approval, manufacturers may omit this monitor provided the manufacturer
adequately demonstrates that a malfunctioning thermostat cannot cause a
measurable increase in emissions during any reasonable driving condition nor
cause any disablement of other monitors.
(11.3) Monitoring Conditions: Manufacturers
shall define appropriate operating conditions for monitoring the thermostat;
however, manufacturers may disable monitoring at ambient engine starting
temperatures below 20 degrees Fahrenheit.
(11.4) MIL Illumination and Fault Code
Storage: The diagnostic system shall store a fault code and the MIL shall
illuminate no later than the end of the next driving cycle during which
monitoring occurs provided the malfunction is again present.
(12.0) COMPREHENSIVE COMPONENT
MONITORING
(12.1) Requirement: The
diagnostic system shall monitor for malfunction any electronic powertrain
component/system not otherwise described above which either provides input to
(directly or indirectly), or receives commands from the on-board computer, and
which:
(1) can affect emissions during any
reasonable in-use driving condition, or
(2) is used as part of the diagnostic
strategy for any other monitored system or component.
(12.1.1) Input Components:
(A) The monitoring system shall have the
capability of detecting, at a minimum, lack of circuit continuity and out of
range values to ensure proper operation of the input device. The determination
of out of range values shall include logic evaluation of available information
to determine if a component is operating within its normal range (e.g., a low
throttle position sensor voltage would not be reasonable at a high engine speed
with a high mass airflow sensor reading). To the extent feasible, said logic
evaluation shall be "two-sided" (i.e., verify a sensor output is not
inappropriately high or low).
(B)
Input components may include, but are not limited to, the vehicle speed sensor,
crank angle sensor, knock sensor, throttle position sensor, coolant temperature
sensor, cam position sensor, fuel composition sensor (e.g. methanol flexible
fuel vehicles), transmission electronic components such as sensors, modules,
and solenoids which provide signals to the powertrain control system (see
section (b)(12.5)).
(C) The coolant
temperature sensor shall be monitored for achieving a stabilized minimum
temperature level which is needed to achieve closed-loop operation (or for
diesel applications, the minimum temperature needed for warmed-up fuel control
to begin) within a manufacturer-specified time interval after starting the
engine. The time interval shall be a function of starting engine coolant
temperature and/or a function of intake air temperature and, except as noted
below, shall not exceed two minutes for engine start temperatures at or above
50 degrees Fahrenheit and five minutes for engine start temperatures at or
above 20 degrees and below 50 degrees Fahrenheit. Manufacturers may suspend or
delay the diagnostic if the vehicle is subjected to conditions which could lead
to false diagnosis (e.g., vehicle operation at idle for more than 50 to 75
percent of the warm-up time). Manufacturers shall provide data to support
specified times. The Executive Officer shall allow longer time intervals
provided a manufacturer submits data and/or an engineering evaluation which
adequately demonstrate that the vehicle requires a longer time to warm up under
normal conditions. The Executive Officer shall allow disablement of this check
under extremely low ambient temperature conditions (below 20 degrees
Fahrenheit) provided a manufacturer submits data and/or an engineering
evaluation which adequately demonstrate non-attainment of a stabilized minimum
temperature.
(12.1.2)
Output Components:
(A) The diagnostic system
shall monitor output components for proper functional response to computer
commands.
(B) Components for which
functional monitoring is not feasible shall be monitored, at a minimum, for
proper circuit continuity and out of range values, if applicable.
(C) Output components may include, but are
not limited to, the automatic idle speed motor, emission-related electronic
only transmission controls, heated fuel preparation systems, the wait-to-start
lamp on diesel applications, and a warmup catalyst bypass valve (see section
(b)(12.5)).
(12.2) Malfunction Criteria:
(12.2.1) Input Components: Input
components/systems shall be considered malfunctioning when, at a minimum, lack
of circuit continuity or manufacturer-specified out-of-range values
occur.
(12.2.2) Output Components:
(A) Output components/systems shall be
considered malfunctioning when a proper functional response to computer
commands does not occur. Should a functional check for malfunction not be
feasible, then an output component/system shall be considered malfunctioning
when, at a minimum, lack of circuit continuity or manufacturer-specified
out-of-range values occur.
(B) The
idle speed control motor/valve shall be monitored for proper functional
response to computer commands. For strategies based on deviation from target
idle speed, a fault shall be indicated when the idle speed control system
cannot achieve the target idle speed within a manufacturer specified time and
engine speed tolerance. In general, the engine speed tolerances shall not
exceed 200 revolutions per minute (rpm) above the target speed or 100 rpm below
the target speed. The Executive Officer shall allow larger engine speed
tolerances provided a manufacturer submits data and/or an engineering
evaluation which adequately demonstrates that the tolerances can be exceeded
without a malfunction present.
(C)
Glow plugs shall be monitored for proper functional response to computer
commands. The glow plug circuit(s) shall be monitored for proper current and
voltage drop. The Executive Officer shall approve other monitoring strategies
based on manufacturer's data and/or engineering analysis demonstrating equally
reliable and timely indication of malfunctions. Manufacturers shall indicate a
malfunction when a single glow plug no longer operates within the
manufacturer's specified limits for normal operation. If a manufacturer
demonstrates that a single glow plug failure cannot cause a measurable increase
in emissions during any reasonable driving condition, the manufacturer shall
indicate a malfunction for the minimum number of glow plugs needed to cause an
emission increase. Further, to the extent feasible (without adding additional
hardware for this purpose), the stored fault code shall identify the specific
malfunctioning glow plug(s).
(12.3) Monitoring Conditions:
(12.3.1) Input Components: Input components
shall be monitored continuously for proper range of values and circuit
continuity. For rationality monitoring (where applicable), manufacturers shall
define appropriate operating conditions during which monitoring shall occur,
subject to the limitation that the monitoring conditions shall be encountered
at least once during the first engine start portion of the applicable FTP test.
Rationality monitoring shall occur at least once per driving cycle during which
the manufacturer-defined monitoring conditions are met.
(12.3.2) Output Components: Monitoring for
circuit continuity and proper range of values (if applicable) shall be
conducted continuously. For functional monitoring, manufacturers shall define
appropriate operating conditions during which monitoring shall occur, subject
to the limitation that the monitoring conditions shall be encountered at least
once during the first engine start portion of the applicable FTP test. However,
functional monitoring may be conducted during non-FTP driving conditions,
subject to Executive Officer approval, if the manufacturer provides data and/or
an engineering evaluation which adequately demonstrate that the component does
not normally function, or monitoring is otherwise not feasible, during
applicable FTP test driving conditions. Functional monitoring shall occur at
least once per driving cycle during which the manufacturer-defined monitoring
conditions are met.
(12.4) MIL Illumination and Fault Code
Storage:
(12.4.1) Upon detecting a
malfunction, the diagnostic system shall store a fault code no later than the
end of the next driving cycle during which monitoring occurs provided the
malfunction is again detected.
(12.4.2) In conjunction with storing a fault
code, manufacturers shall illuminate the MIL for malfunctions of
components/systems for which either of the following occurs:
1) When malfunctioning, the component or
system could cause vehicle emissions to increase by 15 percent or more of the
FTP standard, or
2) The
component/system is used as part of the diagnostic strategy for any other
monitored system or component.
(12.5) Component Determination: The
manufacturer shall determine whether a powertrain input or output component not
otherwise covered can affect emissions. If the Executive Officer reasonably
believes that a manufacturer has incorrectly determined that a component cannot
affect emissions, the Executive Officer shall require the manufacturer to
provide emission data showing that such a component, when faulty and installed
in a suitable test vehicle, does not have an emission effect. Emission data may
be requested for any reasonable driving condition.
(c) ADDITIONAL MIL ILLUMINATION AND FAULT CODE STORAGE PROTOCOL
(1.0) MIL ILLUMINATION
For all emission-related components/systems, upon final determination of
malfunction, the MIL shall remain continuously illuminated (except that it
shall blink as indicated previously for misfire detection). If any malfunctions
are identified in addition to misfire, the misfire condition shall take
precedence, and the MIL shall blink accordingly. The diagnostic system shall
store a fault code for MIL illumination whenever the MIL is illuminated. The
diagnostic system shall illuminate the MIL and shall store a code whenever the
powertrain enters a default or "limp home" mode of operation. The diagnostic
system shall illuminate the MIL and shall store a code whenever the engine
control system fails to enter closed-loop operation (if employed) within a
manufacturer specified minimum time interval.
(2.0) EXTINGUISHING THE MIL
(2.1) Misfire and Fuel System Malfunctions:
For misfire or fuel system malfunction, the MIL may be extinguished if the
fault does not recur when monitored during three subsequent sequential driving
cycles in which conditions are similar to those under which the malfunction was
first determined (see sections (b)(3.4.3) and (b)(7.4.3)).
(2.2) All Other Malfunctions: Except as noted
in section (b)(6.4), for all other faults, the MIL may be extinguished after
three subsequent sequential driving cycles during which the monitoring system
responsible for illuminating the MIL functions without detecting the
malfunction and if no other malfunction has been identified that would
independently illuminate the MIL according to the requirements outlined
above.
(3.0) ERASING A FAULT CODE
The diagnostic system may erase a fault code if the same fault is not
re-registered in at least 40 engine warm-up cycles, and the MIL is not
illuminated for that fault code.
(d) TAMPERING PROTECTION Computer-coded engine operating parameters shall not be changeable without the use of specialized tools and procedures (e.g. soldered or potted computer components or sealed (or soldered) computer enclosures). Subject to Executive Officer approval manufacturers may exempt from this requirement those precut lines which are unlikely to require protection. Criteria to be evaluated in making an exemption include, but are not limited to, current availability of performance chips, high performance capability of the vehicle, and sales volume.
(e) READINESS/FUNCTION CODE The on-board computer shall store a code upon first completing a full diagnostic check (i.e., the minimum number of checks necessary for MIL illumination) of all monitored components and systems (except as noted below) since the computer memory was last cleared (i.e., through the use of a scan tool or battery disconnect). The code shall be stored in the format specified by SAE J1979 or SAE J1939, whichever applies. Both documents are incorporated by reference in sections (k)(2.0) and (k)(5.0). The diagnostic system check for comprehensive component monitoring and continuous monitoring of misfire and fuel system faults shall be considered complete for purposes of determining the readiness indication if malfunctions are not detected in those areas by the time all other diagnostic system checks are complete. Subject to Executive Officer approval, if monitoring is disabled for a multiple number of driving cycles due to the continued presence of extreme operating conditions (e.g., cold ambient temperatures, high altitudes, etc.), readiness for the subject monitoring system may be set without monitoring having been completed. Executive Officer approval shall be based on the conditions for monitoring system disablement and the number of driving cycles specified without completion of monitoring before readiness is indicated. For evaporative system monitoring, the readiness indication shall be set when a full diagnostic check has been completed with respect to the 0.040 inch orifice malfunction criteria if the monitoring conditions are constrained with respect to detection of a 0.020 inch leak (see sections (b)(4.2.2) and (4.3).
(f) STORED ENGINE CONDITIONS Upon detection of the first malfunction of any component or system, "freeze frame" engine conditions present at the time shall be stored in computer memory. Should a subsequent fuel system or misfire malfunction occur, any previously stored freeze frame conditions shall be replaced by the fuel system or misfire conditions (whichever occurs first). Stored engine conditions shall include, but are not limited to, calculated load value, engine RPM, fuel trim value(s) (if available), fuel pressure (if available), vehicle speed (if available), coolant temperature, intake manifold pressure (if available), closed- or open-loop operation (if available), and the fault code which caused the data to be stored. The manufacturer shall choose the most appropriate set of conditions facilitating effective repairs for freeze frame storage. Only one frame of data is required. Manufacturers may at their discretion choose to store additional frames provided that at least the required frame can be read by a generic scan tool meeting Society of Automotive Engineers (SAE) specifications established in SAE Recommended Practices on "OBD II Scan Tool" (J1978), June, 1994, and "E/E Diagnostic Test Modes" (J1979), June, 1994, which are incorporated by reference herein. If approval is granted to use the SAE J1939 communication protocol according to section (k)(5.0), the data shall be accessible using a scan tool meeting the J1939 specifications. If the fault code causing the conditions to be stored is erased in accordance with section (c)(3.0), the stored engine conditions may be cleared as well.
(g) MONITORING SYSTEM DEMONSTRATION REQUIREMENTS
(1.0) REQUIREMENT
Each year a manufacturer shall provide emission test data obtained from a
certification durability vehicle for one engine family that has not been used
previously for purposes of this section. If a manufacturer does not have a
certification durability vehicle available which is suitable for the engine
family designated for testing, the Executive Officer shall permit a
manufacturer to satisfy this requirement with data from a representative high
mileage vehicle or vehicles (or a representative high operating- hour engine or
engines) acceptable to the Executive Officer to demonstrate that malfunction
criteria are based on emission performance. The Air Resources Board (ARB) shall
determine the engine family to be demonstrated. Each manufacturer shall notify
the Executive Officer prior to applying for certification of the engine
families planned for a particular model year in order to allow selection of the
engine family to be demonstrated. Demonstration tests shall be conducted on the
certification durability vehicle or engine at the end of the required mileage
or operating-hour accumulation. For non-LEVs, until a NOx standard applicable
for more than 50,000 miles is established in California, the federal 50,000 to
100,000 mile NOx standard shall be used for demonstration purposes.
(1.1) Flexible fuel vehicles shall perform
each demonstration test using 85 percent methanol and 15 percent gasoline, and
gasoline only. For vehicles capable of operating on other fuel combinations,
the manufacturer shall submit a plan for performing demonstration testing for
approval by the Executive Officer on the basis of providing accurate and timely
evaluation of the monitored systems.
(2.0) APPLICABILITY: The manufacturer shall
perform single- fault testing based on the applicable FTP test cycle with the
following components/systems at their malfunction criteria limits as determined
by the manufacturer.
(2.1) Oxygen
Sensors. The manufacturer shall conduct the following demonstration tests: The
first test involves testing all primary and secondary (if equipped) oxygen
sensors used for fuel control simultaneously possessing normal output voltage
but response rate deteriorated to the malfunction criteria limit (secondary
oxygen sensors for which response rate is not monitored shall be normal
response characteristics). The second test shall include testing with all
primary and secondary (if equipped) oxygen sensors used for fuel control
simultaneously possessing output voltage at the malfunction criteria limit.
Manufacturers shall also conduct a malfunction criteria demonstration test for
any other oxygen sensor parameter that can cause vehicle emissions to exceed
1.5 times the applicable standards (e.g., shift in air/fuel ratio at which
oxygen sensor switches). When performing additional test(s), all primary and
secondary (if equipped) oxygen sensors used for fuel control shall be operating
at the malfunction criteria limit for the applicable parameter only. All other
primary and secondary oxygen sensor parameters shall be with normal
characteristics.
(2.2) EGR System:
The manufacturer shall conduct at least one flow rate demonstration test at the
low flow limit.
(2.3) Fuel Metering
System:
(2.3.1) For vehicles with short-term
or long-term fuel trim circuitry, the manufacturer shall conduct one
demonstration test at the border of the rich limit and one demonstration test
at the border of the lean limit established by the manufacturer for emission
compliance.
(2.3.2) For other
systems, the manufacturer shall conduct a demonstration test at the criteria
limit(s).
(2.3.3) For purposes of
the demonstration, the fault(s) induced may result in a uniform distribution of
fuel and air among the cylinders. Non-uniform distribution of fuel and air used
to induce a fault shall not cause an indication of misfire. The manufacturer
shall describe the fault(s) induced in the fuel system causing it to operate at
the criteria limit(s) for the demonstration test (e.g., restricted or increased
flow fuel injectors, and altered output signal airflow meter etc. Computer
modifications to cause the fuel system to operate at the adaptive limit for
malfunction shall be allowed for the demonstration tests if the manufacturer
demonstrates that the computer modification produces equivalent test
results.
(2.4) Misfire:
The manufacturer shall conduct one FTP demonstration test at the criteria limit
specified in (b)(3.2)(B) for malfunction. This demonstration is not required
for diesel applications.
(2.5)
Secondary Air System: The manufacturer shall conduct a flow rate demonstration
test at the low flow limit, unless only a functional check is permitted
according to section (b)(5.2.2).
(2.6) Catalyst Efficiency:
(2.6.1) Non-Low Emission Vehicles: The
manufacturer shall conduct a baseline FTP test with a representative 4000 mile
catalyst system followed by one FTP demonstration test using a catalyst system
deteriorated to its malfunction limit. If a manufacturer is employing a steady
state catalyst efficiency check in accordance with section (b)(1.2.4),
demonstration of the catalyst monitoring system is not required.
(2.6.2) Low Emission Vehicles: The
manufacturer shall conduct a catalyst efficiency demonstration using a catalyst
system deteriorated to the malfunction criteria.
(2.7) Heated Catalyst Systems: The
manufacturer shall conduct a demonstration test where the designated heating
temperature is reached at the time limit for malfunction after engine
starting.
(2.8) Manufacturers may
electronically simulate deteriorated components, but may not make any vehicle
control unit modifications (unless otherwise excepted above) when performing
demonstration tests. All equipment necessary to duplicate the demonstration
test must be made available to the ARB upon request.
(3.0) PRECONDITIONING The manufacturer shall
use the first engine start portion of one applicable FTP cycle (or Unified
Cycle, if approved) for preconditioning before each of the above emission
tests. If a manufacturer provides data and/or an engineering evaluation which
adequately demonstrate that additional preconditioning is necessary to
stabilize the emission control system, the Executive Officer shall allow an
additional identical preconditioning cycle, or a Federal Highway Fuel Economy
Driving Cycle, following a ten-minute (or 20 minutes for medium duty engines
certified on an engine dynamometer) hot soak after the initial preconditioning
cycle. The manufacturer shall not require the demonstration vehicle to be cold
soaked prior to conducting preconditioning cycles in order for the monitoring
system demonstration to be successful.
(4.0) EVALUATION PROTOCOL
(4.1) The manufacturer shall set the system
or component for which detection is to be demonstrated at the criteria limit(s)
prior to conducting the applicable preconditioning cycle(s). (For misfire
demonstration, misfire shall be set at its criteria limit as specified pursuant
to section (b)(3.2)(B)). If a second preconditioning cycle is permitted in
accordance with section (3.0) above, the manufacturer may adjust the
demonstrated system or component before conducting the second preconditioning
cycle; however, the demonstrated system or component shall not be replaced,
modified or adjusted after preconditioning has taken place.
(4.2) After preconditioning, the vehicle
shall be operated over the first engine start portion of the applicable FTP
test (or Unified Cycle, if approved) to allow for the initial detection of the
malfunction. This driving cycle may be omitted from the evaluation protocol if
it is unnecessary. If required by the demonstrated monitoring strategy, a cold
soak may be performed prior to conducting this driving cycle.
(4.3) The vehicle shall then be operated over
a full applicable FTP test. If monitoring during the Unified Cycle is approved,
a second Unified Cycle may be conducted prior to the FTP test.
(4.4) For all demonstrations, the MIL shall
be illuminated before the hot start portion of the full FTP test (or before the
hot start portion of the last Unified Cycle, if applicable) in accordance with
requirements of subsection (b):
(4.4.1) If the
MIL does not illuminate when the systems or components are set at their
limit(s), the criteria limit or the OBD system is not acceptable.
(4.4.2) Except for catalyst efficiency
demonstration, if the MIL illuminates and emissions do not exceed 1.5 times any
of the applicable FTP emission standards, no further demonstration shall be
required.
(4.4.3) Except for
catalyst efficiency demonstration, if the MIL illuminates and emissions exceed
1.5 times any of the applicable FTP emission standards, the vehicle shall be
retested with the component's malfunction criteria limit value reset such that
vehicle emissions are reduced by no more than 30 percent. Limit value at a
minimum includes, in the case of oxygen sensors, response rate and voltage; for
EGR systems, EGR flow rate; for secondary air systems, air flow rate; for
short-term fuel trim-only systems, time interval at the fuel system range of
authority limit; for long-term fuel trim systems, shift in the base fuel
calibration; for heated catalyst systems, the time limit between engine
starting and attaining the designated heating temperature (if an after-start
heating strategy is used); and for misfire, percent misfire. For the OBD system
to be approved, the vehicle must then meet the above emission levels when
tested with the faulty components. The MIL shall not illuminate during this
demonstration.
(4.4.4) For Non-LEV
catalyst efficiency demonstration, if HC emissions do not increase by more than
1.5 times the standard from the baseline FTP test and the MIL is illuminated,
no further demonstration shall be required. However, if HC emissions increase
by more than 1.5 times the standard from the baseline FTP test and the MIL is
illuminated, the vehicle shall be retested with the average FTP HC conversion
capability of the catalyst system increased by no more than 10 percent (i.e.,
10 percent more engine out hydrocarbons are converted). For the OBD system to
be approved, the vehicle must then meet the above emission levels when
re-tested. The MIL shall not illuminate during this demonstration.
(4.4.5) For Low Emission Vehicle catalyst
efficiency demonstration, if HC emissions do not exceed the applicable emission
threshold specified in section (b)(1.2.2) and the MIL is illuminated, no
further demonstration shall be required. However, if HC emissions exceed the
threshold and the MIL is illuminated, the vehicle shall be retested with
average FTP HC conversion capability of the catalyst system increased by no
more than 5 percent (i.e., 5 percent more engine out hydrocarbons are
converted). For the OBD II system to be approved, the vehicle must then meet
the above emission levels when re-tested. The MIL shall not illuminate during
this demonstration.
(4.5)
If an OBD system is determined unacceptable by the above criteria, the
manufacturer may re-calibrate and re-test the system on the same vehicle. Any
affected monitoring systems demonstrated prior to the re-calibration shall be
re-verified.
(4.6) The Executive
Officer may approve other demonstration protocols if the manufacturer can
adequately show comparable assurance that the malfunction criteria are chosen
based on meeting emission requirements and that the timeliness of malfunction
detections are within the constraints of the applicable monitoring
requirements.
(h) CERTIFICATION DOCUMENTATION: The manufacturer shall submit the following documentation for each engine family at the time of certification. With Executive Officer approval, one or more of the documentation requirements specified in this section may be waived or altered if the information required would be redundant or unnecessarily burdensome to generate:
(1) A written description of the functional
operation of the diagnostic system to be included in section 8 of
manufacturers' certification application.
(2) A table providing the following
information for each monitored component or system (either computer-sensed or
-controlled) of the emission control system:
(A) corresponding fault code
(B) monitoring method or procedure for
malfunction detection
(C) primary
malfunction detection parameter and its type of output signal
(D) fault criteria limits used to evaluate
output signal of primary parameter
(E) other monitored secondary parameters and
conditions (in engineering units) necessary for malfunction detection
(F) monitoring time length and frequency of
checks
(G) criteria for storing
fault code
(H) criteria for
illuminating malfunction indicator light
(I) criteria used for determining out of
range values and input component rationality checks.
(3) A logic flowchart describing the general
method of detecting malfunctions for each monitored emission-related component
or system. To the extent possible, abbreviations in Society of Automotive
Engineers' (SAE) J1930 "Electrical/Electronic Systems Diagnostic Terms,
Definitions, Abbreviations, and Acronyms", September, 1995, shall be used.
J1930 is incorporated by reference herein. The information required in the
chart under (2) above may instead be included in this flow chart, provided all
of the information required in (2) is included.
(4) A listing and block diagram of the input
parameters used to calculate or determine calculated load values and the input
parameters used to calculate or determine fuel trim values.
(5) A scale drawing of the MIL and the fuel
cap indicator light, if present, which specifies location in the instrument
panel, wording, color, and intensity.
(6) Emission test data specified in
subsection (g).
(7) Data supporting
the selected degree of misfire which can be tolerated without damaging the
catalyst. For vehicles designed to meet the expanded misfire monitoring
conditions (section (b)(3.3.2) or (b)(3.3.3)), representative data
demonstrating the capability of the misfire monitoring system (i.e.,
probability of detection of misfire events) to detect misfire over the full
engine speed and load operating range for selected misfire patterns (i.e.,
random cylinders, one cylinder out, paired cylinders out).
(8) Data supporting the limit for the time
between engine starting and attaining the designated heating temperature for
after-start heated catalyst systems.
(9) For Low Emission Vehicles, data
supporting the criteria used to indicate a malfunction when catalyst
deterioration causes emissions to exceed the applicable threshold specified in
section (b)(1.2.2).
(10) For
Non-Low Emission Vehicles, data supporting the criteria used to indicate a
malfunction when catalyst deterioration leads to a 1.5 times the standard
increase in HC emissions. If a steady state catalyst efficiency check is
employed in accordance with section (b)(1.2.4), data supporting the criteria
used by the diagnostic system for establishing a 60 to 80 percent catalyst
efficiency level shall be provided instead.
(11) Data supporting the criteria used to
detect evaporative purge system leaks.
(12) A description of the modified or
deteriorated components used for fault simulation with respect to the
demonstration tests specified in section (g).
(13) A listing of all electronic powertrain
input and output signals.
(14) Any
other information determined by the Executive Officer to be necessary to
demonstrate compliance with the requirements of this
section.
(i) IN-USE REAL TESTING PROTOCOL The manufacturer shall adhere to the following procedures for vehicles subject to in-use recall testing required by the ARB:
(1) If the MIL illuminates during a test
cycle or during a preconditioning cycle, the fault causing the illumination may
be identified and repaired following published procedures readily available to
the public including the independent service sector.
(2) The test may be rerun, and the results
from the repaired vehicle may be used for emission reporting
purposes.
(3) If a vehicle contains
a part which is operating outside of design specifications with no MIL
illumination, the part shall not be replaced prior to emission testing unless
it is determined that the part has been tampered with or abused in such a way
that the diagnostic system cannot reasonably be expected to detect the
resulting malfunction.
(4) Failure
of a vehicle, or vehicles on average, to meet applicable emission standards
with no illumination of the MIL shall not by itself be grounds for requiring
the OBD system to be recalled for recalibration or repair since the OBD system
cannot predict precisely when vehicles exceed emission standards.
(5) A decision to recall the OBD system for
recalibration or repair will depend on factors including, but not limited to,
level of emissions above applicable standards, presence of identifiable faulty
or deteriorated components which affect emissions with no MIL illumination, and
systematic erroneous activation of the MIL. With respect to erroneous
activation of the MIL, the manufacturer may request Executive Officer approval
to take action apart from a formal recall (e.g., extended warranty or a service
campaign) to correct the performance of the diagnostic strategy on in-use
vehicles. In considering a manufacturer's request, the Executive Officer shall
consider the estimated frequency of false MIL activation in-use, and the
expected effectiveness in relation to a formal recall of the manufacturer's
proposed corrective action in capturing vehicles in the field. For 1994 through
1997 model years, on-board diagnostic systems recall shall not be considered
for excessive emissions without MIL illumination (if required) and fault code
storage until emissions exceed 2.0 times any of the applicable standards in
those instances where the malfunction criterion is based on exceeding 1.5 times
(or 1.75 times for LEV catalyst monitoring) any of the applicable standards.
This higher emission threshold for recall shall extend through the 1998 model
year for TLEV applications (except for catalyst monitoring, for which the
threshold shall extend through the 2003 model year), and through the 2003 model
year for all applicable monitoring requirements on LEV and ULEV
applications.
(6) Regarding
catalyst system monitoring, unmonitored catalysts shall be normally
aged.
(j) CONFIRMATORY TESTING The ARB may perform confirmatory testing of manufacturer's diagnostic systems for compliance with requirements of this section in accordance with malfunction criteria submitted in the manufacturer's approved certification documentation. The ARB or its designee may install appropriately deteriorated normal functioning components in an otherwise properly functioning test vehicle of an engine family represented by the demonstration test vehicle(s) (or simulate a deteriorated or malfunctioning component response) in order to test the fuel system, misfire detection system, oxygen sensor, secondary air system, catalyst efficiency monitoring system, heated catalyst system, and EGR system malfunction criteria for compliance with the applicable emission constraints in this section. Confirmatory testing to verify that malfunction criteria are set for compliance with emission requirements of this section shall be limited to vehicles in engine families derived from the demonstration vehicle(s). Diagnostic systems of a representative sample of vehicles which uniformly fail to met the requirements of this section may be recalled for correction.
(k) STANDARDIZATION Standardized access to emission-related fault codes, emission-related powertrain test information (i.e., parameter values) as outlined in subsection (l), emission related diagnostic procedures, and stored freeze frame data shall be incorporated based on the industry specifications referenced in this regulation.
(1.0) Either
SAE Recommended Practice J1850, "Class B Data Communication Network Interface",
July, 1995, or International Standards Organization (ISO) 9141-2, "Road
vehicles - Diagnostic Systems - CARB Requirements for Interchange of Digital
Information," February, 1994, or ISO 14230-4, "Road vehicles - Diagnostic
systems - KWP 2000 requirements for Emission-related systems," April, 1996,
which are incorporated by reference, shall be used as the on-board to off-board
network communications protocol. All SAE J1979 emission related messages sent
to the J1978 scan tool over a J1850 data link shall use the Cyclic Redundancy
Check and the three byte header, and shall not use inter-byte separation or
checksums.
(2.0) J1978 & J1979
Standardization of the message content (including test modes and test messages)
as well as standardization of the downloading protocol for fault codes,
parameter values and their units, and freeze frame data are set forth in SAE
Recommended Practices on "OBD II Scan Tool" (J1978), June, 1994, and "E/E
Diagnostic Test Modes" (J1979), July, 1996, which have been incorporated by
reference. Fault codes, parameter values, and freeze frame data shall be
capable of being downloaded to a generic scan tool meeting these SAE
specifications.
(2.1) Manufacturers
shall make readily available at a fair and reasonable price to the automotive
repair industry vehicle repair procedures which allow effective emission
related diagnosis and repairs to be performed using only the J1978 generic scan
tool and commonly available, non-microprocessor based tools. As an alternative
to publishing repair procedures using only the J1978 generic scan tool,
manufacturers may make available manufacturer-specific commands needed to
perform the same emission-related diagnosis and repair procedures (excluding
any reprogramming) in a comparable manner as the manufacturer-specific
diagnostic scan tool. In addition to these procedures, manufacturers may
publish repair procedures referencing the use of manufacturer specific or
enhanced equipment. Vehicle manufacturers shall provide for same day
availability (e.g., via facsimile transmission) at a fair and reasonable cost
of emission-related technical service bulletins less than 20 pages in
length.
(2.2) The J1978 scan tool
shall be capable of notifying the user when one or more of the required
monitoring systems are not included as part of the OBD system.
(3.0) J2012 Part C Uniform fault codes based
on SAE specifications shall be employed. SAE "Recommended Format and Messages
for Diagnostic Trouble Codes" (J2012), October, 1994, is incorporated by
reference.
(4.0) J1962 A standard
data link connector in a standard location in each vehicle based on SAE
specifications shall be incorporated. The location of the connector shall be
easily identified by a technician entering the vehicle from the driver's side.
Any pins in the standard connector that provide any electrical power shall be
properly fused to protect the integrity and usefulness of the diagnostic
connector for diagnostic purposes. The SAE Recommended Practice "Diagnostic
Connector" (J1962), January, 1995, is incorporated by reference.
(5.0) With Executive Officer approval,
medium-duty vehicles may alternatively employ the communication protocols
established in Draft SAE Recommended Practice J1939, "Serial Control and
Communications Network", April 1994, to satisfy the standardization
requirements specified in sections (k)(1) through (k)(4) above. The Executive
Officer's decision shall be based on the effectiveness of the SAE J1939
protocol in satisfying the diagnostic information requirements of Section
1968.1 in comparison with the
above referenced documents.
(6.0)
J2008 Beginning January 1, 2002, manufacturers shall make available at a fair
and reasonable price, all 2002 and newer model year vehicle emission-related
diagnosis and repair information provided to the manufacturer's franchised
dealers (e.g., service manuals, technical service bulletins, etc.) in the
electronic format specified in SAE J2008 Draft Technical Report, "Recommended
Organization of Service Information", November, 1995. The information shall be
made available within 30 days of its availability to franchised dealers. Small
volume manufacturers shall be exempted indefinitely from the J2008 formatting
requirement.
(l) SIGNAL ACCESS
(1.0) The following signals in
addition to the required freeze frame information shall be made available on
demand through the serial port on the standardized data link connector:
calculated load value, diagnostic trouble codes, engine coolant temperature,
fuel control system status (open loop, closed loop, other; if equipped with
closed loop fuel control), fuel trim (if equipped), fuel pressure (if
available), ignition timing advance (if equipped), intake air temperature (if
equipped), manifold air pressure (if equipped), air flow rate from mass air
flow meter (if equipped), engine RPM, throttle position sensor output value (if
equipped), secondary air status (upstream, downstream, or atmospheric; if
equipped), and vehicle speed (if equipped). The signals shall be provided in
standard units based on the SAE specifications incorporated by reference in
this regulation, and actual signals shall be clearly identified separately from
default value or limp home signals. Additionally, beginning with a phase-in of
30 percent in the 2000 model year, 60 percent in the 2001 model year, and with
full implementation by the 2002 model year, the software calibration
identification number shall be made available through the serial port on the
standardized data link connector. The phase-in percentages shall be based on
the manufacturer's projected sales volume for all vehicles and engines. Small
volume manufacturers shall not be required to meet the phase-in percentages;
however, such manufacturers shall achieve 100 percent compliance by the 2002
model year. The software calibration identification number shall be provided in
a standardized format. Alternate phase-in percentages that provide for
equivalent timeliness overall in implementing these requirements shall be
accepted.
(2.0) The manufacturer
shall publish in factory service manuals a normal range for the calculated load
value and mass air flow rate (if available) at idle, and at 2500 RPM (no load,
in neutral or park). If 2500 RPM is outside of the operating range of the
engine, the corresponding data may be omitted. If the total fuel command, trim
is made up by more than one source (e.g. short-term trim and long-term trim),
all fuel trim signals shall be available. The signals shall be provided in
standard units based on the incorporated SAE specifications, and actual signals
shall be clearly identified separately from default value or limp home signals.
Diesel vehicles shall be exempt from this requirement.
(3.0) Oxygen sensor data (including current
oxygen sensor output voltages) that will allow diagnosis of malfunctioning
oxygen sensors shall be provided through serial data port on the standardized
data link. In addition, beginning with the 1996 model year (with full
compliance required by the 1997 model year), for all monitored components and
systems, except misfire detection, fuel system monitoring, and comprehensive
component monitoring, results of the most recent test performed by the vehicle,
and the limits to which the system is compared shall be available through the
data link. For the monitored components and systems excepted above, a pass/fail
indication for the most recent test results shall be available through the data
link. Such data shall be transmitted in accordance with SAE J1979 (or SAE
J1939, whichever applies). Manufacturers shall report the test results such
that properly functioning systems do not indicate a failure (e.g., a test value
which is outside of the test limits). Alternative methods shall be approved by
the Executive Officer if, in the judgment of the Executive Officer, they
provide for equivalent off-board evaluation.
(4.0) Beginning with a phase-in of 30 percent
in the 2000 model year, 60 percent in the 2001 model year, and with full
implementation by the 2002 model year, manufacturers shall provide for
verification of the on-board computer software integrity in electronically
reprogrammable control units through the standardized vehicle data connector in
a standardized format to be adopted by SAE. The phase-in percentages shall be
based on the manufacturer's projected sales volume for all vehicles and
engines. Small volume manufacturers shall not be required to meet the phase-in
percentages; however, such manufacturers shall achieve 100 percent compliance
by the 2002 model year. Such verification shall be capable of being used to
determine if the emission-related software and/or calibration data are valid
and applicable for that vehicle. Alternate phase-in percentages that provide
for equivalent timeliness overall in implementing these requirements shall be
accepted.
(m) IMPLEMENTATION SCHEDULE
(1.0) These OBD II
requirements, unless otherwise specified, shall be implemented beginning with
the 1994 model year.
(2.0) The
Executive Officer shall grant an extension for compliance with the requirements
of these subsections with respect to a specific vehicle model or engine family
if the vehicle model or engine family meets previously applicable on-board
diagnostic system requirements and a manufacturer demonstrates that it cannot
modify a present electronic control system by the 1994 model-year because major
design system changes not consistent with the manufacturer's projected
changeover schedule should be needed to comply with provisions of these
subsections.
(2.1) The manufacturer
which has received an extension from the Executive Officer shall comply with
these regulations when modification of the electronic system occurs in
accordance with the manufacturer's projected changeover schedule or in the 1996
model year, whichever first occurs.
(2.2) Any manufacturer requesting an
extension shall, no later than October 15, 1991, submit to the Executive
Officer an application specifying the period for which the extension is
required.
(3.0) Small volume
manufacturers as defined in (n)(13.0) shall meet these requirements by the 1996
model year.
(4.0) Manufacturers may
at their discretion implement a portion of these regulations prior to the
required implementation date provided that the system complies with previously
applicable on-board diagnostic system requirements.
(5.0) Diesel vehicles shall meet these
requirements by the 1996 model year. Manufacturers may request a delay in the
implementation of these requirements for diesel vehicles until 1997, subject to
Executive Officer approval, if it is adequately demonstrated that the delay
will allow for the development of significantly more effective monitoring
systems.
(5.1) Vehicles and engines
certified to run on alternate fuels shall meet these requirements by the 1996
model year. However, manufacturers may request the Executive Officer to waive
specific monitoring requirements for which monitoring may not be reliable with
respect to the use of alternate fuels until the 2005 model year.
(5.2) Medium-duty vehicles with engines
certified on an engine dynamometer may comply with these requirements on an
engine model year certification basis rather than on a vehicle model
basis.
(6.0) The Executive Officer
may waive one or more of the requirements of these subsections with respect to
a specific vehicle or engine family for which production commences prior to
April 1, 1994, and which is not otherwise exempted from compliance in
accordance with sections (2.0) and (2.1) above. In granting a waiver, the
Executive Officer shall consider the following factors: the extent to which
these requirements are satisfied overall on the vehicle applications in
question, the extent to which the resultant diagnostic system design will be
more effective than systems developed according to section
1968, Title 13, and a demonstrated
good-faith effort to meet these requirements in full by evaluating and
considering the best available monitoring technology.
(6.1) For 1995 and 1996 model year vehicles
for which production is to commence subsequent to March 31, 1994, and which are
not exempted from compliance in accordance with section (2.0) and (2.1) above,
the Executive Officer, upon receipt of an application from the manufacturer,
may certify the vehicles in questions even though said vehicles may not comply
with one or more of the requirements of these subsections. Such certification
is contingent upon the manufacturer meeting the criteria set forth in section
(6.0) above. Manufacturers of non-complying systems shall be subject to fines
pursuant to section
43016
of the California Health and Safety Code for each deficiency identified, after
the second, in a vehicle model. For the third deficiency and every deficiency
thereafter identified in a vehicle model, the fines shall be in the amount of
$50 per deficiency per vehicle for non-compliance with any of the monitoring
requirements specified in subsections (b)(1) through (b)(11), and $25 per
deficiency per vehicle for non-compliance with any other requirement of section
1968.1. In determining the
identified order of deficiencies, deficiencies of subsections (b)(1) through
(b)(11) shall be identified first. Total fines per vehicle under this section
shall not exceed $500 per vehicle and shall be payable to the State Treasurer
for deposit in the Air Pollution Control Fund. Engine families in receipt of a
waiver granted under section (6.0) above shall be exempt from these fines.
Further, small volume manufacturers choosing to comply with these requirements
in the 1995 model year shall also be exempt from these fines. For 1996 model
year vehicles and engines only, failure to properly monitor multiple electronic
transmission components shall be considered a single monitoring system
deficiency.
(6.2) Beginning with
the 1997 model year and through the 2003 model year, the certification
provisions set forth in section (m)(6.1) above shall continue to apply subject
to the following limitations:
1) The
specified fines shall apply to the third and subsequently identified
deficiencies, with the exception that fines shall apply to all monitoring
system deficiencies wherein a required monitoring strategy is completely absent
from the OBD system, and
2)
Manufacturers may not carry over monitoring system deficiencies for more than
two model years unless it can be adequately demonstrated that substantial
vehicle hardware modifications and additional lead time beyond two years would
be necessary to correct the deficiency, in which case the deficiency may be
carried over for three model years.
(6.3) Beginning with the 2004 model year, the
certification provisions set forth in section (m)(6.1) and (m)(6.2) above shall
continue to apply subject to the following limitations:
1) The specified fines shall apply to the
second and subsequently identified deficiencies, and
2) Manufacturers may not carry over
monitoring system deficiencies to future model
years.
(n) GLOSSARY For purposes of this section:
(1.0)
"Malfunction" means the inability of an emission- related component or system
to remain within design specifications. Further, malfunction refers to the
deterioration of any of the above components or systems to a degree that would
likely cause the emissions of an average certification durability vehicle with
the deteriorated components or systems present at the beginning of the
applicable certification emission test to exceed by more than 1.5 times any of
the emission standards (both with respect to the certification and useful life
standards), unless otherwise specified, applicable pursuant to Subchapter 1
(commencing with Section
1900), Chapter 3 of Title 13.
Notwithstanding, for catalyst monitoring (section (b)(1.0)), applicable HC
emission standard shall refer only to the useful life standards.
(2.0) "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.
(3.0)
"Engine misfire" means lack of combustion in the cylinder due to absence of
spark, poor fuel metering, poor compression, or any other cause.
(4.0) Oxygen sensor "response rate" refers to
the delay (measured in milliseconds) between a switch of the sensor from lean
to rich or vice versa in response to a change in fuel/air ratio above and below
stoichiometric.
(5.0) A "trip"
means vehicle operation (following an engine-off period) of duration and
driving mode such that all components and systems are monitored at least once
by the diagnostic system except catalyst efficiency or evaporative system
monitoring when a steady-speed check is used, subject to the limitation that
the manufacturer-defined trip monitoring conditions shall all be encountered at
least once during the first engine start portion of the applicable FTP
cycle.
(6.0) A "warm-up cycle"
means sufficient vehicle operation such that the coolant temperature has risen
by at least 40 degrees Fahrenheit from engine starting and reaches a minimum
temperature of at least 160 degrees Fahrenheit (140 degrees Fahrenfeit for
diesel applications).
(7.0) A
"driving cycle" consists of engine startup, and engine shutoff.
(8.0) "Continuous monitoring" means sampling
at a rate no less than two samples per second. If for engine control purposes,
a computer input component is sampled less frequently, the value of the
component may instead be evaluated each time sampling occurs.
(9.0) "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.
These long term adjustments compensate for vehicle differences and gradual
changes that occur over time.
(10.0)
"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.
(11.0) "Calculated load value" refers to an
indication of the current airflow divided by peak airflow, where peak airflow
is corrected for altitude, if available. This definition provides a unitless
number that is not engine specific, and provides the service technician with an
indication of the percent engine capacity that is being used (with wide open
throttle as 100%).
For diesel applications, the calculated load value shall be determined by the ratio of current output torque to maximum output torque at current engine speed.
(12.0)
"Medium-duty vehicle" is defined in title 13, section
1900(b)(9).
(13.0) "Small volume manufacturer" shall mean
any vehicle manufacturer with sales less than or equal to 3000 new light-duty
vehicles and medium-duty vehicles per model year based on the average number of
vehicles sold by the manufacturer each model year from 1989 to 1991, except as
noted below. For manufacturers certifying for the first time in California,
model year sales shall be based on projected California sales. If a
manufacturer's average California sales exceeds 3000 units of new light-duty
and medium-duty vehicles based on the average number of vehicles sold for any
three consecutive model years, the manufacturer shall no longer be treated as a
small volume manufacturer and shall comply with the requirements applicable for
larger manufacturers beginning with the fourth model year after the last of the
three consecutive model years. If a manufacturer's average California sales
falls below 3000 units of new light-duty and medium-duty vehicles based on the
average number of vehicles sold for any three consecutive model years, the
manufacturer shall be treated as a small volume manufacturer and shall be
subject to the requirements for small volume manufacturers beginning with the
next model year.
(14.0) "Low
Emission Vehicle" refers to a vehicle certified in California as a Transitional
Low Emission Vehicle, a Low Emission Vehicle, or an Ultra Low Emission Vehicle.
These vehicle categories are further defined in Title 13, sections
1956.8 and
1960.1.
(15.0) "Diesel engines" refers to engines
using a compression ignition thermodynamic cycle.
(16.0) "Functional check" for an output
component means verification of proper response to a computer command. For an
input component, functional check means verification of the input signal being
in the range of normal operation, including evaluation of the signal's
rationality in comparison to all available information.
(17.0) "Federal Test Procedure" (FTP) cycle
or test refers to, for passenger vehicles, light-duty trucks, and medium-duty
vehicles certified on a chassis dynamometer, the driving schedule in Code of
Federal Regulations (CFR) 40, Appendix 1, Part 86, section (a) entitled, "EPA
Urban Dynamometer Driving Schedule for Light-Duty Vehicles and Light-Duty
Trucks." For medium-duty engines certified on an engine dynamometer, FTP cycle
or test refers to the engine dynamometer schedule in CFR 40, Appendix 1, 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."
(18.0) "Redline engine speed" means the
manufacturer recommended maximum engine speed as normally displayed on
instrument panel tachometers, or the engine speed at which fuel shutoff
occurs.
(19.0) "Power Take-Off
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).
(20.0) "Engine Start" is
defined as the point at which normal, synchronized spark and fuel control is
obtained or 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).
(21.0) An
"Alternate or Equivalent Phase-in" is one that achieves equivalent emission
reductions by the end of the last year of the scheduled phase-in. The emission
reductions shall be calculated by multiplying the percent of vehicles (based on
the manufacturer's projected sales volume of all vehicles and engines) 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). Manufacturers shall be 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).
Any alternate phase-in which results in an equal or larger cumulative total by
the end of the last year of the scheduled phase-in shall be considered
acceptable by the Executive Officer; however, all vehicles shall comply with
the respective requirements subject to the phase-in within one model year
following the last year of the phase-in schedule.
(22.0) "Unified Cycle" is defined in "Speed
Versus Time Data for California's Unified Driving Cycle", dated December 12,
1996, incorporated by reference.
1. New
section filed 8-27-90; operative 9-26-90 (Register 90, No. 42).
2.
Amendment of subsections (a), (b), (g), (k), (l) and (n) filed 8-2-91;
operative 9-2-91 (Register 91, No. 49).
3. Amendment filed 9-3-92;
operative 10-5-92 (Register 92, No. 36).
4. New sections (m)(6.0)
and (m)(6.1) filed 8-27-93; operative 8-27-93 pursuant to Government Code
section 11346.2(d) (Register 93, No. 35).
5. Editorial correction
(Register 95, No. 15).
6. Amendment filed 6-8-95; operative 6-8-95
pursuant to Government Code section 11343.4(d) (Register 95, No.
23).
7. Amendment filed 9-25-97; operative 9-25-97 pursuant to
Government Code section 11343.4(d) (Register 97, No. 39).
8.
Amendment of subsection (b)(4.2.2) and NOTE filed 10-28-99; operative 11-27-99
(Register 99, No. 44).
Note: Authority cited: Sections 39515, 39600, 39601, 43006, 43013, 43018, 43104 and 44036.2, Health and Safety Code; and Sections 27156 and 38395, Vehicle Code. Reference: Sections 39002, 39003, 39667, 43000, 43004, 43006, 43008.6, 43013, 43018, 43100, 43101, 43101.5, 43102, 43104, 43105, 43106, 43204 and 44036.2, Health and Safety Code; and Sections 27156, 38391 and 38395, Vehicle Code.
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